CN107000736A - 混合动力车辆控制装置及混合动力车辆控制方法 - Google Patents
混合动力车辆控制装置及混合动力车辆控制方法 Download PDFInfo
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- CN107000736A CN107000736A CN201480083829.0A CN201480083829A CN107000736A CN 107000736 A CN107000736 A CN 107000736A CN 201480083829 A CN201480083829 A CN 201480083829A CN 107000736 A CN107000736 A CN 107000736A
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Classifications
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- Mathematical Physics (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
一种混合动力车辆控制装置,其对作为车辆的驱动源而同时具有发动机和电动机的混合动力车辆进行控制,该混合动力车辆控制装置具有:高负荷路行驶判定部,其对是否正在仅由发动机的输出不能得到规定的车辆加速的高行驶阻力路面行驶进行判定;以及电机输出设定部,其对电动机的输出进行设定。而且,在通过高负荷路行驶判定部判定为正在高行驶阻力路面行驶的情况下,作为电机输出设定部,如果车速达到规定车速则对电动机的输出进行限制。
Description
技术领域
本发明涉及作为驱动源而具备发动机和电动机的混合动力车辆的控制。
背景技术
在JP2007-202222A中作为混合动力车辆的控制而记载有下述的控制,即,在如沙地等那样与铺装道路(paved road)相比行驶阻力大的路面行驶的状态下,在电动机的温度超过规定温度的情况下,对电动机的输出进行限制。该控制的目的是在防止电动机的过热的同时满足行驶性能。
发明内容
在上述文献的控制中,基于电动机的温度判断是否对电动机的输出进行限制,因此即使在行驶阻力大到例如以仅由发动机的输出不能得到规定的车辆加速的程度的状况下,如果电动机不过热,则不会对电动机的输出进行限制。由此,电动机持续输出,以使得满足驾驶者的请求。
另外,在行驶阻力越大情况下行驶所需的输出也越变大,电力消耗量增大。因此,如上述所示,在行驶阻力大的状况下如果电动机持续输出以满足驾驶者的请求,则电池充电量的减少被促进,有可能不能够实施通过电动机进行的辅助。
因此,本发明的目的在于,在如沙地等那样行驶阻力大的状况下,实施通过电动机进行的辅助,并且抑制电池充电量的减少。
根据本发明的某个方式,提供一种混合动力车辆控制装置,其对作为车辆的驱动源而同时具有发动机和电动机的混合动力车辆进行控制。混合动力车辆控制装置具有:高负荷路行驶判定部,其对是否正在仅由发动机的输出不能得到规定的车辆加速的高行驶阻力路面(也称为高负荷路)行驶进行判定;以及电机输出设定部,其在正在高行驶阻力路面行驶的情况下,如果车速达到规定车速则对电动机的输出进行限制。
附图说明
图1是混合动力车辆的整体系统图。
图2是表示电机/发电机的输出控制单元的结构的框图。
图3是表示高负荷路行驶判定部的结构的框图。
图4是表示电机输出运算部的结构的框图。
图5是表示发动机扭矩、电机输出和行驶阻力的关系的图。
图6是表示电机/发电机的控制程序的流程图。
图7是执行了图6的控制程序的情况下的时序图。
图8是表示目标电机输出计算部的其他例的图。
图9是表示目标电机输出计算部的又一其他例的图。
具体实施方式
下面,参照附图,对本发明的实施方式进行说明。
图1是表示应用了本实施方式的混合动力车辆的控制装置的并联式混合动力车辆(混合动力车辆的一个例子)的整体系统图。下面,基于图1,对驱动系统及控制系统的结构进行说明。
并联式动力车辆的驱动系统如图1所示,具有发动机Eng、第1离合器CL1、电机/发电机(电动机)MG、第2离合器CL2、无级变速器CVT、主减速器FG、左驱动轮LT及右驱动轮RT。
混合动力车辆的控制系统具有电动车行驶模式(下面,称为“EV模式”)、混合动力车行驶模式(下面,称为“HEV模式”)、准电动车行驶模式(下面,称为“准EV模式”)、以及“WSC(Wet Start clutch)模式等行驶模式。
“EV模式”是将第1离合器CL1设为断开状态,仅以电机/发电机MG的动力进行行驶的模式。“HEV模式”是将第1离合器CL1设为接合状态,通过电机辅助行驶模式、行驶发电模式、发动机行驶模式中的任意模式进行行驶的模式。“准EV模式”是第1离合器CL1为接合状态,但发动机Eng设为OFF,仅以电机/发电机MG的动力进行行驶的模式。“WSC模式”是在从“HEV模式”的P、N→D选择起步时、或者从“EV模式”或“HEV模式”的D档起步时等,通过使电机/发电机MG进行转速控制,从而维持第2离合器CL2的滑动(slip)状态,以使经过第2离合器CL2的离合器传递扭矩成为与车辆状态或驾驶员操作相应地确定的请求驱动扭矩的方式,一边对离合器扭矩容量进行控制一边起步的模式。
发动机Eng通过利用节气门致动器实现的吸入空气量、利用喷射器实现的燃料喷射量以及利用火花塞实现的点火时机的控制,控制为使发动机扭矩与指令值一致。
第1离合器CL1安装于发动机Eng和电机/发电机MG之间的位置。作为该第1离合器CL1,例如使用通过膜片弹簧的预紧力而始终接合(常闭)的干式离合器,进行发动机Eng-电机/发电机MG间的接合/半接合/断开。如果该第1离合器CL1是完全接合状态,则电机扭矩+发动机扭矩向第2离合器CL2传递,如果是断开状态,则仅电机扭矩向第2离合器CL2传递。此外,半接合/断开的控制在针对液压致动器的行程控制中进行。
电机/发电机MG是交流同步电机构造,在起步时或行驶时进行驱动扭矩控制或转速控制,并且在制动时或减速时进行由再生制动控制带来的车辆运动能量向电池9的回收。
第2离合器CL2是常开的湿式多板离合器或湿式多板制动器,与离合器液压(按压力)相应地产生传递扭矩(离合器扭矩容量)。该第2离合器CL2经由无级变速器CVT及主减速器FG,将从发动机Eng及电机/发电机MG(在第1离合器CL1接合的情况下)输出的扭矩向左右驱动轮LT、RT传递。
此外,作为第2离合器CL2,如图1所示,除了将独立的离合器设定在电机/发电机MG和无级变速器CVT之间的位置以外,也可以设定在无级变速器CVT和左右驱动轮LT、RT之间的位置。
无级变速器CVT是带式无级变速器,具有与变速器输入轴input连接的主动带轮PrP、与变速器输出轴output连接的从动带轮SeP、以及架设在主动带轮PrP和从动带轮SeP之间的传动带BE。
主动带轮PrP具有在变速器输入轴input固定的固定滑轮、和可自由滑动地支撑于变速器输入轴input的可动滑轮。从动带轮SeP具有在变速器输出轴output固定的固定滑轮、和可自由滑动地支撑于变速器输出轴output的可动滑轮。
传动带BE是卷绕在主动带轮PrP和从动带轮SeP之间的金属带,在各个固定滑轮和可动滑轮之间被夹持。在这里,使用所谓的VDT型带,该VDT型带是将在两侧具有与固定滑轮和可动滑轮分别接触的倾斜面的多个元件(Element)重叠,将以层状重叠薄板并形成为圆环状的2组环夹入元件的两侧而构成的。
而且,对两个带轮PrP、SeP的带轮宽度进行变更,对传动带BE的夹持面的直径进行变更而自由地控制变速比(带轮比)。在这里,如果主动带轮PrP的带轮宽度变宽,并且从动带轮SeP的带轮宽度变窄,则变速比向Low侧变化。另外,如果主动带轮PrP的带轮宽度变窄,并且从动带轮SeP的带轮宽度变宽,则变速比向High侧变化。
并联式动力车辆的控制系统如图1所示,具有第2离合器输入转速传感器6、第2离合器输出转速传感器7、逆变器8、电池9、加速器位置传感器10、发动机转速传感器11、油温传感器12、行程位置传感器13、综合控制器14、变速器控制器15、离合器控制器16、发动机控制器17、电机控制器18、电池控制器19以及制动传感器20等。
逆变器8进行直流/交流的变换,生成电机/发电机MG的驱动电流。电池9经由逆变器8对来自电机/发电机MG的再生能量进行积蓄。
综合控制器14根据电池状态、加速器踏板开度、车速(与变速器输出转速同步的值)工作油温等,对目标驱动扭矩进行运算。而且,基于其结果,对针对各致动器(电机/发电机MG、发动机Eng、第1离合器CL1、第2离合器CL2、无级变速器CVT)的指令值进行运算,并向各控制器15、16、17、18、19发送。
变速器控制器15以完成来自综合控制器14的变速指令的方式进行向无级变速器CVT供给的液压控制等,进行变速控制。
离合器控制器16输入来自第2离合器输入转速传感器6和第2离合器输出转速传感器7的传感器信息,并且以实现各离合器液压(电流)指令值的方式,向第1离合器CL1输出行程量指令值,向第2离合器CL2输出离合器液压指令值,对电磁阀的电流进行控制。由此,设定第1离合器CL1的离合器行程量,并且设定第2离合器CL2的按压力。此外,第1离合器CL1的离合器行程量通过行程位置传感器13进行检测。
发动机控制器17输入来自发动机转速传感器11的传感器信息,并且以完成来自综合控制器14的发动机扭矩指令值的方式进行发动机扭矩控制。
电机控制器18以完成来自综合控制器14的电机扭矩指令值或电机转速指令值的方式进行电机/发电机MG的控制。
电池控制器19对电池9的电池充电量SOC进行管理,将其信息向综合控制器14发送。
此外,各控制器14-19由具有中央运算装置(CPU)、读出专用存储器(ROM)、随机存取存储器(RAM)及输入输出接口(I/O接口)的微型计算机构成。另外,也可以使各控制器14-19由多个微型计算机构成。
接下来,对本实施方式的电机/发电机MG的输出控制进行说明。
图2是表示电机/发电机MG的输出控制单元的结构的框图。此外,图2所示的各模块是将综合控制器14的功能表示为假想单元而得到的,并不意味着物理性的存在。
电机/发电机MG的输出控制单元包含高负荷路行驶判定部B10和目标电机输出运算部(电机输出设定部)B20而构成。
高负荷路行驶判定部B10基于车辆的加速度G、加速器踏板开度APO和车速V,对车辆是否处于高负荷路行驶状态进行判定,在高负荷路行驶状态的情况下,将高负荷路行驶请求判定标识FLAGhigh输出至目标电机输出运算部B20。对于具体的判定方法将在后面记述。
这里说的高负荷路行驶状态是指仅由发动机Eng的输出不能够得到规定的车辆加速的状态,例如是在如沙地那样与铺装道路相比行驶阻力大的地方行驶的情况。此外,不能够得到规定的车辆加速的状态还包含不能使车辆加速的状态。
此外,加速度G也可以根据车速V的变化量进行计算,也可以设置加速度传感器进行检测。
目标电机输出运算部B20基于高负荷路行驶请求判定标识FLAGhigh、车速V、通常时用的目标电机输出tPnormal,以后面记述的方式对电机/发电机MG的目标输出即目标电机输出tP进行计算。
通常时用的电机目标输出tPnormal是在不是高负荷路行驶状态的其他状态下设定的目标电机输出,以与公知的混合动力车辆用控制相同的方法进行计算。
图3是表示在高负荷路行驶判定部B10中进行的高负荷路行驶判定的具体内容的框图。
第1加速度判定部B11以当前的车速V对针对每个车速设定有第1加速度阈值Gth1的加速度阈值对应表进行检索,由此计算第1加速度阈值Gth1,将计算出的第1加速度阈值Gth1向第1判定部B12输出。第1加速度阈值Gth1例如设为在当前的车速V下将加速器踏板开度APO设为后面记述的加速器踏板开度阈值APOth的情况下,能够判定为在沙地等高负荷路行驶的加速度。加速度阈值对应表是车速越高,第1加速度阈值Gth1越变小。这是基于由于控制上的理由或发动机及变速器这样的硬件上的理由,车速越高加速G越变小这样的公知特性得到的。
第1判定部B12对加速度G是否小于或等于第1加速度阈值Gth1进行判定,并将判定结果向第2判定部B14输出。
加速器踏板开度判定部B13对加速器踏板开度APO是否大于或等于加速器踏板开度阈值APOth进行判定,在加速器踏板开度APO大于或等于加速器踏板开度阈值APOth的情况下设为输出值S=1,在上述之外的情况下设为输出值S=0。加速器踏板开度阈值APOth例如可以设为全开,也可以设为接近全开的大开度。
而且,在大于或等于加速器踏板开度阈值APOth的情况下将输出值S=1向第2判定部B14输出,在小于加速器踏板开度阈值APOth的情况下将输出值S=0向第4判定部B17输出。
此外,加速器踏板开度有时由于所行驶的路面状况或驾驶者的无意识的加速器踏板操作等而细微变动,因此是否处于高负荷路行驶状态的判定结果有可能以短周期进行切换。在该情况下,后面记述的目标电机输出tP以短周期发生变动,给驾驶者带来不适感。因此在本实施方式中,对加速器踏板开度阈值APOth设置滞后量,使得如果一度成为输出值S=1,则即使其后加速器踏板开度AP变得小于加速器踏板开度阈值APOth,也不会立即成为输出值S=0。
第2加速度判定部B15与第1加速度判定部B11同样地,根据加速度阈值对应表和车速V,对第2加速度阈值Gth2进行计算,将计算出的第2加速度阈值Gth2向第3判定部B16输出。在第2加速度判定部B15所使用的加速度阈值对应表,也是车速V越高则第2加速度阈值Gth2越变小。
第2加速度阈值Gth2是例如在铺装道路中在当前的车速将加速器踏板开度APO设为加速器踏板开度阈值APOth的情况下设想的加速度。因此,如果车速相同,则第2加速度阈值Gth2比第1加速度阈值Gth1大。
第3判定部B16对加速度G是否大于或等于第2加速度阈值Gth2进行判定,并将判定结果向第4判定部B17输出。
标识设定部B18在第2判定部B14中加速度G小于或等于第1加速度阈值Gth1、且S=1这样的条件成立的情况下,判定为处于高负荷路行驶状态,设定高负荷路行驶请求判定标识FLAGhigh。另一方面,在第4判定部B17中,在加速度G大于第1加速度阈值Gth1、加速度G大于或等于第2加速度阈值Gth2、或者S=0的任意条件成立的情况下,判定为不是高负荷路行驶状态。在已经设定有高负荷路行驶判定标识FLAGhigh的情况下,将其清除。此外,如果在标识设定部B18中设定了一次高负荷路行驶请求判定标识FLAGhigh、即成为FLAGhigh=1,则直至清除条件成立,维持FLAGhigh=1。
如上述所示,高负荷路行驶判定部B10在加速器踏板开度APO大于或等于加速器踏板开度阈值APOth、且加速度G小于或等于第1加速度阈值Gth1的情况下判定为处于高负荷路行驶状态。由此,能够高精度地检测在例如像沙地等那样与铺装道路相比行驶阻力大的路面行驶这一情况。
图4是表示在目标电机输出运算部B20中进行的、目标电机输出tP的具体计算方法的框图。
目标电机输出计算部B21以车速V对预先存储的电机输出对应图进行检测,由此对高负荷路行驶状态用的目标电机输出tPlim进行计算。
高负荷路行驶状态用的目标电机输出tPlim是为了以目标车速进行恒速行驶而所需的电机输出。在这里的目标车速(下面,称为目标恒定车速)是根据加速器踏板开度等确定的目标车速、即比驾驶者请求的车速低的车速。具体地说,是发动机Eng的全开扭矩与行驶阻力之间的差成为最小的车速。对此参照图5进行说明。
图5是表示高负荷路行驶状态下的发动机Eng的扭矩、电机输出、车速以及行驶阻力的关系的图。此外,在高负荷路行驶状态下,所请求的车速低于在铺装道路行驶时,因此图5的车速V2为中速(例如40km/h左右)。
在行驶阻力大于发动机全开扭矩的情况下,为了以恒定车速进行行驶,利用电机输出对行驶阻力与发动机全开扭矩之间的差进行补偿即可。
另外,发动机全开扭矩如果包含至在图5中省略的高速区域则通常成为向上凸的轮廓。而且,在图5中在车速V1时与行驶阻力之差变得最小。即,在车速V1时,为了恒速行驶而所需的电机输出最小。换言之,如果以车速V1恒速行驶,则电机/发电机MG中的电力消耗量变为最少,能够在较长时间使电机/发电机MG进行驱动。此外,车速V1为低速(例如20km/h左右)。
因此,由目标电机输出计算部B21进行计算的目标电机输出tPlim在车速V低于车速V1的情况下,成为直至车速V1为止能够进行加速的大小,如果到达车速V1,则成为能够维持车速V1而进行恒速行驶的大小。
返回图4的说明。
第1切换部B22在高负荷路行驶状态的情况下选择高负荷路行驶状态用的目标电机输出tPlim,在不是高负荷路行驶状态的情况下选择通常时用的目标电机输出tPnormal。所选择的电机输出向判定部B23、MAX选择部B26及MIN选择部B28输出。
将目标电机输出tP的前一次值也读入至判定部B23,对通过第1切换部B22所选择的电机输出是小于或等于目标电机输出tP的前一次值进行判定。
另外,目标电机输出tP的前一次值还读入至减少侧限制值计算部B25及增加侧限制值计算部B27。
减少侧限制值计算部B25将从目标电机输出tP的前一次值减去预先设定的减少侧电机输出变化量而得到的减少侧限制值向MAX选择部B26输出。减少侧电机输出变化量诸如是与电机输出的减少相伴的车速降低等以不会对驾驶者带来不适感的程度收敛的电机输出减少量,是针对应用本实施方式的每个车种而适当地设定的。
增加侧限制值计算部B27将从目标电机输出tP的前一次值与预先设定的增加侧电机输出变化量相加而得到的增加侧限制值向MIN选择部B28输出。增加侧电机输出变化量诸如是与电机输出的增加相伴的车速上升等以不会对驾驶者带来不适感的程度收敛的电机输出增加量,是针对应用本实施方式的每个车种而适当地设定的。
MAX选择部B26对通过第1切换部B22所选择的电机输出和减少侧限制值进行比较,选择较大的一方。
MIN选择部B28对通过第1切换部B22所选择的电机输出和增加侧限制值进行比较,选择较小的一方。
而且,第2切换部B24相应于判定部B23的判定结果,将通过MAX选择部B26或者MIN选择部B28所选择的电机输出设定为目标电机输出tP。具体地说,在通过第1切换部B22所选择的电机输出小于或等于目标电机输出tP的前一次值的情况下,将通过MAX选择部B26所选择的电机输出设为目标电机输出tP,在上述之外的情况下将通过MIN选择部B28所选择的电机输出设为目标电机输出tP。
在对目标电机输出tP进行设定时,也可以将通过第1切换部B22所选择的电机输出直接设为目标电机输出tP。但是,由于使电机输出发生变化,由此如果发生急剧的车速变化等,则对驾驶者带来不适感,因此为了防止这种情况,在本实施方式中如上述所示对增加侧及减少侧的变化量设置限制。
图6是将上述的电机/发电机MG的控制程序以流程图示出的图。本程序例如以几毫秒左右的短间隔反复执行。下面,按照步骤进行说明。
在步骤S1中,综合控制器14对加速器踏板开度APO是否大于或等于加速器踏板开度阈值APOth进行判定,在判定结果为yes的情况下执行步骤S2的处理,在判定结果为no的情况下执行步骤S4的处理。
在步骤S2中,综合控制器14执行针对加速度G的判定,在加速度G小于或等于第1加速度阈值Gth1的情况下执行步骤S3的处理,在加速度G大于或等于第2加速度阈值Gth2的情况下,执行步骤S4的处理。
在步骤S3中,综合控制器14将高负荷路行驶状态用的目标电机输出tPlim设定为目标电机输出tP,对电机/发电机MG进行控制。
在步骤S4中,综合控制器14将通常时用的目标电机输出tPnormal设为目标电机输出tP,对电机/发电机MG进行控制。具体控制内容与公知的混合动力车辆用的电机控制相同,因此省略说明。
图7是在行驶阻力大的沙地进行行驶时,执行图6的控制程序的情况下的时序图。
在停车中的定时T1,如果驾驶者开始踏入加速器踏板,则车辆伴随着电机/发电机MG的辅助而开始行驶。
但是,由于行驶阻力大,因此加速度G直至定时T2为止停止增大,成为比第1加速度阈值Gth1低的值。与此相伴,定时T2之后车速V的上升也变得缓慢。在该阶段中,电机/发电机MG的目标输出tP成为通常时用的目标电机输出tPnormal。
而且,在定时T3,在加速器踏板开度APO大于或等于加速器踏板开度阈值APOth、且加速度V小于或等于第1加速度阈值Gth1这样的用于判定为高负荷路行驶状态的条件成立,因此高负荷路行驶判定标识FLAGhigh有效。由此,电机/发电机MG的目标输出tP切换为高负荷路行驶状态用的目标电机输出tPlim。
此外,在定时T2用于判定为处于高负荷路行驶状态的条件成立直至在定时T3判定为处于高负荷路行驶状态为止存在时间差,这是因为最初的判定是在定时T3进行的。如上所述,在本实施方式中,在加速器踏板开度APO超过加速器开度阈值APOth的状态经过了规定时间的定时T3,开始图6的控制程序。并不是在加速器踏板被踏入之后立即开始控制程序,这是因为在加速器踏板刚刚被踏入之后不能进行准确的判定。即,这是因为即使在沙地等,如果在停车中车轮正下方的路面被踏得结实,则在刚刚起步之后也有可能得到高的加速度G。因此,在被踏得结实的路面的影响消失之后,例如在踏入加速器踏板之后经过2秒钟左右之后,开始图6的控制程序。
在定时T3在判定为处于高负荷路行驶状态之后,车辆也继续加速,在定时T5如果车速V到达V1,则为了以车速V1进行恒速行驶,将电机/发电机MG的输出限制为Pconst。此时,为了防止由于加速度G等的急剧的变化而对驾驶者带来不适感,如在图4中说明的那样,对目标电机输出tP的变化设置限制,从车速V接近V1的定时T4起逐渐地减少目标电机输出tP。
在对目标电机输出tP进行限制、并以车速V1行驶的情况下,在定时T6如果由于行驶阻力进一步变大等理由而车速V开始降低,则使目标电机输出tP增大,使得车速V返回V1。由此,在定时T8,车速V返回V1,目标电机输出tP返回Pconst。
如上述所示,综合控制器14在判定为处于高负荷路行驶状态的情况下,对目标电机输出tP进行控制,使得成为为了恒速行驶而所需的电机/发电机MG的输出变得最小的车速V1。由此,根据图7可明确,在对电机/发电机MG的目标输出tP进行了限制的定时T5-T6的期间,与定时T5以前相比,电池充电量(SOC)的降低速度变慢。
接下来,对本实施方式的效果进行说明。
在本实施方式中,综合控制器14如果判定为正在仅由发动机Eng的输出不能得到规定的车辆加速的高负荷路面进行行驶,则如果车速V达到车速V1就对电机/发电机MG的输出进行限制。由此,电池充电量的降低速度得到抑制,因此能够进一步加长HEV模式等下的可行驶时间。
通过对电机/发电机MG的输出进行限制,从而不能够满足根据加速器踏板开度确定的请求车速。但是,在沙地等高行驶阻力路面进行行驶的情况这样的高负荷路行驶状态下,为了满足请求车速而所需的通过电机/发电机MG的辅助量增多,电池充电量的降低会被促进。因此,与满足请求车速相比,优先考虑将HEV模式等下的可行驶时间进一步加长。
在本实施方式中,综合控制器14将电机/发电机MG的输出限制为维持车速V1,因此与持续加速的情况相比,能够降低电力消耗量,能够抑制HEV模式等下的电机/发电机MG的消耗电力。
在本实施方式中,综合控制器14在电机/发电机MG的输出限制过程中,如果车速V降低,则使电机/发电机MG的输出增大,使得车速V返回车速V1。在如上述的以车速V1的行驶过程中,行驶阻力进一步增大而车速降低的情况下,如果一直对电机/发电机MG的输出进行限制,则车速持续降低,不久就会停车。另一方面,如果将电机/发电机MG的输出控制为维持比车速V1低的车速,则如图5所示,为了恒速行驶而所需的电机/发电机MG的输出变大,电池充电量的降低被促进。因此,通过使电机/发电机MG的输出增大以使得返回车速V1,由此防止车速持续降低,并且抑制电池充电量的降低。
在本实施方式中,综合控制器14在使电机/发电机MG的输出变化情况下,对输出的变化率设置限制。由此,能够防止在对电机输出进行限制时,由于急剧的加速度变动或车速变动等而对驾驶者带来不适感。
在本实施方式中,综合控制器14相应于加速器踏板开度APO和加速度G,判定是否处于高负荷路行驶状态,因此能够高精度地判定是否处于高负荷路行驶状态。
在本实施方式中,在高负荷路行驶状态下将为了恒速行驶而所需的电机/发电机MG的输出变得最小的车速V1设为在高负荷路行驶状态下维持的车速V。由此,能够在高负荷路行驶状态下抑制以HEV模式等行驶的情况下的电池充电量的降低,进一步加长可行驶时间。
此外,在图4的目标电机输出计算部B21中,基于车速V对高负荷路行驶状态用的目标电机输出tPlim进行计算,但也能够如下面的说明所示,替代车速V而如图8、图9所示基于推定发动机扭矩或者发动机转速进行计算。
在本实施方式中,目的在于,在诸如在仅由发动机Eng的输出(扭矩)不能得到规定的车辆加速的高行驶阻力路面行驶的情况那样的高负荷路行驶状态下,对电池充电量的降低进行抑制,进一步加长在HEV模式等下可连续行驶的时间(下面,简称为“可连续行驶时间”)。因此,例如根据发动机扭矩,对在高负荷路行驶状态下用于恒速行驶的电机输出(即,(行驶阻力-发动机扭矩)相当的电机输出)进行计算,在根据该电机输出不能确保充分的可连续行驶时间的情况下,为了使发动机扭矩增大而暂时使电机输出增大。即,通过电机/发电机MG进行辅助,由此使发动机转速、车速上升,使发动机扭矩增大。而且,也可以是如果发动机扭矩增大,则对电机输出进行限制,使得能够确保可连续行驶时间。
即,能够基于根据加速器踏板开度APO、发动机转速推定出的推定发动机扭矩,对高负荷路行驶状态用的目标电机输出tPlim进行计算。另外,也可以基于在推定发动机扭矩的计算中所用的发动机转速,对高负荷路行驶状态用的目标电机输出tPlim进行计算。
以上,对本发明的实施方式进行了说明,但上述实施方式只不过是示出本发明的应用例的一部分,主旨并不在于将本发明的技术范围限定于上述实施方式的具体结构。
Claims (7)
1.一种混合动力车辆控制装置,其对作为车辆的驱动源而同时具有发动机和电动机的混合动力车辆进行控制,其中,
该混合动力车辆控制装置具有:
高负荷路行驶判定部,其对是否正在仅由所述发动机的输出不能得到规定的车辆加速的高行驶阻力路面行驶进行判定;以及
电机输出设定部,其在正在所述高行驶阻力路面行驶的情况下,如果车速达到规定车速则对所述电动机的输出进行限制。
2.根据权利要求1所述的混合动力车辆控制装置,其中,
所述电机输出设定部对所述电动机的输出进行限制,以使得维持所述规定车速。
3.根据权利要求2所述的混合动力车辆控制装置,其中,
所述电机输出设定部在所述电动机的输出限制过程中如果车速降低,则使所述电动机的输出增大,以使得车速返回所述规定车速。
4.根据权利要求1至3中任一项所述的混合动力车辆控制装置,其中,
所述电机输出设定部在使所述电动机的输出变化的情况下,对输出的变化率设置限制。
5.根据权利要求1至4中任一项所述的混合动力车辆控制装置,其中,
所述高负荷路行驶判定部相应于加速器踏板开度和加速度,对是否正在所述高行驶阻力路面行驶进行判定。
6.根据权利要求1至5中任一项所述的混合动力车辆控制装置,其中,
所述规定车速是为了在所述行驶阻力路面进行恒速行驶而所需的所述电动机的输出变得最小的车速。
7.一种混合动力车辆控制方法,其对作为车辆的驱动源而同时具有发动机和电动机的混合动力车辆进行控制,
在该混合动力车辆控制方法中,
对是否正在仅由所述发动机的输出不能得到规定的车辆加速的高行驶阻力路面行驶进行判定,
在正在所述高行驶阻力路面行驶的情况下,如果车速达到规定车速则对所述电动机的输出进行限制。
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- 2014-12-08 CN CN201480083829.0A patent/CN107000736B/zh active Active
- 2014-12-08 US US15/533,555 patent/US10160446B2/en active Active
- 2014-12-08 JP JP2016563297A patent/JP6354856B2/ja active Active
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CN111717192A (zh) * | 2019-03-18 | 2020-09-29 | 长城汽车股份有限公司 | 一种自动驾驶车辆的控制方法及系统 |
CN111959673A (zh) * | 2020-08-31 | 2020-11-20 | 洛阳北方易初摩托车有限公司 | 一种摩托车混动控制方法及系统 |
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RU2643019C1 (ru) | 2018-01-29 |
MX356665B (es) | 2018-06-08 |
JPWO2016092602A1 (ja) | 2017-09-21 |
CN107000736B (zh) | 2018-07-06 |
JP6354856B2 (ja) | 2018-07-11 |
MY164832A (en) | 2018-01-30 |
EP3231679A4 (en) | 2018-06-06 |
US10160446B2 (en) | 2018-12-25 |
US20170334436A1 (en) | 2017-11-23 |
EP3231679A1 (en) | 2017-10-18 |
EP3231679B1 (en) | 2019-03-06 |
WO2016092602A1 (ja) | 2016-06-16 |
MX2017007164A (es) | 2017-08-28 |
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