CN101208229A - 混合动力车辆及其控制方法 - Google Patents
混合动力车辆及其控制方法 Download PDFInfo
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- CN101208229A CN101208229A CNA2006800230350A CN200680023035A CN101208229A CN 101208229 A CN101208229 A CN 101208229A CN A2006800230350 A CNA2006800230350 A CN A2006800230350A CN 200680023035 A CN200680023035 A CN 200680023035A CN 101208229 A CN101208229 A CN 101208229A
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- 239000012467 final product Substances 0.000 description 1
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Abstract
一种混合动力车辆,设有用于设定四轮驱动条件的装置(60)和EV开关(64),所述四轮驱动条件是从两轮驱动向四轮驱动切换的条件,所述EV开关在被车辆乘员打开时将车辆置于EV驱动模式,在EV驱动模式下,只使用电动机作为动力源。四轮驱动条件设定装置(60)改变(步骤S114)四轮驱动条件,使得在EV开关(64)被打开(步骤S102)时与EV开关(64)被关断时相比,车辆以四轮驱动方式工作的区域减小。由此,车辆更频繁地以两轮驱动方式工作,从而减小了能量消耗。
Description
技术领域
本发明涉及混合动力车辆,它设有作为动力源的内燃机和电动机,其中,前轮和后轮彼此独立地由电动机驱动;本发明还涉及混合动力车辆的控制方法。更具体地说,本发明涉及在两轮驱动与四轮驱动之间进行切换的切换控制装置及其控制方法,在两轮驱动中,前轮或后轮被驱动;而在四轮驱动中,前轮和后轮都被驱动。
背景技术
一些混合动力车辆被构造成使得使用电动机对前轮和后轮进行彼此独立地驱动,所述混合动力车辆设有内燃机和能够产生电力的电动机(下文中称为“电动机”)作为动力源。例如,一种公知混合动力车辆被构造成使得由内燃机和电动机对前轮进行驱动,而由除了对前轮进行驱动的电动机之外的另一个电动机对后轮进行驱动。在这样的混合动力车辆中,通过简单地在使为前轮设置的电动机与为后轮设置的电动机中的电动机之一工作和不工作之间进行切换,即可实现两种驱动方法。这些驱动方法是两轮驱动和四轮驱动,在两轮驱动中,或者只有前轮被驱动,或者只有后轮被驱动;在四轮驱动中,前轮和后轮都被驱动。
使用这两种驱动方法中的哪一种取决于与车辆运行有关的控制变量,例如车辆速度、车辆运行所在的道路坡度、车辆所需的驱动力、车辆转向角、以及前后轮之间的转速差。在需要较大驱动力时使用四轮驱动,例如在从静止状态起步时、加速时、爬坡时、或者在具有较低摩擦系数的道路(例如结冰的道路)上行驶时。通过将车辆所需的驱动力在所有四个车轮之间进行分配,能够可靠地在每个车轮与路面之间传递驱动力。另一方面,两轮驱动通常用在车辆不需要很大驱动力的时候,以及车辆在具有足够高摩擦系数的道路上被驱动的时候。只要车轮不打滑,以两轮驱动方式形式消耗的燃料和动力比以四轮驱动方式形式时更小。对于混合动力车辆,例如上述的混合动力车辆,两轮驱动之需要将电能供应给用于一组车轮的电动机,即只需供应给用于前轮的电动机或用于后轮的电动机。因此,蓄电池与电动机之间的电力损耗较低,从而可以在驱动车辆时减少能量消耗。
另外,混合动力车辆通过选择性地使用内燃机和电动机或者将二者结合使用来实现各种驱动模式。这些驱动模式的一些示例包括“HV驱动模式”、“发动机驱动模式”和“EV驱动模式”,其中,HV驱动模式用内燃机和电动机一起作为驱动源,发动机驱动模式只使用内燃机作为驱动源,而EV驱动模式只使用电动机作为驱动源。取决于向电动机供应电能的蓄电池的充电状态(下文中简称为“SOC”)和所需驱动力等因素,可以在这些驱动模式之间自动地相继切换。
具有这些种类驱动模式的一些混合动力车辆在车辆舱室中设有“EV开关”,以使乘员能够随意选择“EV驱动模式”。当EV开关打开时,车辆被置于EV驱动模式。例如,国际公开No.00/05094的小册子中提出了在车辆中设置一根杆,使乘员能够从使用内燃机作为驱动源的驱动情况(即发动机驱动模式和HV驱动模式)切换到EV驱动模式。乘员通过对这个EV开关或杆进行操作来强制性地将车辆置于EV驱动模式。由此,因为车辆以EV驱动模式行驶,即不需要使用内燃机,所以车辆能够安静地行驶。这样,这个EV开关在例如夜间驾驶车辆通过居民区的时候很有用。
当混合动力车辆以EV驱动模式行驶,即只使用电动机作为动力源时,从蓄电池向电动机供应的电能变成驱动车辆的动力。因此,在以EV驱动模式行驶时车辆的巡航距离由蓄电池的SOC来确定。当蓄电池的SOC因为连续以EV驱动模式行驶而减小时,必须使内燃机工作来对蓄电池进行充电。此时,通过车辆的控制装置来自动取消EV驱动模式。即,关断EV开关并起动内燃机。
由此,即使乘员利用EV开关选择了EV驱动模式,EV驱动模式也可能会由于蓄电池的SOC较低而很快被取消,这在可用性方面是存在问题的。为了克服该问题,可以通过增大蓄电池尺寸来提高EV驱动模式下的巡航距离,但是这样会增大蓄电池重量和安装蓄电池所需的空间。因此,当驾驶员操作EV开关并将驱动模式切换到EV驱动模式时,最好能尽可能多地减小电动机的能量消耗以增加EV驱动模式下的巡航距离。
在能够在四轮驱动与两轮驱动之间相继切换的同时行驶的混合动力车辆(例如上述混合动力车辆)中,在两轮驱动与四轮驱动之间进行切换的条件(即车辆以四轮驱动方式工作的区域)是通过与车辆行驶有关的控制变量相应的测试来预先适当设定的。车辆以四轮驱动方式工作的区域通常设定成:在以由操作EV开关的乘员选择的EV驱动模式行驶时,强调动力性能而不考虑减少能量消耗。因此,需要一种技术,既能够在由EV开关选择的EV驱动模式下减小能量消耗,又能够在正常行驶中满足动力性能。
发明内容
本发明提供了一种混合动力车辆及其控制方法,该车辆能够在EV开关打开时减小能量消耗。
本发明的第一方面涉及一种混合动力车辆。这种混合动力车辆设有四轮驱动条件设定装置和EV开关,所述四轮驱动条件设定装置用于设定四轮驱动条件,四轮驱动条件是从两轮驱动切换到四轮驱动的条件,在所述两轮驱动下,前轮和后轮中的一组车轮被驱动,在所述四轮驱动下,前轮和所述后轮都被驱动;所述EV开关在被车辆的乘员打开时将车辆置于EV驱动模式,在EV驱动模式下只用电动机作为动力源。四轮驱动条件设定装置改变四轮驱动条件,使得在EV开关被打开时与EV开关被关断时相比,车辆以四轮驱动方式工作的区域减小。当EV开关打开时,即当车辆以由操作EV开关的车辆乘员所选择的EV驱动模式行驶时,与正常行驶时相比,车辆以四轮驱动方式工作的区域减小,而车辆以两轮驱动方式工作的区域相称地增大。由此,车辆更频繁地以两轮驱动方式工作,从而减小了能量消耗。
四轮驱动条件可以包括下述条件:根据前轮与后轮之间的转速差计算出的滑移比率等于或大于作为预定阈值的判定滑移比率;并且,在EV开关被打开时与EV开关被关断时相比,四轮驱动条件设定装置可以将判定滑移比率设定成更高的值。
四轮驱动条件还可以包括下述条件:在车辆从静止起步时,当时的道路坡度等于或大于作为预定阈值的判定道路坡度;以及下述条件:车辆的速度等于或小于作为预定阈值的判定车辆速度;并且,在EV开关被打开时与EV开关被关断时相比,四轮驱动条件设定装置可以将判定道路坡度设定成更高的值并将判定车辆速度设定成更低的值。
另外,四轮驱动条件设定装置还可以包括条件改变判定装置,条件改变判定装置用于判定EV开关被关断时的四轮驱动条件是否应当被改变到EV开关被打开时的四轮驱动条件。在滑移比率等于或大于预定阈值或在道路坡度等于或大于预定阈值时,条件改变判定装置禁止四轮驱动条件发生改变。
本发明的上述第一方面使混合动力车辆在以通过EV开关选择的EV驱动模式行驶时能够减小能量消耗。
本发明的第二方面涉及一种混合动力车辆控制方法,所述混合动力车辆设有内燃机和电动机作为动力源,并且所述混合动力车辆中由电动机对前轮和后轮进行彼此独立的驱动。这种控制方法的特征在于包括下列步骤:判定EV开关是否被打开,该EV开关在被车辆乘员打开时使车辆处于EV驱动模式,在EV驱动模式下只使用电动机作为动力源;和改变四轮驱动条件,使EV开关被打开时与EV开关被关断时相比,车辆以四轮驱动方式工作的区域减小,所述四轮驱动条件是用于从两轮驱动切换到四轮驱动的条件,在两轮驱动情况下,前轮和后轮中的一组车轮被驱动,在四轮驱动模式下,前轮和后轮都被驱动。
本发明的上述第二方面使混合动力车辆在以通过EV开关选择的EV驱动模式行驶时能够减小能量消耗。
附图说明
根据下面参考附图对优选实施例的详细说明,可以了解本发明上述的以及更多的目的、特征和优点,在附图中,相同的标号用来表示相同的元件,其中:
图1示意性示出了根据本发明一种示例实施例的混合动力车辆;
图2的流程图图示了根据该示例实施例的混合动力车辆中执行的控制。
具体实施方式
在下面的说明书和附图中,将通过示例性实施例的形式对本发明进行更详细的说明。将用混合动力车辆作为一个示例,该混合动力车辆的前轮由内燃机和电动机驱动,后轮由另一个电动机驱动。
首先将参考图1对根据这种示例实施例的混合动力车辆1的结构进行说明。图1是混合动力车辆1的示意性结构的示意图。为了驱动混合动力车辆1,它设置了前轮驱动单元3和后轮驱动单元5,前轮驱动单元驱动前轮48f,后轮驱动单元5驱动后轮48r。前轮驱动单元3包括内燃机10和电动机MG1、MG2作为动力源,电动机MG1、MG2能够产生电力。同时,后轮驱动单元5包括电动机MG3作为动力源。相应地,前轮48f和后轮48r被彼此独立地驱动。
内燃机10具有燃料喷射设备、点火设备和节气门,这些都没有示出。这些设备由发动机电子控制单元(下文中称为“发动机ECU”)进行控制。因此,发动机ECU可以对由内燃机10产生并随后从曲轴12输出的功率进行调节。
同时,电动机MG1、MG2和MG3是所谓的电动发电机,既能够作为电动机将所供应的电力转换成动力,又能够作为发电机将输入的动力转换成电力。分别为每个电动机MG1、MG2和MG3设置的逆变器51、52、53对这些功能的切换进行控制,并对电动机MG1、MG2和MG3产生的机械能和电动机MG1、MG2、MG3恢复的电能进行控制。逆变器51、52和53都连接到蓄电池56,从而可以在蓄电池56与各个电动机MG1、MG2、MG3之间传送电力。这种电力传送由电动机电子控制单元(下文中称为“电动机ECU”)54进行控制。相应地,电动机ECU 54能够通过逆变器51、52和53来控制电动机MG1、MG2和MG3。然后,电动机MG1、MG2和MG3产生的动力从转轴31a、32a和33a输出,这些转轴分别连接到电动机MG1、MG2、MG3的转子31、32和33。
在前轮驱动单元3中,除了上述的内燃机10和电动机MG1、MG2之外,还有一体形成的行星齿轮组20、减速齿轮40f和差速齿轮45f连接在一起,其中,行星齿轮组20对内燃机10输出的动力进行划分,减速齿轮40f通过把从行星齿轮组20传送的转动减慢来增大扭矩,差速齿轮45f把从减速齿轮40f传送的动力分配到左右驱动车轴46f。电动机MG1主要用作发电机,而电动机MG2主要用作电动机。
内燃机10的曲轴12连接到行星齿轮组20的行星架28,电动机MG 1的转子31连接到行星齿轮组20的太阳轮22,电动机MG2的转子连接到行星齿轮组20的齿圈24。从曲轴12输出的内燃机10的动力被划分为传送到太阳轮22的动力和传送到齿圈24的动力。从内燃机10向太阳轮22传送的动力被传送到电动机MG1并在那力用于发电。同时,从内燃机10向齿圈24传送的动力与从电动机MG2输出的动力组合,然后从齿圈24传送到减速齿轮40f。然后,从减速齿轮40f向差速齿轮45f传送的动力被分配到左右驱动车轴46f以驱动前轮48f。
通过以此方式构成前轮驱动单元3,电动机MG2用蓄电池56供应的电力产生机械能。然后用这种机械能来驱动前轮48f,从而推动车辆1。另外,在车辆减速过程中,从前轮48f向电动机MG2传送的机械能可以被转换成电力并由蓄电池56恢复。
另一方面,在后轮驱动单元5中,除了上述电动机MG3之外,还有减速齿轮40r和差速齿轮45r一体连接在一起,其中,减速齿轮40r通过把从电动机MG3传送的转动减慢来增大扭矩,差速齿轮45r把从减速齿轮40r传送的动力分配到左右驱动车轴46r。从电动机MG3输出的动力从减速齿轮40r传送到差速齿轮45r,在那力被分配到左右驱动车轴46r来驱动后轮48r。
通过以此方式构成后轮驱动单元5,类似于电动机MG2,电动机MG3用蓄电池56供应的电力产生机械能。然后用这种机械能来驱动后轮48r,从而推动车辆1。另外,在车辆减速过程中,从后轮48r向电动机MG3传送的机械能可以被转换成电能并被蓄电池56恢复。
混合动力车辆1还设有对车辆1的整个系统进行控制的混合动力电子控制单元(下文中称为“混合动力ECU”)60。另外,车辆1还设有油门位置传感器62,该传感器检测油门踏板的下压量并向混合动力ECU 60输出油门开度信号。混合动力ECU 60若能后根据所输入的油门开度信号来计算车辆所需的驱动力(下文中称为“所需驱动力”)。根据这样计算出的所需驱动力,混合动力ECU 60然后确定要由内燃机10和电动机MG1、MG2、MG3产生的动力,并将表示该动力的命令输出到上述发动机ECU 50和电动机ECU 54。在接收到该命令时,发动机ECU 50和电动机ECU 54相应地控制内燃机10和电动机(MG1、MG2、MG30。由此,内燃机10和电动机(MG1、MG2、MG3)被控制为根据车辆的行驶状态(包括车辆停止的时候)彼此协同工作。
混合动力车辆1还设有电池监视单元(下文中称为“电池ECU”)58,该单元对蓄电池的状态进行监视并向混合动力ECU 60输出表示蓄电池56的充电状态(下文中称为“SOC”)的信号。然后,混合动力ECU60根据蓄电池的这种SOC和计算出的所需驱动力,自动地将驱动模式在“HV驱动模式”、“发动机驱动模式”和“EV驱动模式”之间进行适当切换,其中,在HV驱动模式下,内燃机10和电动机(MG1、MG2、MG3)一同用作动力源;在发动机驱动模式下,只使用内燃机10作为动力源;在EV驱动模式下,只使用电动机(MG1、MG2、MG3)作为动力源。
混合动力车辆1还设有EV开关64,该开关64使车辆1的乘员能够随意选择EV驱动模式。这种EV开关64设在可以由车辆乘员访问的位置,例如车辆舱室中的仪表板上。当乘员将EV开关64打开时,该开关被混合动力ECU 60检测到。然后,已检测到EV开关64已被打开的混合动力ECU 60对内燃机10进行控制,使之不工作,同时执行控制以通过只使电动机MG2和MG3工作来获得所需驱动力。由此,通过打开EV开关64,可以强制性地将车辆置于EV驱动模式,在该模式下,只使用电动机MG2和MG3作为动力源。
由车辆乘员以此方式将EV开关64打开来选择的EV驱动模式在下文中将称为“所选EV驱动模式”。相反,当混合动力ECU 60自动地从另一种驱动模式(例如发动机驱动模式或HV驱动模式)切换时建立的EV驱动模式将称为“自动EV驱动模式”以使之与所选EV驱动模式区分开来。
当由于在所选EV驱动模式下连续运行而使蓄电池56的SOC较低时,或者当需要EV驱动模式所不能达到的驱动力大小时,混合动力ECU60自动地关断EV开关64,混合动力车辆1切换到HV驱动模式或发动机驱动模式。
未示出的轮速传感器对车轮的转速进行检测,并为混合动力车辆1的.全部四个车轮(48f和48r)设置。混合动力ECU 60从这些轮速传感器接收车轮转速信号,然后计算前轮转速和后轮转速,前轮转速是左右前轮48f的转速平均值,后轮转速是左右后轮48r的转速平均值。然后根据计算出的前轮转速或计算出的后轮转速来确定车辆1的速度(下文中称为“车辆速度”)。
此外,混合动力ECU 60还根据前轮转速与后轮转速之间的差来计算滑移比率(slip ratio)。当前轮转速大于后轮转速时,前轮转速除以后轮转速所得的商成为前轮滑移比率。当后轮转速大于前轮转速时,后轮转速除以前轮48f的转速所得的商成为后轮滑移比率。下文中,前轮滑移比率和后轮滑移比率将简称为“滑移比率”。滑移比率可以由未示出的另一电子控制单元来计算,计算结果可以被输入混合动力ECU 60。
此外,混合动力车辆1还设有坡度检测装置66,用于检测车辆1下方的道路坡度。坡度检测装置66向混合动力ECU 60输出表示道路坡度的信号。未示出的能够对车辆1的加速度进行检测的传感器可以向混合动力ECU 60输出表示车辆纵向加速度的信号,然后在车辆停止时,混合动力ECU 60可以根据加速度信号评估道路坡度。
如上所述,混合动力ECU 60输入或计算与车辆行驶情况有关的控制变量(例如车辆速度、道路坡度和滑移比率)。然后,混合动力ECU 60根据这些控制变量,在两轮驱动与四轮驱动之间切换,在两轮驱动情况下,前轮48f或后轮48r被驱动;在四轮驱动情况下,前轮48f和后轮48r都被驱动。混合动力ECU 60根据与行驶情况有关的控制变量确定车辆1的行驶状态对应于两轮驱动工作区域还是四轮驱动工作区域,从而在两轮驱动与四轮驱动之间切换。用于在两轮驱动与四轮驱动之间进行切换的条件(下文中称为“四轮驱动条件”)包括多个预定条件。每个条件由与行驶情况有关的控制变量跟预定阈值之间的关系来限定,所述控制变量或者是由混合动力ECU 60接收到的,或者是由混合动力ECU 60计算出的,所述预定阈值(即控制常数)是预先设定的。控制常数预先储存在混合动力ECU 60的ROM 60a中。
下面将参考图2对用于设定这种示例实施例的四轮驱动条件(即构成该条件的控制常数)的方法进行说明。图2的流程图图示了用于设定四轮驱动条件的控制,该控制由混合动力ECU 60执行。在这种示例实施例中,当EV开关64被打开时,四轮驱动条件的控制常数改变,使车辆以四轮驱动方式工作的区域(即四轮驱动工作区域)变得更小。
首先,混合动力ECU 60从上述各个传感器和电子控制单元输入与车辆行驶有关的控制变量(步骤S100)。除了车辆速度、道路坡度和滑移比率之外,控制变量还包括与例如蓄电池56的SOC、所需驱动力以及EV开关64的打开和关断情况有关的信息。
然后,混合动力ECU 60判定EV开关64是否打开(步骤S102)。如果车辆的乘员已经打开了EV开关64,则处理继续到步骤S110。另一方面,如果EV开关64尚未被打开(即处于关断情况),或者,无论其一开始是否被乘员打开,但混合动力ECU 60已经由于蓄电池56的SOC较低而自动关断了EV开关64,则处理前进到步骤S104。
当EV开关64处于关断情况时,混合动力车辆1以“正常驱动模式”行驶(步骤S104)。此情况下的“正常驱动模式”包括发动机驱动模式、HV驱动模式和自动EV驱动模式,在发动机驱动模式下,只选择和使用内燃机10作为动力源;在HV驱动模式下,内燃机10和电动机(MG1、MG2、MG3)一起用作动力源;在自动EV驱动模式下,由于混合动力ECU 60自动地切换模式,所以只选择和使用电动机(MG1、MG2、MG3)作为动力源,即,这种模式不是通过乘员打开EV开关来发起的。混合动力ECU 60根据蓄电池56的SOC以及所需驱动力,自动在这些模式之间相继切换。
此时,混合动力ECU 60将四轮驱动条件设定到“正常四轮驱动条件”(步骤8106)。正常四轮驱动条件包括:滑移比率(控制变量)等于或大于判定滑移比率(控制常数)的条件,所述判定滑移比率是0.05的预定阈值;以及车辆在山坡上从静止状态起步时道路坡度(控制变量)等于或大于判定道路坡度、并且车辆速度(控制变量)等于或小于判定车辆速度(控制变量)的条件,所述判定道路坡度是6度的预定阈值,所述判定车辆速度是25km/h的预定阈值。当这些条件中至少一项得到满足时,混合动力ECU 60执行对前轮48f和后轮48r都进行驱动的控制,使混合动力车辆1在四轮驱动情况下工作。
另一方面,如果在步骤S102判定为EV开关64打开,则混合动力车辆1以所选EV驱动模式行驶(步骤S110)。混合动力车辆1持续以所选EV驱动模式行驶,直到蓄电池56的SOC下降到等于或小于预定值,或者,除非需要的动力大于EV驱动模式下能够获得的动力。
在此情况下,对四轮驱动条件是否应当从正常四轮驱动条件改变到下文将要说明的“注重燃料消耗的四轮驱动”进行判定(步骤S112)。例如,当滑移比率等于或大于0.07时,或者当车辆行驶的道路坡度等于或大于7度时,禁止该条件从正常四轮驱动条件改变到注重燃料消耗的四轮驱动条件,处理前进到步骤S116。但是在任何其他情况下,允许四轮驱动条件改变,处理前进到步骤S114。
在步骤S114,混合动力ECU 60将四轮驱动条件设定到注重燃料消耗的四轮驱动条件(步骤S114)。注重燃料消耗的四轮驱动条件包括例如:滑移比率等于或大于判定滑移比率的条件,所述判定滑移比率是0.10的预定阈值;以及车辆在山坡上从静止起步时的道路坡度等于或大于判定道路坡度、并且车辆速度为5km/h或更小的条件,所述判定道路坡度是8度的预定阈值。在注重燃料消耗的四轮驱动条件下,处于判定滑移比率和判定道路坡度时,模式从两轮驱动切换到四轮驱动,所述判定滑移比率和判定道路坡度设定为比正常四轮驱动条件下更高的值。另外,在山坡上从静止起步时处于判定车辆速度的情况下从四轮驱动切换到两轮驱动,所述判定车辆速度设定为比正常四轮驱动条件下更低的值。
通过将条件改变到这种注重燃料消耗的四轮驱动条件,对于以两轮驱动形式工作的车辆1,即使控制变量(例如滑移比率和道路坡度)由于行驶状态改变而增大,也更加难以达到判定滑移比率和判定道路坡度,所以车辆1不会像正常四轮驱动条件下那样容易地切换成四轮驱动。另外,通过在山坡上从静止起步时以四轮驱动方式工作的车辆1,如果车辆速度增大,则更容易达到判定车辆速度,因此与处于正常四轮驱动条件的情况相比,更容易从注重燃料消耗的四轮驱动条件下的四轮驱动返回两轮驱动。即,与正常四轮驱动条件相比,注重燃料消耗的四轮驱动条件改变了构成四轮驱动条件的控制常数值,减小了车辆1以四轮驱动方式工作的区域,并相称地增大了车辆1以两轮驱动方式工作的区域。
同时,在步骤S116,混合动力ECU 60将四轮驱动条件设定到正常四轮驱动条件,就像EV开关64关断时那样。这防止了以高滑移比率行驶或在道路坡度较陡峭的地方行驶时EV开关被打开的时候,由于四轮驱动条件从正常四轮驱动条件改变到注重燃料消耗的四轮驱动条件而使曾在四轮驱动方式下工作的车辆突然切换到两轮驱动。由此,可以防止在EV开关64曾被打开时四轮驱动条件的改变对可驱动性造成不利影响。
在前述示例实施例中,与EV开关64关断时的情况相比,在EV开关64打开时,改变四轮驱动条件来减小车辆1以四轮驱动方式工作的区域。当EV开关64被打开时,即当车辆1以所选EV驱动模式行驶时,与车辆正常行驶时相比,车辆以四轮驱动方式工作的区域减小了,车辆以两轮驱动方式工作的区域相称地增大。通过以此方式改变四轮驱动条件,增大了车辆1以两轮驱动方式工作的频率,从而减小了在所选EV驱动模式下的功率纤毫。由此,可以使所选EV驱动模式下的巡航距离增加。
在这种示例实施例中,通过对控制常数(例如判定滑移比率、判定道路坡度和判定车辆速度)进行改变来改变四轮驱动条件。但是本发明不限于此,只要改变四轮驱动条件使得车辆以四轮驱动方式工作的区域减小即可。例如,通过改变构成四轮驱动条件的参数的实际类型,可以减小车辆以四轮驱动方式工作的区域。
另外,在前述示例实施例中,用于对是否改变四轮驱动条件进行判定(下文中称为“条件改变判定”)的条件是由车辆行驶时的滑移比率和道路坡度来确定的。但是,条件改变判定不限于这种条件,只要在EV开关64已打开时,当四轮驱动条件改变到注重燃料消耗的四轮驱动条件时,在该驱动方法试图改变为两轮驱动的时候禁止四轮驱动条件改变即可。例如,当车辆在四轮驱动方式下工作的同时EV开关打开时,可以将四轮驱动条件的改变推迟,直到车辆行驶状态改变、并且车辆已经从根据正常四轮驱动条件的四轮驱动方式切换到两轮驱动方式之后为止。.
尽管已经参考其示例实施例对本发明进行了说明,但是应当明白,本发明不限于这些示例性实施方式或构造。相反,本发明应当理解为覆盖了各种变更和等同布置。另外,尽管示例性实施例的各个元件被表示为各种示例性的组合和构造,但是在本发明的精神和范围内,还可以由其他组合和构造,包括更多、更少的元件或仅包括单一元件。
Claims (6)
1.一种混合动力车辆,包括:作为第一动力源的内燃机:
作为第二动力源的电动机,所述电动机对前轮和后轮进行彼此独立的驱动;
四轮驱动条件设定装置,用于设定四轮驱动条件,所述四轮驱动条件是从两轮驱动切换到四轮驱动的条件,在所述两轮驱动下,所述前轮和所述后轮中的一组车轮被驱动,在所述四轮驱动下,所述前轮和所述后轮都被驱动;和
EV开关,在被所述车辆的乘员打开时,所述EV开关将所述车辆置于EV驱动模式,在所述EV驱动模式下,只用所述电动机作为动力源,所述混合动力车辆的特征在于:
所述四轮驱动条件设定装置改变所述四轮驱动条件,使得在所述EV开关被打开时与所述EV开关被关断时相比,所述车辆以四轮驱动方式工作的区域减小。
2.根据权利要求1所述的混合动力车辆,其中,所述四轮驱动条件包括下述条件:根据所述前轮与所述后轮之间的转速差计算出的滑移比率等于或大于作为预定阈值的判定滑移比率;并且,在所述EV开关被打开时与所述EV开关被关断时相比,所述四轮驱动条件设定装置将所述判定滑移比率设定成更高的值。
3.根据权利要求1或2所述的混合动力车辆,其中,所述四轮驱动条件包括下述条件:在所述车辆从静止起步时,当时的道路坡度等于或大于作为预定阈值的判定道路坡度;以及下述条件:所述车辆的速度等于或小于作为预定阈值的判定车辆速度;并且,在所述EV开关被打开时与所述EV开关被关断时相比,所述四轮驱动条件设定装置将所述判定道路坡度设定成更高的值,并将所述判定车辆速度设定成更低的值。
4.根据权利要求1至3中任一项所述的混合动力车辆,其中,所述四轮驱动条件设定装置具有条件改变判定装置,所述条件改变判定装置用于判定所述EV开关被关断时的四轮驱动条件是否应当被改变到所述EV开关被打开时的四轮驱动条件;并且,在所述滑移比率等于或大于所述预定阈值或在所述道路坡度等于或大于所述预定阈值时,所述条件改变判定装置禁止所述四轮驱动条件发生改变。
5.一种混合动力车辆控制方法,所述混合动力车辆设有内燃机和电动机作为动力源,并且所述混合动力车辆中由所述电动机对前轮和后轮进行彼此独立的驱动,所述控制方法的特征在于包括下列步骤:
判定EV开关是否被打开,所述EV开关在被所述车辆的乘员打开时使所述车辆处于EV驱动模式,在所述EV驱动模式下只使用所述电动机作为所述动力源;和
改变四轮驱动条件,使所述EV开关被打开时与所述EV开关被关断时相比,所述车辆以四轮驱动方式工作的区域减小,所述四轮驱动条件是用于从两轮驱动切换到四轮驱动的条件,在所述两轮驱动情况下,所述前轮和所述后轮中的一组车轮被驱动,在所述四轮驱动模式下,所述前轮和所述后轮都被驱动。
6.一种混合动力车辆,包括:
内燃机,作为第一动力源;
电动机,作为第二动力源,对前轮和后轮进行彼此独立的驱动;
EV开关,在被所述车辆的乘员打开时,所述EV开关将所述车辆置于EV驱动模式,在所述EV驱动模式下,只用所述电动机作为动力源;和
四轮驱动条件设定装置,用于设定四轮驱动条件,以使所述EV开关被打开时与所述EV开关被关断时相比,所述车辆以四轮驱动方式工作的区域减小,所述四轮驱动条件是从两轮驱动切换到四轮驱动的条件,在所述两轮驱动下,所述前轮和所述后轮中的一组车轮被驱动,在所述四轮驱动下,所述前轮和所述后轮都被驱动。
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- 2006-12-21 BR BRPI0610960-8A patent/BRPI0610960B1/pt active IP Right Grant
- 2006-12-21 WO PCT/IB2006/003728 patent/WO2007074367A2/en active Application Filing
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BRPI0610960A2 (pt) | 2010-08-03 |
DE602006013879D1 (de) | 2010-06-02 |
EP1966019A2 (en) | 2008-09-10 |
US20090024262A1 (en) | 2009-01-22 |
JP4225314B2 (ja) | 2009-02-18 |
WO2007074367A2 (en) | 2007-07-05 |
US8068946B2 (en) | 2011-11-29 |
WO2007074367A3 (en) | 2007-10-04 |
BRPI0610960B1 (pt) | 2018-05-15 |
CN101208229B (zh) | 2011-11-30 |
RU2381930C2 (ru) | 2010-02-20 |
EP1966019B1 (en) | 2010-04-21 |
JP2007168690A (ja) | 2007-07-05 |
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