CN104972921A - 用于车辆的控制装置 - Google Patents
用于车辆的控制装置 Download PDFInfo
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- CN104972921A CN104972921A CN201510100207.0A CN201510100207A CN104972921A CN 104972921 A CN104972921 A CN 104972921A CN 201510100207 A CN201510100207 A CN 201510100207A CN 104972921 A CN104972921 A CN 104972921A
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- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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Abstract
本发明涉及一种用于车辆的控制装置。车辆控制装置包括:电池;升压转换器,其被连接到所述电池,用于升高电池电压;第二逆变器,其被连接到所述升压转换器,用于执行直流/交流转换;第二MG,其被连接到所述第二逆变器,用于输出驱动力;以及SOC传感器,其用于检测所述电池的充电状态。控制部在所述SOC传感器已检测到的SOC超过第一阈值时,与在所述SOC低于第一阈值时相比,升高所述升压转换器的输出电压。通过这种方式,可以充分地利用再生制动,且不带来任何不适感的制动是可能的。
Description
相关申请信息
本申请要求2014年4月1日提交的编号为2014-075068的日本专利申请的优先权,该申请的全部内容通过引用的方式在此纳入。
技术领域
本发明涉及用于有效地消耗再生电力的车辆的控制装置。
背景技术
再生制动在减速时用于混合动力车辆(HV)和电动车辆(EV),并且电池使用恢复的电力而被充电。
在此,如果电池充电状态(SOC)已经很高,则无法执行进一步的充电。具体而言,电池过度充电会对电池造成损害,因此必须避免。
根据专利公开1,当SOC高时,引擎操作点发生变化,并且引擎被强制转换为利用引擎损耗实现减速。通过这种方式,可以防止SOC过度升高。
专利公开1
JP 08-207600A
发明内容
根据专利公开1,如果上述控制开始,则引擎的转速迅速升高。如果引擎的转速迅速升高,并且在减速期间也不减档,则会给驾驶员带来不适的感觉。可能驾驶员会感觉仿佛在加速。
期望在没有引起任何不适感(例如,引擎转速升高)的情况下减速,同时抑制SOC的升高。
本发明包括:电池;升压转换器,其被连接到所述电池,用于升高电池电压;逆变器,其被连接到所述升压转换器,用于对所述升压转换器的输出执行DC/AC转换;电动发电机,其被连接到所述逆变器,用于输出驱动力;充电状态检测部4,其检测所述电池的充电状态;以及控制部,其用于在所述充电状态检测部已检测到的充电状态已经超过第一阈值时,与在所述充电状态为所述第一阈值或更小值时相比,升高所述升压转换器的输出电压。
另外,根据一个实施例,在所述充电状态超过高于所述第一阈值的第二阈值时,所述电动发电机在弱磁(field-weakening)控制下被驱动。
另外,根据另一实施例,在所述充电状态超过高于所述第一阈值的第二阈值时,如果不执行PWM控制,则引擎操作点被更改为引擎损耗大的状态,而不执行弱磁控制。
另外,根据又一实施例,车辆具有用于通常行驶的D范围、以及用于比所述D范围具有更大车辆减速的行驶的B范围,作为可选择的行驶范围,并且与在所述D范围中行驶时相比,在所述B范围中行驶时,所述第一阈值和所述第二阈值分别被设定为较低的值。
通过使所述升压转换器的输出电压(升压电压VH)变高,可以使所述升压转换器和所述逆变器的能耗变大,并且消耗来自再生制动的电力。在此,在抑制SOC升高的同时执行再生制动。在不会带来任何不适感(例如,增加引擎转速等)的情况下执行减速。
附图说明
图1是示出车辆驱动***的整体结构的框图。
图2是示出升压转换器的结构的图形。
图3是示出根据SOC的控制的流程图。
图4是示出根据SOC的控制的变形例的流程图。
具体实施方式
下面基于附图描述本发明的实施例。本发明不限于此处描述的实施例。
图1是示出用于混合动力车辆的驱动***的示意性框图。电池10的直流输出被升压转换器12升高,然后被提供给第一逆变器(inverter)14和第二逆变器16。用于发电的第一MG(电动发电机)18被连接到第一逆变器14,并且用于驱动的第二MG(电动发电机)20被连接到第二逆变器16。
第一MG 18和第二MG 20的输出轴被连接到动力变换部22,并且引擎24的输出轴也被连接到该动力变换部22。另外,连接变换部22和第二MG 20的输出轴的旋转被传输到车辆的驱动轴作为驱动输出,同时,变换部22和/或第二MG 20的输出被传输到车轮,从而驱动混合动力车辆。
变换部22例如被形成为行星齿轮机构,并且控制第一MG 18、第二MG 20与引擎24之间的动力传输。引擎24基本被用作驱动力输出源,并且引擎24的输出通过变换部22被传输到第一MG 18。通过这种方式,第一MG 18使用引擎24的输出发电,并且所获得的发电电力通过第一逆变器14和升压转换器12被充入电池10。另外,引擎24的输出通过变换部22被传输到驱动轴,车辆使用引擎24的输出行驶。在图1中,电力传输***通过普通实线示出,机械驱动力传输***通过粗实线示出,而信号传输***(控制***)通过虚线示出。
控制部26根据从加速器下压量和引擎速度确定的目标转矩,通过控制第一和第二逆变器14和16、以及引擎24的驱动来控制到驱动轴的输出。另外,设置SOC传感器28作为用于检测电池10的充电状态(SOC)的充电状态检测部,所检测到的SOC被提供给控制部26。控制部26根据已经由SOC传感器28检测到的电池10的SOC,通过控制引擎24的驱动和第一逆变器14的切换来控制电池10的充电。作为SOC传感器28,可以采用对充电和放电电流积分(integrate)或根据电池开路电压执行计算等的各种公知装置中的任一种,只要该装置可以检测电池10的SOC即可。
当车辆减速时,通过控制第二逆变器16和使用第二MG 20来执行再生制动,电池10使用所获取的再生电力而被充电。还可以使用第一MG 18执行再生制动。
在该实施例中,在电池10的输出侧设置用于将电池10的输出电压平滑化的电容器34,以及用于测量该电容器34的电压(预升压电压VL)的预升压电压传感器32。另外,在升压转换器12的输出处设置用于将输出电压平滑化的电容器34,以及用于测量该电容器34的电压(即,第一和第二逆变器14和16的输入电压(升压电压VH))的升压电压传感器36。
升压转换器12的内部结构在图2中示出。升压转换器12包括两个串联连接的开关元件50和52,以及一个连接到开关元件50和52之间的中间点的电抗器54。开关元件50和52中的每一者由IGBT晶体管或类似物、以及二极管构成,该晶体管的反向电流在该二极管中流动。
电抗器54的一端被连接到电池10的正端子,电抗器54的另一端被连接到开关元件50和52之间的中间点。开关元件50具有晶体管集电极,该集电极被连接到第一和第二逆变器14和16的正端子总线,而发射极被连接到开关元件52的集电极。开关元件52的晶体管的发射极被连接到电池10的负端子,以及第一和第二逆变器14和16的负总线。
上述控制部26输出目标转矩作为驱动输出,并且控制第一和第二逆变器14和16、以及引擎24,从而所需的发电电力被获取。
控制部26还控制升压转换器12的开关元件50和52,以使升压电压VH变为目标值。该控制通过以下方式实施:执行反馈控制,以便升压电压传感器36已检测到的升压电压VH与目标值匹配。还可以与以便在电抗器54中流动的电抗器电流变为目标值的控制组合。
<在SOC高的情况下减速时的处理>
将基于图3描述减速时的处理。首先判定是否正在执行再生制动(S11)。如果该判定的结果为否,则不需要执行与再生制动所产生的电力相关的处理,处理结束。
<升压电压VH的升高>
如果S11中的判定结果为是,则基于SOC传感器28的检测结果判定电池10的SOC是否超过第一阈值(S12)。在此,SOC的第一阈值例如被设定为约70%。行驶期间始终存在车辆需要减速的情况,并且在这些情况下,期望执行再生制动。因此,目标始终是将SOC控制为40-60%。其原因是:如果SOC超过70%,则不能执行有效的再生制动。很明显,此处所示的数值只是示例,并非进行限制。例如,在设定去往目的地的路线的情况下,可以预测沿着该路线由于再生制动而产生的电力量等,这些数值可基于此预测而更改。也可能存在这样的情况:其中,优选地根据车辆通常行驶时的功耗和电池容量更改阈值。
如果S12中的判定为是,则作为升压转换器12的输出电压的升压电压VH升高(S13)。在通常操作时,升压电压指令被确定为,以便此时由操作状况导致的能量损耗变为最小,以及升压电压VH被控制为,以便变为该升压电压指令值(最佳升压电压VH)。在S13,升压电压VH被更改为比最佳升压电压高的值(例如,***的最大电压)。作为能量损耗,例如具有升压转换器12的升压损耗,以及用于对电动发电机(第二MG 20)驱动的逆变器中的开关损耗。
结果,升压转换器12的升压损耗和第二MG 20(和/或第一MG 18)的能量损耗变大,在通过再生制动获取的电力中,可以减少被用于给电池10充电的部分。因此,可以抑制电池10的SOC增加。也可通过使升压电压VH低于最佳升压电压来增加能量损耗,但是这可能影响车辆的驱动力。因此,使升压电压VH低于最佳升压电压只能在车辆驱动力不受限制的情况下执行。
如果S12中的判定为否,则在升压电压VH正在升高的情况下,停止此升高,并且升压电压VH返回到最佳升压电压(S14),然后处理结束。
以这种方式,通过使升压转换器处的损耗变大,可以抑制SOC的升高。因此,不需要增加由引擎摩擦导致的损耗,如在专利公开1中那样,可以减少由于引擎转速升高给驾驶员带来的任何不适感。特别地,通过使升压电压VH变为***最大电压,可以最大化升压损耗,并且可以充分抑制SOC升高。可以延长其中使用电动发电机的再生制动执行制动的时间段,并且可以进一步缓解驾驶员所受到的任何不适感。
<执行弱磁控制>
以这种方式,如果SOC高于第一阈值,则升压电压在S13中升高,并且SOC的升高受到抑制。但是,可能存在这样的情况:其中,升压电压VH升高,并且能量损耗进一步增加。
因此,判定SOC是否已超过高于第一阈值的第二阈值。在图3中,描述了在执行S13的处理之后转移到步骤S15,但是如果S11中的判定为是,则处理可跳到S15的判定。具体而言,可并行地执行升高升压电压的处理和执行弱磁的处理。
当S15中的判定为是时,判定PWM控制是否在进行中(S16)。如果S16中的判定为是,则在PWM控制中执行弱磁控制。具体而言,与通常控制相比,使d轴电流变小。以这种方式,在不使电动发电机的驱动力(制动力)变化的情况下,电动机电流被升高,并且铜损耗增加。尽管弱磁控制经常在高转速时执行,但是控制内容本身是相同的。弱磁控制时的d轴和q轴电流指令可基于转矩指令,从预先存储的弱磁映射(map)确定。
基本而言,d轴和q轴电流被设定为最大化相对于所需输出的效率。因此,通过执行弱磁控制,效率被降低,以使能量消耗。另外,通过使d轴电流变小,使电动机电流变大以增加铜损耗。进一步地,由于电动机电流增加,逆变器开关元件的开关损耗、以及由接通(ON)电阻导致的接通损耗增加。
以这种方式,通过执行弱磁控制,能量损耗变大,并且在通过再生制动获取的再生电力内,被用于给电池10充电的电力可被减少,并且可以抑制电池10的SOC增加。
<引擎操作点的更改>
在该实例中,电动发电机的控制是PWM控制或方波控制。因此,如果S16中的判定为否,则判定方波控制正在被执行。当方波控制正在被执行时,引擎24的操作点被更改(S18)。具体而言,通过像在专利公开1中提及的那样强制旋转引擎24,可以借助摩擦损耗来确保减速。在方波控制的情况下,电动发电机的输出为大输出,并且由于不可能执行弱磁控制,因此使用利用此类引擎24的减速。
在S15中的判定为否的情况下,当正在执行弱磁控制或引擎操作点的更改时,取消弱磁控制或引擎操作点的更改(S19),并且处理结束。
<整体构思>
以这种方式,通过图3中的处理,控制部26根据条件,采用以下三种处理:(i)升压电压的升高,(ii)弱磁控制,以及(iii)引擎操作点更改,使用这些处理增加了能量损耗,从而有效地抑制使用再生电力的电池10的SOC增加。结果,可以在抑制SOC增加的同时执行再生制动,以在不带来任何不适感的情况下执行制动。
<依赖于行驶范围的处理>
图4示出依赖于行驶范围的处理。对于该实例,在S11中的判定为是的情况下,第一阈值和第二阈值根据行驶范围发生更改,然后前往步骤S12。
对于该实例,如果S11中的判定为是,则判定行驶范围是否为B范围(S21)。B范围是这样的范围:在该范围中,与执行通常行驶的D范围相比,车辆以更大的减速(deceleration)行驶。例如,手动变速箱的四档是D范围,三档和更低档是B范围。因此,在S21,判定是否为比D范围具有更多加速(acceleration)和减速的范围。
如果S21中的判定为是,则使第一阈值和第二阈值的值变得较小(S22)。例如,第二阈值被设定为60%,并且第二阈值被设定为70%。当行驶范围被设定为B范围时,预期具有高减速的行驶,因此期望再生电力会大。通过将第一阈值和第二阈值设定为小值,在SOC处于比较低的水平时开始利用S13、S17和S18的使能量损耗变大的处理。结果,当以高减速行驶时,可以防止SOC由于再生电力显著升高。
在S21中的判定为否的情况下,第一阈值和第二阈值返回到通常值(S23)。然后,当第一阈值和第二阈值已经在S22和S23中设定时,执行S12中的以及之后的处理。
结果,在D范围中,其中可执行低损耗行驶的时间段变得比较长,并且可以抑制能量低效率。另外,在B范围中,由于需要减速,因此除了驾驶员在减速期间降档所导致的不适感之外,还会经常发生引擎速度增加的不适感。通过该实施例,可以通过以下方式缓解驾驶员所经受的不适感:使执行导致引擎速度发生变化的控制的情况较不频繁。
<其它>
S17和S18的处理增加了逆变器开关元件等的能耗。结果,这些开关元件的温度升高。因此,在开关元件的温度高于指定温度的情况下,禁止S17和S18的处理,从而加强逆变器等可能的冷却能力。
Claims (6)
1.一种用于车辆的控制装置,包括:
电池;
升压转换器,其被连接到所述电池,用于升高电池电压;
逆变器,其被连接到所述升压转换器,用于对所述升压转换器的输出执行DC/AC转换;
电动发电机,其被连接到所述逆变器,用于输出驱动力;
充电状态检测部4,其检测所述电池的充电状态;以及
控制部,其用于在所述充电状态检测部已检测到的充电状态已经超过第一阈值时,与在所述充电状态为所述第一阈值或更小值时相比,升高所述升压转换器的输出电压。
2.根据权利要求1所述的用于车辆的控制装置,其中:
在所述充电状态超过高于所述第一阈值的第二阈值时,所述电动发电机在弱磁控制下被驱动。
3.根据权利要求2所述的用于车辆的控制装置,其中:
在所述充电状态超过高于所述第一阈值的第二阈值时,如果不执行PWM控制,则引擎操作点被更改为引擎损耗大的状态,而不执行弱磁控制。
4.根据权利要求1所述的用于车辆的控制装置,其中:
作为可选择的行驶范围,存在用于通常行驶的D范围,以及用于比在所述D范围中具有更多车辆减速的行驶的B范围,并且
与在所述D范围中行驶时相比,在所述B范围中行驶时,所述第一阈值和所述第二阈值分别被设定为较低的值。
5.根据权利要求2所述的用于车辆的控制装置,其中:
作为可选择的行驶范围,存在用于通常行驶的D范围,以及用于比在所述D范围中具有更多车辆减速的行驶的B范围,并且
与在所述D范围中行驶时相比,在所述B范围中行驶时,所述第一阈值和所述第二阈值分别被设定为较低的值。
6.根据权利要求3所述的用于车辆的控制装置,其中:
作为可选择的行驶范围,存在用于通常行驶的D范围,以及用于比在所述D范围中具有更多车辆减速的行驶的B范围,并且
与在所述D范围中行驶时相比,在所述B范围中行驶时,所述第一阈值和所述第二阈值分别被设定为较低的值。
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- 2015-02-26 US US14/631,986 patent/US20150274021A1/en not_active Abandoned
- 2015-03-06 CN CN201510100207.0A patent/CN104972921A/zh active Pending
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CN101432175A (zh) * | 2006-04-24 | 2009-05-13 | 丰田自动车株式会社 | 内燃机的停止控制装置以及停止控制方法 |
JP2008001301A (ja) * | 2006-06-26 | 2008-01-10 | Mazda Motor Corp | ハイブリッド車両の制御装置 |
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CN108569159A (zh) * | 2017-03-10 | 2018-09-25 | 丰田自动车株式会社 | 驱动装置 |
CN108569159B (zh) * | 2017-03-10 | 2021-05-04 | 丰田自动车株式会社 | 驱动装置 |
CN110435436A (zh) * | 2019-08-20 | 2019-11-12 | 孙道斌 | 一种基于双电机的电动车能量回收续航装置 |
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US20150274021A1 (en) | 2015-10-01 |
JP2015198501A (ja) | 2015-11-09 |
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