CN1833908B - 混合动力型车辆 - Google Patents
混合动力型车辆 Download PDFInfo
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- CN1833908B CN1833908B CN200610065097XA CN200610065097A CN1833908B CN 1833908 B CN1833908 B CN 1833908B CN 200610065097X A CN200610065097X A CN 200610065097XA CN 200610065097 A CN200610065097 A CN 200610065097A CN 1833908 B CN1833908 B CN 1833908B
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- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- 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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- Y10S903/904—Component specially adapted for hev
- Y10S903/907—Electricity storage, e.g. battery, capacitor
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Power Engineering (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Life Sciences & Earth Sciences (AREA)
- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
- Stand-By Power Supply Arrangements (AREA)
Abstract
本发明涉及混合动力型车辆。电池(B)和具有大电容量的电容器(C0)相当于用于蓄积电动发电机(MG2)使用的电力的蓄电装置。控制器(30)检测电池(B)和电容器(C0)的蓄电状态。当驾驶员发出要求加速指示时,控制器(30)监测蓄电装置的蓄电状态,且控制器(30)指示逆变器(14)将在蓄电不足时电动发电机(MG1)对加速操作的贡献增加成大于在蓄电充分时电动发电机(MG1)对加速操作的贡献。因此,能够提供一种即使蓄电装置蓄电不足也使驾驶员感到平稳加速的混合动力型车辆。
Description
本非临时申请基于2005年3月16日向日本专利局提交的日本专利申请No.2005-075681,这里引入该申请的全部内容以供参考。
技术领域
本发明总体上涉及混合动力型车辆,具体地涉及采用电动机和发动机的混合动力型车辆。
背景技术
近年来,电动车辆、采用电动机和发动机的混合动力型车辆以及考虑到环境问题的其它类似车辆越来越受到关注。
日本专利特开平No.09-098514公开了一种安装在混合动力型车辆中的车辆电力供给装置。
此车辆电力供给装置能够从通过制动主要或者辅助利用电动机驱动的车辆而产生的能量再生电力。该车辆电力供给装置具有由与电动机并联的大电容量电容器和电池以及允许电容器和电池可单独与电动机连接/断开的断路器构成的供电蓄电(充电)电路。
因此,即使在加速和减速频繁重复的行驶状态下,也可充分地给大电容量电容器蓄电以为随后的加速作准备,且能量再生效率得到提高。
然而,日本专利特开平No.09-098514中公开的车辆电力供给装置具有以下缺点:如果电容器蓄电不足,就导致转矩不足,从而产生不良的加速感。更具体地,如果电容器满蓄电(蓄电完全),可提供最佳加速。然而,如果电容器蓄电不足,车辆就不能提供连续增大的输出,从而不能提供持续加速。尤其对于跑车,希望即使电容器充分不足,也能感觉到平稳加速。
发明内容
本发明提供了一种即使蓄电装置蓄电不足也能感觉到平稳加速的混合动力型车辆。
概括地说,本发明是一种混合动力型车辆,它包括:蓄电装置;发动机;驱动轮;主要作为发电机工作的第一旋转电机;与所述驱动轮的转动同步转动的第二旋转电机;与所述发动机的转轴以及所述第一旋转电机和所述第二旋转电机的转轴接合的动力分割装置,其中,所述三个转轴中的任何两个转轴的转速的确定会导致剩余一个转轴的转速的强制确定;驱动所述第一和第二旋转电机的逆变器;接收来自驾驶员的要求加速指示的输入装置;以及控制器,该控制器响应于所述加速指示监测所述蓄电装置的蓄电状态(充电状态),并指示所述逆变器将在蓄电不足状态的第二状态下所述第一旋转电机对加速操作的贡献增加成大于在蓄电充分状态的第一状态下所述第一旋转电机对所述加速操作的贡献。
优选地,所述蓄电装置包括电容器;以及所述控制器基于所述电容器的蓄电状态监测所述蓄电装置的蓄电状态。
优选地,所述蓄电装置包括二次电池;以及所述控制器基于所述二次电池的蓄电状态监测所述蓄电装置的蓄电状态。
优选地,当所述蓄电状态为所述第一状态时,所述控制器响应于所述加速指示控制转矩,使得在所述第一旋转电机中产生的转矩在预定时间段内保持为零,以及当所述蓄电状态为所述第二状态时,所述控制器响应于所述加速指示控制转矩,使得在所述第一旋转电机中产生的转矩在比所述预定时间段短的时间段内保持为零。
根据本发明,即使蓄电装置蓄电不足,驾驶员仍然能够感觉到(速度)增大,结果感到平稳加速。
结合附图自以下对本发明的详细说明,本发明的前述及其它目的、特征、方面和优点将变得更明显。
附图说明
图1示意性表示本发明一种实施例中的混合动力型车辆1的构造;
图2是具体表示与图1所示混合动力型车辆的逆变器和升压装置有关的部分的电路图;
图3在诺模图中说明图1所示行星齿轮PG在加速时如何变化;
图4是说明图2所示控制器30如何进行控制的流程图;
图5表示在图4所示步骤S5处使用的映射图;
图6代表电容器满蓄电时的电力输出;
图7代表未采用本发明且电容器蓄电不足时的电力输出;以及
图8代表采用本发明且电容器蓄电不足时的电力输出。
具体实施方式
以下,将参照附图更具体地说明本发明的实施例。在图中,相同或者对应部分用相同的附图标记指示,并不重复对其的说明。
图1示意性表示本发明一实施例中的混合动力型车辆1的构造。
参照图1,混合动力型车辆1包括前轮20R和20L、后轮22R和22L、发动机200、行星齿轮PG、差速齿轮DG以及齿轮4和6。
混合动力型车辆1还包括设在车辆后方位置的电池B、使从电池B输出的直流(dc)电力升压的升压装置20、连通直流电力和升压装置20的逆变器14,14A,以及具有大电容量且连接在用于连接升压装置20与逆变器的正负供电线之间的电容器C0。
混合动力型车辆1还包括经由行星齿轮PG接收发动机200的动力以产生电力的电动发电机MG1,以及具有与行星齿轮PG连接的转轴的电动发电机MG2。逆变器14,14A与电动发电机MG1和MG2连接以在从升压电路提供的交流(ac)电力与直流电力之间进行变换。
行星齿轮PG包括太阳齿轮、齿圈、与太阳齿轮和齿圈两者啮合的小齿轮,以及可转动地支承围绕着太阳齿轮的小齿轮的行星架。行星齿轮PG具有第一至第三转轴。第一转轴是与发动机200连接的行星架的转轴。第二转轴是与电动发电机MG1连接的太阳齿轮的转轴。第三转轴是与电动发电机MG2连接的齿圈的转轴。
第三转轴具有与之连接的齿轮4,该齿轮4驱动齿轮6以将动力传递给差速齿轮DG。差速齿轮DG从齿轮6接收动力并将该动力传递给前轮20R和20L,也接收前轮20R和20L的转矩并经由齿轮6和4将其传递给行星齿轮PG的第三转轴。
行星齿轮PG用于分割发动机200与电动发电机MG1和MG2之间的动力。更具体地,当行星齿轮PG的两个转轴的转动确定时,剩余一个转轴的转速自然是确定的。因此,在控制电动发电机MG1产生的电量并驱动电动发电机MG2以控制车速的同时,发动机200在最有效的范围内工作,从而实现总是能量有效(低能耗)的车辆。
作为直流电源的电池B由例如镍金属氢化物、锂离子或者类似的二次电池来实现、给升压装置20供应直流电力,也被充以从升压装置20提供的直流电力。
升压装置20使从电池B接收的直流电压升压,并将经升压的直流电压供应给逆变器14,14A。逆变器14,14A接收所供给的直流电压,将其变换为交流电压,并在起动发动机时控制驱动电动发电机MG1。此外,在起动发动机之后,电动发电机MG1生成的交流电经由逆变器14,14A变换为直流,并经由升压装置20变换为适于给电池B蓄电的电压,由此给该电池B蓄电。
此外,逆变器14,14A驱动电动发电机MG2。电动发电机MG2辅助发动机200驱动前轮20R和20L。在制动车辆时,电动发电机MG2再生式地工作以将车轮的转动能转化为电能。所获得的电能经由逆变器14,14A和升压装置20返回到电池B。
电池B是包括多个串联电池单元B0-Bn的电池组。在升压装置20与电池B之间设置有***继电器SR1、SR2,以在车辆不工作时断开高压。
混合动力型车辆1还包括检测加速踏板位置的加速踏板位置传感器9,与电池B连接的电压传感器10以及响应于从加速踏板位置传感器9收到的加速踏板开度Acc和从电压传感器10收到的电压值VB来控制发动机200、逆变器14,14A和升压装置20的控制器30,该加速踏板是用于接收驾驶员的要求加速指示的输入部。电压传感器10检测并传输电池B的电压VB给控制器30。
电池B和电容器C0相当于用于蓄积(存储)电动发电机MG2使用的电力的蓄电装置。控制器30检测电池B和电容器C0的蓄电状态。当控制器30收到驾驶员的要求加速指示时,该控制器30监测蓄电装置的蓄电状态,且该控制器30指示逆变器14将在蓄电装置蓄电不足时电动发电机MG1对加速操作的贡献增加成大于在蓄电装置满蓄电时电动发电机MG1对加速操作的贡献。
图2是具体表示与图1所示混合动力型车辆的逆变器和升压装置有关的部分的电路图。
参照图2,混合动力型车辆1包括电池B、电压传感器10、***主继电器SR1,SR2、电容器C1、升压装置20、逆变器14、电流传感器24和控制器30。
电池B是镍金属氢化物、锂离子或类似的二次电池。电压传感器10检测从电池B输出的直流电压值VB,并将检测到的直流电压值VB输出给控制器30。***主继电器SR1,SR2经由控制器30提供的信号SE来接通/断开。更具体地,***主继电器SR1,SR2利用具有H(逻辑高)电平的信号SE接通,并利用具有L(逻辑低)电平的信号SE断开。电容器C1在***主继电器SR1,SR2接通时使电池B端子之间的电压平稳(平滑)。
升压装置20包括电压传感器21、电抗器(reactor)L1、变压器12和电容器C2。电抗器L1的一端经由***主继电器SR1与电池B的正极连接。
电流传感器11检测在电池B与升压装置20之间流动的直流电流,并将检测到的直流电流作为直流电流值IB输出给控制器30。
变压器21包括串联在输出电压VH的变压器12的输出端子之间的IGBT装置Q1和Q2,以及分别与IGBT装置Q1和Q2并联的二极管D1和D2。
电抗器L1的另一端与IGBT装置Q1的发射极和IGBT装置Q2的集电极连接。二极管D1具有与IGBT装置Q1的集电极连接的阴极和与IGBT装置Q1的发射极连接的阳极。二极管D2具有与IGBT装置Q2的集电极连接的阴极和与IGBT装置Q2的发射极连接的阳极。
电压传感器21检测作为电压值VL的变压器12的输入侧的电压。电流传感器11检测作为电流值IB的流经电抗器L1的电流。电容器C2与变压器12的输出侧连接,蓄积从变压器12发动的能量,还使电压平稳。
逆变器14从变压器12接收升压电位(电势)以驱动电动发电机MG1。此外,随着车辆再生制动时,逆变器14使电动发电机MG1生成的电力返回到变压器12。这样,通过控制器30控制变压器12以作为降压电路工作。
逆变器14包括并联在变压器12的输出线之间的U相臂15、V相臂16和W相臂17。
U相臂15包括串联的IGBT装置Q3和Q4以及分别与IGBT装置Q3和Q4并联的二极管D3和D4。二极管D3具有与IGBT装置Q3的集电极连接的阴极和与IGBT装置Q3的发射极连接的阳极。二极管D4具有与IGBT装置Q4的集电极连接的阴极和与IGBT装置Q4的发射极连接的阳极。
V相臂16包括串联的IGBT装置Q5和Q6以及分别与IGBT装置Q5和Q6并联的二极管D5和D6。二极管D5具有与IGBT装置Q5的集电极连接的阴极和与IGBT装置Q5的发射极连接的阳极。二极管D6具有与IGBT装置Q6的集电极连接的阴极和与IGBT装置Q6的发射极连接的阳极。
W相臂17包括串联的IGBT装置Q7和Q8以及分别与IGBT装置Q7和Q8并联的二极管D7和D8。二极管D7具有与IGBT装置Q7的集电极连接的阴极和与IGBT装置Q7的发射极连接的阳极。二极管D8具有与IGBT装置Q8的集电极连接的阴极和与IGBT装置Q8的发射极连接的阳极。
每个相臂都具有与电动发电机MG1的相位线圈的相端连接的中间点。更具体地,电动发电机MG1是具有U,V和W三个相位线圈的三相永磁电机,每个相位线圈都具有与中性点连接的一端。U相线圈的另一端与将IGBT装置Q3和Q4连到一起的节点连接。V相线圈的另一端与将IGBT装置Q5和Q6连到一起的节点连接。W相线圈的另一端与将IGBT装置Q7和Q8连到一起的节点连接。
电流传感器24检测作为电机电流值MCRT1的流经电动发电机MG1的电流,并将电机电流值MCRT1输出给控制器30。
控制器30接收转矩控制值TR1、电机的转速Ng、电压值VB,VL和VH、电流值IB和IC,以及电机电流值MCRT1。
升压装置20如随后将要描述的那样工作。在供电运转模式下,升压装置20中的变压器12作为升压电路工作,该升压电路用作给逆变器14供应电池B提供的电力的顺方向变换电路。相反,在再生运转模式下,变压器作为降压电路工作,该降压电路用作利用电动发电机MG1再生的电力给电池B蓄电的逆方向变换电路。
当变压器12具有断开的IGBT装置Q1以及接通和断开的IGBT装置Q2时,该变压器12作为升压电路工作。更具体地,当IGBT装置Q2接通时,形成使电流从电池B的正极经由电抗器L1和IGBT装置Q2流到电池B的负极的路径。在电流流动时,电抗器L1蓄积能量。
当IGBT装置Q2断开时,蓄积在电抗器L1中的能量经由二极管D1朝向逆变器14流动。这提供了电容器C2的电极间的增大的电压。于是,逆变器14接收从变压器12输出的升压的电压。
当变压器12具有断开的IGBT装置Q2以及接通和断开的IGBT装置Q1时,该变压器12作为降压电路工作。更具体地,当IGBT装置Q1接通时,由逆变器14再生提供的电流经由IGBT装置Q1和电抗器L1流到电池B。
此外,当IGBT装置Q1断开时,电抗器L1、电池B和二极管D2形成回路,蓄积在该电抗器L1中的能量通过再生蓄积到电池B。在此逆方向变换过程中,电池B接收比逆变器14供给电力更长时间的电力,逆变器14具有经过降压且通过再生蓄积到电池B的电压。通过适当控制如上所述的供电操作和再生操作来操纵升压装置20。
注意,再生控制包括在驾驶混合动力型车辆、电动车辆等的驾驶员下压脚制动踏板时电力再生所伴随的制动。此外,即使不操纵脚制动踏板,再生控制还包括在行驶过程中释放加速踏板以在再生电力的同时使车辆减速或者中断加速。
混合动力型车辆1还包括电流传感器28和逆变器14A。
逆变器14A连接在节点N1和N2之间、与逆变器14并联,还与该逆变器14一起同升压装置20连接。
逆变器14A从变压器12接收升压电位以驱动电动发电机MG2。此外,随着车辆再生制动时,逆变器14A使电动发电机MG2生成的电力返回到变压器12。这样,通过控制器30控制变压器12以作为降压电路工作。电动发电机MG2以速度Nm转动,该速度Nm利用车速传感器7检测。
此外,对于混合动力型车辆,发动机200和电动发电机MG1相互供以动力,电动发电机MG1有时起动发动机,有时作为从发动机接收机械能以产生电力的发电机工作。
逆变器14A包括分别并联在变压器12的输出线之间的U,V和W相臂15A,16A和17A。U,V和W相臂15A,16A和17A在结构上分别类似于U,V和W相臂15,16和17。因此,将不重复对其说明。
逆变器14A的U,V和W相臂的中间点分别与电动发电机MG2的U,V和W相位线圈的一端连接。更具体地,电动发电机MG2是具有U,V和W三个相位线圈的三相永磁电机,每个相位线圈都具有与中性点连接的另一端。
电流传感器28检测流经电动发电机MG2的电机电流值MCRT2,并将电机电流值MCRT2输出给控制器30。
控制器30接收转矩控制值TR1、电机的转速MRN1、电压值VB,VL和VH、电流值IB和IC以及电机电流值MCRT1,除此以外,还接收与电动发电机MG2对应的转矩控制值TR2、电机的转速Nm以及电机电流值MCRT2。
响应于这些输入,控制器30给升压装置20输出升压指示PWU、降压指示PWD以及停止指示STP。
此外,控制器30给逆变器14输出将与变压器12的输出对应的直流电压变换为用于驱动电动发电机MG1的交流电压的指示PWMI1以及将利用电动发电机MG1再生的交流电压变换为直流电压并使直流电压返回到变压器12的指示PWMC1。
此外,控制器30给逆变器14A输出将与变压器12的输出对应的直流电压变换为用于驱动电动发电机MG2的交流电压的指示PWMI2以及将利用电动发电机MG2再生的交流电压变换为直流电压并使直流电压返回到变压器12的指示PWMC2。
混合动力型车辆1还包括连接在节点N1与N2之间的大电容量电容器C0、电压传感器13、电流传感器29以及转动传感器27。
电流传感器29检测输入给电容器C0和从该电容器C0输出的电流值IC。转动传感器27检测电动发电机MG1的转速Ng。
大电容量的电容器C0连接在用于连接升压装置20与逆变器的正负供电线之间。电压传感器13检测作为电压值VH的变压器12的输出侧的电压,即电容器C0的电极之间的电压。
控制器30监测电流值IC和电压值VH以评估电容器C0的蓄电状态。
当车辆行驶时,电动发电机MG1主要作为发电机工作,以及当车辆停止时,电动发电机MG1作为曲柄连杆发动机200的电动机工作。电动发电机MG2与驱动轮的转动同步地转动。发动机200及电动发电机MG1和MG2与图1所示的行星齿轮PG连接。因此,如果发动机及这些电动发电机MG1和MG2的三个转轴中的任何两个转轴以特定速度转动,那么剩余一个转轴就被迫以一特定速度转动。
电池B和大电容量的电容器C0相当于用于蓄积电动发电机MG2使用的电力的蓄电装置。控制器30由从电流和电压传感器11和10接收到的输出检测电池B的蓄电状态。此外,控制器30由从电压和电流传感器13和29接收到的输出检测电容器C0的蓄电状态。
当控制器30收到驾驶员的要求加速指示时,该控制器30监测蓄电装置的蓄电状态,且该控制器30指示逆变器14将在蓄电装置蓄电不足时电动发电机MG1对加速操作的贡献增加成大于在蓄电装置满蓄电时电动发电机MG1对加速操作的贡献。
图3在诺模图中说明图1所示行星齿轮PG在加速时如何变化。
混合动力型车辆1具有由行星齿轮实现的动力分割装置。因而,电动发电机MG1的转速、发动机转速和电动发电机MG2的转速相互关联地变化,使得它们如图3所示排列在直线上。
发动机转速Ne是行星架的转速。电动发电机MG1的转速Ng是太阳齿轮的转速。电动发电机MG2的转速Nm是齿圈的转速。
更具体地,当行星齿轮PG与电动发电机和发动机连接时,转速Ng、发动机转速Ne和转速Nm满足以下关系:
Ne=Nm×1/(1+ρ)+Ng×ρ/(1+ρ) …(1)
对于跑车型混合动力型车辆,行星齿轮PG机构可用于进行重点放在加速上的控制。
这种控制被概括地描述为如下:在加速踏板被压下之后紧接着发动机转速迅速增大,且当发动机转速到达允许输出大转矩的转动范围时,随后利用电动发电机MG1给车辆急剧加速。
最初,如图3所示,假定在直线W1所代表的状态下,压下加速踏板以指示车辆迅速加速。相应地,节气门的开度发生变化且发动机转速从Ne1增至Ne2。
此时,如果控制电动发电机MG1以提供零转矩,发动机转速就迅速增大。电动发电机MG2的转速从Nm1略微增大至Nm2,电动发电机MG1的转速从Ng1增至Ng2。因此,到达直线W2所示的状态。
在直线W1至W2所代表的状态下,电动发电机MG1提供被控制为零的转矩。因此,电动发电机MG1不工作以用于发电或者给电动发电机MG2供电。由此,在从直线W1至直线W2的过渡过程中,电动发电机MG2使用从电池B接收且蓄积在电容器C0内的电力来进行加速。
当发动机转速增至Ne2时,由于增大的发动机转速,发动机现在可输出大转矩,于是控制电动发电机MG1以产生负转矩,发动机转速从Ng2降至Ng3。
如果发动机转速经由行星齿轮的操作而保持在基本等于Ne2的Ne3,电动发电机MG2的转速会从Nm2增至Nm3。当电动发电机MG2与驱动轮同步转动时,电动发电机MG2的转速与车速连动。因此,通过从与直线W2对应的状态移动到与直线W3对应的状态,能够实现迅速加速。
由此,通过利用蓄积在电容器C0内的电力实现电动发电机MG2的瞬时功率并适时给电动发电机MG1施加负转矩,可为跑车提供最佳的加速。
然而,如果电容器蓄电不足且当电容器满蓄电时控制从直线W2至W3的移行,则总是不能平稳加速。为此,控制器30根据蓄电装置的蓄电状态进行如后所述的控制,以改变电动发电机MG1对加速操作的贡献。
图4是说明图2所示控制器30如何进行控制的流程图。
图4所示流程图称为电机控制主程序,一旦经过预定时间段或者满足预定条件,该主程序就计算用于电动发电机MG1和MG2的转矩控制值并因而控制逆变器。
参照图4,最初在步骤S1,控制器30基于从加速踏板位置传感器9接收的加速踏板位置Acc以及用于检测电动发电机MG2的转速的转动传感器7的输出来测量车速。
随后在步骤S2,由加速踏板位置和车速,计算驱动装置所要求的转矩和车辆当前所要求的动力。通常,动力=转速×转矩,因而此关系用于计算转矩和动力。
然后在步骤S3,控制器30测量电容器C0和电池B的蓄电状态以及电动发电机MG1的转速。
更具体地,基于从电流传感器29的输出获得的电流值IC和从电压传感器13的输出获得的电压值VH测量电容器C0的蓄电状态,以及基于从电流传感器11的输出获得的电流值IB和从电压传感器13的输出获得的电压值VB测量电池B的蓄电状态。电动发电机MG1的转速Ng从转动传感器27获得。
然后,在步骤S4,计算电容器C0和电池B可释放的电力WOUT。然后,在步骤S5,控制器30从预先准备的映射图获得电动发电机MG1的负荷率。
图5表示在图4所示步骤S5处使用的映射图。
参照图5,该图具有代表电动发电机MG1的转矩负荷率的垂直轴以及代表电动发电机MG1的转速的水平轴,该转矩负荷率位于0%至100%之间,该电动发电机MG1的转速一直到最大转速Ngmax。
首先,如果可释放电力WOUT至多20%,那么电动发电机MG1的转矩负荷率在电动发电机MG1的整个转速范围内都被设定为100%。
如果可释放电力WOUT为40%且电动发电机MG1具有小于Ng10的转速,那么电容器C0和电池电力驱动电动发电机MG2,且因而电动发电机MG1的转矩被设定为零。当电动发电机MG1到达超过Ng10的转速时,转矩负荷率从0%逐渐增至100%。
如果可释放电力WOUT为60%且电动发电机MG1具有小于Ng11的转速,那么电容器C0和电池电力驱动电动发电机MG2,且因而电动发电机MG1的转矩被设定为零。当电动发电机MG1到达超过Ng11的转速时,转矩负荷率从0%逐渐增至100%。
如果可释放电力WOUT为80%且电动发电机MG1具有小于Ng12的转速,那么电容器C0和电池电力驱动电动发电机MG2,且因而电动发电机MG1的转矩被设定为零。当电动发电机MG1到达超过Ng12的转速时,转矩负荷率从0%逐渐增至100%。
如果电容器C0和电池B满蓄电,也就是说,如果可释放电力WOUT为最大且电动发电机MG1具有小于Ng13的转速,那么电容器C0和电池电力驱动电动发电机MG2,且因而电动发电机MG1的转矩被设定为零。当电动发电机MG1到达超过Ng13的转速时,转矩负荷率从0%逐渐增至100%。
换句话说,根据蓄电装置的蓄电状态,改变电动发电机MG1对加速操作的贡献。
再次参照图4,如果在步骤S5确定了电动发电机MG1的负荷率,那么在步骤S6,电动发电机MG1的负荷率乘以一预定数值,以计算用于电动发电机MG1的转矩控制值。
随后在步骤S7,控制器30计算由电容器C0提供以及由电池B提供的输出,以及在步骤S8,控制器30计算可用于电动发电机MG2的电力。此电力这样计算:P=MG1的转矩×转速+电池输出+电容器输出。
随后在步骤S9,控制器30由转动传感器7测量电动发电机MG2的转速。在步骤S10,控制器30由在步骤S8算出的电力和在步骤S9测量的转速计算用于电动发电机MG2的转矩控制值。
程序前进至步骤S11,控制器30根据用于电动发电机MG1和MG2的转矩控制值来控制逆变器14和14A。然后,程序前进至步骤S12并返回主程序。
图6代表电容器满蓄电时的电力输出。
图7代表未采用本发明且电容器蓄电不足时的电力输出。
图8代表采用本发明且电容器蓄电不足时的电力输出。
参照图6-8,首先在时间t1,加速踏板被下压且输出电力PO响应于此而开始增大。在图中,输出电力PO分量是作为若干范围内的总电力给出的。
电力PB是从电池B获得的电力。电力PC是从电容器C0获得的。电力PMG1E是从利用电动发电机MG1生成的电力而获得的电力。电力PMG1M是在负转矩施加给电动发电机MG1时通过反作用动力提供给电动发电机MG2的转轴的电力。
在图6中,从时间t1至时间t3,控制电动发电机MG1的转矩为零且在此期间发动机转速增大。在时间t3之后,控制电动发电机MG1以生成负转矩,并将电动发电机MG1生成的电力供应给电动发电机MG2。由此,电动发电机MG2生成进一步增大的转矩。此外,由于行星齿轮的机械连接,根据电动发电机MG1生成的负转矩,在电动发电机MG2的转轴处产生正转矩。
相反,图7表示电容器C0蓄电不足且按照类似于图6的方式从时间t1至时间t3控制电动发电机MG1的转矩为零的例子。此情况中,在时间t2,可从电容器C0输出的电力达到上限PC2,随后从时间t2至时间t3,驾驶员不能获得加速感。因此,不能实现平稳加速。
相反,若如图8所示采用本发明且电容器蓄电不足,则使用图5所示映射图来改变电动发电机MG1(对加速操作)的贡献。结果,在时间t3之前的时间t2,电动发电机MG1具有零转矩的状态结束。
在时间t2之后,电动发电机MG1仍然对加速作贡献。尽管电力输出不像图6所示那样急剧上升,但其也不像图7所示中点处那样停止增大,即使电容器蓄电不足,也可感觉平稳加速。
尽管已详细说明和示出本发明,但应清楚理解的是,本发明仅仅是说明性的和示例性的,而不被认为是限制性的,本发明的实质和范围仅由所附权利要求书限定。
Claims (3)
1.一种混合动力型车辆,它包括:
蓄电装置(B,C0);
发动机(200);
驱动轮(20R,20L);
主要作为发电机工作的第一旋转电机(MG1);
与所述驱动轮的转动同步转动的第二旋转电机(MG2);
与所述发动机的转轴以及所述第一旋转电机和所述第二旋转电机的转轴接合的动力分割装置(PG),其中,所述发动机的转轴、所述第一旋转电机的转轴以及所述第二旋转电机的转轴中的任何两个转轴的转速的确定会导致剩余一个转轴的转速的强制确定;
驱动所述第一和第二旋转电机的逆变器(14,14A);以及
接收来自驾驶员的要求加速指示的输入装置(9);
其特征在于,所述混合动力型车辆还包括控制器(30),该控制器响应于所述加速指示监测所述蓄电装置的蓄电状态,并指示所述逆变器将在蓄电不足状态的第二状态下所述第一旋转电机对加速操作的贡献增加成大于在蓄电充分状态的第一状态下所述第一旋转电机对所述加速操作的贡献,
其中,当所述蓄电状态为所述第一状态时,所述控制器响应于所述加速指示控制转矩,使得在所述第一旋转电机中产生的转矩在预定时间段内保持为零,以及当所述蓄电状态为所述第二状态时,所述控制器响应于所述加速指示控制转矩,使得在所述第一旋转电机中产生的转矩在比所述预定时间段短的时间段内保持为零。
2.根据权利要求1所述的混合动力型车辆,其特征在于:
所述蓄电装置包括电容器(C0);以及
所述控制器基于所述电容器的蓄电状态监测所述蓄电装置的蓄电状态。
3.根据权利要求1所述的混合动力型车辆,其特征在于:
所述蓄电装置包括二次电池(B);以及
所述控制器基于所述二次电池的蓄电状态监测所述蓄电装置的蓄电状态。
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2005
- 2005-03-16 JP JP2005075681A patent/JP4232751B2/ja not_active Expired - Fee Related
-
2006
- 2006-03-07 US US11/368,604 patent/US7398844B2/en not_active Expired - Fee Related
- 2006-03-14 EP EP06111111.8A patent/EP1702783B1/en not_active Expired - Fee Related
- 2006-03-16 CN CN200610065097XA patent/CN1833908B/zh not_active Expired - Fee Related
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Also Published As
Publication number | Publication date |
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US20060207813A1 (en) | 2006-09-21 |
EP1702783A3 (en) | 2007-03-28 |
JP4232751B2 (ja) | 2009-03-04 |
CN1833908A (zh) | 2006-09-20 |
EP1702783A2 (en) | 2006-09-20 |
EP1702783B1 (en) | 2016-04-27 |
JP2006262604A (ja) | 2006-09-28 |
US7398844B2 (en) | 2008-07-15 |
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