CN103068648B - 再生控制装置、混合动力汽车以及再生控制方法 - Google Patents
再生控制装置、混合动力汽车以及再生控制方法 Download PDFInfo
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- CN103068648B CN103068648B CN201180040644.8A CN201180040644A CN103068648B CN 103068648 B CN103068648 B CN 103068648B CN 201180040644 A CN201180040644 A CN 201180040644A CN 103068648 B CN103068648 B CN 103068648B
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- electrical motor
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Abstract
本发明能够对在减速时的再生状态下是将发动机的旋转轴与电动机的旋转轴断开还是连接进行最适判断;本发明构成保存根据发动机转速和要求转矩计算出燃料消耗性能提高率的计算公式,并且按照下述方式进行控制的混合动力ECU(18),其中,上述发动机转速和要求转矩是:在混合动力汽车(1)进行减速的过程中使发动机(10)的旋转轴与电动机(13)的旋转轴相互连接的状态下,预先在多种行驶模式的每一种行驶模式下分多个阶段改变货物装载量并行驶规定时间时的发动机转速和要求转矩;上述方式是指:在混合动力汽车(1)进行减速时,根据行驶了规定时间时的发动机转速及要求转矩和计算公式计算出燃料消耗性能提高率,并且,在作为计算结果的燃料消耗性能提高率满足规定条件时,以发动机(10)的旋转轴与电动机(13)的旋转轴相互连接的状态实施再生发电。
Description
技术领域
本发明涉及再生控制装置、混合动力汽车以及再生控制方法。
背景技术
混合动力汽车具有发动机和电动机,并且能够通过发动机或电动机进行行驶,或者,能够由发动机和电动机协同动作而进行行驶。在此,在混合动力汽车进行减速时,能够通过车轮的旋转力而使电动机进行旋转,由此使电动机作为发电机进行工作,从而对混合动力汽车的蓄电池进行充电(将该情况称为“再生发电”)。
这样,当电动机进行再生发电时,电动机产生与电动机的再生电力成比例的再生转矩。该再生转矩在混合动力汽车进行减速时作为制动力发挥作用(例如参照专利文献1)。此时,为了高效地通过电动机进行再生发电而进行如下控制,即,将发动机的旋转轴与电动机的旋转轴断开而将发动机从混合动力汽车的行驶系统中分离,由此消除由发动机制动产生的制动力,从而电动机能够以最大的再生转矩(即最大的再生电力)实施再生发电。
【在先技术文献】
【专利文献】
专利文献1:日本公报、特开2007-223421号
发明内容
如上所述,在为了高效地通过电动机进行再生发电而将发动机的旋转轴与电动机的旋转轴断开的期间内,发动机在怠速状态下进行自治旋转(autonomous rotational)。由此,发动机仍然会消耗少量的燃料。另一方面,在进行减速时,只要发动机的旋转轴与电动机的旋转轴被连接,则即使不喷射燃料发动机也能够维持旋转,因此,发动机可以完全不消耗燃料。
但是,在发动机的旋转轴与电动机的旋转轴被连接的情况下,发动机的摩擦力和电动机的摩擦力相加后大小的摩擦力作为制动力发挥作用,由此使混合动力汽车的减速度变大,从而还没能得到足够的再生电力的情况下混合动力汽车的车速便已降低。
这样,在混合动力汽车进行减速时,将发动机的旋转轴与电动机的旋转轴断开或者连接,这对于发动机的燃料消耗率和电动机的再生电力双方都有影响。在此,为了在混合动力汽车进行减速时使发动机的燃料消耗率和电动机的再生电力两者都成为较佳状态,而对是将发动机的旋转轴与电动机的旋转轴断开还是连接进行判断时,由于各种原因错综复杂,因此难以作出适宜的判断。
本发明是在上述背景下完成的,其目的在于提供一种能够对在减速时的再生状态下是将发动机的旋转轴与电动机的旋转轴断开还是连接进行最适判断的再生控制装置、混合动力汽车以及再生控制方法。
本发明的一个观点是关于再生控制装置的观点。
本发明的再生控制装置是混合动力汽车的再生控制装置,其中,该混合动力汽车具有发动机和电动机,并能够通过发动机或电动机进行行驶,或者,能够由发动机和电动机协同动作而进行行驶,并且至少在减速过程中能够通过电动机进行再生发电;该再生控制装置具有保存单元和控制单元,该保存单元中保存根据发动机转速和要求转矩计算出燃料消耗性能提高率的计算公式,该发动机转速和要求转矩是指:在混合动力汽车进行减速的过程中使发动机的旋转轴与电动机的旋转轴相互连接的状态下,预先在多种行驶模式的每一种行驶模式下分多个阶段改变货物装载量并行驶规定时间时的发动机转速和要求转矩,上述燃料消耗性能提高率是指混合动力汽车所具备的离合器连接状态下的燃料消耗率相对于该离合器断开状态下的燃料消耗率的提高率;该控制单元按照下述方式进行控制,上述方式是指:在混合动力汽车进行减速时,根据行驶了规定时间时的发动机转速及要求转矩和计算公式计算出燃料消耗性能提高率,并且,在作为计算结果的燃料消耗性能提高率满足规定条件时,以发动机的旋转轴与电动机的旋转轴相互连接的状态实施再生发电。
例如,计算公式是回归方程,该回归方程是根据发动机转速的平均值、要求转矩的平均值、发动机转速的分散值、要求转矩的分散值以及燃料消耗性能提高率而作成的,并且,该回归方程是燃料消耗性能提高率对发动机转速的平均值、上述要求转矩的平均值、上述发动机转速的分散值以及上述要求转矩的分散值的回归方程,其中,该发动机转速的平均值、要求转矩的平均值、发动机转速的分散值、要求转矩的分散值以及燃料消耗性能提高率分别是:在混合动力汽车进行减速的过程中使发动机的旋转轴与电动机的旋转轴相互连接的状态下,预先在多种行驶模式的每一种行驶模式下分多个阶段改变货物装载量并行驶规定时间时的值;在混合动力汽车进行减速时,控制单元根据行驶了规定时间时的发动机转速和要求转矩计算出发动机转速的平均值、要求转矩的平均值、发动机转速的分散值以及要求转矩的分散值,并且将该计算结果代入回归方程中从而计算出燃料消耗性能提高率。
或者,在保存单元中取代计算公式而保存神经网络,该神经网络是根据发动机转速、要求转矩以及燃料消耗性能提高率而作成的,其中,该发动机转速、要求转矩以及燃料消耗性能提高率分别是:在混合动力汽车进行减速的过程中使发动机的旋转轴与电动机的旋转轴相互连接的状态下,预先在多种行驶模式的每一种行驶模式下分多个阶段改变货物装载量并行驶规定时间时的发动机转速、要求转矩以及燃料消耗性能提高率;在混合动力汽车进行减速时,控制单元将行驶了规定时间时的发动机转速和要求转矩输入神经网络中从而计算出燃料消耗性能提高率。
或者,计算公式是隶属函数,该隶属函数是根据发动机转速、要求转矩以及燃料消耗性能提高率而作成的,其中,该发动机转速、要求转矩以及燃料消耗性能提高率分别是:在混合动力汽车进行减速的过程中使发动机的旋转轴与电动机的旋转轴相互连接的状态下,预先在多种行驶模式的每一种行驶模式下分多个阶段改变货物装载量并行驶规定时间时的发动机转速、要求转矩以及燃料消耗性能提高率;在混合动力汽车进行减速时,控制单元将行驶了规定时间时的发动机转速和要求转矩代入隶属函数中从而计算出燃料消耗性能提高率。
本发明的另一观点是关于混合动力汽车的观点。本发明的混合动力汽车设有本发明的再生控制装置。
本发明的又一观点是关于再生控制方法的观点。
本发明的再生控制方法是混合动力汽车的再生控制方法,其中,该混合动力汽车具有发动机和电动机,并能够通过发动机或电动机进行行驶,或者,能够由发动机和电动机协同动作而进行行驶,并且至少在减速过程中能够通过电动机进行再生发电;该再生控制方法包括保存步骤和控制步骤,在保存步骤中,将表示发动机转速和要求转矩与燃料消耗性能提高率之间的关系的计算公式加以保存,其中,该发动机转速、要求转矩以及燃料消耗性能提高率分别是:在混合动力汽车进行减速的过程中使发动机的旋转轴与电动机的旋转轴相互连接的状态下,预先在多种行驶模式的每一种行驶模式下分多个阶段改变货物装载量并行驶规定时间时的发动机转速、要求转矩以及燃料消耗性能提高率,上述燃料消耗性能提高率是指混合动力汽车所具备的离合器连接状态下的燃料消耗率相对于该离合器断开状态下的燃料消耗率的提高率;在控制步骤中按照下述方式进行控制,上述方式是指:在混合动力汽车进行减速时,根据行驶了规定时间时的发动机转速及要求转矩和计算公式计算出燃料消耗性能提高率,并且,在作为计算结果的燃料消耗性能提高率满足规定条件时,以发动机的旋转轴与电动机的旋转轴相互连接的状态实施再生发电。
(发明效果)
根据本发明,能够对在减速时的再生状态下是将发动机的旋转轴与电动机的旋转轴断开还是连接进行最适判断。
附图说明
图1是表示本发明实施方式的混合动力汽车的构成例的框图。
图2是表示在图1的混合动力ECU中所实现功能的构成例的框图。
图3是表示图2的再生控制部的动作的流程图。
图4是用于对图2的计算公式保存部中保存的回归方程进行说明的图。
图5是其他实施方式的神经网络的概念图。
(符号说明)
1 混合动力汽车 10 发动机
11 发动机ECU 12 离合器
13 电动机 14 变换器
15 蓄电池 16 变速器
17 电动机ECU 18 混合动力ECU(再生控制装置)
19 车轮 30 再生控制部(控制单元)
31 计算公式保存部(保存计算公式的保存单元)
具体实施方式
以下,参照图1~图5对本发明实施方式的混合动力汽车进行说明。
图1是表示混合动力汽车1的构成例的框图。混合动力汽车1是车辆的一例。混合动力汽车1经由半自动变速器的变速设备被发动机(内燃机)10和/或电动机13进行驱动,并且在减速时能够通过电动机13的再生转矩而产生发动机10的发动机制动(engine brake)那样的制动力。
另外,所谓的半自动变速器是指具有与手动变速器相同的构成但又能够自动地进行变速操作的变速器(transmission)。
混合动力汽车1的构成包括:发动机10、发动机ECU(ElectronicControl Unit、电控单元)11、离合器12、电动机13、变换器(inverter)14、蓄电池15、变速器16、电动机ECU17、混合动力ECU18(权利要求中所述的再生控制装置,其内部的存储器32相当于权利要求中所述的保存计算公式的保存单元)、车轮19、钥匙开关20以及换档部21。
另外,变速器16具有上述的半自动变速器,并且通过具有前进档(drive range)(以下,记载为“D(Drive)档”)的换档部21进行操作。当换档部21处于D档时,半自动变速器的变速操作变为自动化。
发动机10是内燃机的一例,其由发动机ECU11控制,并且,发动机10通过使汽油、轻油、CNG(Compressed Natural Gas、压缩天然气)、LPG(Liquefied Petroleum Gas、液化石油气)或者替代燃料等在其内部燃烧而产生使旋转轴旋转的动力,并将所产生的动力传递至离合器12。
发动机ECU11是根据来自混合动力ECU18的指示而与电动机ECU17联合工作的计算机,其对发动机10的燃料喷射量或配气相位(valve timing)等进行控制。例如,发动机ECU11由CPU(CentralProcessing Unit、中央处理器)、ASIC(Application Specific IntegratedCircuit、专用集成电路)、微处理器(微型计算机)、DSP(Digital SignalProcessor、数字信号处理器)等构成,并且内部具有运算部、存储器以及I/O(输入/输出)端口等。
离合器12由混合动力ECU18控制,并且,离合器12将来自发动机10的轴输出功率经由电动机13和变速器16传递至车轮19。即,离合器12在混合动力ECU18的控制下,通过将发动机10的旋转轴与电动机13的旋转轴进行机械连接,从而使发动机10的轴输出功率传递至电动机13,或者,通过将发动机10的旋转轴与电动机13的旋转轴之间的机械连接切断,从而使发动机10的旋转轴与电动机13的旋转轴能够以互不相同的转速进行旋转。
例如,在混合动力汽车1通过发动机10的动力进行行驶并由此使电动机13发电时、通过电动机13的驱动力来协助发动机10时、以及通过电动机13使发动机10起动时等,离合器12将发动机10的旋转轴与电动机13的旋转轴进行机械连接。
另外,例如在发动机10处于停止或怠速状态而混合动力汽车1通过电动机13的驱动力进行行驶时、以及发动机10处于停止或怠速状态且混合动力汽车1正在减速或者正行驶在下坡路上而电动机13正在进行再生发电时,离合器12将发动机10的旋转轴与电动机13的旋转轴之间的机械连接切断。
另外,离合器12不同于由驾驶员操作离合器踏板从而进行动作的离合器,离合器12是在混合动力ECU18的控制下进行动作。
电动机13是所谓的电动发电机,其利用从变换器14供给的电力产生使旋转轴旋转的动力,并将其轴输出功率供给至变速器16,或者,利用从变速器16供给的使旋转轴旋转的动力进行发电,并将其电力供给至变换器14。
例如,在混合动力汽车1加速时或者恒速行驶时,电动机13产生使旋转轴旋转的动力并将其轴输出功率供给至变速器16,从而与发动机10协作而使混合动力汽车1行驶。另外,例如在电动机13被发动机10驱动时、或者混合动力汽车1正在减速时或正行驶在下坡路上时等,电动机13作为发电机进行工作,该情况下,电动机13利用从变速器16供给的使旋转轴旋转的动力进行发电,并将电力供给至变换器14,从而对蓄电池15进行充电。此时,电动机13产生与再生电力相应大小的再生转矩。
变换器14由电动机ECU17控制,并且,变换器14将来自蓄电池15的直流电压转换成交流电压、或者将来自电动机13的交流电压转换成直流电压。当电动机13产生动力时,变换器14将蓄电池15的直流电压转换成交流电压并将电力供给至电动机13。当电动机13进行发电时,变换器14将来自电动机13的交流电压转换成直流电压。即,该情况下,变换器14发挥作为用于对蓄电池15提供直流电压的整流器和电压调整装置的作用。
蓄电池15是能够进行充放电的二次电池,当电动机13产生动力时,蓄电池15经由变换器14向电动机13提供电力,或者,当电动机13进行发电时,蓄电池15通过由电动机13进行发电所产生的电力被充电。对于蓄电池15规定适当的充电状态(以下,称为“SOC(State of Charge、荷电状态)”)的范围,并且,按照SOC不会脱离该范围的方式来管理蓄电池15。
变速器16具有根据来自混合动力ECU18的变速指示信号而选择多个齿轮比(变速比)中的任一个的半自动变速器(未图示),并且,变速器16对变速比进行切换并将变速后的发动机10的动力和/或电动机13的动力传递至车轮19。另外,在进行减速时或者行驶在下坡路上时等,变速器16将来自车轮19的动力传递至电动机13。另外,半自动变速器也可以由驾驶员手动操作换档部21从而将档位(gear position)变更为任意的档位。
电动机ECU17是根据来自混合动力ECU18的指示而与发动机ECU11联合工作的计算机,并且,电动机ECU17通过对变换器14进行控制而控制电动机13。例如,电动机ECU17由CPU、ASIC、微处理器(微型计算机)、DSP等构成,并且内部具有运算部、存储器以及I/O端口等。
混合动力ECU18是计算机的一例,为了进行混合动力行驶,混合动力ECU18根据下述信息对离合器12进行控制,并通过提供变速指示信号而对变速器16进行控制,并且,混合动力ECU18对电动机ECU17提供电动机13和变换器14的控制指示,对发动机ECU11提供发动机10的控制指示,其中,上述信息是指加速器开度信息、制动器操作信息、车速信息、从变速器16获得的档位信息、从发动机ECU11获得的发动机转速信息、以及从蓄电池15获得的SOC信息(荷电状态信息)。这些控制指示中还包括后述的再生控制指示。例如,混合动力ECU18由CPU、ASIC、微处理器(微型计算机)、DSP等构成,并且内部具有运算部、存储器、以及I/O端口等。
另外,对于由混合动力ECU18执行的程序(program),通过预先保存在混合动力ECU18内部的非易失性存储器中,从而能够预先安装在作为计算机的混合动力ECU18中。
发动机ECU11、电动机ECU17以及混合动力ECU18通过依照CAN(Control Area Network、控域网络)等标准的总线等相互连接。
车轮19是向路面传递驱动力的驱动轮。另外,图1中仅图示了一个车轮19,但实际上,混合动力汽车1具有多个车轮19。
钥匙开关20是在开始驾驶时由使用者插入例如钥匙而变为起动/停止(ON/OFF)的开关,当钥匙开关20变为起动状态时,混合动力汽车1的各部起动,当钥匙开关20变为停止状态时,混合动力汽车1的各部停止。
如已说明那样,换档部21向变速器16的半自动变速器提供来自驾驶员的指示,并且,当换档部21处于D档时,半自动变速器的变速操作变为自动化。
图2是表示在执行程序的混合动力ECU18中所实现功能的构成例的框图。即,当混合动力ECU18执行程序时,再生控制部30(权利要求中所述的控制单元)的功能被实现。另外,计算公式保存部31(权利要求中所述的保存计算公式的保存单元)是用于保存再生控制部30所参照的计算公式的存储区域,其可以通过从混合动力ECU18所具有的存储器32中分配出一部分存储区域来实现。
在此,该计算公式是根据发动机转速的平均值和分散值以及要求转矩的平均值和分散值而导出燃料消耗性能提高率的回归方程(regressionequation),关于其详细情况之后进行叙述,其中,发动机转速的平均值和分散值是根据发动机转速计算出的,要求转矩的平均值和分散值是根据要求转矩计算出的。
在此,当分别对下述两种状况下的燃料消耗率进行比较,并且在每一种行驶模式下,与离合器12断开状态下的燃料消耗率相比而离合器12连接状态下的燃料消耗率高时,“燃料消耗性能提高率”例如为负值,相反地,当与离合器12连接状态下的燃料消耗率相比而离合器12断开状态下的燃料消耗率高时,“燃料消耗性能提高率”例如为正值。
上述两种状况是指:在混合动力汽车1进行减速的过程中使发动机10的旋转轴与电动机13的旋转轴相互连接的状态(即,离合器12连接的状态)下,预先在多种行驶模式的每一种行驶模式下分多个阶段改变货物装载量并行驶规定时间时,以及在混合动力汽车1进行减速的过程中使发动机10的旋转轴与电动机13的旋转轴断开的状态(即,离合器12断开的状态)下,预先在多种行驶模式的每一种行驶模式下分多个阶段改变货物装载量并行驶规定时间时。
上述燃料消耗率的比较是通过由混合动力汽车1的制造商在每一种行驶模式下沿着规定路线进行试运行而实施。以下所说明的回归方程是根据上述由混合动力汽车1的制造商进行的试运行的结果而作成的。根据该回归方程,即使不知道混合动力汽车1的货物装载量和行驶模式,只要知道发动机转速和要求转矩便能够计算出燃料消耗性能提高率。另外,在图4中,将燃料消耗性能提高率记载为“(F/E:Fuel costimprovement Effect rate)”。
再生控制部30具有下述功能:即,根据发动机转速信息、加速器开度信息、车速信息、电动机控制信息以及计算公式保存部31中所保存的计算公式而对发动机ECU11、离合器12以及电动机ECU17发出再生控制的指示。
接下来,参照图3的流程图对在执行程序的混合动力ECU18中进行的再生控制的处理进行说明。另外,图3的步骤S1~S7的流程是一个周期的处理,只要钥匙开关20处于起动状态便反复执行该处理。
在图3的“开始”中,钥匙开关20处于起动状态,是混合动力ECU18执行程序,由此在混合动力ECU18中实现再生控制部30的功能的状态,程序进入步骤S1。
在步骤S1中,再生控制部30根据加速器开度信息和车速信息来判断混合动力汽车1是否正在减速。即,当从加速器开度信息获知加速器开度为0度、从电动机控制信息获知电动机13正在进行再生、以及从车速信息获知车速正在降低时,则混合动力汽车1正在减速。当在步骤S 1中判断为混合动力汽车1正在减速时,程序进入步骤S2。另一方面,当在步骤S1中判断为混合动力汽车1并未减速时,程序反复进行步骤S 1。
在步骤S2中,再生控制部30获得规定时间内的发动机转速信息和要求转矩信息并计算出发动机转速和要求转矩的平均值和分散值,然后程序进入步骤S3。另外,再生控制部30从加速器开度信息获得驾驶员的要求转矩信息。
在步骤S3中,再生控制部30将步骤S2中计算出的发动机转速的平均值、要求转矩的平均值、发动机转速的分散值以及要求转矩的分散值代入回归方程(之后利用图4对其进行说明)中,然后程序进入步骤S4,其中,上述回归方程是指保存在计算公式保存部31中的计算公式。
在步骤S4中,再生控制部30根据回归方程计算出燃料消耗性能提高率,然后进入步骤S5的程序。
在步骤S5中,再生控制部30判断燃料消耗性能提高率是否在阈值以上。当在步骤S5中判断为燃料消耗性能提高率在阈值以上时,程序进入步骤S6。另一方面,当在步骤S5中判断为燃料消耗性能提高率低于阈值时,程序进入步骤S7。另外,关于该阈值之后进行叙述。
在步骤S6中,再生控制部30使离合器12变为连接状态并通过电动机13实施再生,然后结束一个周期的处理(结束)。
在步骤S7中,再生控制部30使离合器12变为断开状态并通过电动机13实施再生,然后结束一个周期的处理(结束)。
接下来,参照图4对上述作为计算公式的回归方程和燃料消耗性能提高率的阈值进行说明。
图4的表是将用于作成回归方程(aW+bX+cY+dZ=(F/E),其中,a、b、c、d为系数,W、X、Y、Z为变量,(F/E)为燃料消耗性能提高率)的各种数据加以汇总的表。图4中的模式#1、#2、#3、#4是混合动力汽车1的行驶模式。例如,模式#1是指在普通道路上行驶,模式#2是指在高速道路上行驶,模式#3是指在拥堵道路上行驶,模式#4是指在繁华道路上行驶。另外,车辆重量是指混合动力汽车1的总重量,并且A<B<C<D<E(单位为吨等)。另外,图4中的各种数据是一种车型的数据,因此总重量的不同例如是由装载货物重量的不同而引起的。
即,图4中的各种数据是下述那样的数据,即,使混合动力汽车1在模式#1、#2、#3、#4的每一种模式下分别以车辆重量A、B、C、D、E试运行规定时间,并且将此时的发动机转速的平均值、要求转矩的平均值、发动机转速的分散值、要求转矩的分散值以及燃料消耗性能提高率加以汇总的数据。根据上述各种数据并按照下述方式分别确定回归方程中的各个系数a、b、c、d,上述方式是指在对各个变量W、X、Y、Z代入规定的数值时能够计算出规定的燃料消耗性能提高率。另外,回归方程及其作成方法为公知事项,故省略其详细说明。
混合动力汽车1通过将如此作成的回归方程保存在再生控制部30的计算公式保存部31中,并且获得发动机转速信息以及(根据加速器开度信息)获得要求转矩信息,从而计算出发动机转速的平均值、要求转矩的平均值、发动机转速的分散值、要求转矩的分散值并代入到各个变量W、X、Y、Z中,由此能够计算出燃料消耗性能提高率(F/E)。
另外,对于燃料消耗性能提高率来说,图4的燃料消耗性能提高率一栏中记载的数值越大则表示燃料消耗率越得以改善。因此,按照下述方式进行控制,即,例如将阈值设为“0”,并且,当阈值为“0”以上或者超过“0”的正数时实施离合器连接再生,当阈值为低于“0”或者“0”以下的负数时实施离合器断开再生。
此外,也可以根据使用者的各种车辆驾驶方法来设定阈值,例如将阈值设为“2”,并且仅在燃料消耗性能提高率极高的情况下实施离合器连接再生。
(关于效果)
如以上所说明,在能够某种程度地预见燃料消耗率提高的情况下,在减速时能够使离合器12连接并使电动机13实施再生。由此,虽然电动机13的再生效率降低但发动机10的燃料消耗量减少,因此,综合来看能够减少混合动力汽车1的所消耗的能量。另外,用于代入回归方程中的信息仅为发动机转速信息和要求转矩信息,因此,无需另外安装传感器之类的其他部件等,从而装置的构成简单并且能够将成本控制到很低。
(其他实施方式)
图5是输入发动机转速和要求转矩而输出燃料消耗性能提高率的神经网络(neural network)的概念图。也可以作成这样的神经网络并将其保存在再生控制部30的计算公式保存部31中。另外,关于神经网络的作成方法,是与上述回归方程同样地按照下述方式作成该神经网络,即,使混合动力汽车1在模式#1、#2、#3、#4的每一种模式下分别以车辆重量A、B、C、D、E试运行规定时间,并能够根据此时的发动机转速和要求转矩计算出燃料消耗性能提高率。神经网络的作成方法为公知事项,故省略其详细说明。
该情况下,在图3流程图的步骤S2的程序中,无需获得规定时间内的发动机转速信息和要求转矩信息后计算出发动机转速和要求转矩的平均值和分散值,而作为步骤S2的程序是获得规定时间内的发动机转速信息和要求转矩信息,然后取代步骤S3中的“代入回归方程”而直接将发动机转速信息和要求转矩信息“输入神经网络”,由此能够简化处理。
另外,也可以取代回归方程而使用模糊推理(fuzzy inference)中所采用的隶属函数(membership function)等。另外,关于隶属函数的作成方法,是与上述回归方程同样地按照下述方式作成该隶属函数,即,使混合动力汽车1在模式#1、#2、#3、#4的每一种模式下分别以车辆重量A、B、C、D、E试运行规定时间,并能够根据此时的发动机转速和要求转矩计算出燃料消耗性能提高率。隶属函数的作成方法为公知事项,故省略其详细说明。
该情况下,在图3流程图的步骤S2的程序中,无需获得规定时间内的发动机转速信息和要求转矩信息后计算出发动机转速和要求转矩的平均值和分散值,而作为步骤S2的程序是获得规定时间内的发动机转速信息和要求转矩信息后取代步骤S3中的“代入回归方程”而直接将发动机转速信息和要求转矩信息“代入隶属函数”,由此能够简化处理。
在图3的流程图的说明中,也可以将“以上”改为“超过”、将“低于”改为“以下”等,对判断的边界值进行各种变更。
另外,对于发动机10为内燃机的情况进行了说明,但是,发动机10也可以是包括外燃机的热机。
另外,对于由混合动力ECU18执行的程序被预先安装在混合动力ECU18中的情况进行了说明,但是,也可以通过将记录有程序(保存有程序)的可移动介质安装在未图示的驱动器等中,并且将从可移动介质中读出的程序保存在混合动力ECU18内部的非易失性存储器中,或者,通过利用未图示的通信部接收经由有线或无线的传输介质发送来的程序,并且将程序保存在混合动力ECU18内部的非易失性存储器中,从而将程序安装在作为计算机的混合动力ECU18中。
另外,各ECU可以通过将这些ECU汇总成一个的ECU来实现,或者,也可以重新设置将各ECU的功能进一步细化的ECU。
另外,关于计算机所执行的程序,可以是按照本说明书中说明的顺序呈时间序列地进行处理的程序,也可以是并行地进行处理、或者在进行调用时等必要时刻进行处理的程序。
另外,本发明的实施方式并不限于上述实施方式,在不脱离本发明主旨的范围内能够进行各种变更。
Claims (6)
1.一种再生控制装置,其是混合动力汽车的再生控制装置,其中,所述混合动力汽车具有发动机和电动机,并能够通过所述发动机或所述电动机进行行驶,或者,能够由所述发动机和所述电动机协同动作而进行行驶,并且至少在减速过程中能够通过所述电动机进行再生发电,
所述再生控制装置的特征在于具有保存单元和控制单元,
所述保存单元中保存根据发动机转速和要求转矩计算出燃料消耗性能提高率的计算公式,其中,所述发动机转速和所述要求转矩是:在所述混合动力汽车进行减速的过程中使所述发动机的旋转轴与所述电动机的旋转轴相互连接的状态下,预先在多种行驶模式的每一种行驶模式下分多个阶段改变货物装载量并行驶规定时间时的发动机转速和要求转矩,所述燃料消耗性能提高率是指所述混合动力汽车所具备的离合器连接状态下的燃料消耗率相对于该离合器断开状态下的燃料消耗率的提高率;
所述控制单元按照下述方式进行控制,上述方式是指:在所述混合动力汽车进行减速时,根据行驶了规定时间时的发动机转速及要求转矩和所述计算公式计算出所述燃料消耗性能提高率,并且,在作为计算结果的所述燃料消耗性能提高率满足规定条件时,以所述发动机的旋转轴与所述电动机的旋转轴相互连接的状态实施再生发电。
2.如权利要求1所述的再生控制装置,其特征在于,
所述计算公式是回归方程,其中,所述回归方程是根据发动机转速的平均值、要求转矩的平均值、发动机转速的分散值、要求转矩的分散值以及燃料消耗性能提高率而作成的,并且,所述回归方程是所述燃料消耗性能提高率对所述发动机转速的平均值、所述要求转矩的平均值、所述发动机转速的分散值以及所述要求转矩的分散值的回归方程;所述发动机转速的平均值、所述要求转矩的平均值、所述发动机转速的分散值、所述要求转矩的分散值以及燃料消耗性能提高率分别是:在所述混合动力汽车进行减速的过程中使所述发动机的旋转轴与所述电动机的旋转轴相互连接的状态下,预先在多种行驶模式的每一种行驶模式下分多个阶段改变货物装载量并行驶规定时间时的值,
在所述混合动力汽车进行减速时,所述控制单元根据行驶了规定时间时的发动机转速和要求转矩计算出所述发动机转速的平均值、所述要求转矩的平均值、所述发动机转速的分散值以及所述要求转矩的分散值,并且将该计算结果代入所述回归方程中从而计算出所述燃料消耗性能提高率。
3.如权利要求1所述的再生控制装置,其特征在于,
所述保存单元中取代所述计算公式而保存神经网络,其中,所述神经网络是根据发动机转速、要求转矩以及燃料消耗性能提高率而作成;所述发动机转速、所述要求转矩以及所述燃料消耗性能提高率分别是:在所述混合动力汽车进行减速的过程中使所述发动机的旋转轴与所述电动机的旋转轴相互连接的状态下,预先在多种行驶模式的每一种行驶模式下分多个阶段改变货物装载量并行驶规定时间时的发动机转速、要求转矩以及燃料消耗性能提高率,
在所述混合动力汽车进行减速时,所述控制单元将行驶了规定时间时的发动机转速和要求转矩输入所述神经网络中从而计算出所述燃料消耗性能提高率。
4.如权利要求1所述的再生控制装置,其特征在于,
所述计算公式是隶属函数,其中,所述隶属函数是根据发动机转速、要求转矩以及燃料消耗性能提高率而作成;所述发动机转速、所述要求转矩以及所述燃料消耗性能提高率分别是:在所述混合动力汽车进行减速的过程中使所述发动机的旋转轴与所述电动机的旋转轴相互连接的状态下,预先在多种行驶模式的每一种行驶模式下分多个阶段改变货物装载量并行驶规定时间时的发动机转速、要求转矩以及燃料消耗性能提高率,
在所述混合动力汽车进行减速时,所述控制单元将行驶了规定时间时的发动机转速和要求转矩代入所述隶属函数中从而计算出所述燃料消耗性能提高率。
5.一种混合动力汽车,其特征在于,设有权利要求1~4中任一项所述的再生控制装置。
6.一种再生控制方法,其是混合动力汽车的再生控制方法,其中,所述混合动力汽车具有发动机和电动机,并能够通过所述发动机或所述电动机进行行驶,或者,能够由所述发动机和所述电动机协同动作而进行行驶,并且至少在减速过程中能够通过所述电动机进行再生发电,
所述再生控制方法的特征在于包括保存步骤和控制步骤,
在所述保存步骤中,将表示发动机转速和要求转矩与燃料消耗性能提高率之间的关系的计算公式加以保存,其中,所述发动机转速、所述要求转矩以及所述燃料消耗性能提高率分别是:在所述混合动力汽车进行减速的过程中使所述发动机的旋转轴与所述电动机的旋转轴相互连接的状态下,预先在多种行驶模式的每一种行驶模式下分多个阶段改变货物装载量并行驶规定时间时的发动机转速、要求转矩以及燃料消耗性能提高率,所述燃料消耗性能提高率是指所述混合动力汽车所具备的离合器连接状态下的燃料消耗率相对于该离合器断开状态下的燃料消耗率的提高率;
在所述控制步骤中按照下述方式进行控制,上述方式是指:在所述混合动力汽车进行减速时,根据行驶了规定时间时的发动机转速及要求转矩和所述计算公式计算出所述燃料消耗性能提高率,并且,在作为计算结果的所述燃料消耗性能提高率满足规定条件时,以所述发动机的旋转轴与所述电动机的旋转轴相互连接的状态实施再生发电。
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