CN1819932A - 多动力型车辆及其控制方法 - Google Patents
多动力型车辆及其控制方法 Download PDFInfo
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- 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
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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
- 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
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- B60L2240/42—Drive Train control parameters related to electric machines
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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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- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
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- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60W2540/00—Input parameters relating to occupants
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- B60W2710/00—Output or target parameters relating to a particular sub-units
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- B60—VEHICLES IN GENERAL
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- Y02T10/00—Road transport of goods or passengers
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- Y10S903/902—Prime movers comprising electrical and internal combustion motors
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Abstract
本发明提供多动力型车辆及其控制方法。多动力型车辆的控制器(10)将当前的发动机转动速度下的发动机扭矩高效率线上的点的发动机扭矩作为目标发动机扭矩求出,根据当前的发动机转动速度和当前的加速器操作量求出当前的发动机扭矩。然后,当变速器(2)的齿轮位置处于空档、车辆停止且有必要对蓄电装置(9)充电时,将目标发动机扭矩与当前发动机扭矩的差设定为电动发电机(4)的目标发电扭矩,设定与目标发电扭矩相对应的过渡时间,在该过渡时间内将电动发电机的发电扭矩缓缓升至目标发电扭矩地进行控制。
Description
技术领域
本发明涉及作为车辆的驱动源具有发动机和电动发电机的并联式多动力型车辆。
背景技术
日本专利局2002年发行的JP2002-138876A公开了作为驱动源具有发动机和电动发电机的并联式多动力型车辆。在该现有例中,将根据蓄电装置的SOC而设定电动发电机和发动机的输出的分担比的映射表存储在控制器内,控制器参照映射表根据蓄电装置的SOC求出各个输出分担比,根据该分担比和加速器操作量控制电动发电机的输出和发动机的输出。
即便在这样的多动力***中,当车辆停止并且变速器的齿轮位置处于空档时,有时进行发动机空转停止控制。然而,发动机空转停止如果不考虑蓄电装置的充电状态(SOC)而进行,则失去对蓄电装置充电的机会,蓄电装置的充电状态减少,仅利用电动发电机的输出来发动车辆有可能变得困难。并且,电动发电机的最大输出由于在低转动时大、随着转动上升而降低的特性,因此在发动车辆时希望最大限度地活用电动发电机的输出。
发明内容
因此,本发明的目的在于,考虑蓄电装置的充电状态适当地执行空转停止,使得在再次发动时可最大限度地活用电动发电机的输出。
根据本发明,提供一种多动力型车辆,该车辆具有:发动机、改变输入轴的转动速度并传递给输出轴的变速器、电动发电机、连接电动发电机的转动轴和变速器的输入轴的动力传递机构、连接到电动发电机上的蓄电装置以及控制器。控制器将在当前的发动机转动速度下的发动机扭矩高效率线上的点的发动机扭矩设定为目标发动机扭矩,根据当前的发动机转动速度和加速器操作量而计算当前的发动机扭矩,当变速器的齿轮位置处于空档、车辆停止并且蓄电装置有必要充电时,将目标发动机扭矩和当前的发动机扭矩的差设定为电动发电机的目标发电扭矩,对电动发电机进行控制使得电动发电机的发电扭矩成为目标发电扭矩。
参照附图,以下详细地说明本发明的实施方式和本发明的优点。
附图说明
图1为本发明的并联式多动力型车辆的概要构成图。
图2为规定了蓄电装置的充电状态和发动机、电动发电机的输出分担比之间的关系的表。
图3为示出主控制器的控制内容的流程图。
图4为示出了充电模式下的主控制器的控制内容的流程图。
图5为示出了发动机转动速度与相对发动机扭矩的耗油量率的关系的映射表。
图6A为规定了发动机转动速度与相对加速器操作量的齿条位置(燃料喷射量)的关系的映射表。
图6B为规定了齿条位置(燃料喷射量)与相对发动机转动速度的发动机扭矩的关系的映射表。
图7为规定了目标发电扭矩和过渡时间的关系的表。
图8为示出了目标发电扭矩是如何变化的时序图。
图9为用于说明发电模式下的控制内容的图。
具体实施方式
参照附图1,多动力型车辆具有作为驱动源的发动机1和电动发电机2以及使用行星齿轮的分档变速器2。在发动机1和变速器2之间夹装有摩擦离合器3。发动机1是柴油发动机或以高压天然气为燃料的CNG发动机。电动发电机4的转动轴4a经动力传递机构5连接到变速器2的输入轴2a。
在变速器2上,具有控制变速器2的齿轮位置的变速控制器6。变速控制器6连接到变速杆7和主控制器10上。如果司机操作变速杆7,则变速控制器6以实现变速杆7所选择的齿轮位置的方式对变速器2的齿轮位置进行控制。
离合器3通过离合器作动器8被连接或释放。离合器作动器8根据主控制器10的要求连接或释放离合器3,对是否从发动机1向变速器2、动力传递机构5传递驱动力进行切换。发动机控制器15控制发动机1的燃料喷射量(燃料供给量)。发动机1的转动速度由发动机转动速度传感器16检测。发动机控制器15根据发动机转动速度传感器16的检测信号和来自主控制器10的要求来控制发动机1的燃料喷射量。
对于车轮作用制动力的刹车作动器21,由刹车控制器20根据来自主控制器10的信息(电动发电机4的再生制动力)和刹车踏板22的踩进量(要求制动力),以补偿要求的制动力中靠再生制动力无法完全供应的动力的方式进行控制。刹车踏板22的踩进量由刹车传感器23检测。
电动发电机4考虑到高效率且形状小重量轻,使用永久磁铁同步电动机(IPM同步电动机)。电动发电机4经换流器11连接到蓄电装置9。在蓄电装置9内,为使制动能量在短时间内无浪费地、高效率地再生而使用了高输出密度的双电荷层电容。
换流器11根据来自主控制器10的要求控制电动发电机4使其处于电动模式或发电模式。在电动模式下,将蓄电装置9的充电电力(直流电力)转换为交流电力后驱动电动发电机4。另一方面,在发电模式下,将电动发电机4的发电电力(交流电力)转换为直流电力对蓄电装置9充电。
动力传递机构5由连接到电动发电机4的转动轴4a上的主动齿轮5a、连接到变速器2的输入轴2a上的从动齿轮5b、以及与主动齿轮5a和从动齿轮5b相啮合的空转齿轮5c构成。电动发电机4的转动轴4a的转动通过动力传递机构5被减速,传递给变速器2的输入轴2a。反过来,变速器2的输入轴2a的转动通过动力传递机构5被加速,传递给电动发电机4的转动轴4a。
来自下列传感器的检测信号被输入主控制器10:检测加速器踏板12的操作量(要求驱动力)的加速器操作量传感器13,检测离合器3的连接、释放的离合器传感器14,检测变速器2的齿轮位置的齿轮位置传感器17,检测变速器2的输出侧的转动速度的车速传感器18(变速器2的输出转动速度传感器),作为变速器2的输入侧的转动速度检测与电动发电机4的转动轴4a连接的主动齿轮5a的转动速度的转动速度传感器19(变速器2的输入转动速度传感器)。
根据这些检测信号以及包含蓄电装置9的充电状态(SOC)的各种信息(从发动机控制器15、刹车控制器20、变速控制器6、换流器11获得的信息),主控制器10对离合器作动器8和电动发电机4的换流器11进行控制。并且,主控制器10输出对发动机控制器15和刹车控制器20的要求、以及对变速控制器6的命令(变速指令)。
图2为规定了蓄电装置9的SOC与电动发电机4的输出和发动机1的输出的分担比之间的关系的输出分担映射表,存储在主控制器10内。
主控制器10参照输出分担映射表求出对应于蓄电装置9的SOC的输出分担比,根据该分担比和要求的驱动力(加速器操作量),对电动发电机4的输出和发动机1的输出进行控制。即,主控制器10在控制换流器11使电动发电机4生成其分担的输出的同时,向发动机控制器15输出要求(与发动机1分担的输出相对应的燃料供给量)使得发动机1生成其分担的输出。
电动发电机4的输出分担比为1(发动机1的输出分担比为0)时,在释放了离合器3的状态下,控制换流器11使得对应于加速器操作量的输出仅从电动发电机4便可获得。
电动发电机4的输出分担比比1小(发动机1的输出分担比比0大)时,在连接了离合器3的状态下,随着蓄电装置9的SOC的降低,控制换流器11使得电动发电机4分担的输出变小,同时,向发动机控制器15输出要求使得发动机1分担的输出变大。
发动机1的输出分担比为1(电动发电机4的输出分担比为0)时,向发动机控制器15输出要求使得对应于加速器操作量的输出仅从发动机1便可获得。
主控制器10与刹车控制器20协作,只要可以对蓄电装置9充电,在释放了离合器3的状态下、控制换流器11使得可以从电动发电机4获得与刹车操作量(刹车踏板的踩进量)相对应的再生制动力,对蓄电装置9进行充电。另外,当靠电动发电机4的再生制动力无法全部提供与刹车操作量相对应的要求制动力时,向刹车控制器20输出要求使得用刹车作动器21生成的制动力来补偿其余的制动力。并且,当基于蓄电装置9的SOC、判断有必要发电时,在连接了离合器3的状态下、当发动机1的输出有盈余时,控制换流器11使得由电动发电机4发电来对蓄电装置9进行充电。
图3为说明在车辆停止时主控制器10的控制内容的流程图,对主控制器10反复执行。
在步骤S1中,读取齿轮位置传感器17的检测信号,判断齿轮位置是否处于空档。在步骤S2中,读取车速传感器18的检测信号,判断车辆是否停止(车速是否为零或极低速)。
当步骤S1的判断为“是”且步骤S2的判断为“是”时,前进至步骤S3。另一方面,当步骤S1和步骤S2中的判断中的至少一个为“否”时终止处理。
在步骤S3中,基于蓄电装置9的SOC判断蓄电装置9是否有必要充电(SOC是否比规定值SOCth小)。当步骤S3的判断为“是”时前进至步骤S4的发电模式。另一方面,当步骤S3的判断为“否”时,前进至步骤S5的空转停止模式(停止发动机1的运转的控制)。
图4为说明步骤S4的处理内容的流程图,示出了发电模式下的控制内容。在主控制器10内存储有图5~图7所示的映射表。
在步骤S41中,读取发动机转动速度传感器16的检测信号和加速器操作量传感器13的检测信号。在步骤S42中,基于图5所示映射表,将当前的发动机转动速度下的发动机扭矩高效率线上的点的发动机扭矩设定为目标发动机扭矩。
在步骤S43中,根据发动机转动速度和加速器操作量,参照图6A所示映射表求齿条位置(燃料喷射量)。并且,根据齿条位置和发动机转动速度,参照图6B所示映射表,求当前(在步骤S41中读取发动机转动速度和加速器操作量的时刻)的发动机扭矩,将从目标发动机扭矩中减去当前的发动机扭矩所得数值设定为电动发电机4的目标发电扭矩。
在步骤S44中,参照图7所示映射表,设定与目标发电扭矩相应的过渡时间。
在步骤S45中,在步骤S44设定的过渡时间内电动发电机4的发电扭矩缓缓升至目标发电扭矩。当经过过渡时间、发电扭矩达到目标发电扭矩后,只要发电模式的条件没有不成立,即,在步骤S1~S3中的判断中的至少一个变为“否”之前的时间内,向换流器11输出指令使得维持目标发电扭矩。并且,目标发电扭矩一旦被设定后,在步骤S1~S3中的判断中的至少一个变为“否”之前的时间内,不执行步骤S41~S44。
根据上述构成,在车辆停止时(当变速器2的齿轮位置处于空档且车速为零或极低速时),当蓄电装置9的SOC小、有必要充电时,不执行空转停止,将电动发电机4的发电扭矩被控制为目标发电扭矩。由于通过电动发电机4发电对蓄电装置9进行充电,蓄电装置9的充电状态增加,当再次发动时可较多地得到仅利用电动发电机4的输出便可发动的机会。控制发动机1,使得根据来自电动发电机4的负荷(发电扭矩)增加燃料喷射量,一边将发动机的转动速度保持为一定,一边增加发动机扭矩。由于以发动机1的运转点处于发动机扭矩高效率线上的方式设定目标发动机扭矩,可确保良好的耗油量性能和排气性能。
图9为用于说明发电模式下的控制内容的图。控制电动发电机4的发电扭矩,使其成为从目标发动机扭矩中减去发动机空载扭矩(使发动机自身转动所必需的扭矩)所得数值即目标电动扭矩。
电动发电机4的发电扭矩不是由图8的虚线所示,向目标发电扭矩阶跃式地瞬间被升高,而是如实线所示,经过规定的过渡时间被缓缓升高。这样,由于发动机1的负荷(发电扭矩)的变化变得平缓,并且还可避免发动机转动速度的紊乱,所以不会使排气性能恶化,可进行稳定的发电。
另一方面,在车辆停止时,当蓄电装置9的充电状态高、蓄电装置9没必要充电时,由于执行使发动机1的转动停止的空转停止,通过发动机空转停止可获得耗油量降低的效果。因为蓄电装置9的SOC充足,当再次发动时仅利用电动发电机4的输出便可发动,不会减少仅利用电动发电机4的输出进行发动的机会。
并且,在上述实施方式中,控制***由多个控制器构成,然而控制器的数量可以比这个多也可以比这个少,并且,控制***由一个控制器构成也可以。
本发明可适用于作为车辆的驱动源具有发动机和电动发电机的并联式多动力型车辆,可有效地提高发动性能、耗油量性能和排气性能。
Claims (4)
1.一种多动力型车辆,具有:发动机(1)、改变输入轴的转动速度并传递给输出轴的变速器(2)、电动发电机(4)、连接上述电动发电机(4)的转动轴和上述变速器(2)的输入轴的动力传递机构(5)、连接到上述电动发电机(4)上的蓄电装置(9)以及控制器(10),该多动力型车辆的特征在于:
上述控制器(10)将当前的发动机转动速度下的发动机扭矩高效率线上的点的发动机扭矩设定为目标发动机扭矩;根据当前的发动机转动速度和加速器操作量而计算当前的发动机扭矩;而且当上述变速器(2)的齿轮位置处于空档、车辆停止且蓄电装置(9)有必要充电时,将上述目标发动机扭矩与上述当前的发动机扭矩的差设定为上述电动发电机(4)的目标发电扭矩,控制上述电动发电机(4)使得上述电动发电机(4)的发电扭矩成为上述目标发电扭矩。
2.根据权利要求1记载的多动力型车辆,其特征在于,
上述控制器(10)设定与上述目标发电扭矩对应的过渡时间,控制上述电动发电机(4)使得经过上述过渡时间、发电扭矩可升至上述目标发电扭矩。
3.根据权利要求1或2记载的多动力型车辆,其特征在于,
当上述变速器(2)的齿轮位置处于空档、车辆停止且上述蓄电装置(9)没必要充电时,上述控制器(10)停止上述发动机(1)的运转。
4.一种多动力型车辆的控制方法,该车辆具有:发动机(1)、改变输入轴的转动速度并传递给输出轴的变速器(2)、电动发电机(4)、连接上述电动发电机(4)的转动轴和上述变速器(2)的输入轴的动力传递机构(5)以及连接到上述电动发电机(4)上的蓄电装置(9),该控制方法的特征在于,
将在当前的发动机转动速度下的发动机扭矩高效率线上的点的发动机扭矩设定为目标发动机扭矩,
根据当前的发动机转动速度和加速器操作量而计算当前的发动机扭矩,
当上述变速器(2)的齿轮位置处于空档、车辆停止且蓄电装置(9)有必要充电时,将上述目标发动机扭矩与上述当前的发动机扭矩的差设定为上述电动发电机(4)的目标发电扭矩,控制上述电动发电机(4)使得上述电动发电机(4)的发电扭矩成为上述目标发电扭矩。
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DE60328536D1 (de) | 2009-09-03 |
CN100411899C (zh) | 2008-08-20 |
WO2005014322A1 (ja) | 2005-02-17 |
EP1661746B1 (en) | 2009-07-22 |
US20060199696A1 (en) | 2006-09-07 |
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