CN103140400A - 车辆及控制方法、以及程序 - Google Patents
车辆及控制方法、以及程序 Download PDFInfo
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- CN103140400A CN103140400A CN2011800467723A CN201180046772A CN103140400A CN 103140400 A CN103140400 A CN 103140400A CN 2011800467723 A CN2011800467723 A CN 2011800467723A CN 201180046772 A CN201180046772 A CN 201180046772A CN 103140400 A CN103140400 A CN 103140400A
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- Prior art keywords
- power
- transfer clutch
- tread
- das gaspedal
- electrical motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
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- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
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- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
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- Y02T10/72—Electric energy management in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/946—Characterized by control of driveline clutch
Abstract
本发明能够实现不会对驾驶者的驾驶感觉带来不适感并提高燃油经济性;判断部(32)判断在将离合器断开而进行电力再生时油门踏板的踩踏量是否为预先规定的第一阈值以下;离合器控制部(33)按照下述方式对离合器的连接或断开进行控制,该方式是:当判断为油门踏板的踩踏量为第一阈值以下时,维持离合器的断开状态,当判断为油门踏板的踩踏量超过第一阈值时,将离合器连接;本发明能够适用于混合动力汽车。
Description
技术领域
本发明涉及车辆及控制方法、以及程序。
背景技术
由内燃机和电动机驱动的车辆、即所谓的混合动力车正受到关注。在混合动力车减速时,电动机作为发电机发挥作用而进行电力再生(以下也仅称为“再生”)并蓄电。被蓄电的电力,在加速时或行驶时等被利用于产生驱动力。
在混合动力车中也存在设有自动变速的变速设备的类型。以下,将变速设备也称为“变速器(transmission)”。
该情况下,能够在内燃机和电动机之间设置连接动力或将动力的连接断开的离合器。
在行驶于长下坡路上等时,使离合器变为断开状态而进行再生,并利用通过电动机的再生所产生的转矩(以下,称为“再生转矩”)来施加制动。
混合动力汽车在使离合器变为断开状态而进行再生的期间,即使对油门踏板稍微施加操作,也会使离合器被连接以准备加速。在连接离合器时,为了不会对车辆带来冲击,而将发动机的转速从怠速状态稍微提高后使离合器连接。
目前,在并联式混合动力车中也存在下述类型,即,具备:检测蓄电池的状态的蓄电池温度传感器、HVECU,检测车辆的状态的车速传感器、发动机转速传感器、油门踏板开度传感器,以及,在根据油门踏板开度变更发动机和电动机的要求值的同时从车辆状态判断是否停止向发动机供给燃料的FI/AT/MGECU,在车辆处于减速中且上述油门踏板开度为规定开度以下时,维持燃油切断状态,并且,通过MOTECU对根据油门踏板开度求出的目标转矩进行控制,直至上述油门踏板增加至规定开度为止(例如参照专利文献1)。
【现有技术文献】
【专利文献】
专利文献1:日本公报、特开2005-291206号
发明内容
但是,在再生期间,当驾驶者希望稍微加速时,即使稍微操作油门踏板,也会使得离合器被连接,离合器的断开或连接频繁地发生,导致发动机无法持续怠速待机,从而引起燃油经济性恶化。
例如,即使在平缓的下坡路上在使离合器变为断开状态而进行再生期间希望稍微增加速度这样的情况下,也会使得离合器每次都被连接。当离合器被连接时,发动机的摩擦力传递至车轮,因此制动力增加(成为所谓的发动机制动发挥效应的状态),并且,在离合器被连接的瞬间制动力会断续地增加,从而车辆的速度急剧地下降,导致驾驶者会感觉到不适感。
即,在使离合器变为断开状态而进行再生期间即使稍微踩踏油门踏板,也会使得再生被停止且离合器被连接,因此,离合器的断开和连接情况不时地发生,从而导致驾驶性能和燃油经济性恶化。
因此,本发明的目的在于解决上述课题,即,提供一种不会对驾驶者的驾驶感觉带来不适感并能够提高燃油经济性的车辆及控制方法、以及程序。
为了解决上述课题,本发明的车辆的一个方面是:由内燃机和电动机驱动且在减速时通过电动机进行电力再生的车辆,其中,内燃机和电动机的传递动力的轴经由连接动力或将动力的连接断开的离合器而被连接;该车辆设有具备判断部和第一控制部的装置;该判断部判断在将离合器断开而进行电力再生时油门踏板的踩踏量是否为预先规定的第一阈值以下;该第一控制部按照下述方式对离合器的连接或断开进行控制,该方式是:当判断为油门踏板的踩踏量为第一阈值以下时,维持离合器的断开状态,当判断为油门踏板的踩踏量超过第一阈值时,将离合器连接。
另外,本发明的车辆的一方面是在上述构成的基础上,判断部对油门踏板的踩踏量是否为第一阈值以下进行判断,其中,该第一阈值表示要求加速度为零时的踩踏量。
另外,本发明的车辆的一方面是在上述构成的基础上,进而设有对通过电动机的电力再生而产生的转矩进行控制的第二控制部;并且,判断部判断转矩是否为预先规定的第二阈值以下;第一控制部按照下述方式对离合器的连接或断开进行控制,该方式是:当判断为油门踏板的踩踏量为第一阈值以下、且判断为转矩为第二阈值以下时,维持离合器的断开状态,当判断为油门踏板的踩踏量超过第一阈值时、或者判断为转矩超过第二阈值时,将离合器连接。
另外,本发明的控制方法的一方面是:由内燃机和电动机驱动且在减速时通过电动机进行电力再生的车辆的方法,其中,内燃机和电动机的传递动力的轴经由连接动力或将动力的连接断开的离合器而被连接;该控制方法包括:判断步骤和控制步骤;在判断步骤中,判断在将离合器断开而进行电力再生时油门踏板的踩踏量是否为预先规定的阈值以下;在控制步骤中,按照下述方式对离合器的连接或断开进行控制,该方式是:当判断为油门踏板的踩踏量为阈值以下时,维持离合器的断开状态,当判断为油门踏板的踩踏量超过阈值时,将离合器连接。
进而,本发明的程序的一方面是:使控制车辆的计算机进行包括判断步骤和控制步骤的处理;其中,该车辆由内燃机和电动机驱动,并且,在减速时通过电动机进行电力再生,内燃机和电动机的传递动力的轴经由连接动力或将动力的连接断开的离合器而被连接;在判断步骤中,判断在将离合器断开而进行电力再生时油门踏板的踩踏量是否为预先规定的阈值以下;在控制步骤中,按照下述方式对离合器的连接或断开进行控制,该方式是:当判断为油门踏板的踩踏量为阈值以下时,维持离合器的断开状态,当判断为油门踏板的踩踏量超过阈值时,将离合器连接。
(发明效果)
根据本发明的一个方面,能够提供不会对驾驶者的驾驶感觉带来不适感并能够提高燃油经济性的车辆及控制方法、以及程序。
附图说明
图1是表示混合动力汽车1的构成例的框图。
图2是表示在混合动力ECU18中所实现的功能的构成例的框图。
图3是对松缓油门踏板的处理进行说明的流程图。
图4是表示油门踏板的踩踏量与再生转矩之间的关系的图。
图5是表示油门踏板的踩踏量与再生转矩之间的关系的图。
(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
19...车轮 20...换档部
31...再生控制部 32...判断部
33...离合器控制部 41...油门踏板踩踏量判断部
42...再生转矩判断部 43...阈值存储部
具体实施方式
以下,参照图1~图5对本发明的一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经由自动变速的变速设备被内燃机和/或电动机驱动,从而能够例如在减速时通过电动机进行电力再生。该自动变速的变速设备例如被称为“半自动变速器”,是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构成为具有: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、车轮19、以及换档部20。
另外,变速器16具有上述的半自动变速器,并由具有前进档(以下,记载为“D(Drive)档”)的换档部20进行操作。
发动机10是内燃机的一例,其由发动机ECU11控制,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进行燃烧而产生使轴旋转的动力,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进行联合工作的计算机,其对发动机10的燃料喷射量或配气相位等进行控制。例如,发动机ECU11由CPU(Central Processing Unit、中央处理器)、ASIC(Application Specific Integrated Circuit、专用集成电路)、微处理器(微型计算机)、DSP(Digital Signal Processor、数字信号处理器)等构成,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而传递至车轮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(以下仅称为“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(以下仅称为“切断”或“断开”),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的驱动力辅助发动机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于下坡路而电动机13正进行发电(进行电力再生)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不同于由驾驶者操作离合器踏板而进行动作的离合器,离合器12根据混合动力ECU18的控制而进行动作。
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供给的使轴旋转的动力而进行发电,并将该电力供给至变换器14。
例如,在混合动力汽车1进行加速时或者以恒速行驶时,电动机13产生使轴旋转的动力,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于下坡路时等以无动力进行行驶时,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。
变换器14由电动机ECU17控制,并将来自蓄电池15的直流电压转换为交流电压,或者,将来自电动机13的交流电压转换为直流电压。在电动机13产生动力的情况下,变换器14将蓄电池15的直流电压转换为交流电压并将电力供给至电动机13。在电动机13进行发电的情况下,变换器14将来自电动机13的交流电压转换为直流电压。即,该情况下,变换器14作为用于对蓄电池15提供直流电压的整流器以及电压调节装置来发挥作用。
蓄电池15是能够充放电的二次电池,在电动机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,在电动机13进行发电时蓄电池15通过电动机13进行发电所产生的电力而被充电。
变速器16具有半自动变速器(未图示),该半自动变速器根据来自混合动力ECU18的变速指示信号选择多个齿轮比(变速比)中的任意一个;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于下坡路时等,变速器16将来自车轮19的动力传递至电动机13。另外,通过由驾驶者选择前进档(D档)、空档(N档)、或倒车档(R档)等对换档部20进行操作,变速器16形成进行变速而传递动力的行驶状态、切断动力传递的所谓的空转状态或者后退状态。
另外,半自动变速器也可以由驾驶者以手动方式操作换档部20而将档位变更至任意的齿轮级。
电动机ECU17是根据来自混合动力ECU18的指示而与发动机ECU11进行联合工作的计算机,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,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,其获取加速器开度信息、制动器操作信息、车速信息、以及从发动机ECU11取得的发动机转速信息,并参照这些信息对离合器12进行控制。另外,混合动力ECU18对电动机ECU17提供电动机13及变换器14的控制指示,对发动机ECU11提供发动机10的控制指示。
例如,混合动力ECU18由CPU、ASIC、微处理器(微型计算机)、DSP等构成,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),通过预先存储在混合动力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,通过依据CAN(Control Area Network、控域网络)等标准的总线等而被相互连接。
车轮19是向路面传递驱动力的驱动轮。另外,在图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。
图2是表示在执行规定程序的混合动力ECU18中所实现的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31、判断部32、以及离合器控制部33的功能被实现。
再生控制部31对电动机ECU17提供电动机13及变换器14的控制指示,并控制电力再生的动作。判断部32判断油门踏板的踩踏量是否为预先规定的阈值1以下,以及,再生转矩是否为预先规定的阈值2以下。
判断部32构成为包括:油门踏板踩踏量判断部41、再生转矩判断部42、以及阈值存储部43。
油门踏板踩踏量判断部41从阈值存储部43中读出预先存储的阈值1,并将油门踏板的踩踏量与阈值1进行比较,由此来判断油门踏板的踩踏量是否为阈值1以下。
再生转矩判断部42从阈值存储部43中读出预先存储的阈值2,并将再生转矩与阈值2进行比较,由此来判断再生转矩是否为阈值2以下。
阈值存储部43将预先规定的阈值1和阈值2进行存储。
另外,油门踏板踩踏量判断部41例如也可以将预先规定的阈值1作为常数而保存于内部。另外,再生转矩判断部42例如也可以将预先规定的阈值2作为常数而保存于内部。
离合器控制部33通过发送控制信号对离合器12进行控制,以使离合器12连接或断开。
图3是对在油门踏板的踩踏量完全变为零时进行的松缓油门踏板的处理进行说明的流程图。
在步骤S11中,离合器控制部33通过发送控制信号对离合器12进行控制,以使离合器12断开。
在步骤S12中,再生控制部31对电动机ECU17提供电动机13及变换器14的控制指示,并实施再生控制,以使电力再生得以执行。
在步骤S13中,判断部32获取表示油门踏板的踩踏量的加速器开度信息,并对油门踏板的踩踏量进行检测。
在步骤S14中,判断部32的油门踏板踩踏量判断部41从阈值存储部43中读出预先存储的阈值1,并将油门踏板的踩踏量与阈值1进行比较,由此来判断油门踏板的踩踏量是否为预先规定的阈值1以下。
例如,关于对变速器16的轴(电动机13侧的轴)或车轮19施加的转矩的方向,在将混合动力汽车1被加速的方向作为正方向、混合动力汽车1被减速的方向作为负方向时,阈值1能够视为转矩的方向从负方向向正方向改变的油门踏板的踩踏量。
即,该情况下,在步骤S14中,油门踏板踩踏量判断部41判断油门踏板的踩踏量是否为阈值1以下,其中,阈值1表示要求加速度为零(既不加速也不减速)时的踩踏量。例如,在该情况下,将作为所谓“全开”的油门踏板的踩踏量设为100%时,阈值1为30%。
另外,阈值1也可以根据变速器16的轴(电动机13侧的轴)的转速来决定其值。例如,在离合器12被断开的状态下,当变速器16的轴的转速与发动机10的转速相同时,即使在此将离合器12连接,混合动力汽车1也处于既不加速也不减速的状态。以油门踏板的踩踏量来表示该状态时,相当于上述的“油门踏板的踩踏量是要求加速度为零(既不加速也不减速)时的踩踏量”。
因此,当变速器16的轴的转速高时阈值1的值也可以高,当变速器16的轴的转速低时阈值1的值也可以低。这样,阈值1也可以根据变速器16的轴的转速来决定其值。
另外,油门踏板踩踏量判断部41也可以在起动时将阈值1从阈值存储部43中读出,然后预先保存于内部中,并且,通过将保存于内部的阈值1与油门踏板的踩踏量进行比较,从而判断油门踏板的踩踏量是否为预先规定的阈值1以下。
当在步骤S14中判断为油门踏板的踩踏量为阈值1以下时,由于驾驶者不要求加速而是要求更缓慢地减速,因此程序进入步骤S15,再生控制部31对电动机ECU17提供电动机13及变换器14的控制指示,并对再生转矩进行控制。
即,该情况下,虽然为阈值1以下,但是当油门踏板被少许踩下时,再生控制部31便根据检测出的油门踏板踩踏量对再生转矩进行控制,以将再生转矩减小。再生控制部31将再生转矩的指示值通知给判断部32。
在步骤S16中,判断部32的再生转矩判断部42从阈值存储部43中读出预先存储的阈值2,并将再生转矩与阈值2进行比较,由此来判断再生转矩是否为预先规定的阈值2以下。
另外,再生转矩判断部42也可以在起动时将阈值2从阈值存储部43中读出,然后预先保存于内部中,并且,通过将保存于内部的阈值2与再生转矩进行比较,从而判断再生转矩是否为预先规定的阈值2以下。
当在步骤S16中判断为再生转矩为阈值2以下时,程序进入步骤S17,离合器控制部33通过发送控制信号对离合器12进行控制,以使离合器12的断开状态持续。在步骤S17之后,程序返回步骤S14,并重复程序处理。
当在步骤S14中判断为油门踏板的踩踏量超过了阈值1时,由于驾驶者要求加速,因此程序进入步骤S18,离合器控制部33通过发送控制信号对离合器12进行控制,以使离合器12连接,从而松缓油门踏板的处理结束。例如,在该情况下,混合动力汽车1通过发动机10的动力而被加速。
另外,当在步骤S16中判断为再生转矩超过了阈值2时,即,虽处于减速过程中但再生量变少从而电动机13所产生的转矩大于再生转矩时,程序进入步骤S18,离合器控制部33通过发送控制信号对离合器12进行控制,以使离合器12连接,从而松缓油门踏板的处理结束。
图4是对使变速器16的轴(电动机13侧的轴)的转速固定时的油门踏板踩踏量与再生转矩之间的关系进行表示的图。
例如,在阈值1被设定为30%的情况下,在油门踏板的踩踏量(即,此时的加速器开度)处于30%以下的范围内时,根据油门踏板的踩踏量对再生转矩进行控制,以使再生转矩减小。另一方面,在油门踏板的踩踏量超过30%的情况下,将离合器12连接。
图5是对使变速器16的轴(电动机13侧的轴)的转速变化时的油门踏板踩踏量与再生转矩之间的关系进行表示的图。在图5中,纵轴表示对变速器16的轴(电动机13侧的轴)施加的转矩,横轴表示变速器16的轴(电动机13侧的轴)的转速。另外,在图5中,虚线表示油门踏板的踩踏量(加速器开度)为固定时的转矩与转速之间的关系。
如图5所示,在加速器开度为30%以下、被要求产生负的转矩(减速的转矩)、且转速低的区域A中,维持离合器的断开状态,将再生转矩进行调整,并对变速器16的轴施加负的转矩(减速的转矩)。
另一方面,如图5所示,在被要求产生正的转矩(加速的转矩)、或者转速高的区域B中,离合器被连接,对变速器16的轴施加发动机10所产生的转矩和电动机13所产生的转矩。
这样,根据油门踏板的踩踏量,能够预测是驾驶者要求加速的情况,还是驾驶者不要求加速而要求更缓慢的减速的情况。
另外,在图5中,实线C表示最大转矩。
这样,对离合器断开再生中的加速器的操作量设定阈值,在加速器开度为阈值以下时,不连接离合器,而是通过将电动机的再生转矩减弱从而谋求车速的增加。
例如,在驾驶者仅稍微踩压了油门踏板时,不连接离合器12,而是仅通过减弱再生转矩来进行应对驾驶者的操作。另一方面,在驾驶者深踩了油门时,离合器12被连接以准备加速。
这样,通过根据油门踏板的操作对离合器12的连接条件设置阻碍(Hysteresis),防止了复杂的离合器12的连接和断开情况,由此能够抑制驾驶性能和燃油经济性的恶化。
根据以上处理,不会对驾驶者的驾驶感觉带来不适感。
进而,能够使发动机10持续怠速状态,从而燃油经济性得以提高。即,当频繁地连接或断开离合器12时,每次都需要使发动机10从怠速(idling)状态向怠速提升(idle up)状态转变而导致燃油经济性恶化,因此,本发明能够防止这种情况。
另外,对发动机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,通过将记录有程序(存储有程序)的可移动介质安装于未图示的驱动器等中,并将从可移动介质中读出的程序存储在混合动力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存储于混合动力ECU18内部的非易失性存储器中,从而能够将程序安装于作为计算机的混合动力ECU18中。
另外,各ECU可以由将这些各ECU的功能的一部分或全部汇总为一个的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,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序地进行处理的程序,也可以是并行地进行处理或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非限定于上述的实施方式,在不脱离本发明主旨的范围内能够进行各种变更。
Claims (5)
1.一种车辆,其由内燃机和电动机驱动,并且,在减速时通过所述电动机进行电力再生,所述内燃机和所述电动机的传递动力的轴经由连接动力或将动力的连接断开的离合器而被连接,所述车辆的特征在于,
设有具备判断部和第一控制部的装置;
所述判断部:判断在将所述离合器断开而进行电力再生时油门踏板的踩踏量是否为预先规定的第一阈值以下;
所述第一控制部:按照下述方式对离合器的连接或断开进行控制,该方式是当判断为所述油门踏板的踩踏量为所述第一阈值以下时,维持所述离合器的断开状态,当判断为所述油门踏板的踩踏量超过所述第一阈值时,将所述离合器连接。
2.如权利要求1所述的车辆,其特征在于,
所述判断部对所述油门踏板的踩踏量是否为所述第一阈值以下进行判断,其中,所述第一阈值表示要求加速度为零时的踩踏量。
3.如权利要求1所述的车辆,其特征在于,
所述车辆进而设有控制由所述电动机的电力再生而产生的转矩的第二控制部;
所述判断部判断所述转矩是否为预先规定的第二阈值以下;
所述第一控制部按照下述方式对所述离合器的连接或断开进行控制,该方式是:当判断为所述油门踏板的踩踏量为所述第一阈值以下、且判断为所述转矩为所述第二阈值以下时,维持所述离合器的断开状态,当判断为所述油门踏板的踩踏量超过所述第一阈值时、或者判断为所述转矩超过所述第二阈值时,将所述离合器连接。
4.一种控制方法,其是车辆的控制方法,所述车辆由内燃机和电动机驱动,并且,在减速时通过所述电动机进行电力再生,所述内燃机和所述电动机的传递动力的轴经由连接动力或将动力的连接断开的离合器而被连接,所述控制方法的特征在于,
包括判断步骤和控制步骤;
在所述判断步骤中,判断在将所述离合器断开而进行电力再生时油门踏板的踩踏量是否为预先规定的阈值以下;
在所述控制步骤中,按照下述方式对所述离合器的连接或断开进行控制,该方式是:当判断为所述油门踏板的踩踏量为所述阈值以下时,维持所述离合器的断开状态,当判断为所述油门踏板的踩踏量超过所述阈值时,将所述离合器连接。
5.一种程序,其特征在于,
使控制车辆的计算机进行包括判断步骤和控制步骤的处理;
所述车辆由内燃机和电动机驱动,并且,在减速时通过所述电动机进行电力再生,所述内燃机和所述电动机的传递动力的轴经由连接动力或将动力的连接断开的离合器而被连接;
在所述判断步骤中,判断在将所述离合器断开而进行电力再生时油门踏板的踩踏量是否为预先规定的阈值以下;
在所述控制步骤中,按照下述方式对所述离合器的连接或断开进行控制,该方式是:当判断为所述油门踏板的踩踏量为所述阈值以下时,维持所述离合器的断开状态,当判断为所述油门踏板的踩踏量超过所述阈值时,将所述离合器连接。
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CN107428246A (zh) * | 2015-03-03 | 2017-12-01 | 沃尔沃卡车集团 | 控制车辆的方法 |
CN108944908A (zh) * | 2018-07-05 | 2018-12-07 | 北京汽车股份有限公司 | 混合动力系统及其控制方法和车辆 |
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JPWO2012101878A1 (ja) * | 2011-01-25 | 2014-06-30 | 日野自動車株式会社 | 制御装置、ハイブリッド自動車および制御方法、並びにプログラム |
US9656655B2 (en) * | 2012-09-03 | 2017-05-23 | Toyota Jidosha Kabushiki Kaisha | Running control system for vehicle |
JP2014213770A (ja) * | 2013-04-26 | 2014-11-17 | 日野自動車株式会社 | ハイブリッド自動車の制御装置および減速度制御方法 |
CN103707889B (zh) * | 2013-05-15 | 2016-12-28 | 上海埃士工业科技有限公司 | 一种控制混合动力汽车动力的方法 |
JP2015000675A (ja) * | 2013-06-17 | 2015-01-05 | いすゞ自動車株式会社 | ハイブリッド車両の惰行運転中の制御方法とハイブリッド車両 |
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JP6183335B2 (ja) * | 2014-11-12 | 2017-08-23 | トヨタ自動車株式会社 | 車両 |
JP6583620B2 (ja) * | 2015-06-29 | 2019-10-02 | 三菱自動車工業株式会社 | 電動車両の制御装置 |
JP7115913B2 (ja) * | 2018-06-14 | 2022-08-09 | 株式会社Subaru | 車両の制御装置及び制御方法 |
KR102610753B1 (ko) * | 2018-12-11 | 2023-12-08 | 현대자동차주식회사 | 하이브리드 차량 제어 장치, 그를 포함한 시스템 및 그 방법 |
JP7172836B2 (ja) * | 2019-04-26 | 2022-11-16 | トヨタ自動車株式会社 | 制動力制御装置 |
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JP2007261442A (ja) * | 2006-03-29 | 2007-10-11 | Nissan Motor Co Ltd | ハイブリッド車両の運転モード遷移制御装置 |
US7637842B2 (en) * | 2007-01-23 | 2009-12-29 | Gm Global Technology Operations, Inc. | Method and apparatus for control of a transmission torque converter clutch |
US8414450B2 (en) * | 2008-03-03 | 2013-04-09 | Nissan Motor Co., Ltd. | Control apparatus and method for controlling a hybrid vehicle |
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CN107428246A (zh) * | 2015-03-03 | 2017-12-01 | 沃尔沃卡车集团 | 控制车辆的方法 |
CN107428246B (zh) * | 2015-03-03 | 2020-02-21 | 沃尔沃卡车集团 | 控制车辆的方法 |
CN108944908A (zh) * | 2018-07-05 | 2018-12-07 | 北京汽车股份有限公司 | 混合动力系统及其控制方法和车辆 |
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