CN102452321A - 发动机转矩控制装置 - Google Patents

发动机转矩控制装置 Download PDF

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CN102452321A
CN102452321A CN2011103180500A CN201110318050A CN102452321A CN 102452321 A CN102452321 A CN 102452321A CN 2011103180500 A CN2011103180500 A CN 2011103180500A CN 201110318050 A CN201110318050 A CN 201110318050A CN 102452321 A CN102452321 A CN 102452321A
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torque
engine
brake
motor
brake pedal
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CN102452321B (zh
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宫本宽明
佐野喜亮
桥坂明
初田康之
松见敏行
初见典彦
杉本乔纪
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Mitsubishi Motors Corp
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Abstract

一种配备有用作驱动源的发动机的电力驱动车辆的发动机转矩控制装置，其被构造成当电力驱动车辆的刹车踏板和加速踏板同时被踩踏时限制发动机的输出。作为用于发动机的指令转矩的上限值的发动机限制转矩，根据通过车速检测单元检测到的电力驱动车辆的车速和通过刹车踏板踩踏量检测单元检测到的刹车踏板的踩踏量而被改变。

Description

发动机转矩控制装置
技术领域
本发明涉及一种发动机转矩控制装置。
背景技术
配备有作为驱动源的引擎的引擎车辆，或诸如配备有作为驱动源的发动机的电动车辆的电力驱动车辆，和配备有作为驱动源的发动机和引擎两者的混合电动车辆，都包括了一种安装有刹车优先系统(brake override system)的车辆。
在引擎车辆的刹车优先系统中，在刹车踏板和加速踏板同时被踩踏的时候，引擎的输出被限制。在电力驱动车辆的刹车优先系统中，当刹车踏板和加速踏板被同时踩踏的时候，发动机的输出被限制。
例如，JP-2005-253151A和JP-2002-271917A公开了关于在刹车踏板和加速踏板同时被踩踏时控制发动机输出的相关技术。
然而，在电力驱动车辆的刹车优先系统的相关技术中，在刹车踏板和加速踏板同时被踩踏时，电动机输出被简单地被限制到预定输出并且与车速和刹车踏板的踩踏量无关。
发明内容
因此，本发明的目的是提供一种能够限制发动机(转矩)的发动机转矩控制装置，该发动机转矩控制装置能够实现根据驱动条件的合适的驱动性能。
为了实现该目的，根据本发明，提供了配备有用作驱动源的发动机的电力驱动车辆的发动机转矩控制装置，其中，发动机转矩控制装置被构造成当电力驱动车辆的刹车踏板和加速踏板同时被踩踏时限制发动机的输出，并且作为用于发动机的指令转矩的上限值的发动机限制转矩根据通过车速检测单元检测到的电力驱动车辆的车速和通过刹车踏板踩踏量检测单元检测到的刹车踏板的踩踏量而被改变。
随着刹车踏板的踩踏量的增大，发动机限制转矩可以被调整成减小。
随着车速的增大，刹车踏板的踩踏量可以被调整成在发动机限制转矩开始减小时减小。
当刹车踏板的踩踏量等于或大于一个数值时，发动机限制转矩可以为负值或零。
发动机限制转矩可以为负值，并且随着刹车踏板的踩踏量的增大，发动机限制转矩的负值的绝对值可以被调整成增大。
随着车速增大，发动机限制转矩的负值段的最大值可以被调整成增大。
附图说明
图1是显示了根据本发明的示范实施例的发动机转矩控制装置的结构的方块图。
图2A到2D是说明用在发动机转矩控制装置中的发动机限制转矩的示意图。图2A显示了当车速是100千米/小时时的发动机限制转矩的映射，图2B显示了当车速是50千米/小时时的发动机限制转矩的映射，图2C显示了当车速是20千米/小时时的发动机限制转矩的映射，图2D显示了当车速是5千米/小时时的发动机限制转矩的映射。
具体实施方式
在下文中，本发明的示范实施例将会参考附图来详细描述。
图1显示了根据本发明的示范实施例的发动机转矩控制装置的构造，该发动机转矩控制装置被安装在配备有用作驱动源的发动机的电动车辆上。
如图1所示，电动车辆包括加速器位置传感器1，刹车开关2，作为刹车踏板踩踏量检测单元的刹车油压传感器3和作为车速检测单元的车速传感器4。
加速器位置传感器1检测安装在电动车辆上的加速器设备的加速踏板5的踩踏量。车速传感器4检测电动车辆的车速。刹车开关2检测安装在电动车辆的液压刹车设备的刹车踏板6是否被踩踏。刹车油压传感器3检测液压刹车设备的刹车油压。刹车油压根据刹车踏板6的踩踏量的增大或减小而增大或减小。即，刹车油压传感器3作为刹车踏板踩踏量检测单元，并且刹车油压与刹车踏板踩踏量相对应。检测刹车踏板的行程(stroke)的行程传感器或检测刹车踏板的踩踏力的踏力传感器作为刹车踏板踩踏量检测单元。刹车踏板的行程与刹车踏板的踩踏量相对应。踩踏力的增大或减小是根据刹车踏板的踏板踩踏量的增大或减小，并且踩踏力与刹车踏板踩踏量相对应。因此，在本发明的示范实施例中，除踩踏量本身，诸如刹车踏板的行程之外，刹车踏板的踩踏量还包括与踩踏量相对应的值，例如刹车油压和刹车踏板的踩踏力。
接着，将根据图1描述发动机转矩控制装置的构造。如图1中所示的发动机转矩控制装置的功能例如通过由软件实现，该软件被电动车辆的电子控制单元(ECU)操作。
如图1所示，比较单元11比较通过加速器位置传感器1检测到的加速踏板踩踏量a与加速踏板踩踏量的阈值as，并当加速踏板踩踏量a等于或大于阈值as时，输出ON信号(标志：1)。比较单元12比较通过刹车油压传感器3检测到的刹车油压b与刹车油电压的阈值bs1，并当刹车油压b等于或大于阈值bs1时，输出ON信号(标志：1)。
当ON信号从比较单元11输出的时候，从比较单元12输出的ON信号和从刹车开关2输出的刹车踏板踩踏检测信号c(标志：1)被输入到与门电路单元13，与门电路13输出ON信号(标志：1).计时器14从与门电路单元13输出的ON信号被输入后开始计算时间t1，并且输出计算的时间t1。比较单元15比较计时器14中计算的时间t1和时间的阈值t1s，并且当计算的时间t1等于或大于阈值t1s时，输出ON信号(标志：1)。
比较单元16比较通过车速传感器4检测到的车速v和车速的阈值vs，并且当车速v等于或大于阈值vs时输出ON信号(标志：1)。当从比较单元15输出的ON信号和从比较单元16输出的ON信号被输入到与门电路单元17时，与门电路单元17输出发动机输出限制(刹车优先)的开始信号(标志：1)。
比较单元18比较通过刹车油压传感器3检测到的刹车油压b和刹车油压的阈值bs2，并当刹车油压b等于或小于阈值bs2时，输出ON信号(标志：1)。当刹车踏板踩踏检测信号c没有从刹车开关2输出时(标志：0)，非门电路单元19输出ON信号(标志：1)(标志被从0转化成1)。当从比较单元18输出的ON信号和从非门电路单元19输出的ON信号被输入到与门电路单元20时，与门电路单元20输出ON信号(标志：1)。
计时器21从与门电路单元20输出的ON信号被输入时开始计算时间t2，并且输出计算的时间t2。比较单元22比较计时器21中计算的时间t2与时间的阈值t2s，并且当计算的时间t2等于或大于阈值t2s时，输出ON信号(标志：1)。
当从与门电路单元17输出的ON信号被输入，转矩限制信号输出单元23输出转矩限制开始信号(标志：1)，并且当从比较单元22输出的ON信号被输入，输出转矩限制停止信号(标志：0)。
即，上述过程被用来确定是否加速踏板5和刹车踏板6同时被踩踏(即，发动机转矩限制是否通过刹车优先操作被执行)。当司机同时踩踏加速踏板5和刹车踏板6致使通过加速器位置传感器1检测到的加速踏板踩踏量a变成等于或大于阈值as，同时刹车踏板踩踏检测信号c被从刹车开关2输出，以及通过刹车油压传感器3检测到的刹车油压b变成等于或大于阈值bs1的时候，转矩限制开始信号被输出。结果，通过刹车优先操作对发动机转矩的限制被启动(以下将详细描述)。同时，当刹车踏板6没有被踩踏，同时刹车踏板踩踏检测信号c没有被从刹车开关2输出，以及同时通过刹车油压传感器3检测到的刹车油压b等于或小于阈值bs2的时候，发动机转矩限制信号被输出。结果，通过刹车优先操作对发动机转矩的限制被停止(以下将详细描述)。
具体来说，当从转矩限制信号输出单元23输出的转矩限制停止被输入时，发动机限制转矩开关单元25输出发动机限制转矩mtr2(例如，180牛顿·米)，该发动机限制转矩mtr2被设定为发动机转矩在通常驾驶期间的上限值。
当从转矩限制信号输出单元23输出的发动机转矩限制开始信号被输入时，发动机限制转矩开关单元25输出发动机限制转矩mtr1，该发动机限制转矩mtr1从发动机限制转矩映射单元(motor limit torque map unit)24输出。尽管如以下所详细描述的，发动机限制转矩映射单元24根据通过车速传感器4检测到的车速v和通过刹车油压传感器检测到的刹车油压b来调整和输出发动机限制转矩mtr1，该发动机限制转矩mtr1是在刹车优先中的发动机转矩的上限值。
从加速器设备的发动机指令转矩计算单元(motor command torque calculating unit)27输出的发动机指令转矩mtr，从发动机限制转矩开关单元25输出的发动机限制转矩mtr1或mtr2，和被设定为发动机转矩的下限值的发动机限制转矩mtr3(例如，-180牛顿·米)被输入到发动机指令转矩限制器单元28。
发动机指令转矩计算单元27根据通过加速器位置传感器1检测到的加速踏板踩踏量a计算发动机指令转矩mtr(根据加速踏板踩踏量a的增大或减小而增大或减小的发动机指令转矩mtr被计算)。
发动机指令转矩限制器单元28将从发动机指令转矩计算单元27输入的发动机指令转矩mtr输出到变换器(没有显示)，作为发动机指令转矩mtr4。此时，实际上是，当发动机指令转矩mtr是在作为上限的发动机限制转矩mtr1或mtr2和作为下限的发动机限制转矩mtr3之间时，发动机指令转矩限制器单元28将发动机指令转矩mtr输出到变换器，将发动机指令转矩mtr作为发动机指令转矩mtr4。然而，当发动机指令转矩mtr超过(大于)作为上限的发动机限制转矩mtr1或mtr2时，发动机指令转矩限制器单元28将作为上限的发动机限制转矩mtr1(在刹车优先的情况下)或作为上限的发动机限制转矩mtr2(在通常的驾驶情况下)输出到转换器，作为发动机指令转矩mtr4。当发动机指令转矩mtr超过(低于，小于)作为下限的发动机限制转矩mtr3，发动机指令转矩限制器单元28就将作为下限的发动机限制转矩mtr3输出到变换器，作为发动机指令转矩mtr4。
转换器控制输送给发动机的能量，以便作为电动车辆的驱动源的发动机的输出转矩变成发动机指令转矩mtr4。因此，在刹车优先的时候，发动机的输出转矩的上限被限制成通过发动机限制转矩映射单元24被调整的发动机限制转矩mtr1。
在此，将根据图2A到2D将详细描述用于发动机限制转矩映射单元24中的发动机限制转矩映射。
作为发动机限制转矩映射的例子，当车速v为100千米/小时，发动机限制转矩映射显示在图2A中，当车速v为50千米/小时，发动机限制转矩映射显示在图2B中，当车速v为20千米/小时，发动机限制转矩映射显示在图2C中，和当车速v为5千米/小时，发动机限制转矩映射显示在图2D中。
如图2A所示，当车速v为100千米/小时的时候，发动机限制转矩mtr1被恒定地维持，直到刹车油压b变为b1。从刹车油压b变成b1的时刻，发动机限制转矩mtr1随着刹车油压b的增大而减小。发动机限制转矩mtr1减小，直到刹车油压b变成b3，并且从刹车油压b变成b3的时刻，发动机限制转矩mtr1维持恒定。当发动机限制转矩mtr1在b1和b3之间减小，从刹车油压b变成b2的时刻，发动机限制转矩mtr1变成负值(减速转矩)。随着刹车油压b增大，负的发动机限制转矩mtr1的值(绝对值)增大。当负的发动机限制转矩mtr1被输出到转换器，作为发动机指令转矩mtr4，转换器控制驱动发动机的输出转矩使该输出转矩为负的发动机限制转矩mtr1(减速转矩)(例如，再生刹车转矩(regenerativebraking torque)被产生在驱动发动机中)。
如图2B所示，当车速v为50千米/小时的时候，发动机限制转矩mtr1被恒定地维持直到刹车油压b变为b4。从刹车油压b变为b4的时刻，发动机限制转矩mtr1随着刹车油压b的增大而减小。发动机限制转矩mtr1减小，直到刹车油压b变成b6，并且从刹车油压b变成b6的时刻，发动机限制转矩mtr1维持恒定。当发动机限制转矩mtr1在b4和b6之间减小，从刹车油压b变成b5的时刻，发动机限制转矩mtr1变成负值(减速转矩)。随着刹车油压b增大，负的发动机限制转矩mtr1的值(绝对值)增大。
如图2C所示，当车速v为20千米/小时的时候，发动机mtr1被恒定地维持，直到刹车油b变为b7。从刹车油压b变成b7的时刻，发动机限制转矩mtr1随着刹车油压的增大而减小。发动机限制转矩mtr1减小，直到刹车油压b变成b9，并且从刹车油压b变成b9的时刻，发动机限制转矩mtr1维持恒定。当发动机限制转矩mtr1在b7和b9之间减小，从刹车油压b变成b8的时刻，发动机限制转矩mtr1变成负值(减速转矩)。随着刹车油压b增大，负的发动机限制转矩mtr1的值(绝对值)增大。
如图2D所示，当车速v为5千米/小时时，发动机限制转矩mtr1被恒定地维持直到刹车油压b变为b10。从刹车油压b变为b10的时刻，发动机限制转矩mtr1随着刹车油压b的增大而减小。发动机限制转矩mtr1减小，直到刹车油压b变成b11，并且从刹车油压b变成b11的时刻，发动机限制转矩mtr1为零。
以下将描述本实施例的发动机限制转矩映射的特性。
即，当车速v增大到5千米/小时，20千米/小时，50千米/小时，和100千米/小时之时，在开始减小发动机限制转矩mtr1的时刻，刹车踏板的踩踏量b减小到b10，b7，b4和b1(b10＞b7＞b4＞b1)。
当车速v增大到5千米/小时，20千米/小时，50千米/小时和100千米/小时之时，发动机限制转矩mtr1负值端的最大值(-mtr1)增大。
当车速v是除了100千米/小时，50千米/小时，20千米/小时，和5千米/小时以外的值时，车速中的刹车油压b和发动机限制转矩mtr1之间的关系(映射)通过根据100千米/小时，50千米/小时，20千米/小时，和5千米/小时时的发动机限制转矩映射中的补充(interpolation)来获得。
如上所述，根据如本示范实施例的发动机转矩控制装置，当配备有作为驱动源的发动机的电动车辆中的刹车踏板5和加速踏板6同时被踩踏的时候，通过使用发动机转矩控制装置来限制发动机的输出，作为用于发动机的指令转矩mtr的上限值的发动机限制转矩mtr1根据通过车速传感器1(车速检测单元)检测到的车速v和通过刹车油压传感器3(刹车踏板踩踏量检测单元)检测到的刹车油压b(与刹车踏板踩踏量相对应)被改变。因此，发动机限制转矩mtr1根据车速v和刹车油压b(刹车踏板踩踏量)而被调整，从而与发动机输出只仅仅被限制到预定输出的情况相比，可以根据驱动条件获取合适的驱动性能。例如，即使在加速踏板5的踩踏量没有回到0，由于发动机限制转矩mtr1根据车速v和刹车油压b(刹车踏板踩踏量)被改变，电动车辆可以被继续驱动以移动到安全地带。
根据本示范实施例的控制装置，随着刹车油压b(刹车踏板踩踏量)增大，发动机限制转矩mtr1调整成减小，并且因此能够根据驱动条件获取更合适的驱动性能。例如，当司机深深地踩踏刹车踏板6，以便在初期对车辆进行减速时，发动机限制转矩mtr1根据踩踏量而减小，并且因此实现了符合司机意愿的减速。
根据本示范实施例的发动机转矩控制装置，随着车速v增大，在开始减小发动机限制转矩mtr1的时刻，刹车油压b(刹车踏板踩踏量)被调整成减小，并且因此能够根据驱动条件实现更合适的驱动性能。例如，因为即使低的刹车油压b(小的踩踏量)在高车速时使发动机限制转矩mtr1减小(加强发动机输出的限制)，可以确保阻止车辆行驶。因为比起在高速时的刹车油压，低速时的更高的刹车油压b(较大的踩踏量)会减小发动机限制转矩mtr1，因此车辆能够迅速地移动。
根据本示范实施例的发动机转矩控制装置，当刹车油压b(刹车踏板踩踏量)等于或大于预定值，发动机限制转矩mtr1为负值或0，并且因此能够根据驱动条件实现更合适的的驱动性能。即，当司机深深地踩踏刹车踏板6，以便在初期对车辆进行减速或者停止车辆时，发动机限制转矩mtr1变成负值(减速转矩)或0，并且因此车辆能够根据司机的意愿在初期就被减速或停止。尽管液压刹车设备是有缺陷的(包含衰退(fading))，但车辆能够被停止。
根据本示范实施例的发动机转矩控制装置，随着刹车油压b(刹车踏板踩踏量)的增大，发动机限制转矩mtr1的负值被调整成增大，并且因此，尽管通过将发动机限制转矩mtr1设置成负值使减速转矩产生在发动机中，发动机限制转矩mtr1根据刹车油压b(刹车踏板踩踏量)而减小，并且因此，减速和停止操作能够被更顺畅地执行。
根据本示范实施例的发动机转矩控制装置，当车速v增大，在发动机限制转矩mtr1负值端的最大值(-mtr1)被调整成增大，并且因此，随着车速v增大，能够产生较大的减速转矩。因此，例如可以确保阻止车辆行使。
根据本发明的示范实施例的发动机转矩控制装置并不局限于配备有作为驱动源的发动机的电动车辆，还可以应用于诸如配备有以发动机和引擎作为驱动源的混合电动车辆的电力驱动车辆。
本发明涉及一种发动机转矩控制装置，并且当刹车优先系统被安装在诸如电动车辆或混合电动车辆的电力驱动车辆时该发动机转矩控制装置很有效。

Claims (6)

1.一种配备有用作驱动源的发动机的电力驱动车辆的发动机转矩控制装置，其特征在于，所述发动机转矩控制装置被构造成，当所述电力驱动车辆的刹车踏板和加速踏板同时被踩踏时，所述发动机转矩控制装置限制发动机的输出；并且，作为用于所述发动机的指令转矩的上限值的发动机限制转矩根据通过车速检测单元检测到的所述电力驱动车辆的车速和通过刹车踏板踩踏量检测单元检测到的所述刹车踏板的踩踏量而被改变。
2.如权利要求1所述的发动机转矩控制装置，其特征在于，
随着所述刹车踏板的所述踩踏量增大，所述发动机限制转矩被调整成减小。
3.如权利要求2所述的发动机转矩控制装置，其特征在于，
随着所述车速的增大，所述刹车踏板的所述踩踏量被调整成在所述发动机限制转矩开始减小时减小。
4.如权利要求2所述的发动机转矩控制装置，其特征在于，
当所述刹车踏板的所述踩踏量等于或大于一个数值的时候，所述发动机限制转矩为负值或零。
5.如权利要求4所述的发动机转矩控制装置，其特征在于，
所述发动机限制转矩为负值，并且
随着刹车踏板的踩踏量增大，所述发动机限制转矩的负值的绝对值被调整成增大。
6.如权利要求5所述的发动机转矩控制装置，其特征在于，
随着所述车速增大，所述发动机限制转矩的负值段的最大值被调整成增大。
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