CN1893219A - 驱动***的控制器 - Google Patents
驱动***的控制器 Download PDFInfo
- Publication number
- CN1893219A CN1893219A CNA2006100942573A CN200610094257A CN1893219A CN 1893219 A CN1893219 A CN 1893219A CN A2006100942573 A CNA2006100942573 A CN A2006100942573A CN 200610094257 A CN200610094257 A CN 200610094257A CN 1893219 A CN1893219 A CN 1893219A
- Authority
- CN
- China
- Prior art keywords
- voltage
- capacitor
- battery
- electric energy
- drive system
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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- 239000003990 capacitor Substances 0.000 claims abstract description 137
- 238000007600 charging Methods 0.000 claims description 27
- 230000001172 regenerating effect Effects 0.000 claims description 11
- 230000007257 malfunction Effects 0.000 abstract description 3
- 230000005764 inhibitory process Effects 0.000 abstract 1
- 238000004146 energy storage Methods 0.000 description 13
- 230000000694 effects Effects 0.000 description 7
- 239000000758 substrate Substances 0.000 description 7
- GOLXNESZZPUPJE-UHFFFAOYSA-N spiromesifen Chemical compound CC1=CC(C)=CC(C)=C1C(C(O1)=O)=C(OC(=O)CC(C)(C)C)C11CCCC1 GOLXNESZZPUPJE-UHFFFAOYSA-N 0.000 description 5
- 238000005516 engineering process Methods 0.000 description 2
- 230000001141 propulsive effect Effects 0.000 description 2
- 230000000630 rising effect Effects 0.000 description 2
- 239000007858 starting material Substances 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000001143 conditioned effect Effects 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000008450 motivation Effects 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000001052 transient effect Effects 0.000 description 1
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Abstract
如果组成电容器的多个电容器单元中每一个的电压低于***故障电压V(1)(S102中的“是”),且如果任何一个电容器单元的电压高于单元充电禁止电压V(2)(104中的“否”),ECU执行包括以下步骤的程序:将向电容器中存储电能的限定值WIN(C)设置为“0”(S108),其中,单元充电禁止电压V(2)低于***故障电压V(1)。
Description
本非临时性申请基于2005年6月29日在日本特许厅提交的日本专利申请2005-189358,其全部内容并入此处作为参考。
技术领域
本发明涉及一种用于驱动***的控制器,特别是用车辆再生制动期间所产生的电能对电池以及与电池并联连接的电容器进行充电的技术。
背景技术
近些年来,混合车辆作为解决环境问题的措施中的一部分受到了人们的关注,这种混合车辆通过由发动机和电机中的至少一个所获得的驱动力而运行。电池、电容器等等被安装在这样一种混合车辆上,用于存储将要供给电机的电能。
日本专利公开11-332012披露了一种具有发动机和助推电机的车辆驱动***。日本专利公开11-332012中所介绍的车辆驱动***包含:为车辆产生主推进力的发动机;产生推进力以对车辆进行助推的助推电机;由附加能量存储部分(附加电池)供出的电能驱动以起动发动机的起动电机;将附加能量存储部分所供出电能的电压升高为助推电机所需电压的电能变换器;用于电机的能量存储部分(电容器),该能量存储部分临时存储电压由电能变换器升高的电能并将所存储的电能供给助推电机;对电能变换器进行控制和再生驱动的补充充电控制部分,该部分还将存储在用于电机的能量存储部分中的电能用于对附加能量存储部分进行补充充电。起动电机由补充存储在附加能量存储部分中的电能驱动以起动发动机。
根据该文档介绍的车辆驱动***,当驱动***慢下来的最后时刻剩余在用于电机的能量存储部分中的电能被用于起动发动机。通过对电能变换器进行再生驱动,用于电机的能量存储部分中所剩余的电能被用于对附加能量存储部分进行补充充电。存储在附加能量存储部分中的电能的量由此上升,这使得附加能量存储部分能向起动电机提供足够的电能,因此,改进了发动机的起动性能。
在日本专利公开11-332012介绍的车辆驱动***中,电能被存储在用于电机的能量存储部分(电容器)中。此时,通常对电容器的电压进行控制,使得该电压不超过这样一个电压:当达到此电压(例如额定电压)时,认为***有故障。然而,即使是在电容器的电压由于充电控制(充电控制装置)的操作延迟等等而暂时增大的情况下,***也被认为有故障,这可能禁止车辆运行。
发明内容
本发明的目的在于提供一种用于驱动***的控制器,该控制器允许电容器在驱动***存在故障的同时被充电。
根据本发明的用于驱动***的控制器对驱动***进行控制,该驱动***包含:电池、与电池并联连接的电容器、在车辆再生制动期间产生有待存储在电池和电容器中的电能的旋转电机。控制器包含:第一计算部分,其计算有待存储在电池中的电能的第一最大值;第二计算部分,其计算有待存储在电容器中的电能的第二最大值,使得电容器的电压不大于第二电压,第二电压低于预先确定的第一电压;第三计算部分,其基于第一最大值和第二最大值计算将在旋转电机中产生的电能;控制部分,其基于第一最大值和第二最大值控制电池和电容器的充电。
根据本发明,计算出有待存储在电池中的电能的第一最大值,并计算出有待存储在电容器中的电能的第二最大值,使得电容器的电压不大于第二电压,第二电压低于预先确定的第一电压。例如,计算出有待存储在电容器中的电能的第二最大值,使得电容器的电压不大于第二电压,第二电压低于这样一个电压:当达到此电压时,驱动***被判断为有故障。基于第一最大值和第二最大值计算出将在旋转电机中产生的电能,且仅产生计算所得量的电能。基于第一最大值和第二最大值,将所产生的电能存储在电池和电容器中。换言之,对电池和电容器进行充电,使得第一最大值和第二最大值不被超过。此处,计算出第二最大值,使得电容器的电压不大于第二电压。因此,即使是在电容器的电压由于电容器的充电控制的操作延迟等等而暂时超过第二电压的情况下,可以防止电容器的电压超过第一电压,其中,第一电压是这样的电压:在达到第一电压时,驱动***被判断为有故障。结果,可以为驱动***提供这样的驱动器,该驱动器允许电容器在驱动***存在故障的同时被充电。
第一电压优选为:当电容器的电压达到第一电压时,驱动***被判断为有故障。
根据本发明,计算出有待存储在电容器中的电能的第二最大值,使得电容器的电压不大于第二电压,第二电压低于这样一个电压:当达到此电压时,驱动***被判断为有故障。对电容器的充电进行控制,使得这样一个第二最大值不被超过。因此,即使电容器的电压由于电容器充电控制的操作延迟等等而暂时超过第二电压,可以防止电容器的电压超过第一电压,其中,第一电压是这样的电压:当达到第一电压时,驱动***被判断为有故障。因此,可以在防止驱动***故障的同时对电容器进行充电。
更为优选的是,当电容器的电压达到第二电压时,第二计算部分将第二最大值计算为零。当电容器的电压达到第二电压时对于电容器允许放电。
根据本发明,当电容器的电压达到第二电压时,将第二最大值计算为零。换言之,电容器停止被充电。即使是在电容器停止被充电的情况下,对于电容器允许放电。由此可以促使电容器电压的降低、使之达到低于第二电压的电压。因此,即使是在电容器的电压由于电容器充电控制的操作延迟等等而暂时超过第二电压的情况下,可以防止电容器电压超过第一电压,其中,第一电压是这样的电压:当达到第一电压时,驱动***被判断为有故障。结果,可以在防止驱动***故障的同时对电容器进行充电。
结合附图,通过阅读下文对本发明的详细介绍可以对本发明的前述和其他目标、特点、实施形态和优点更为明了。
附图说明
图1为一原理性结构图,其示出了混合车辆,在该混合车辆上装载了根据本发明一实施例的控制器;
图2示出了动力分割装置(power split device);
图3为一共线图(alignment chart),其示出了发动机、MG(1)和MG(2)的旋转数的关系;
图4为一流程图,其示出了ECU上所执行程序的控制结构,其中,ECU起到根据本发明实施例的控制器的作用;
图5为一时序图,其示出了电容器单元(cell)中的电压变化。
具体实施方式
参照附图,下文将详细介绍本发明的实施例。在下面的介绍中,相同的部分用相同的参考标号表示,并具有相同的功能和名称。因此,不再重复对其进行详细介绍。
参照图1,将要介绍其上装载有根据本实施例的控制器的混合车辆。该车辆包含发动机100、电动发电机(Motor Generator)(MG)(1)200、MG(2)300、动力分割装置400、变换器(1)500、变换器(2)600、电池700、变换器800、电容器900。车辆通过从发动机100和MG(2)300中的至少一个所获得的驱动力而运行。
发动机100、MG(1)200和MG(2)300通过动力分割装置400连接。发动机100所产生的动力被动力分割装置400分为两个通道。一个通道是用于通过减速齿轮驱动车轮(未示出)的通道,而另一个通道是用于驱动MG(1)200以产生电能的通道。
MG(1)200为三相交流电机。MG(1)200通过由发动机100产生并由动力分割装置400分割的动力来产生电能。取决于车辆的运行状态和电池700的充电状态(SOC),以不同的方式使用由MG(1)200产生的电能。举例而言,在正常运行期间,简单地将MG(1)200所产生的电能用作驱动MG(2)300的电能。相反,如果电池700的SOC低于预先确定的值,MG(1)200所产生的电能由变换器500从交流变为直流,接着,在其电压由变换器800调节的情况下存储在电池700中,并在其电压不被调节的情况下存储在电容器900中。
当MG(1)200起发电机的作用时,MG(1)200产生负的转矩。负转矩意味着起发动机100的负载作用的转矩。相反,当MG(1)200接收电能、起电动机作用时,MG(1)200产生正的转矩。正转矩意味着不起发动机100的负载作用的转矩,即对发动机100的旋转进行助推的转矩。相同情况适用于MG(2)300。
MG(2)300为三相交流电机。MG(2)300由存储在电池700中的电能、存储在电容器900中的电能以及由MG(1)200产生的电能中的至少任意一个驱动。由变换器(2)600从直流变换为交流的电能被供给MG(2)300。
MG(2)300的驱动力通过减速齿轮传送到车轮。MG(2)300由此对发动机100进行助推,并允许车辆通过其驱动力运行。
相反,当混合车辆在再生制动情况下时,MG(2)300由车轮通过减速齿轮驱动、起发电机作用。MG(2)300由此起再生制动装置的作用,其将制动能量变换为电能。MG(2)300所产生的电能通过变换器(2)600被存储在电池700和电容器900中。
电池700是将多个电池单元集成在电池模块中并将多个电池模块串联连接而构成的电池组。从电池700中放电的电压以及向电池700中存储的电压由变换器800进行调节。电容器900由多个并联连接的单元构成。或者,可以这样构成电池900,使得单元部分串联连接以增强耐受电压性能。
发动机100、变换器(1)500、变换器(2)600和变换器800由电子控制单元(ECU)1000进行控制。ECU 1000包含混合车辆(HV)_ECU 1010、MG_ECU 1020和发动机ECU 1030。
来自温度传感器902、表示电容器900温度的信号以及来自电压表904、表示电容器900电压的信号被输入到HV_ECU 1010。另外,来自车辆速度传感器2000、表示车辆速度的信号,来自加速器踏板位置传感器2100、表示加速器踏板(未示出)位置的信号以及来自制动装置踏板踏力传感器2200、表示制动装置踏板(未示出)上的踏力的信号被输入到HV_ECU1010。
HV_ECU 1010连接到基板(substrate)910——每一电容器单元的接线端被接地于基板910上——并通过基板910对每一电容器单元的电压进行检测。可为每一电容器单元提供电压表来代替采用基板910对每一电容器单元的电压进行检测。
基于车辆速度、加速器踏板位置、制动装置踏板上的踏力等等,HV_ECU 1010计算出将要存储在电池700中的电能、将要存储在电容器900中的电能、将从电池700中放出的电能、将从电容器900中放出的电能。基于例如电池700的温度和SOC,HV_ECU 1010还计算出向电池700中存储电能的限定值WIN(B)(向电池700中存储电能的最大值)以及从电池700中放出电能的限定值WOUT(B)(从电池700中放出电能的最大值)。
类似地,基于电容器900的温度和电压,HV_ECU 1010计算出向电容器900中存储电能的限定值WIN(C)以及从电容器900中放出电能的限定值WOUT(C)。计算出向电池700中存储的电能、向电容器900中存储的电能、从电池700中放出的电能、从电容器900中放出的电能,使得每一电能都不超过其限定值。
来自旋转数传感器202、表示MG(1)200的旋转数的信号和来自旋转数传感器302、表示MG(2)300的旋转数的信号被输入到MG_ECU1020。来自旋转数传感器102、表示发动机100的旋转数的信号被输入到发动机ECU 1030。
连接HV_ECU 1010、MG_ECU 1020和发动机ECU 1030,使得它们可以在彼此之间发送和接收信号。例如,基于输入到每一ECU的信号和存储在存储器(未示出)中的程序和图(map),HV_ECU 1010计算出对发动机100、MG(1)200和MG(2)300所需要的输出值。
基于对MG(1)200和MG(2)300所需要的输出值,MG_ECU 1020控制变换器(1)500和变换器(2)600,并由此控制MG(1)200和MG(2)300。基于对发动机100所需要的输出值,发动机ECU 1030控制发动机100。
在本实施例中,通过改变变换器800的输出电压(***电压),控制电池700和电容器900的充电和放电。
例如,假设向MG(1)200或MG(2)300供给电能。如果使得变换器800的输出电压低于电容器900的电压,首先对电容器900进行放电。如果使得变换器800的输出电压等于或高于电容器900的电压,首先对电池700进行放电。
相反,假设将在MG(1)200或MG(2)300中产生的电能存储在电池700或电容器900中。如果使得变换器800的输出电压等于或低于电容器900的电压,首先对电池700进行充电。如果使得变换器800的输出电压高于电容器900的电压,首先对电容器900进行充电。
参照图2将进一步介绍动力分割装置400。动力分割装置400由行星齿轮构成,行星齿轮包含恒星齿轮402、游星齿轮404、承载部件(carrier)406和环形齿轮408。
游星齿轮404与恒星齿轮402及环形齿轮408啮合。承载部件406可旋转地支撑游星齿轮404。恒星齿轮402连接到MG(1)200的旋转轴。承载部件406连接到发动机100的机轴。环形齿轮408连接到MG(2)300的旋转轴以及减速齿轮1100。
由于发动机100、MG(1)200及MG(2)300通过由行星齿轮构成的动力分割装置400连接,发动机100、MG(1)200及MG(2)300的旋转数具有某种关系,其中,旋转数在图3所示的共线图中被相互线性联系。
参照图4,将介绍ECU 1000所执行的程序的控制结构,ECU 1000起到根据本实施例的控制器的作用。下面介绍的程序在车辆再生制动期间执行。除了在车辆再生制动的时候以外,该程序可在电池700或电容器900充电时执行。
在步骤(以下简称为S)100中,ECU 1000通过基板910检测每一电容器单元的电压。
在S102中,ECU 1000判断是否每一电容器单元具有低于***故障电压V(1)的电压。***故障电压V(1)例如为电容器单元的额定电压。如果每一电容器单元具有低于***故障电压V(1)的电压(S102中的“是”),程序进行到S104。如果不是这样(S102中的“否”),程序进行到S200。
在S104中,ECU 1000判断是否每一电容器单元具有低于单元充电禁止电压V(2)的电压。单元充电禁止电压V(2)被设置为取低于***故障电压V(1)的值。如果每一电容器单元具有低于单元充电禁止电压V(2)的电压(S104中的“是”),程序进行到S106。如果不是这样(S104中的“否”),程序进行到S108。
在S106中,ECU 1000计算向电容器900中存储电能的限定值WIN(C)。向电容器900中存储电能的限定值WIN(C)是基于例如电容器900的温度和电压进行计算的。
在S108中,ECU 1000将向电容器900中存储电能的限定值WIN(C)设置为“0”。换言之,将向电容器900中存储的电能设置为“0”以停止对电容器900充电。此时,只是将向电容器900中存储的电能设置为“0”,而不是将从电容器900放出电能的限定值WOUT(C)设置为“0”。换言之,电容器900停止充电但允许放电。
在S110中,ECU 1000计算向电池700中存储电能的限定值WIN(B)。基于例如电池700的温度和SOC计算有待存储在电池700中的电能的限定值WIN(B)。可以先计算向电池700中存储电能的限定值WIN(B)再计算向电容器900中存储电能的限定值WIN(C)。或者,可以同时计算两个限定值WIN(B)和WIN(C)。
在S112中,基于向电容器900中存储电能的限定值WIN(C)与向电池700中存储电能的限定值WIN(B)的总和,ECU 1000计算出将在MG(2)300中产生的电能(将要再生的电能)。举例而言,此时,计算将在MG(2)300中产生的电能,使得该电能不超过向电容器900中存储电能的限定值WIN(C)与向电池700中存储电能的限定值WIN(B)的总和。
在S114中,ECU 1000计算对变换器800的命令电压(变换器800输出电压的目标值)。此时,将对变换器800的命令电压计算为这样的值:使得向电容器900中存储的电能不超过向其中存储电能的限定值WIN(C),且使向电池700中存储的电能不超过向其中存储电能的限定值WIN(B)。
在S116中,ECU 1000控制变换器800,使得变换器800获得计算得出的命令电压。在S200中,ECU 1000禁止车辆运行。
下面介绍起根据本实施例的控制装置作用的ECU 1000的运行,该运行基于上述结构和流程图。
例如,如果驾驶员通过踩踏制动装置踏板来进行再生制动,每一电容器单元的电压通过基板910被检测(S100)。此时,假设每一电容器单元的电压低于***故障电压V(1)(S102中的“是”),且低于单元充电禁止电压V(2)(S104中的“是”)。
在这种情况下,可以说,需要为减速后的加速将电能存储在电容器900中。因此,在有必要对向电容器900存储的电能进行限制的范围内计算向电容器900中存储电能的限定值WIN(C)(S106)。除向电容器900中存储电能的限定值WIN(C)外,计算向电池700中存储电能的限定值WIN(B)(S110)。基于有待存储电能的限定值WIN(C)和有待存储电能的限定值WIN(B)的总和,计算有待在MG(2)300中产生的电能(S112)。
计算出命令电压,使得:在MG(2)300中产生的电能被存储在电池700和电容器900中,使得向电容器900中存储的电能不超过向其中存储电能的限定值WIN(C),且使向电池700中存储的电能不超过向其中存储电能的限定值WIN(B)(S114)。对变换器800进行控制,使得变换器800获得该命令电压(S116)。
如图5所示,电容器900由此在时刻T(1)开始充电,电容器单元的电压开始上升。由此可将动能恢复为电能,提高了能量效率。
如果照那样通过对电容器900充电发生了某个故障,且多个电容器单元中任意一个的电压高于***故障电压V(1)(S102中的“否”),禁止车辆运行以防止对混合***产生损坏(S200)。
如此保证了混合***的安全。然而,可能有这样的情况:电容器单元的电压暂时超过***故障电压V(1),且车辆因此可能被频繁地禁止运行。因此,有必要在电容器单元的电压较低时开始防止电容器单元中的电压升高。
因此,如图5中时刻T(2)所示,在每一电容器单元的电压低于***故障电压V(1)的情况下(S102中的“是”),如果任意一个电容器单元的电压高于单元充电禁止电压V(2)(S104中的“否”),将向电容器900中存储电能的限定值WIN(C)设置为“0”(S108),其中,单元充电禁止电压V(2)低于***故障电压V(1)。
通过将向电容器900中存储电能的限定值WIN(C)设置为“0”,将变换器800的命令电压(***电压)保持为恒定,并将向电容器900中存储的电能设置为“0”以停止对电容器900进行充电。
通过这样做,防止了电容器单元的电压超过单元充电禁止电压V(2)。因此,即使是在电容器单元的电压由于变换器800的操作延迟等而暂时超过单元充电禁止电压V(2)的情况下,可防止电容器单元的电压超过***故障电压V(1)。结果,可以防止车辆被频繁地禁止运行。
另外,此时,对于电容器900允许放电,且因此可以在再生制动后的再加速期间消耗存储在电容器900中的电能以降低电容器单元的电压。由此,可以促进电容器单元电压的降低、使之降低到低于单元充电禁止电压V(2)的电压。
如上所述,根据起本实施例控制装置作用的ECU 1000,如果电容器单元的电压高于单元充电禁止电压V(2),将向电容器900中存储电能的限定值WIN(C)设置为“0”,且电容器900停止被充电,其中,单元充电禁止电压V(2)低于***故障电压V(1)。由此可防止电容器单元的电压超过单元充电禁止电压V(2)。因此,即使是在电容器单元的电压由于变换器的操作延迟等等而暂时超过单元充电禁止电压V(2)的情况下,可以防止电容器单元的电压超过***故障电压V(1)。结果,可防止混合***被引入故障状态。
如果停止对电容器900充电,MG(2)300所产生的电能可被存储在电池700中,或者可被驱动发动机100的MG(1)200消耗为热。
尽管详细介绍和图解了本发明,可以清楚地理解,这只是为了图解和举例,并不是为了限定。本发明的精神和范围由所附权利要求书的条款所限定。
Claims (3)
1.一种用于驱动***的控制器,该驱动***包含电池(700)、电容器(900)以及旋转电机(300),所述电容器(900)与所述电池(700)并联连接,所述旋转电机(300)在车辆再生制动期间产生将被存储在所述电池(700)中以及在所述电容器(900)中的电能,用于所述驱动***的所述控制器包含:
第一计算部分(1000),该部分计算向所述电池(700)中存储电能的第一最大值;
第二计算部分(1000),该部分计算向所述电容器(900)中存储电能的第二最大值,使得所述电容器(900)的电压不大于第二电压,其中,所述第二电压低于预先确定的第一电压;
第三计算部分(1000),该部分基于所述第一最大值和所述第二最大值计算将在所述旋转电机(300)中产生的电能;以及
控制部分(1000),该部分基于所述第一最大值和所述第二最大值控制对所述电池(700)和所述电容器(900)的充电。
2.根据权利要求1的、用于所述驱动***的所述控制器,其中,所述第一电压使得:当所述电容器(900)的所述电压达到所述第一电压时,所述驱动***被判断为有故障。
3.根据权利要求1或2的、用于所述驱动***的所述控制器,其中,
当所述电容器(900)的所述电压达到所述第二电压时,所述第二计算部分(1000)将所述第二最大值计算为零,且
当所述电容器(900)的所述电压达到所述第二电压时,对于所述电容器(900)允许放电。
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KR101038039B1 (ko) | 2007-03-07 | 2011-05-30 | 도요타 지도샤(주) | 2차 전지의 제어장치 및 차량 |
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CN101878577A (zh) * | 2007-12-06 | 2010-11-03 | 松下电器产业株式会社 | 车辆用电源装置 |
CN101878577B (zh) * | 2007-12-06 | 2013-02-13 | 松下电器产业株式会社 | 车辆用电源装置 |
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