CN104822924B - 车辆的控制系统 - Google Patents
车辆的控制系统 Download PDFInfo
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Classifications
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- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
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- 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
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- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- Biomedical Technology (AREA)
- General Health & Medical Sciences (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
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Abstract
对车辆的驱动转矩进行控制的PM‑ECU通过驾驶员操作起动开关而停止,通过驾驶员再次操作起动开关而起动。在由于操作了起动开关而使PM‑ECU停止之后,当再次操作起动开关时PM‑ECU起动,并限制车辆的驱动转矩。PM‑ECU因油门踏板的操作量下降而解除驱动转矩的限制。
Description
技术领域
本发明涉及车辆的控制系统,尤其是涉及对车辆的驱动转矩进行限制的技术。
背景技术
作为对搭载于车辆的动力传动系统等进行控制的电子控制装置,使用ECU(Electronic Control Unit)。例如,当使用者(驾驶员)对点火装置开关(或起动开关)进行接通操作时,ECU起动,当进行断开操作时,ECU停止。在行驶过程中对这样的点火装置开关进行断开操作,然后进行了接通操作的情况下,可认为通过使暂时停止的动力传动系统再起动,由此再次产生失去的驱动转矩。
作为防止因再次产生的驱动转矩引起的冲击的对策的一例,日本特开2004-92623号公报(专利文献1)在说明书摘要等中,公开了如下内容:在行驶过程中发生了发动机停转时,若节气门开度为预定值以下,则将起动继电器设为接通,由此容许发动机起动。
专利文献1:日本特开2004-92623号公报
发明内容
然而,当以节气门开度为预定值以下的状态这一情况为前提而容许发动机起动时,例如若即使驾驶员对开关进行操作但发动机也未起动,则驾驶员必须暂时使油门踏板返回,再次对开关进行操作。因此,在行驶过程中应进行的操作会复杂化。
本发明为了解决上述的课题而作出,其目的在于避免意外地产生驱动转矩,并以较少的操作再次产生驱动转矩。
在第一方案记载的发明中,通过驾驶员操作油门踏板而行驶的车辆的控制系统具备:对车辆的驱动转矩进行控制的控制装置;及驾驶员为了使控制装置起动及停止而进行操作的开关。在通过操作了开关而使控制装置停止之后,当在车辆的行驶期间再次对开关进行操作时,控制装置进行再起动,并且,当在再起动时操作了油门踏板时,控制装置限制车辆的驱动转矩,控制装置因油门踏板的操作量下降而解除驱动转矩的限制。
根据第一方案记载的发明,只要驾驶员持续踩踏油门踏板,就限制驱动转矩,另一方面,通过使油门踏板暂时返回,无需再次操作开关而能够实现所希望的驱动转矩。因此,能够避免意外地产生驱动转矩,并且能够以较少的操作再次产生驱动转矩。
在第二方案记载的发明中,在通过操作开关而使控制装置停止之后,当为了使控制装置再起动而操作了开关时,若油门开度或节气门开度为预定值以上,控制装置则限制车辆的驱动转矩。若油门开度或节气门开度减小到小于预定值,则控制装置解除驱动转矩的限制。
根据第二方案记载的发明,能够使用油门开度或节气门开度这样的数值来处理对油门踏板的操作状态的判定。由此,能够由ECU等运算装置判定对油门踏板的操作状态。
在第三方案记载的发明中,当在油门开度或节气门开度仍为预定值以上的状态下车辆停车时,控制装置停止。
根据第三方案记载的发明,能够防止在停车后再次产生驱动转矩而车辆意外起步这一情况。
在第四方案记载的发明中,当在油门开度或节气门开度仍为预定值以上的状态下车辆停车、且驾驶员从车辆出来时,控制装置停止。
根据第四方案记载的发明,能够防止在停车后驾驶员离开车辆时再次产生驱动转矩而车辆意外起步这一情况。
在第五方案记载的发明中,当在油门开度或节气门开度仍为预定值以上的状态下车辆停车时,若驻车制动器被操作以产生制动力、或者档位为驻车档,则控制装置维持起动后的状态。
根据第五方案记载的发明,若车辆没有意外起步的可能性,则按照驾驶员的开关操作,能够事先使控制装置起动。
发明效果
只要驾驶员持续踩踏油门踏板,就限制驱动转矩,另一方面,通过使油门踏板暂时返回,无需再次操作开关而能够实现所希望的驱动转矩。因此,能够避免意外产生驱动转矩,并能够以较少的操作再次产生驱动转矩。
附图说明
图1是表示混合动力车的概略结构图。
图2是表示动力分配机构的共线图的图。
图3是表示到PM-ECU停止为止的待机时间ΔT的图。
图4是表示车辆的行驶过程中的PM-ECU的状态的变化的时间图。
图5是表示停车前后的PM-ECU的状态的变化的时间图。
图6是表示PM-ECU执行的处理的流程图(其1)。
图7是表示PM-ECU执行的处理的流程图(其2)。
图8是表示PM-ECU执行的处理的流程图(其3)。
图9是表示PM-ECU执行的处理的流程图(其4)。
具体实施方式
以下,参照附图,说明本发明的实施方式。在以下的说明中,对于同一部件标注同一附图标记。它们的名称及功能也相同。因此,不重复关于它们的详细的说明。
参照图1,混合动力车具备发动机100、第一电动发电机110、第二电动发电机120、动力分配机构130、减速器140、蓄电池150。该车辆的动力传动系统包括发动机100、第一电动发电机110、第二电动发电机120。
混合动力车通过来自发动机100及第二电动发电机120中的至少任一方的驱动力而行驶。另外,也可以取代混合动力车,使用除此之外的仅利用来自马达的驱动力行驶的电动车或燃料电池车。也可以使用仅具有发动机作为驱动源的车辆。
发动机100、第一电动发电机110及第二电动发电机120经由动力分配机构130而连接。发动机100产生的动力由动力分配机构130分配成两条路径。一条路径是经由减速器140而驱动前轮160的路径。另一条路径是驱动第一电动发电机110进行发电的路径。
第一电动发电机110是具备U相线圈、V相线圈及W相线圈的三相交流旋转电机。第一电动发电机110通过由动力分配机构130分配后的发动机100的动力进行发电。由第一电动发电机110发电产生的电力根据车辆的行驶状态、蓄电池150的SOC(State Of Charge)的状态而分开使用。例如,在通常行驶时,由第一电动发电机110发电产生的电力直接成为驱动第二电动发电机120的电力。另一方面,在蓄电池150的SOC低于预先规定的值的情况下,由第一电动发电机110发电产生的电力蓄积于蓄电池150。
第二电动发电机120是具备U相线圈、V相线圈及W相线圈的三相交流旋转电机。第二电动发电机120通过蓄积于蓄电池150的电力及由第一电动发电机110发电产生的电力中的至少任一电力进行驱动。
第二电动发电机120的驱动力经由减速器140向前轮160传递。由此,第二电动发电机120对发动机100进行辅助,或者通过来自第二电动发电机120的驱动力来使车辆行驶。另外,也可以取代前轮160或者在前轮160的基础上对后轮进行驱动。
在混合动力车的再生制动时,经由减速器140通过前轮160来驱动第二电动发电机120,第二电动发电机120作为发电机而工作。由此,第二电动发电机120作为将制动能量转换成电力的再生制动器而工作。由第二电动发电机120发电产生的电力蓄积于蓄电池150。
动力分配机构130由包括太阳轮、小齿轮、行星轮架、齿圈的行星齿轮构成。小齿轮与太阳轮及齿圈卡合。行星轮架将小齿轮支撑为能够自转。太阳轮与第一电动发电机110的旋转轴连接。行星轮架与发动机100的曲轴连接。齿圈与第二电动发电机120的旋转轴及减速器140连接。
发动机100、第一电动发电机110及第二电动发电机120通过由行星齿轮构成的动力分配机构130来连接,由此发动机100、第一电动发电机110及第二电动发电机120的转速如图2所示在共线图中处于由直线连接的关系。
返回到图1,蓄电池150是由多个单电池构成的电池组。蓄电池150例如将多个单电池一体化而成的蓄电池模块进一步串联连接多个而构成。蓄电池150是例如锂离子蓄电池。充满电时的蓄电池150的电压例如为200V左右。
在本实施方式中,发动机100由EFI(Electronic Fuel Injection)-ECU170控制。第一电动发电机110及第二电动发电机120由MG(Motor Generator)-ECU172控制。EFI-ECU170及MG-ECU172以能够与PM(Power train Manager)-ECU174双向通信的方式连接。
PM-ECU174具有对EFI-ECU170及MG-ECU172进行管理的功能。例如,通过来自PM-ECU174的指令信号,来控制EFI-ECU170及MG-ECU172的起动(电源接通)及停止(电源断开)。
另外,PM-ECU174对EFI-ECU170指示发动机100的目标输出及目标转矩等,对MG-ECU172指示第一电动发电机110的发电电力及第二电动发电机120的驱动电力等。由此,PM-ECU174相当于对车辆的动力传动系统进行集中控制的控制装置。作为一例,PM-ECU174根据使用者对油门踏板180的操作量(也记为油门开度)来确定车辆的驱动转矩,对EFI-ECU170及MG-ECU172发出指令以实现确定出的驱动转矩。油门开度由油门开度传感器182检测。PM-ECU174的起动及停止由电源ECU176管理。
电源ECU176判断使用者(驾驶员)是否操作了起动开关178,根据使用者对起动开关178的操作,生成IG接通信号或IG断开信号,并向PM-ECU174输出。作为一例,电源ECU176通过由于使用者对起动开关178进行操作而变化的电压,来判断使用者是否操作了起动开关178。另外,判断使用者是否操作了起动开关178的方法中,只要利用用于判断是否操作了开关的一般的方法即可,因此在此不重复其详细说明。
在本实施方式中,作为一例,当在PM-ECU174停止的状态下使用者操作起动开关178时,电源ECU176生成IG接通信号。当从电源ECU176被输入IG接通信号时,PM-ECU174起动。
另一方面,当在PM-ECU174起动的状态下使用者操作起动开关178时,电源ECU176生成IG断开信号。如图3所示,PM-ECU174在从电源ECU176将IG断开信号持续输入预定待机时间ΔT之前的期间维持起动状态,当从电源ECU176将IG断开信号持续输入预定待机时间ΔT以上时停止。
在本实施方式中,即使在车辆行驶过程中,通过使用者操作起动开关178,也能够进行PM-ECU174的停止及起动。在本实施方式中,如图4所示,在通过操作了起动开关178而使PM-ECU174停止之后,当为了使PM-ECU174再起动而操作起动开关178时,该PM-ECU174起动,并限制车辆的驱动转矩。例如使驱动转矩为零或者限制成上限值以下,与根据油门开度而确定的驱动转矩未被限制的情况相比降低。而且,PM-ECU174因油门踏板180的操作量下降而解除驱动转矩的限制。
更具体而言,在通过操作了起动开关178而使PM-ECU174停止之后,在为了使PM-ECU174再起动而操作起动开关178时,当油门开度为预定值以上时,PM-ECU174限制车辆的驱动转矩。当油门开度比预定值小时,PM-ECU174解除驱动转矩的限制。
因此,驾驶员只要持续踩踏油门踏板180就限制驱动转矩,另一方面,通过使油门踏板180暂时返回,无需再次操作起动开关178而能够实现所希望的驱动转矩。因此,能够避免意外地产生驱动转矩,并能够以较少的操作再次产生驱动转矩。
另外,也可以取代油门开度而使用节气门开度。尤其是在仅搭载发动机100作为驱动源的车辆中,可以取代油门开度而使用节气门开度。
如上所述,PM-ECU174通过起动开关178的操作而起动,但是如图5所示,在油门开度(或节气门开度)保持为预定值以上而车辆停车的情况下,PM-ECU174停止。由此,能够防止以下情况:在停车时驾驶员由于将脚从油门踏板180离开而解除驱动转矩的限制,其结果是由于产生的爬行转矩而车辆意外地起步。
可以将PM-ECU174构成为,在油门开度(或节气门开度)为预定值以上而车辆停车、且驾驶员从车辆出来的情况下,PM-ECU174停止。在该例子中,PM-ECU174构成为,在油门开度(或节气门开度)保持预定值以上而车辆停车时,当驻车制动器(未图示)被操作以产生制动力或者通过换挡杆(未图示)等选择的档位为驻车(P)档时,PM-ECU174维持起动的状态。驾驶员从车辆出来这一情况例如只要通过驾驶席的载荷传感器成为断开这一情况、驾驶席侧的车门打开这一情况来检测即可。
此外,PM-ECU174构成为,在油门开度(或节气门开度)保持预定值以上而车辆停车的情况下,若未操作制动踏板180而解除驻车制动器且档位为除驻车档以外的档位,则PM-ECU174停止。
参照图6,说明PM-ECU174执行的处理。
在步骤(以下将步骤简称为S)100中,当被输入IG接通信号时,在S102中,PM-ECU174起动。在起动后,在S104中,判断车辆是否处于行驶过程中。车辆是否处于行驶过程中例如通过车速是否大于零来判断。车速例如根据车轮的旋转速度等来检测。
当车辆处于行驶过程中时(S104为“是”),在S106中,判断油门开度是否为预定值以上。若油门开度为预定值以上(S106为“是”),则在S108中,限制驱动转矩。
然后,若油门开度小于预定值(S110为“是”),则在S112中,解除驱动转矩的限制。若被输入IG断开信号(S114为“是”),则在S116中,PM-ECU174停止。
虽然油门开度保持预定值以上(S110为“否”)但车辆停车时(S118为“是”),在S116中,PM-ECU174停止。此外,当被输入IG断开信号时(S120为“是”),在S116中,PM-ECU174停止。
如图7所示,也可以构成为,在油门开度保持预定值以上而车辆停车(S118为“是”)且驾驶员从车辆出来的情况下(S122为“是”),PM-ECU174停止。
另外,如图8所示,也可以将PM-ECU174构成为,在油门开度保持预定值以上而车辆停车时(S118为“是”),当操作驻车制动器以产生制动力或者档位为驻车档(S124为“是”)时,PM-ECU174不停止而维持起动的状态。
此外,如图9所示,也可以将PM-ECU174构成为,在油门开度保持预定值以上而车辆停车的情况下(S118为“是”),若不操作制动踏板(未图示)而解除驻车制动器、且档位为除驻车档以外的档位(S124为“是”),则PM-ECU174停止。
应考虑的是本次公开的实施方式在所有方面为例示而非限制。本发明的范围不是由上述的说明而是由权利要求书公开,旨在包括与权利要求书等同的意思及范围内的所有变更。
附图标记说明
100 发动机
110 第一电动发电机
120 第二电动发电机
130 动力分配机构
140 减速器
150 蓄电池
160 前轮
170 EFI-ECU
172 MG-ECU
174 PM-ECU
176 电源ECU
78 起动开关
180 油门踏板
182 油门开度传感器
Claims (5)
1.一种车辆的控制系统,所述车辆通过驾驶员操作油门踏板而行驶,所述车辆的控制系统具备:
对所述车辆的驱动转矩进行控制的控制装置;及
驾驶员为了使所述控制装置起动及停止而进行操作的开关,
在通过操作所述开关而使所述控制装置停止之后,当在所述车辆的行驶期间再次对所述开关进行操作时,所述控制装置进行再起动,并且,
当在再起动时操作了所述油门踏板时,所述控制装置限制所述车辆的驱动转矩,
所述控制装置因所述油门踏板的操作量下降而解除驱动转矩的限制。
2.根据权利要求1所述的车辆的控制系统,其中,
在通过操作所述开关而使所述控制装置停止之后,当为了使所述控制装置再起动而操作了所述开关时,若油门开度或节气门开度为预定值以上,所述控制装置则限制所述车辆的驱动转矩,
若油门开度或节气门开度减小到小于所述预定值,则所述控制装置解除驱动转矩的限制。
3.根据权利要求2所述的车辆的控制系统,其中,
当在油门开度或节气门开度仍为所述预定值以上的状态下所述车辆停车时,所述控制装置停止。
4.根据权利要求2所述的车辆的控制系统,其中,
当在油门开度或节气门开度仍为所述预定值以上的状态下所述车辆停车、且驾驶员从所述车辆出来时,所述控制装置停止。
5.根据权利要求4所述的车辆的控制系统,其中,
当在油门开度或节气门开度仍为所述预定值以上的状态下所述车辆停车时,若驻车制动器被操作以产生制动力、或者档位为驻车档,则所述控制装置维持起动后的状态。
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