CN103717435A - Vehicle, and vehicle control method - Google Patents

Vehicle, and vehicle control method Download PDF

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Publication number
CN103717435A
CN103717435A CN201180072666.2A CN201180072666A CN103717435A CN 103717435 A CN103717435 A CN 103717435A CN 201180072666 A CN201180072666 A CN 201180072666A CN 103717435 A CN103717435 A CN 103717435A
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China
Prior art keywords
rotating machine
vehicle
vehicle collision
resistance
electromotive force
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Granted
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CN201180072666.2A
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Chinese (zh)
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CN103717435B (en
Inventor
桥元庆太
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Toyota Motor Corp
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Toyota Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • 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
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • 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
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/06—Limiting the traction current under mechanical overload conditions
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • 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
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/02—Dynamic electric resistor braking
    • B60L7/06—Dynamic electric resistor braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • 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
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • 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
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/12—Emission reduction of exhaust
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • 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
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W2030/082—Vehicle operation after collision
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

A vehicle is provided with: an engine; an electrically heated catalyst (EHC); a first motor generator (MG) for generating a counter-electromotive force upon collision of the vehicle; a battery; a power control unit (PCU) including a converter and an inverter for conversion of power between the battery and the first MG; and an ECU (200). The PCU is connected to the battery via a system main relay (SMR). The EHC is connected between the converter and the inverter via an EHC relay. The ECU (200) determines whether vehicle collision has occurred (210). If the vehicle collision has occurred, the ECU opens the SMR so that the battery and the PCU are electrically separated from each other (220), while closing the EHC relay so that the EHC and the first MG are electrically connected to each other and the counter-electromotive force generated by the first MG upon vehicle collision can be consumed by the EHC (230).

Description

The control method of vehicle and vehicle
Technical field
The present invention relates to consume in advance the technology of the electric power being produced by vehicle when vehicle collision.
Background technology
By the driven by power of high-tension battery, travelling in the vehicle travelling with motor, be conventionally equipped with the control system that parting system main relay cuts off high-tension battery from other equipment when vehicle collision.But after having cut off high-tension battery, residual electric power (electric charge) in the cond that also can possess at the power control unit that comprises changer, conv etc. therefore, likely can leak electricity during the discharge delay of remaining electric power in this cond.
In view of such problem, at TOHKEMY 2010-93934 communique (patent documentation 1), remaining electric power in a kind of cond that consumes changer during at vehicle collision by idle call motor is disclosed.
Prior art document
Patent documentation 1: TOHKEMY 2010-93934 communique
Patent documentation 2: TOHKEMY 2011-10406 communique
Patent documentation 3: TOHKEMY 2005-20952 communique
Summary of the invention
The problem that invention will solve
But according to the annexation of travelling with motor and wheel, the minimizing of the rotating speed (speed of a motor vehicle) of the wheel during sometimes due to vehicle collision makes to travel with motor rotation, thereby travelling with the larger counter electromotive force of motor generation.Yet the disclosed technology of patent documentation 1 only consumes the technology of the smaller electric power in the cond that remains in changer when vehicle collision, cannot consume in advance when vehicle collision by the larger counter electromotive force that travels and produce with motor.; suppose; if as patent documentation 1 by idle call motor when consuming vehicle collision by the counter electromotive force that travels and produce with motor; at the rise of rotational speed of idle call motor to can the appreciiable time of cost before can consuming the rotating speed of the counter electromotive force producing with motor by travelling, therefore cannot consume in advance the counter electromotive force producing with motor travelling.
The present invention proposes in order to address the above problem, and its object is, consumes in advance the counter electromotive force being produced by rotating machine when vehicle collision.
For the means of dealing with problems
Vehicle of the present invention possesses: the resistance that is heat energy by transformation of electrical energy; Rotating machine, the minimizing of the rotating speed of its wheel during by vehicle collision is rotated, thereby produces counter electromotive force; Shifter, it comprises the commutation circuit that the status of electrically connecting of resistance and rotating machine is switched; And the control setup of controlling commutation circuit.Control setup is controlled commutation circuit resistance is electrically connected to rotating machine when vehicle collision, consumes the counter electromotive force being produced by rotating machine when the vehicle collision thus by resistance.
Preferably, vehicle also possesses: driving engine; Electrical storage device, it stores for driving the electric power of rotating machine; Conv, it carries out voltage transformation between electrical storage device and rotating machine; And changer, it carries out power converter between conv and rotating machine.Resistance be connected on the electric wireline that conv is connected with changer, the exhaust of driving engine is purified can electrically heated catalyst-assembly.
Preferably, control setup, after rotating machine is electrically connected to catalyst-assembly, when the accumulated value of the power consumption of catalyst-assembly has surpassed threshold value, is controlled shifter rotating machine and catalyst-assembly is non-electric-connecting.
Preferably, control setup, when vehicle collision and when the electrical path that catalyst-assembly is connected with rotating machine does not leak electricity, is controlled commutation circuit rotating machine is electrically connected to catalyst-assembly.
Preferably, shifter possesses the backup power of the power for operation that stores commutation circuit in inside.
Preferably, vehicle also possesses the first dynamotor, rotates with wheel interlock the second dynamotor and planetary gear apparatus.Planetary gear apparatus comprise sun wheel, the gear ring linking with the second dynamotor, the miniature gears engaging with sun wheel and gear ring and link with driving engine and by miniature gears support be can rotation tooth rest.Rotating machine is the first dynamotor.
The control method of the vehicle of other aspects of the present invention, described vehicle possesses: the resistance of power consumption; Rotating machine, it utilizes from the torque of wheel transmission and is rotated and produces counter electromotive force when vehicle collision; Shifter, it comprises the commutation circuit that the status of electrically connecting of resistance and rotating machine is switched; And the control setup of controlling commutation circuit, described control method comprises: determine whether the step when vehicle collision; With consume step, the in the situation that of when being judged to be in vehicle collision, control commutation circuit resistance be electrically connected to rotating machine, by resistance, consume the counter electromotive force being produced by rotating machine when the vehicle collision thus.
The effect of invention
According to the present invention, can consume in advance the counter electromotive force being produced by rotating machine when vehicle collision.
Accompanying drawing explanation
Fig. 1 is the entire block diagram of vehicle.
Fig. 2 means the figure of the circuit structure of a MG, the 2nd MG, PCU, battery, EHC.
Fig. 3 is the figure that shows the situation of change of engine speed Ne, a MG rotational speed N m1, the 2nd MG rotational speed N m2 on alignment chart.
Fig. 4 is the functional block diagram of ECU.
Fig. 5 means the mobile figure of the electric current that is supplied to EHC when vehicle collision.
Fig. 6 means the diagram of circuit of the treatment step of ECU.
The specific embodiment
Below, with reference to accompanying drawing, embodiments of the invention are elaborated.In addition, identical in figure or considerable part are marked same label and do not repeat its explanation.
Fig. 1 is the entire block diagram of the vehicle 1 of the present embodiment.Vehicle 1 possesses driving engine 10, a MG(Motor Generator: dynamotor) the 20, the 2nd MG30, distributing means for power supply 40, retarder 50, power control unit (Power Control Unit, hereinafter referred to as " PCU ") 60, battery 70, drive wheel 80 and electronic control unit (Electronic Control Unit, hereinafter referred to as " ECU ") 200.
Driving engine 10 is combustion engines that the Combustion Energy that produces when making the mixture combustion of air and fuel produces the propulsive effort that makes crankshaft revolution.The one MG20 is the dynamotor driving by exchanging with the 2nd MG30.
Vehicle 1 utilizes from the power of at least one party's output of driving engine 10 and the 2nd MG30 and travels.The propulsive effort that driving engine 10 produces is assigned as two paths by distributing means for power supply 40.That is, one is the path of transmitting to drive wheel 80 via retarder 50, and another is the path of transmitting to a MG20.
Distributing means for power supply 40 consists of the planetary wheel that comprises sun wheel, miniature gears, tooth rest and gear ring.Miniature gears engages with sun wheel and gear ring.Tooth rest for can rotation, and links miniature gears supporting with the bent axle of driving engine 10.The S. A. of sun wheel and a MG20 links.The S. A. of gear ring and the 2nd MG30 and retarder 50 link.Like this, driving engine 10, a MG20 and the 2nd MG30 link via the distributing means for power supply 40 consisting of planetary wheel, thereby the rotating speed (hereinafter referred to as " the 2nd MG rotational speed N m2 ") of the rotating speed of the rotating speed of driving engine 10 (hereinafter referred to as " engine speed Ne "), a MG20 (hereinafter referred to as " a MG rotational speed N m1 ") and the 2nd MG30 becomes with the connected relation of straight line (with reference to aftermentioned Fig. 3) in alignment chart.
PCU60 controls by the control signal from ECU200.PCU60 is transformed to the alternating electromotive force that can drive a MG20 and the 2nd MG30 by the direct current power of supplying with from battery 70.PCU60 outputs to respectively a MG20, the 2nd MG30 by the alternating electromotive force after conversion.Thus, by being stored in the electric power of battery 70, drive a MG20, the 2nd MG30.In addition, PCU60 also can be transformed to direct current power by the alternating electromotive force being produced by a MG20, the 2nd MG30 generating, and with the direct current power after conversion, battery 70 is charged.
Battery 70 is to store for driving the direct supply of the electric power of a MG20, the 2nd MG30, such as consisting of secondary batterys such as ni-mh, lithium ions.The output voltage of battery 70 is for example the high potential of 200V left and right.In addition, also can replace battery 70 and adopt high-capacity cond.
Vehicle 1 also possesses crash sensor 2.As the information for vehicle 1 and the collision (hereinafter referred to as " vehicle collision ") of other objects are judged, the acceleration/accel G that 2 pairs of crash sensors act on vehicle 1 detects, and testing result is outputed to ECU200.
Vehicle 1 also possesses exhaust channel 130.The exhaust of discharging from driving engine 10 is discharged to atmosphere by exhaust channel 130.
In the way of exhaust channel 130, be provided with electrical heating type catalyst (Electrical Heated Catalyst, below, be called " EHC ") 140.EHC140 is configured to catalyst, to carry out electrically heated catalyst by electric heater (resistance that is heat energy by transformation of electrical energy).EHC140 has the high-capacity electric power of consumption makes catalyzer temperature-elevating to the function of high temperature.Particularly, EHC140 possesses the electric heater that the electric power (for example direct current power of 650 volts of left and right) after consumption is boosted by conv 61 generates heat, and by this electric heater, makes catalyzer temperature-elevating to high temperature.In addition, in EHC140, can be suitable for various known catalyst.
Central processing unit) and memory device ECU200 is built-in with not shown CPU(Central Processing Unit:, and the information being configured to based on being stored in this memory device is carried out predetermined calculation process.
Fig. 2 means the figure of the circuit structure of a MG20, the 2nd MG30, PCU60, battery 70, EHC140.
Between PCU60 and battery 70, be provided with system main relay (SMR) 71.SMR71 controls by the control signal from ECU200, and the supply of the electric power between battery 70 and PCU60 and cut-out are switched.When vehicle collision, SMR71 is controlled as off-state by ECU200.Thus, when vehicle collision, battery 70 is cut off from PCU60.
PCU60 comprises conv 61, changer 62,63, smooth condenser 64,65 and discharging resistance 66.
Conv 61 is connected with battery 70 with negative line NL1 via electrode line PL1.In addition, conv 61 is connected with changer 62,63 with negative line NL1 via electrode line PL2.
Conv 61 comprises reactor, two on-off elements and two diodes.Conv 61 is controlled by the control signal from ECU200, between battery 70 and changer 62,63, carries out voltage transformation.
Changer 62 is arranged between conv 61 and a MG20.Changer 63 is arranged between conv 61 and the 2nd MG30.Changer 62,63 is connected with conv 61 in the mode being connected in parallel to each other.
Changer 62,63 comprises the upper underarm (on-off element) and the diode being connected with each on-off element inverse parallel of three-phase separately.On each of changer 62,63, underarm is controlled by the control signal from ECU200, and the direct current power by after conv 61 voltage transformations is transformed to alternating electromotive force and outputs to respectively a MG20, the 2nd MG30.
Smooth condenser 64 is connected between electrode line PL1 and negative line NL1, makes the alternating component smoothing of the variation in voltage between electrode line PL1 and negative line NL1.Smooth condenser 65 is connected between electrode line PL2 and negative line NL1, makes the alternating component smoothing of the variation in voltage between electrode line PL2 and negative line NL1.
Discharging resistance 66 is connected between electrode line PL2 and negative line NL1.Discharging resistance 66 using extract smooth condenser 64,65 out residual charge as purposes.Therefore, the capacity of discharging resistance 66 (size of the electric power that time per unit can consume) is less than EHC140.
EHC140 is connected in the conv 61 of PCU60 inside and the electric wireline (electrode line PL2, negative line NL1) between changer 62,63.More specifically, an end of EHC140 is connected with the anodal branch line PLehc from electrode line PL2 branch, and another end is connected with the negative pole branch line NLehc from negative line NL1 branch.
EHC140 possesses the electric heater that the electric power (for example direct current power of 650 volts of left and right) after consumption is boosted the electric power of battery 70 by conv 61 generates heat, and can consume very high electric power.In addition, EHC140 is also heated by consuming the electric power alternating electromotive force being produced by a MG20 or the 2nd MG30 generating being transformed to after direct current power by changer 62,63.
Between EHC140 and PCU60, be provided with shifter 100.Shifter 100 possesses the EHC relay R 1 being arranged on anodal branch line PLehc in inside, the EHC relay R 2, the preparation that are arranged on negative pole branch line NLehc are met an urgent need and stored the backup power 110 of power for operation of EHC relay R 1, R2 and the monitoring sensor 120 of the power consumption Pehc of supervision EHC140.The connection of each EHC relay R 1, R2 disconnects action and controls by the control signal from ECU200.In addition, each EHC relay R 1, R2 can utilize the electric power of supplying with from least either party of subsidiary engine battery (not shown) and backup power 110 to carry out work.Therefore,, even if cut off the power supply path from subsidiary engine battery when vehicle collision, also can EHC relay R 1, R2 be worked effectively by backup power 110.
Further, on negative pole branch line NLehc, be connected with leakage indicator 150.The electric leakage of 150 pairs of electrical paths that EHC140 is connected with PCU60 of leakage indicator (hereinafter referred to as " EHC electric leakage ") detects.In addition, in leakage indicator 150, can be suitable for various known devices.
During having the travelling of vehicle 1 of above such structure, when there is vehicle collision, the speed of a motor vehicle sharply reduces, but sometimes because the sharply minimizing of this speed of a motor vehicle makes a MG20 rotation, thereby a MG20 produces counter electromotive force.
Fig. 3 is the figure of situation of the variation of engine speed Ne while showing vehicle collision on alignment chart, a MG rotational speed N m1, the 2nd MG rotational speed N m2.
As mentioned above, engine speed Ne, a MG rotational speed N m1, the 2nd MG rotational speed N m2 become with the connected relation of straight line in alignment chart.That is, a MG rotational speed N m1 is by engine speed Ne and the 2nd MG rotational speed N m2 and determine.Because the 2nd MG30 links via retarder 50 and drive wheel 80, so the 2nd MG rotational speed N m2 is the value being directly proportional to the speed of a motor vehicle.
At the power by driving engine 10 and the 2nd MG30, advance travel during (with reference to alignment L1) when there is vehicle collision, the speed of a motor vehicle i.e. the 2nd MG rotational speed N m2 sharply reduces.Now, at the driving engine 10 of rotation, according to the law of inertia, want to maintain same rotational speed.On the other hand, when vehicle collision, by ECU200, SMR71 being controlled is that off-state is cut off battery 70 from PCU60, and therefore, a MG20 cannot export torque.Therefore, as shown in alignment L2, when vehicle collision, the one MG rotational speed N m1 sharply increases due to the sharply minimizing (almost moment is reduced to 0 situation to the alignment L2 shown in Fig. 3 exemplified with the speed of a motor vehicle) of the 2nd MG rotational speed N m2, and a MG20 produces large counter electromotive force by being arranged on the permanent magnet of a MG20.Therefore,, when vehicle collision, wish to consume in advance the counter electromotive force being produced by a MG20.
But, when using discharging resistance 66 conducts to consume the equipment of this counter electromotive force, due to discharging resistance 66 using extract smooth condenser 64,65 out residual charge as purposes, so its capacity is smaller, off-capacity for consuming in advance the counter electromotive force that drives use and a MG20 capacious.In addition, when using not shown idle call motor (compressor etc.) conduct to consume the equipment of counter electromotive force, can the appreciiable time of cost before the rotating speed of the counter electromotive force producing to a MG20 that can consume by the use of travelling due to the rise of rotational speed at idle call motor, so can not consume in advance the counter electromotive force that the MG20 by the use of travelling produces.And then, also off-capacity likely in idle call motor.
Therefore, the ECU200 of the present embodiment makes EHC relay R 1, R2 closure that EHC140 is electrically connected to a MG20 when vehicle collision, consumes the counter electromotive force being produced by a MG20 when the vehicle collision thus by the large EHC140 of power consumption.This point be the tool feature of the present invention a bit.
Fig. 4 is the functional block diagram of the ECU200 of the part relevant to control when the vehicle collision.ECU200 comprises collision determination portion 210, SMR cutting portion 220 and EHC Control portion 230.
The testing result of collision determination portion 210 based on crash sensor 2 judged whether having there is vehicle collision, and result of determination outputed to SMR cutting portion 220, EHC Control portion 230.
Be judged to be there is vehicle collision in the situation that, it is disconnected that SMR cutting portion 220 disconnects by battery 70 and PCU60 TURP SMR71.
Be judged to be there is vehicle collision in the situation that, EHC Control portion 230 has or not EHC electric leakage to judge based on 150 pairs of leakage indicators.And in the situation that there is no EHC electric leakage, EHC Control portion 230 makes EHC relay R 1, R2 closure that EHC140 is electrically connected to a MG20.
Fig. 5 means the mobile figure that is supplied to the electric current of EHC140 in the situation that of having made EHC relay R 1, R2 closure when vehicle collision.As mentioned above, when vehicle collision, a MG20 is because the sharply minimizing of the 2nd MG rotational speed N m2 is rotated, thereby produces counter electromotive force by a MG20.
As shown in Figure 5, the electric current being produced by this counter electromotive force is supplied to EHC140 by changer 62.Thus, can consume in advance the counter electromotive force being produced by a MG20 by EHC140.Now, the electric current being produced by counter electromotive force flows via the diode of changer 62, therefore, even if the electric current that does not make changer 62 work be produced by counter electromotive force also can flow between a MG20 and EHC140.Further, in the present embodiment, EHC140 is connected between conv 61 and changer 62.Therefore, do not need to make conv 61 work yet.Therefore, in the present embodiment, even if cut off SMR71 when vehicle collision, even or because the impact of vehicle collision makes conv 61 and changer 62 be absorbed in out-of-action state, also can consume the counter electromotive force being produced by a MG20 by ECU140.
Return to Fig. 4, EHC Control portion 230 is after making EHC relay R 1, R2 closure, EHC power consumption Pehc from monitoring sensor 120 is added up, in the situation that the aggregate-value of EHC power consumption Pehc has surpassed predetermined allowed value, make EHC relay R 1, R2 disconnect making EHC140 and a MG20 non-electric-connecting.Thus, before being reduced to a certain degree, a MG rotational speed N m1 consumes by EHC140 the counter electromotive force being produced by a MG20, and by EHC140, consumed make after surpassing the electric power amount of allowed value EHC140 and a MG20 non-electric-connecting, thereby can suppress the over voltage of EHC140 and overheated.
Fig. 6 means for realizing the diagram of circuit for the treatment of step of the ECU200 of above-mentioned functions.This diagram of circuit is repeatedly carried out with the predetermined cycle between the starting period of ECU200.
In step (following, step is economized to slightly " S ") 10, ECU200 is to having or not vehicle collision to judge.In the situation that there is no vehicle collision, (in S10, being "No"), does not finish this processing.
In the situation that there is vehicle collision (being "Yes" in S10), ECU200 cuts off SMR71 in S11.
In S12, ECU200 is to having or not EHC electric leakage to judge.In the situation that there is EHC electric leakage, (in S12, being "No"), finishes this processing.
In the situation that there is no EHC electric leakage (being yes in S12), ECU200 makes EHC relay R 1, R2 closure in S13.Thus, by EHC140, consume the counter electromotive force being produced by a MG20 as described above.
In S14, ECU200 adds up EHC power consumption Pehc.
In S15, whether ECU200 has surpassed allowed value to the aggregate-value of EHC power consumption Pehc is judged.In the situation that the aggregate-value of EHC power consumption Pehc does not surpass allowed value (being "No" in S15), process and return to S14, repeatedly EHC power consumption Pehc is added up.
In the situation that the aggregate-value of EHC power consumption Pehc has surpassed allowed value (being "Yes" in S15), ECU200 makes EHC relay R 1, R2 disconnect in S16.Thus, can suppress the over voltage of EHC140 and overheated.
Above, in the vehicle 1 of the present embodiment, in the situation that having there is vehicle collision, ECU200 makes EHC relay R 1, R2 closure by a MG20 and the EHC140(resistance that can consume high-capacity electric power) be electrically connected to.Thus, can consume in advance the counter electromotive force being produced by a MG20 when the vehicle collision by EHC140.
Should think, this disclosed embodiment is casehistory rather than restrictive content in all respects.Scope of the present invention is not to limit by above-mentioned explanation, but limits by the scope of claim, the implication that the scope with claim that is intended to comprise is equal to and all changes within the scope of claim.
The explanation of label
1 vehicle, 2 crash sensors, 10 driving engines, 20 the one MG, 30 the 2nd MG, 40 distributing means for power supply, 50 retarders, 60PCU, 61 convs, 62, 63 changers, 64, 65 smooth condensers, 66 discharging resistances, 70 batteries, 71SMR, 80 drive wheels, 100 shifters, 110 backup powers, 120 monitoring sensors, 130 exhaust channels, 140EHC, 150 leakage indicators, 200ECU, 210 collision determination portions, 220 cutting portions, 230 Control portions, NL1 negative line, NLehc negative pole branch line, PL1, PL2 electrode line, the anodal branch line of PLehc, R1, R2EHC relay.

Claims (7)

1. a vehicle, possesses:
The resistance that is heat energy by transformation of electrical energy (140);
Rotating machine (20), the minimizing of the rotating speed of its wheel (80) during by vehicle collision is rotated, thereby produces counter electromotive force;
Shifter (100), it comprises the commutation circuit (R1, R2) that the status of electrically connecting of described resistance and described rotating machine is switched; And
Control the control setup (200) of described commutation circuit
Described control setup is controlled described commutation circuit described resistance is electrically connected to described rotating machine when vehicle collision, consumes the counter electromotive force being produced by described rotating machine when the vehicle collision thus by described resistance.
2. vehicle according to claim 1, wherein,
Described vehicle also possesses:
Driving engine (10);
Electrical storage device (70), it stores for driving the electric power of described rotating machine;
Conv (61), it carries out voltage transformation between described electrical storage device and described rotating machine; And
Changer (62), it carries out power converter between described conv and described rotating machine,
Described resistance be connected on the electric wireline (PL2, NL1) that described conv is connected with described changer, the exhaust of described driving engine is purified can electrically heated catalyst-assembly.
3. vehicle according to claim 2, wherein,
Described control setup is after being electrically connected to described rotating machine with described catalyst-assembly, when the accumulated value of the power consumption of described catalyst-assembly has surpassed threshold value, control described shifter described rotating machine and described catalyst-assembly is non-electric-connecting.
4. vehicle according to claim 2, wherein,
Described control setup, when vehicle collision and when the electrical path that described catalyst-assembly is connected with described rotating machine does not leak electricity, is controlled described commutation circuit described rotating machine is electrically connected to described catalyst-assembly.
5. vehicle according to claim 2, wherein,
Described shifter possesses the backup power (110) of the power for operation that stores described commutation circuit in inside.
6. vehicle according to claim 2, wherein,
Described vehicle also possesses:
The first dynamotor (20);
Second dynamotor (30) of rotation with described wheel interlock; And
Planetary gear apparatus (40),
Described planetary gear apparatus comprise sun wheel, the gear ring linking with described the second dynamotor, the miniature gears engaging with described sun wheel and described gear ring and link with described driving engine and by described miniature gears support be can rotation tooth rest,
Described rotating machine is described the first dynamotor.
7. a control method for vehicle, described vehicle possesses: the resistance of power consumption (140); Rotating machine (20), it utilizes the torque of transmitting from wheel (80) to be rotated and produces counter electromotive force when vehicle collision; Shifter (100), it comprises the commutation circuit (R1, R2) that the status of electrically connecting of described resistance and described rotating machine is switched; And the control setup (200) of controlling described commutation circuit, described control method comprises:
Determine whether the step when vehicle collision; With
Consume step, the in the situation that of when being judged to be in vehicle collision, control described commutation circuit described resistance is electrically connected to described rotating machine, by described resistance, consume the counter electromotive force being produced by described rotating machine when the vehicle collision thus.
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