CN103237677A - 车辆的再生制动控制装置 - Google Patents

车辆的再生制动控制装置 Download PDF

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CN103237677A
CN103237677A CN2011800579911A CN201180057991A CN103237677A CN 103237677 A CN103237677 A CN 103237677A CN 2011800579911 A CN2011800579911 A CN 2011800579911A CN 201180057991 A CN201180057991 A CN 201180057991A CN 103237677 A CN103237677 A CN 103237677A
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regenerative brake
torsion
moment
speed
driver
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CN103237677B (zh
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平田武司
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Nissan Motor Co Ltd
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Abstract

车辆的再生制动控制装置包含：驾驶者要求制动扭矩运算部，其基于驾驶者对制动器踏板的操作，运算驾驶者要求的制动扭矩；以及再生制动扭矩运算部，其基于车速及运算出的驾驶者要求制动扭矩，运算对再生制动扭矩的响应速度进行限制以与摩擦制动的制动速度匹配的再生制动扭矩，在驾驶者要求制动扭矩减小的情况下，运算将再生制动扭矩的响应速度的限制解除后的再生制动扭矩。

Description

车辆的再生制动控制装置
技术领域
本发明涉及一种对车辆的再生制动进行控制的装置。
背景技术
JP－S63－29301－U公示了一种使摩擦制动和再生制动协同而对车辆进行制动的技术。
如上所述，在使摩擦制动和再生制动协同而对车辆进行制动的情况下，存在摩擦制动的响应速度与再生制动相比较慢的系统。在这种系统中，可能会由于响应速度的差而产生冲击。因此，通过使再生制动的响应速度延迟而与摩擦制动的响应速度匹配，从而防止冲击。
发明内容
但是，本发明人研究发现，根据运行环境的不同，有时会希望不使再生制动的响应速度延迟。
本发明是着眼于上述现有问题点提出的。本发明的目的在于提供一种车辆的再生制动控制装置，其根据运行环境而不使再生制动的响应速度延迟，从而能够执行更优选的再生制动控制。
本发明一种方式的车辆再生制动控制装置包含有驾驶者要求制动扭矩运算部，该驾驶者要求制动扭矩运算部基于驾驶者的制动器踏板操作而运算驾驶者要求的制动扭矩。并且，还包含有再生制动扭矩运算部，其基于车速及运算出的驾驶者要求制动扭矩，以与摩擦制动的制动速度匹配的方式，对再生制动扭矩的响应速度进行限制而运算再生制动扭矩，在驾驶者要求制动扭矩减小的情况下，运算将再生制动扭矩的响应速度的限制解除后的再生制动扭矩。
下面对于本发明的实施方式、本发明的优点及附带的附图详细地进行说明。
附图说明
图1是表示搭载有本发明所涉及的再生制动控制装置的混合动力车辆的动力传动系的一个例子的图。
图2是表示本发明所涉及的车辆的再生制动控制装置的控制器执行的控制流程的图。
图3是表示本发明所涉及的车辆的再生制动控制装置的控制器执行的再生制动扭矩运算的流程图。
图4是表示本发明所涉及的车辆的再生制动控制装置的控制器执行的再生制动控制扭矩的响应速度限制解除程序的第2实施方式的流程图。
图5A是表示搭载有本发明所涉及的再生制动控制装置的混合动力车辆的动力传动系的其他例子的图。
图5B是表示搭载有本发明所涉及的再生制动控制装置的混合动力车辆的动力传动系的另一个其他例子的图。
具体实施方式
（第1实施方式）
图1是表示搭载有本发明所涉及的再生制动控制装置的混合动力车辆的动力传动系的一个例子的图。
车辆100是由内燃发动机1及电动发电机5对驱动轮2进行驱动的所谓混合动力车辆。混合动力车辆100是前置发动机·后轮驱动型混合动力车辆。
图1中示出的混合动力车辆100的动力传动系包含内燃发动机1、自动变速器3、及电动发电机5。
自动变速器3，与通常的后轮驱动车辆同样地串联配置在发动机1的车辆前后方向的后方。
电动发电机5配置在发动机1及自动变速器3之间。电动发电机5与将来自发动机1（曲轴1a）的旋转向自动变速器3的输入轴3a传递的轴4结合。电动发电机5对应于车辆的运行状态而作为电动机起作用，并且，也作为发电机起作用。
在发动机1及电动发电机5之间，更具体地说，在发动机曲轴1a和轴4之间安装有第1离合器6。第1离合器6能够对传递扭矩容量连续或分级地进行变更。作为这种离合器，例如，存在能够由比例电磁阀对离合器工作油流量及离合器工作油压进行连续控制而使传递扭矩容量可变的湿式多板离合器。传递扭矩容量变为零的状态是第1离合器6完全断开的状态，是发动机1及电动发电机5之间完全断开的状态。
如果第1离合器6完全断开，则发动机1的输出扭矩不会传递至驱动轮2，而只有电动发电机5的输出扭矩传递至驱动轮2。以该状态行驶的模式是电动行驶模式（EV模式）。另一方面，如果第1离合器6连接，则发动机1的输出扭矩也与电动发电机5的输出扭矩一起传递至驱动轮2。以该状态行驶的模式是混合动力行驶模式（HEV模式）。由此，能够通过第1离合器6的断开/连接进行行驶模式的切换。第1离合器6是发动机侧离合器。
在电动发电机5及差动齿轮装置8之间，更具体地说，是在变速器输入轴3a与变速器输出轴3b之间，安装有第2离合器7。在图1中，第2离合器7内置在自动变速器3内。上述第2离合器7例如也可以通过使用自动变速器3内部已有的前进变速档选择用摩擦要素或后退变速档选择用摩擦要素而实现。第2离合器7与第1离合器6同样地，能够对传递扭矩容量连续或分级地进行变更。作为这种离合器，例如，存在能够由比例电磁阀对离合器工作油流量及离合器工作油压进行连续控制而使传递扭矩容量变更的湿式多板离合器。传递扭矩容量变为零的状态是第2离合器7完全断开的状态，是电动发电机5及差动齿轮装置8之间完全断开的状态。在启动发动机时，对第2离合器7进行滑动控制，使其传递扭矩容量较小。从而不易将启动发动机1时的冲击传递至驱动轮2。第2离合器7是驱动轮侧离合器。
自动变速器3与例如2003年1月“日産自動車（株）”发行的“スカイライン新型車（CV35型車）解説書”的记载相同。通过选择性地使得多个摩擦要素（离合器或制动器等）接合或断开，从而通过摩擦要素的接合/断开组合而确定传动系路径（变速档）。因此，自动变速器3使来自输入轴3a的旋转以与选择变速档相对应的齿轮比变速，并输出至输出轴3b。该输出旋转通过差动齿轮装置8向左右驱动轮2分配而传递，用于车辆的行驶。在这里，自动变速器3不限定于上述有级变速器，也可以是无级变速器。
在上述图1的动力传动系中，在包含从停车状态起步时等在内的低负载、低车速时使用的电动行驶模式（EV模式）下行驶时，由于不需要来自发动机1的动力，因此使发动机1停止。并且，将第1离合器6断开。另外，使第2离合器7接合。此外，将自动变速器3设为动力传递状态。在该状态下对电动发电机5进行驱动。从而仅将来自电动发电机5的输出旋转传递至变速器输入轴3a。自动变速器3对应于选择中的变速档使从输入轴3a输入的旋转变速，并从变速器输出轴3b输出。然后，从变速器输出轴3b输出的旋转，经由差动齿轮装置8而到达驱动轮2。由此，车辆仅使用电动发电机5进行电动行驶（EV模式行驶）。
在高速行驶时或大负载行驶时等使用的混合动力行驶模式（HEV模式）下行驶时，使第1离合器6及第2离合器7均接合，将自动变速器3设为动力传递状态。在该状态下，来自发动机1的输出旋转及来自电动发电机5的输出旋转到达变速器输入轴3a。自动变速器3对应于选择中的变速档使从输入轴3a输入的旋转变速，并从变速器输出轴3b输出。然后，从变速器输出轴3b输出的旋转经由差动齿轮装置8到达驱动轮2。由此，车辆使用发动机1及电动发电机5进行混合动力行驶（HEV模式行驶）。
在这种HEV模式行驶中，如果使发动机1以最佳燃料经济性运行，则有时会出现能量剩余。在这种情况下，利用剩余能量使电动发电机5动作，将剩余能量变换为电力，对该电力进行蓄积，以用于电动发电机5的电动机驱动。由此可提高发动机1的燃料经济性。
在上述车辆中，通过电动发电机5的作用对车辆进行制动，并且，对车辆的运动能量进行再生。按照这种方式使车辆制动的方法被称为再生制动。
在这种情况下，存在摩擦制动的响应速度与再生制动相比较慢的系统。在这种系统中，可能会由于响应速度差而产生冲击。因此，通过使再生制动的响应速度延迟而与摩擦制动的响应速度匹配，从而防止冲击。
但是，本发明人研究发现，根据运行环境，有时希望不延迟再生制动的响应速度。
因此，本发明人根据运行状态而不使再生制动的响应速度延迟，从而能够执行更优选的再生制动控制。下面进行详细说明。
图2是表示本发明所涉及的车辆的再生制动控制装置的控制器所执行的控制流程的图。
在步骤S1中，控制器基于电动发电机的最大扭矩，对电动发电机可再生的最大扭矩进行运算。电动发电机的最大扭矩随着蓄电池的充电率等而变化。即，如果蓄电池接近满充电状态，则由于无法充电超过满充电，因此，电动发电机的最大扭矩将减小。反之，如果蓄电池接近空充电状态，则电动发电机的最大扭矩增大。
在步骤S2中，控制器基于车速对电动发电机的再生制动限制扭矩进行运算。如果车速为零，则电动发电机无法执行再生制动。因此，在车速小于或等于接近于零的规定速度时，将再生制动限制扭矩设为零。在大于或等于该规定速度时，对与车速相对应的再生制动限制扭矩进行运算。
在步骤S3中，控制器基于驾驶者的制动器踏板踏入操作，对驾驶者的要求制动扭矩进行运算。在驾驶者的制动器踏板踏入操作较大或较快时，要求制动扭矩运算得较大。
在步骤S4中，控制器对再生制动扭矩进行运算。举出具体方法的一个例子，即，从在步骤S1中运算出的可再生最大扭矩、在步骤S2中运算出的再生制动限制扭矩、在步骤S3中运算出的驾驶者要求制动扭矩中，选出最小的值，设为再生制动扭矩。另外，也可以基于车速及驾驶者要求制动扭矩运算再生制动扭矩。此外，详细内容如后所述。
在步骤S5中，控制器对再生制动扭矩是否超过变速器的可传递扭矩进行判定。如果施加超过变速器的可传递扭矩的扭矩，则会在变速器内发生滑动而无法传递扭矩。因此，在再生制动扭矩超过变速器的可传递扭矩时，控制器使处理转入步骤S6，以变速器的可传递扭矩对再生制动扭矩进行限制。
图3是表示本发明所涉及的车辆的再生制动控制装置的控制器所执行的再生制动扭矩运算的流程图。
在步骤S41中，控制器对协同再生避免条件是否成立进行判定。具体地说，在作为再生制动扭矩采用在步骤S3中运算出的驾驶者要求制动扭矩的情况下，在驾驶者要求制动扭矩减小时，使协同再生避免条件成立。如果协同再生避免条件不成立，则控制器使处理转入步骤S42，如果协同再生避免条件成立，则控制器使处理转入步骤S43。
在步骤S42中，控制器对再生制动扭矩的响应速度进行限制，以使其与摩擦制动的制动速度匹配，并对再生制动扭矩进行运算。在摩擦制动的响应速度与再生制动相比较慢的系统中，可能会由于响应速度的差而产生冲击，但通过按照上述方式对再生制动扭矩的响应速度进行限制，从而能够防止冲击。
在步骤S43中，控制器解除再生制动扭矩的响应速度限制。具体地说，如果驾驶者要求制动扭矩急剧减小（即，如果驾驶者立即将脚从制动器踏板松开），则使再生制动扭矩立即为零即可。
存在通过再生制动对车辆进行制动并且对车辆的运动能量进行再生的系统。在这种情况下，存在摩擦制动的响应速度与再生制动相比较慢的系统。在这种系统中，可能会由于响应速度的差而产生冲击。因此，通过使再生制动的响应速度延迟而与摩擦制动的响应速度匹配，从而防止冲击。
但是，存在在驾驶者持续踩踏制动器踏板后突然将脚从制动器踏板松开的情况。本发明人研究发现，如果在这种情况下仍使再生制动器的响应速度延迟，则会产生即使驾驶者将脚从制动器踏板松开，也会感到制动器未松开的不适感。
因此，本发明人如本实施方式所示，不使再生制动的响应速度延迟。由此，不会使驾驶者感到不必要的不适感。
（第2实施方式）
图4是表示本发明所涉及的车辆的再生制动控制装置的控制器所执行的再生制动扭矩的响应速度限制解除程序的第2实施方式的流程图。
在第1实施方式中，在采用在步骤S3中运算出的驾驶者要求制动扭矩作为再生制动扭矩的情况下，在驾驶者要求制动扭矩减小时，使协同再生避免条件成立（步骤S41）。并且，在协同再生避免条件成立时，立即使再生制动扭矩为零（步骤S43）。
与此相对，在本实施方式中，在步骤S41中，控制器在电动发电机故障或变速器故障等系统异常时，对协同再生避免条件的成立进行判定。
并且，在系统异常时，在步骤S431中，控制器判定该系统异常是否是能够施加再生制动扭矩的模式。所谓能够施加再生制动扭矩的模式，是指例如变速器故障而无法变速的模式（即，变速比固定的模式）。所谓无法施加再生制动扭矩的模式，是指例如电动发电机故障的模式。另外，例如在多个控制器之间进行通信而进行综合控制的情况下，无法通信的情况也会成为无法施加再生制动扭矩的模式。
在系统异常是能够施加再生制动扭矩的模式时，控制器使处理转入步骤S432，在系统异常是无法施加再生制动扭矩的模式时，使处理转入步骤S433。
在步骤S432中，控制器解除再生制动扭矩的响应速度限制而使再生制动扭矩逐渐减小至零。
在步骤S433中，控制器解除再生制动扭矩的响应速度限制而立即使再生制动扭矩为零。
根据本实施方式，在存在系统异常时，不使再生制动的响应速度延迟。并且，在无法施加再生制动扭矩时，即使进行再生制动扭矩的响应速度限制，也只是徒然浪费处理时间，因此，解除再生制动扭矩的响应速度限制而使再生制动扭矩立即变为零。由此能够快速应对。另外，在能够施加再生制动扭矩时，解除再生制动扭矩的响应速度限制而使再生制动扭矩逐渐减小至零。由此能够避免急剧变化，能够无冲击地确保制动力。
以上对于本发明的实施方式进行了说明，但上述实施方式不过示出了本发明的应用例的一部分，其主旨并不是将本发明的技术范围限定于上述实施方式的具体结构。
例如，在图1中，使电动发电机5及驱动轮2可断开地接合的第2离合器7安装在电动发电机5及自动变速器3之间，并且内置在自动变速器3内。但是，并不限定于这种构造，如图5A所示，也可以与自动变速器3分开而设置在自动变速器3的外部。另外，如图5B所示，也可以安装在自动变速器3和差动齿轮装置8之间。使用上述结构也能够与上述同样地起作用。
另外，在上述实施方式中，以通过内燃发动机及电动发电机对驱动轮进行驱动的所谓混合动力车辆为例进行了说明，但也能够应用于通过电动发电机对驱动轮进行驱动的电动车辆。
此外，上述实施方式能够适当进行组合。
本申请要求基于2010年10月22向日本国特许厅申请的特愿2011－237539的优先权，该申请的全部内容通过参照而记载在本说明书中。

Claims (4)

1.一种车辆的再生制动控制装置，其包含：
驾驶者要求制动扭矩运算部，其基于驾驶者的制动器踏板操作，运算驾驶者所要求的制动扭矩；以及
再生制动扭矩运算部，其基于车速及运算出的驾驶者要求制动扭矩，以与摩擦制动的制动速度匹配的方式，对再生制动扭矩的响应速度进行限制而运算再生制动扭矩，在驾驶者要求制动扭矩减小的情况下，解除再生制动扭矩的响应速度的限制而运算再生制动扭矩。
2.根据权利要求1所述的车辆的再生制动控制装置，其中，
在系统存在异常的情况下，所述再生制动扭矩运算部解除再生制动扭矩的响应速度的限制。
3.根据权利要求2所述的车辆的再生制动控制装置，其中，
所述再生制动扭矩运算部，在所述系统异常为能够施加再生制动扭矩的模式时，使再生制动扭矩逐渐减小至零，在所述系统异常为无法施加再生制动扭矩的模式时，使再生制动扭矩立即为零。
4.根据权利要求1至3中任一项所述的车辆的再生制动控制装置，其中，
还包含再生制动扭矩限制部，其在通过所述再生制动扭矩运算部求出的再生制动扭矩超过变速器的可传递扭矩时，将变速器的可传递扭矩设为再生制动扭矩。
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