CN105408161B - 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 PDFInfo
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Abstract
一种车辆的再生制动控制装置,从蓄电池蓄电装态(SOC)为设定值(SOCs)以下的t3开始计测该(SOC<SOCs)状态的持续时间,并且在直到经过规定时间(ΔTMs)的缺电判定时t6为止的期间,使再生限制扭矩(Tm_1im)逐渐减小到零,在t3~t6期间,以不超过该Tm_1im的方式限制再生制动扭矩(Tm),从而使再生制动扭矩(Tm)逐渐减小到零。通过在t3~t6中使再生制动扭矩(Tm)逐渐减小到零,在成为蓄电池缺电状态的瞬间t6,再生制动扭矩(Tm)不快速消失,能够避免由Tm的快速消失引起的不适感的减速度变化。通过摩擦制动扭矩(Tb)补偿再生制动扭矩(Tm)的逐渐减少量,保持合成制动扭矩(Tm+Tb)不变。
Description
技术领域
本发明涉及具有由电动机进行制动、驱动的车轮,通过该车轮的电动机驱动可行驶,通过电动机的再生制动力提供该车轮的制动力的车辆的再生制动控制装置。
背景技术
车辆的制动例如如专利文献1记载地,公开有如下的协调控制,即,在将油门踏板释放的滑行行驶、或将油门踏板释放而踏下制动踏板的制动操作时,根据油门释放操作及制动操作等运转状态、自车周边的行驶状态求出请求的目标制动扭矩,通过车轮驱动系统的电动机产生的再生制动、和液压制动及电磁制动产生的摩擦制动的组合,实现该目标制动扭矩。
通过再生制动,电动机发电的电力在电动机的电源即车载蓄电池中蓄电,用于之后的电动机驱动。
在上述的协调控制时,通常采用如下的协调控制方式,即,优先利用再生制动,在仅靠再生制动不能够实现目标制动扭矩的情况下,通过由摩擦制动补偿不足量来实现目标制动扭矩。
这样,将由蓄电池的蓄电状态等决定的可能最大再生制动力作为上限,尽可能地利用再生制动,可将摩擦制动的利用抑制在必要最小限度,将摩擦制动作为热量而使车辆的运动能量消失抑制在最小限度,并且再生制动能够将车辆的动能转换成电能并使向蓄电池回收的能量最大。
其结果,能量效率提高,能够提高燃耗率及耗电率。
专利文献1:(日本)特开平06-153315号公报
但是,在上述现有的再生制动控制中,即使在基于再生制动的充电中,蓄电池耗电力更大,蓄电池蓄电水平逐渐降低,最终,达到即使电动机接受发电负荷也不能产生再生制动力的缺电状态时,产生如下的问题。
若由于上述的蓄电池缺电状态而不产生再生制动力的话,车辆减速度降低该再生制动力消失量,其为与运转状态不同的车辆减速度变化,故而产生给驾驶者带来不适感的问题。
此时,虽然上述的协调控制通过摩擦制动补偿再生制动力消失量,但该补偿在由蓄电池的缺电导致的再生制动力消失后,由该协调控制不能够解决上述不适感的问题。
由此,在协调控制产生摩擦制动力时,使降低了再生制动力消失量的车辆减速度返回到对应目标制动扭矩的原减速度,故而也产生导致制动振动的问题。
发明内容
本发明基于在成为产生这些问题的蓄电池蓄电状态时不能快速得到再生制动力而产生上述问题的事实认识,其目的在于提供一种在成为该蓄电池蓄电状态前的规定时间之前,使再生制动力逐渐降低,由此,不产生上述问题而进行了改进的车辆的再生制动控制装置。
为了实现该目的,本发明的车辆的再生制动控制装置如下地构成。
首先对作为本发明前提的车辆进行说明,该车辆具有由电动机进行制动、驱动的车轮,可由该车轮的电动机驱动进行行驶,通过该电动机的再生制动力提供该车轮的制动力。
在本发明的车辆的再生制动控制装置中,在所述电动机的电源即蓄电池的蓄电状态降低到不能够按照预定那样地产生所述再生制动力的程度之前的规定时间中,使所述再生制动力逐渐减小。
在上述的本发明的车辆的再生制动控制装置中,在蓄电池的蓄电状态降低到不能够按照预定那样地产生再生制动力的程度之前的规定时间中,在之前使再生制动力逐渐减小,故而在蓄电池蓄电状态降低到上述程度时,能够避免不能快速地得到再生制动力的现象,由该再生制动力消失现象引起的车辆减速度变化(降低)带来的不适感不赋予驾驶者。
附图说明
图1是表示具有本发明一实施例的再生制动控制装置的电动车的制驱动力控制系的整体控制系统的概略系统图;
图2是表示图1中的车辆控制器在为蓄电池缺电状态时执行的再生制动控制程序的流程图;
图3是图2的控制程序进行的再生制动控制的动作时间图。
标记说明
1FL、1FR:左右前轮
1RL、1RR:左右后轮(电动机制动驱动车轮)
2:电动机(电动机)
3:最终减速器
4:蓄电池
5:变换器
6FL、6FR:左右前轮制动钳
6RL、6RR:左右后轮制动钳
7:制动踏板
8:电动制动助力器
9:主缸
10:制动单元
11:车辆控制器
12:制动踏板踏力传感器
13:油门开度传感器
14:车速传感器
15:蓄电池蓄电状态传感器
具体实施方式
以下,基于附图对本发明的实施例进行说明。
实施例1
<构成>
图1是表示具有本发明一实施例的再生制动控制装置的电动车的制动驱动力控制系的整体控制系统的概略系统图。
该电动车具有左右前轮1FL、1FR及左右后轮1RL、1RR,通过电动机2驱动左右后轮1RL、1RR而可行驶,另外,通过左右前轮1FL、1FR的转向而可进行掌舵。
另外,电动机2经由包含差速齿轮装置的最终减速器3与左右后轮1RL、1RR驱动结合,成为这些左右后轮1RL、1RR的共用的动力源。
电动机2通过蓄电池4的电力经由变换器5被驱动。
变换器5将蓄电池4的直流(DC)电力变换成交流(AC)电力而向电动机2供给,并且控制向电动机1的供给电力及电流方向,控制电动机2的驱动力及旋转方向。
另外,电动机2设为可作为发电机发挥作用的电动机/发电机,通常如上所述地对左右后轮1RL、1RR进行电动机驱动,但在制动操作时可由规定的发电负荷对左右后轮1RL、1RR进行再生制动。
将在该再生制动中,电动机2发电的电力通过变换器5变换成交流(AC)→直流(DC)而在蓄电池4中蓄电,用于之后的电动机驱动。
以上,左右后轮1RL、1RR分别通过共用的电动机2经由最终减速器3被单独地制动驱动,能够使车辆驱动行驶或减速行驶。
在使车辆从行驶状态停车或者保持在该停车状态时,通过利用单独的制动钳6FL、6FR、6RL、6RR对与左右前轮1FL、1FR及左右后轮1RL、1RR一同旋转的制动盘(未图示)进行夹压并摩擦制动而可实现目的。
制动钳6FL、6FR、6RL、6RR经由制动单元10与主缸9连接,该主缸9根据驾驶者踏下的制动踏板7的踏力而动作,在电动制动助力器8的助力下将制动踏板踏力对应的制动液压输出。
制动单元10将来自主缸9的制动液压向制动钳6FL、6FR、6RL、6RR引导,通过这些制动钳6FL、6FR、6RL、6RR的动作对车辆(车轮1FL、1FR、1RL、1RR)进行摩擦制动。
图1的电动车为了进行经由变换器5的电动机2的驱动控制及再生控制而具有车辆控制器11,车辆控制器11为了再生控制中的上述的协调控制用,也执行经由电动制动助力器8的制动液压(摩擦制动力)控制。
因此,向车辆控制器11输入来自检测制动踏板7的踏力BPF的制动踏板踏力传感器12的信号、来自检测油门开度APO的油门开度传感器13的信号、来自检测车速VSP的车速传感器14的信号、来自检测蓄电池4的蓄电状态SOC的蓄电池蓄电状态传感器15的信号。
<再生制动控制>
车辆控制器11基于这些输入信息,通过公知的运算求出左右后轮1RL、1RR的电动机2的目标电动机扭矩Tm(驱动扭矩为正值,再生扭矩为负值)。
该目标电动机扭矩Tm向进行电动机2的驱动·再生控制的变换器5发出指令。
变换器5根据目标电动机扭矩Tm(正值的驱动扭矩)而动作,通过从蓄电池4向电动机2供给对应的DC→AC变换电力,以电动机扭矩Tm驱动左右后轮1RL、1RR,或者将对应于目标电动机扭矩Tm(负值的再生扭矩)的发电负荷施加给电动机2而对左右后轮1RL、1RR进行再生制动,此时,将电动机2发电的电力变换成AC→DC而向蓄电池4蓄电。
在上述的再生制动中,车辆控制器11同时求出上述的协调控制用的目标摩擦制动力Tb,将该目标摩擦制动力Tb向电动制动助力器8供给。
电动制动助力器8根据目标摩擦制动力Tb而动作,使来自主缸9的制动液压与目标摩擦制动力Tb对应,以该制动液压使制动钳6FL、6FR、6RL、6RR动作而对车轮(1FL、1FR、1RL、1RR)进行摩擦制动。
以上为通常的控制,但以下对本发明作为目标的蓄电池缺电时的再生制动控制进行说明。
本发明作为目标的蓄电池缺电时再生制动控制时,车辆控制器11在本实施例的情况下,执行图2的控制程序,如图3的时间图那样地,执行该蓄电池缺电时再生制动控制。
在步骤S11中,检查蓄电池蓄电状态SOC是否为再生制限开始判定用SOC设定值SOCs以下。
基于图3对设定值SOCs进行详细说明。
图3是,在蓄电池蓄电状态SOC如附图那样地逐渐降低的状况下,在瞬时t1作为“油门OFF”所示地将油门踏板释放,在之后的瞬时t2作为“制动器ON”所示地踏下制动踏板7的情况的动作时间图。
另外,图3的SOCL为不能够按照预定那样地产生再生制动力的SOC限界值,在SOC≤SOCL的低SOC区域,蓄电池4成为不能够按照预定那样地产生再生制动力的缺电状态,将该区域在图3中记为“不可产生再生制动力区域”。
在本实施例中,蓄电池蓄电状态SOC作为用于判定比降低到不能够按照预定那样地产生再生制动力的SOC限界值SOCL的瞬时t6提前规定时间△TMs的时刻t3的预定的蓄电池蓄电状态而设定上述的设定值SOCs。
在步骤S11中判定为蓄电池蓄电状态SOC为再生制限开始判定用的设定值SOCs以下(SOC>SOCs)的情况下,还不能开始进行本发明的控制(在图3的瞬时t3之前),故而在步骤S12中,在将缺电判定计时器TM重置为0之后,从图2的控制程序脱离。
在步骤S11中,蓄电池蓄电状态SOC判定为再生制限开始判定用的设定值SOCs以下(SOC≤SOCs)的情况下,应开始本发明作为目标的控制(到达图3的瞬时t3),故而控制进入步骤S13以后。
在步骤S13中,使在步骤S12中重置为零的缺电判定计时器TM计时(增加),由此对在步骤S11中判定为(SOC≤SOCs)的持续时间、即自图3的瞬时t3的经过时间进行计测。
在接下来的步骤S14中,检查缺电判定计时器TM值(SOC≤SOCs状态的持续时间、即自图3的瞬时t3的经过时间)是否在图3中表示上述的规定时间△TMs以上(是否到达图3的瞬时t6)。
在步骤S14中判定为TM<△TMs期间(图3的瞬时t3~t6期间)的情况下,使控制依次进入步骤S15及步骤S16,在步骤S15中使再生扭矩Tm(参照图1)逐渐朝向零减小,在步骤S16中,通过摩擦制动扭矩Tb(参照图1)补偿步骤S15中的再生扭矩减少量。
在步骤S15中使再生扭矩Tm逐渐向零减小时,如下地执行。
根据蓄电池蓄电状态SOC等,通过将直到图3的瞬时t3的虚线所示例地决定的再生制限扭矩Tm_Lim在图3的(SOC≤SOCs)判定瞬时t3之后,以逐渐减低的方式,另外以在(TM=△TMs)判定瞬时t6正好成为Tm_Lim=0那样的时间变化斜率减小。
而且,从再生扭矩Tm与如此逐渐减小的再生制限扭矩Tm_Lim一致的图3的瞬时t4起,构成再生扭矩Tm的滑行量扭矩Tm_C及协调再生分制动扭矩Tm_b中、使协调再生分制动扭矩Tm_b沿着Tm_Lim以时间变化斜率θ低下降低而逐渐减小,由此,从协调再生分制动扭矩Tm_b为零的瞬时t5起,剩余的滑行量扭矩Tm_C也沿着Tm_Lim以时间变化斜率θ降低而逐渐减小,由此在瞬时t6,再生扭矩Tm为零。
另外,再生扭矩Tm(协调再生分制动扭矩Tm_b及滑行量扭矩Tm_C)的上述降低斜率θ由图3的瞬时t3~t6期间的规定时间△TMs决定,该规定时间△TMs可以设为再生扭矩Tm(协调再生分制动扭矩Tm_b及滑行分扭矩Tm_C)的降低斜率θ不给驾驶者带来不适感的必要的最短时间。
在步骤S16中,通过摩擦制动扭矩Tb补偿在步骤S15的再生扭矩减少量时,如下地执行。
在瞬时t4~t5,如上所述,在使协调再生量制动扭矩Tm_b沿着Tm_Lim以时间变化斜率θ降低的方式逐渐减小的期间,补偿该协调再生分制动扭矩Tm_b的逐渐减小量而将合成扭矩(Tm+Tb)保持在瞬时t4的值的摩擦制动扭矩Tb在图3中如双点划线所示地产生。
其中,将该摩擦制动扭矩Tb在瞬时t5以后如图3中双点划线所示地保持在瞬时t5的值,由此,合成扭矩(Tm+Tb)按照瞬时t5以后的滑行量扭矩Tm_C的逐渐减小而以时间变化斜率θ降低。
在图2的步骤S14中,判定为缺电判定计时器TM值(SOC≤SOCs状态的持续时间、即自图3的瞬时t3的经过时间)表示规定时间△TMs以上(到达图3的瞬时t6)时,蓄电池4成为缺电状态而不能够按照预定那样地产生再生制动力,故而控制进入步骤S17而进行了缺电判定之后,从图2的控制脱离。
<效果>
根据上述的实施例的再生制动控制,在蓄电池蓄电状态SOC降低到不能够按照预定那样地产生再生制动力的程度SOCL之前(图3的瞬时t6之前)的规定时间△TMs中,提前使再生制动扭矩Tm逐渐减小,故而能够避免在蓄电池蓄电状态SOC降低到上述程度SOCL的瞬时t6不能够快速得到再生制动扭矩Tm的现象,能够防止由该再生制动力消失现象引起的车辆减速度具有与驾驶者的操作无关系的变化(降低)带来的不适感。
另外,在得到上述作用和效果时,在本实施例中,从判定蓄电池蓄电状态SOC为比上述程度SOCL大的设定值SOCs以下时起(步骤S11),使再生制限扭矩Tm_Lim在上述规定时间△TMs中,以由该规定时间△TMs决定的时间变化斜率θ朝向零逐渐减小,并沿着其而使再生制动扭矩Tm逐渐减小,故而上述的再生制动扭矩Tm的逐渐减小通过原本在再生控制中使现有的再生制限扭矩Tm_Lim逐渐减小即可,再生制动扭矩Tm的逐渐减小控制容易,在成本上大大有利。
另外,在本实施例中,在再生制动扭矩Tm的逐渐减小中,通过摩擦制动扭矩Tb补偿该再生制动力Tm的逐渐减小量,故而在上述再生制动扭矩Tm的逐渐减小中也可保持车辆制动力不变,能够消除车辆减速度变化这样的不适感,实现上述效果。
而且,在本实施例中,使用于补偿再生制动力Tm的逐渐减小量的摩擦制动扭矩Tb在再生制动扭矩Tm的逐渐减小末期(图3的t5~t6)与再生制动力Tm的逐渐减小量不同,并且保持在逐渐减小末期(图3的t5~t6)开始时(t5)的值,故而由图3的t5~t6的合成制动扭矩(Tm+Tb)的变化可知,在缺电判定时t6,车辆制动力下降。
由于上述车辆制动力(合成制动扭矩Tm+Tb)的下降,驾驶者能够在感觉上知晓蓄电池4成为缺电状态,能够可靠地进行对蓄电池缺电状态的对策。
另外,在本实施例中,由于图3的t5~t6的合成制动扭矩(Tm+Tb)的降低(车辆制动力的下降)而使驾驶者知晓蓄电池4的缺电状态,但显然也可以代替之,在再生制动扭矩Tm的逐渐减小末期(图3的t5~t6)赋予在图3的t5~t6中发生合成制动扭矩(Tm+Tb)的增大(车辆制动力的增大)变化的摩擦制动扭矩Tb。
另外,在本实施例中,针对车辆为图1所示的电动车的情况对本发明进行了说明,但本发明不限于上述电动车,能够适用于利用电动机对车轮进行制动驱动的全部车辆,在任意车辆中都能够得到同样的作用和效果。
Claims (5)
1.一种车辆的再生制动控制装置,该车辆具有由电动机进行制动、驱动的车轮,通过该车轮的电动机驱动可行驶,通过所述电动机的再生制动力提供该车轮的制动力,其特征在于,
在所述电动机的电源即蓄电池的蓄电状态降低到不能够按照预定地产生所述再生制动力的程度前的规定时间中,使所述再生制动力逐渐减少。
2.如权利要求1所述的车辆的再生制动控制装置,其特征在于,
设定用于判定比所述蓄电池蓄电状态不能够按照预定地产生所述再生制动力的瞬时提前所述规定时间的时刻的预定的蓄电池蓄电状态,在蓄电池蓄电状态降低到该预定的蓄电池蓄电状态时起的所述规定时间中,进行所述再生制动力的逐渐减小。
3.如权利要求1或2所述的车辆 的再生制动控制装置,其特征在于,
能够通过车轮的摩擦制动进行车辆的制动,
在所述再生制动力的逐渐减小中,通过所述车轮的摩擦制动补偿该再生制动力的逐渐减小量。
4.如权利要求3所述的车辆的再生制动控制装置,其特征在于,
使所述再生制动力的逐渐减小末期的所述摩擦制动产生的车轮制动力与所述再生制动力的逐渐减小量不同,在经过所述规定时间时使车辆制动力发生变化。
5.如权利要求4所述的车辆的再生制动控制装置,其特征在于,
通过将所述再生制动力的逐渐减小末期的所述摩擦制动产生的车轮制动力保持在该末期的开始时的值,从而在经过所述规定时间时使车辆制动力下降。
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- 2014-06-16 WO PCT/JP2014/065840 patent/WO2015015931A1/ja active Application Filing
- 2014-06-16 CN CN201480042627.1A patent/CN105408161B/zh active Active
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JP5983885B2 (ja) | 2016-09-06 |
US10076959B2 (en) | 2018-09-18 |
RU2016106323A (ru) | 2017-09-01 |
MY171372A (en) | 2019-10-10 |
US20160152143A1 (en) | 2016-06-02 |
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EP3028891A1 (en) | 2016-06-08 |
RU2016106323A3 (zh) | 2018-04-25 |
RU2671429C2 (ru) | 2018-10-31 |
EP3028891A4 (en) | 2016-09-07 |
JPWO2015015931A1 (ja) | 2017-03-02 |
CN105408161A (zh) | 2016-03-16 |
EP3028891B1 (en) | 2018-09-19 |
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