CN103370220B - 车辆用控制装置 - Google Patents
车辆用控制装置 Download PDFInfo
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Abstract
控制单元(17)具备执行分配油压制动力和再生制动力的再生协调控制的再生协调控制单元(17D)和算出车速的车速算出单元(17E),基于由加速操作量检测单元(32)检测到的加速操作量和由车速算出单元(17E)算出的车速来算出基本目标驱动力,将上述基本目标驱动力加上与由再生协调控制单元(17D)分配的再生制动力相当的值作为由电动机(4、5)产生的目标驱动力。由此,根据驾驶者的制动操作减小车辆行驶中的爬行驱动力,因此能减小功耗。
Description
技术领域
本发明涉及车辆用控制装置,特别是涉及在将电动机作为动力源的电动车辆中兼用油压制动力和再生制动力来产生车辆制动力的车辆用控制装置。
背景技术
在车辆中,有具备发动机和该发动机以外的电动机作为驱动源,作为用于提高燃料效率的电动车辆的所谓混合动力车辆。
在该混合动力车辆中,利用电动机产生在自动变速车辆中多用的爬行驱动力,确保对于从自动变速车辆换乘的用户没有不协调感的驾驶性能。
现有技术文献
专利文献
专利文献1:特开平11-69508号公报
专利文献2:特开2000-102113号公报
专利文献3:特开2000-13904号公报
专利文献1的电动汽车的爬行转矩控制装置在具备3轴式的动力输入输出单元的混合动力车辆中降低发动机的输出和电动机的反作用力转矩而使爬行转矩减小,进行适当的爬行转矩控制,并且不损害后退时的操作性,防止由爬行转矩引起的能量的不必要的消耗。
专利文献2的电动汽车的爬行力产生装置在停车后,以爬行界限车速以下的车速后退、前进的情况下,将制动踏板的踏入状态设为规定值以下而产生爬行力,这在抑制不必要的电动机工作的情况下产生爬行力。
专利文献3的电动汽车的转矩控制装置具备再生协调系统,在减速时,驾驶者想要使车辆停止的意图明显的情况下,到车辆停止紧前为止进行电动机的再生运转。
发明内容
发明要解决的问题
但是,以往,在具备再生协调系统的混合动力车辆中,将再生制动力和油压制动力分配于预先确定的最大再生力中,因此在低车速行驶中进行制动操作时的目标驱动力为正的驱动力,即能爬行行驶的驱动力的情况下,驱动力不会減小,只通过油压制动力进行減速。
因此,存在以下问题:不能减小车辆行驶中的减速时的功耗,另外,若停车时减小爬行力,则在以往靠爬行力应当能停车的上坡路上,由于车辆的制动力降低而使车辆后退。
因此,本发明提供减小车辆行驶中的减速时的功耗并且防止在上坡路的车辆的后退的车辆用控制装置。
用于解决问题的方案
本发明是车辆用控制装置,设有驱动车轮并且产生再生制动力的电动机,设有产生油压制动力的油压制动单元,设有检测制动操作量的制动操作量检测单元,设有控制单元,上述控制单元具备:请求制动力算出单元,其基于由该制动操作量检测单元检测到的制动操作量算出车辆制动的请求值;以及再生协调控制单元,其基于由该请求制动力算出单元算出的车辆制动的请求值执行分配油压制动力和再生制动力的再生协调控制,上述车辆用控制装置的特征在于,设有检测加速操作量的加速操作量检测单元,上述再生协调控制单元随着由上述制动操作量检测单元检测到的制动操作量的增大而增大再生制动力,上述控制单元具备算出车速的车速算出单元,基于由上述加速操作量检测单元检测到的加速操作量和由上述车速算出单元算出的车速来算出基本目标驱动力,将上述基本目标驱动力加上与由上述再生协调控制单元分配的再生制动力相当的值作为由上述电动机产生的目标驱动力,上述再生协调控制单元通过从上述基本目标驱动力减去最大再生制动力算出能再生制动力,根据车辆制动的请求值,将再生制动力和油压制动力分配在能再生制动力的范围,并且在由上述车速算出单元算出的车速表示为零或者后退时,将再生制动力设为零,将油压制动力设为与车辆制动的请求值相等。
发明效果
本发明的车辆用控制装置能减小车辆行驶中的减速时的功耗,并且能防止在上坡路的车辆的后退。
附图说明
图1是车辆用控制装置的系统构成图。(实施例)
图2是车辆用控制装置的控制框图。(实施例)
图3是电动机控制的流程图。(实施例)
图4是由再生协调控制单元进行的控制的流程图。(实施例)
图5是示出由车速引起的能再生制动力的变化的图。(实施例)
图6是示出停车过程中的驱动力、制动力的动态的图。(实施例)
图7是示出车速为0km/h(包含车速<0km/h)时的油压制动力的变化的图。(实施例)
具体实施方式
本发明通过根据驾驶者的制动操作减小车辆行驶中的爬行驱动力,实现减小车辆行驶中的减速时的功耗并且防止在上坡路车辆后退的目的。
实施例
图1~图7示出本发明的实施例。
在图1中,1是作为电动车辆的混合动力车辆的车辆用控制装置。
车辆用控制装置1具备:发动机2的输出轴3,发动机2作为输出转矩的驱动源;作为多个电动机的第一电动机4和第二电动机5;驱动轴8,其经由输出传递机构7连接到作为车轮的驱动轮6;以及动力传递机构(差动齿轮机构)9,其分别联接到发动机2的输出轴3、作为多个电动机的第一电动机4和第二电动机5、以及驱动轴8。第一电动机4、第二电动机5驱动作为动力传递机构9的输出轴的驱动轮6,并且产生再生制动力。
在发动机2的输出轴3的中部,在发动机2侧,具备单向离合器10。该单向离合器10防止发动机2反转,另外,在EV(电动车辆)行驶时接受第二电动机5的转矩反作用力。
第一电动机4包括第一转子11和第一定子12。第二电动机5包括第二转子13和第二定子14。
另外,车辆用控制装置1具备:对第一电动机4进行工作控制的第一逆变器15、对第二电动机5进行工作控制的第二逆变器16、以及与第一逆变器15和第二逆变器16联络的控制单元(ECU)17。
第一逆变器15连接到第一电动机4的第一定子12。第二逆变器16连接到第二电动机5的第二定子14。
第一逆变器15和第二逆变器16的各电源端子连接到电池(驱动用高电压电池)18。该电池18能与第一电动机4和第二电动机5进行电力的交换。即,在动力运转(将动力传递到车轮(驱动轮)来进行加速或者由于上坡而保持均衡速度)时,电力从电池18经由第一逆变器15和第二逆变器16提供给第一电动机4和第二电动机5,另一方面,在再生时,通过第一逆变器15和第二逆变器16对电池18充电。
在该车辆用控制装置1中,利用来自发动机2和第一电动机4、第二电动机5的输出,对混合动力车辆进行驱动控制。
动力传递机构9是所谓的4轴式的动力输入输出装置,配置有发动机2的输出轴3和驱动轴8,另外,配置有发动机2侧的第一电动机4和驱动轴8侧的第二电动机5,将发动机2的动力、第一电动机4的动力以及第二电动机5的动力合成并输出到驱动轴8,在发动机2、第一电动机4、第二电动机5以及驱动轴8之间进行动力的交接。
动力传递机构9是将彼此的2个旋转元件联接的第一行星齿轮机构19和第二行星齿轮机构20并列设置而构成的。
第一行星齿轮机构19具备:第一太阳轮21、与该第一太阳轮21啮合的第一小齿轮22、与该第一小齿轮22啮合的第一环形齿轮23、与第一小齿轮22联接的第一齿轮架24、以及与第一环形齿轮23联接的输出齿轮25。
第二行星齿轮机构20具备:第二太阳轮26、与该第二太阳轮26啮合的第二小齿轮27、与该第二小齿轮27啮合的第二环形齿轮28、以及与第二小齿轮27联接的第二齿轮架29。
在动力传递机构9中,第一行星齿轮机构19的第一齿轮架24与发动机2的输出轴3联接。另外,第二行星齿轮机构20的第二齿轮架29与第一行星齿轮机构19的第一环形齿轮23和输出齿轮25联接。
第一太阳轮21经由第一电动机输出轴30连接着第一电动机4的第一转子11。第一齿轮架24、第二太阳轮26连接着发动机2的输出轴3。第一环形齿轮23、第二齿轮架29经由输出齿轮25和输出传递机构7连接着驱动轴8。第二环形齿轮28经由第二电动机输出轴31连接着第二电动机5的第二转子13。
也就是说,在动力传递机构9中,第一行星齿轮机构19的第一齿轮架24和第二行星齿轮机构20的第二太阳轮26结合而与发动机2的输出轴3连接,第一行星齿轮机构19的第一环形齿轮23和第二行星齿轮机构20的第二齿轮架29结合而与驱动轴8连接,将第一电动机4连接到第一行星齿轮机构19的第一太阳轮21,将第二电动机5连接到第二行星齿轮机构20的第二环形齿轮28,在发动机2、第一电动机4、第二电动机5以及驱动轴8之间进行动力的交接。
控制单元17与将加速踏板的踏入量作为加速操作量进行检测的加速操作量检测单元32、将制动踏板的踏入量作为制动操作量进行检测的制动操作量检测单元33、以及检测发动机旋转速度的发动机旋转速度检测单元34联络。
另外,控制单元17与空气量调整机构35、燃料提供机构36、以及点火时期调整机构37联络以控制发动机2。
如图1、图2所示,控制单元17具备:与加速操作量检测单元32联络的基本目标驱动力算出单元17A、与该基本目标驱动力算出单元17A及第一逆变器15、第二逆变器16联络的目标驱动力算出单元17B、与制动操作量检测单元33联络的请求制动力算出单元17C、与该请求制动力算出单元17C及目标驱动力算出单元17B联络的再生协调控制单元17D、以及与基本目标驱动力算出单元17A及再生协调控制单元17D联络的车速算出单元17E。再生协调控制单元17D与产生油压制动力的油压制动单元38联络。车速算出单元17E与检测第一电动机4、第二电动机5的旋转速度(电动机旋转速度)的电动机旋转速度检测单元39联络。
基本目标驱动力算出单元17A基于由加速操作量检测单元32检测到的加速操作量和由车速算出单元17E算出的车速来算出基本目标驱动力,将该基本目标驱动力输出到目标驱动力算出单元17B。因此,将包括加速操作量和车速的基本目标驱动力映射M预先设定在基本目标驱动力算出单元17A中。
目标驱动力算出单元17B基于基本目标驱动力和再生制动力算出目标驱动力,将该目标驱动力输出到第一逆变器15、第二逆变器16。
请求制动力算出单元17C基于由制动操作量检测单元33检测到的制动操作量算出车辆制动的请求值,将该车辆制动的请求值输出到再生协调控制单元17D。
再生协调控制单元17D基于由请求制动力算出单元17C算出的车辆制动的请求值执行分配油压制动力和再生制动力的再生协调控制,将油压制动力输出到油压制动单元38,并且将再生制动力输出到目标驱动力算出单元17B。
如图6、图7所示,再生协调控制单元17D根据由制动操作量检测单元33检测到的制动操作量来增大再生制动力。另外,再生协调控制单元17D在由车速算出单元17E算出的车速表示为零或者后退时将再生制动力设为零,将油压制动力设为与车辆制动的请求值相等。而且,再生协调控制单元17D在将再生制动力设为零,将油压制动力设为与车辆制动的请求值相等的情况下,使油压制动力以预先设定的变化率变化。
车速算出单元17E根据第一电动机4、第二电动机5的旋转速度算出车速,将该车速输出到基本驱动力算出单元17A和再生协调控制单元17D。
并且,控制单元17基于由加速操作量检测单元32检测到的加速操作量和由车速算出单元17E算出的车速来算出基本目标驱动力,通过将基本目标驱动力加上与由再生协调控制单元17D分配的再生制动力相当的值来设定由第一电动机4、第二电动机5产生的目标驱动力。
即,在该实施例中,在具有控制摩擦制动和电动机再生以使车辆制动力的请求值为再生制动力和油压制动力的和的再生协调控制单元17D的混合动力车辆中,在低车速区域,根据将加速操作量和车速作为参数而预先设定的基本目标驱动力映射M算出基本目标驱动力,使得即使加速操作量为零(0)也有前进的驱动力而能爬行行驶,在包含车辆停止时的低车速区域,由再生协调控制单元17D算出再生指令值,将基本目标驱动力加上再生指令值来设定目标驱动力,在车速为0Km/h以下的情况下,利用再生协调控制单元17D产生与再生指令值相当的油压制动力。
下面基于图3的流程图说明该实施例的电动机控制。
该图3的例程被周期性地执行。
如图3所示,当控制单元17的程序开始时(步骤101),首先,根据第一电动机4、第二电动机5的旋转速度算出车速(步骤102),使用检测到的加速操作量和算出的车速,根据预先设定的基本目标驱动力映射M算出基本目标驱动力(步骤103),从再生协调控制单元17D取得再生指令值(步骤104),将基本目标驱动力加上再生指令值算出目标驱动力(步骤105)。
并且,判断车速是否大于0km/h(步骤106)。
在该步骤106为“是”,车速大于0km/h的情况下,将油压增加指令设为“无”(步骤107)。
另一方面,在上述步骤106为“否”,车速为0km/h以下的情况下,将油压增加指令设为“有”(步骤108)。在此,车速为0km/h以下意味着车速为0km/h的停车状态和车速不足0km/h的车辆后退状态,即,在上坡路车辆后退的状态等。
在上述步骤107的处理后或者上述步骤108的处理后,为了针对车辆制动的请求值降低爬行驱动力,用上述的目标驱动力对第一电动机4、第二电动机5进行驱动控制(步骤109)(参照图6),返回程序(步骤110)。
然后,基于图4的流程图说明用于控制油压制动力的再生协调控制单元17D。
该图4的例程被周期性地执行。
如图4所示,当控制单元17的程序开始时(步骤201),首先,取得车辆制动的请求值(步骤202),从加速操作量为零(0)时的基本目标驱动力减去最大再生制动力取得能再生制动力(步骤203)(参照图5),根据车辆制动的请求值,将再生制动力和油压制动力分配在能再生制动力的范围(步骤204),将再生制动力作为再生指令值来指示(步骤205),取得上述所判定的油压增加指令(步骤206)。
并且,判断是否有油压增加指令(步骤207)。
在该步骤207为“是”,有油压增加指令的情况下,将再生制动力设为0%,将油压制动力分配为100%(参照图7的H1),利用该制动力分配来算出油压制动力(步骤208),以规定的变化率增加油压制动力的增加率(步骤209)。
另一方面,在上述步骤207为“否”,无油压增加指令的情况下,进行任意的制动力分配(步骤210)(参照图5、图6)。
并且,在上述步骤209的处理后或者上述步骤210的处理后,进行与油压制动力相应的油压控制(步骤211),返回程序(步骤212)。
以上说明了本发明的实施例,将上述实施例的构成套用到每个权利要求来进行说明。
在该实施例中,再生协调控制单元17D随着由制动操作量检测单元33检测到的制动操作量的增大而增大再生制动力。控制单元17具备算出车速的车速算出单元17E,基于由加速操作量检测单元32检测到的加速操作量和由车速算出单元17E算出的车速来算出基本目标驱动力,将基本目标驱动力加上与由再生协调控制单元17D分配的再生制动力相当的值作为由电动机4、5产生的目标驱动力。再生协调控制单元17D从基本目标驱动力减去最大再生制动力算出能再生制动力,根据车辆制动的请求值,将再生制动力和油压制动力分配在能再生制动力的范围,并且在由车速算出单元17E算出的车速表示为零或者后退时,将再生制动力设为零,将油压制动力设为与车辆制动的请求值相等。
通过这样的构成,在该实施例中,从基本目标驱动力减去最大再生制动力算出能再生制动力,根据车辆制动的请求值,将再生制动力和油压制动力分配在能再生制动力的范围,因此能防止再生制动力过大,另外,在车速表示为零或者后退时,将再生制动力设为零,将油压制动力设为与车辆制动的请求值相等,因此,在上坡路,能减小爬行驱动力并且防止车辆后退。
工业上的可利用性
本发明的车辆用控制装置不限于混合动力车辆,能应用于电动汽车等其它电动车辆。
附图标记说明
1车辆用控制装置
2发动机
4第一电动机
5第二电动机
6驱动轮(车轮)
8驱动轴
9动力传递机构
15第一逆变器
16第二逆变器
17控制单元
17A基本目标驱动力算出单元
17B目标驱动力算出单元
17C请求制动力算出单元
17D再生协调控制单元
17E车速算出单元
18电池
32加速操作量检测单元
33制动操作量检测单元
34发动机旋转速度检测单元
38油压制动单元
39电动机旋转速度检测单元
Claims (1)
1.一种车辆用控制装置,设有驱动车轮并且产生再生制动力的电动机,设有产生油压制动力的油压制动单元,设有检测制动操作量的制动操作量检测单元,设有控制单元,上述控制单元具备:请求制动力算出单元,其基于由该制动操作量检测单元检测到的制动操作量算出车辆制动的请求值;以及再生协调控制单元,其基于由该请求制动力算出单元算出的车辆制动的请求值执行分配油压制动力和再生制动力的再生协调控制,上述车辆用控制装置的特征在于,设有检测加速操作量的加速操作量检测单元,上述再生协调控制单元随着由上述制动操作量检测单元检测到的制动操作量的增大而增大再生制动力,上述控制单元具备算出车速的车速算出单元,基于由上述加速操作量检测单元检测到的加速操作量和由上述车速算出单元算出的车速来算出基本目标驱动力,将上述基本目标驱动力加上与由上述再生协调控制单元分配的再生制动力相当的值作为由上述电动机产生的目标驱动力,上述再生协调控制单元通过从上述基本目标驱动力减去最大再生制动力算出能再生制动力,根据车辆制动的请求值,将再生制动力和油压制动力分配在能再生制动力的范围,并且在由上述车速算出单元算出的车速表示为零或者后退时,将再生制动力设为零,将油压制动力设为与车辆制动的请求值相等。
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JP6361916B2 (ja) * | 2014-07-11 | 2018-07-25 | 日立オートモティブシステムズ株式会社 | 車両制御装置および車両制御方法 |
JP6314800B2 (ja) | 2014-11-14 | 2018-04-25 | トヨタ自動車株式会社 | 制動力制御システムおよび車両、並びに制動力制御方法 |
JP6414031B2 (ja) * | 2015-11-20 | 2018-10-31 | トヨタ自動車株式会社 | ハイブリッド自動車 |
JP6730668B2 (ja) * | 2016-03-30 | 2020-07-29 | 三菱自動車工業株式会社 | 車両の走行駆動装置 |
KR102353346B1 (ko) * | 2017-01-31 | 2022-01-18 | 현대자동차주식회사 | 차량의 제동 제어 장치 및 방법 |
WO2021220694A1 (ja) * | 2020-04-28 | 2021-11-04 | 三菱自動車工業株式会社 | 車両用制動装置 |
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US20140058640A1 (en) | 2014-02-27 |
WO2012105043A1 (ja) | 2012-08-09 |
US9290169B2 (en) | 2016-03-22 |
CN103370220A (zh) | 2013-10-23 |
JP5668946B2 (ja) | 2015-02-12 |
JPWO2012105043A1 (ja) | 2014-07-03 |
DE112011104842T5 (de) | 2013-11-07 |
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