CN107021092B - 驱动装置的控制系统 - Google Patents

驱动装置的控制系统 Download PDF

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Publication number
CN107021092B
CN107021092B CN201611206406.0A CN201611206406A CN107021092B CN 107021092 B CN107021092 B CN 107021092B CN 201611206406 A CN201611206406 A CN 201611206406A CN 107021092 B CN107021092 B CN 107021092B
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China
Prior art keywords
torque
wheel
motor
differential
target
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Expired - Fee Related
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CN201611206406.0A
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CN107021092A (zh
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矶野宏
杉谷伸芳
久保爱三
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Alchemica Corp
Toyota Motor Corp
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Alchemica Corp
Toyota Motor Corp
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
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    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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Abstract

本发明提供一种能够统一控制驱动力和制动力的驱动装置的控制系统。所述驱动装置的控制系统具备：传感器(23)，检测车辆(Ve)的行驶状态、加速器操作量等操作状态；制动器机构(7)，通过与设于比差动机构(5)靠驱动用电动机(1)侧处的旋转部件摩擦接触而使制动力进行作用；第一控制器(21)，构成为基于由传感器(23)检测到的行驶状态及操作状态来运算目标行驶状态，基于目标行驶状态来运算向左右的车轮(3L、3R)传递的目标驱动转矩或目标制动转矩，基于目标驱动转矩来求出驱动用电动机(1)及差动用电动机(6)的输出转矩，基于目标制动转矩来求出由制动器机构(7)产生的制动力和差动用电动机(6)的输出转矩。

Description

驱动装置的控制系统
技术领域
本发明涉及具备转矩矢量分配装置的驱动装置的控制系统，该转矩矢量分配装置能够将驱动力源的输出转矩向左右的驱动轮传递，并且能够控制向这些驱动轮传递的转矩的分配率。
背景技术
专利文献1及专利文献2中记载了一种转矩矢量分配装置，具备差动机构和差动用电动机，所述差动机构构成为被输入驱动力源的输出转矩，并且将该输入的转矩朝向左右的驱动轮输出，所述差动用电动机以变更从该差动机构朝向左右的驱动轮输出的转矩的分配率的方式向差动机构中的一个旋转要素输入转矩。
并且，专利文献1中记载了一种控制系统，其构成为使用多个程序和来自对车辆的状态进行检测的传感器的信号等车辆状态量变量来运算差动用电动机的要求转矩，所述多个程序执行针对车辆稳定性的控制、针对牵引性能的控制、再生控制、混合动力控制、针对横摆阻尼的控制等。在这样的控制系统中，由于同时执行多个程序，所以有时基于各个程序而求出不同的多个要求转矩，因此专利文献1中记载的控制系统具备能够确定采用根据多个程序求出的要求转矩中的哪一个要求转矩作为差动用电动机的要求转矩的调停功能。
现有技术文献
专利文献
专利文献1：日本特表2012-519812号公报
专利文献2：国际公开第2015/008661号
发明内容
发明要解决的问题
专利文献1记载的转矩矢量分配装置中的驱动力源为具有发电功能的电动机，且若对电动机进行再生控制，则能够使制动力作用于各车轮。并且，通过在这样的电动机的再生控制的同时对差动用电动机进行控制，能够控制作用于各车轮的制动力的分配率。
另一方面，有时要求使车辆紧急停车等的比较大的制动力，因此通常设置摩擦制动器等机械性的制动器机构，构成为通过该制动器机构使制动力作用于各车轮。若按照各车轮设置这样的制动器机构，则需要用于这些制动器机构的控制。因此，在制动时通过上述那样的电动机的再生控制而产生制动力并且通过制动器机构产生制动力的情况下，就需要协调转矩矢量分配装置的控制与制动器机构的控制，制动时的控制可能变得复杂。
本发明着眼于上述的技术性课题而完成，其目的在于提供一种能够统一控制驱动力和制动力的驱动装置的控制系统。
为了达成上述的目的，本发明为一种驱动装置的控制系统，所述驱动装置具备：驱动用电动机；差动机构，能够被从所述驱动用电动机输入转矩，将该输入的转矩向左右的车轮传递；以及差动用电动机，与所述差动机构中的任一个旋转要素连结，并且通过输出转矩来控制从所述差动机构向所述左右的车轮传递的转矩的分配率，所述驱动装置的控制系统的特征在于，具备：传感器，检测行驶状态及操作状态，所述行驶状态包括车辆的前后加速度、横向加速度、横摆率、所述左右的车轮的转速、所述左右的车轮的转矩中的至少任一个，所述操作状态包括加速器操作量、制动器操作量、转向装置操作量中的至少任一个；制动器机构，能够通过与旋转部件或者所述差动机构中的输入要素摩擦接触而使制动力进行作用，并且根据供给的电力来控制所述制动力，所述旋转部件设于从所述驱动用电动机朝向所述左右的车轮的转矩的传递路径中的比所述差动机构靠所述驱动用电动机侧处；第一控制器，构成为基于由所述传感器检测到的所述行驶状态及所述操作状态来运算目标行驶状态，基于所述目标行驶状态来运算向所述左右的车轮传递的目标驱动转矩或者目标制动转矩，基于所述目标驱动转矩来求出所述驱动用电动机及所述差动用电动机的输出转矩，基于所述目标制动转矩来求出由所述制动器机构产生的制动力和所述差动用电动机的输出转矩。
在本发明中，可以是，所述驱动装置的控制系统具备：第一电源，向所述第一控制器供给电力；第二电源，与所述第一电源不同；停车锁止机构，能够使从所述驱动用电动机到所述车轮为止的转矩的传递路径中的任一个旋转部件停止；以及第二控制器，与所述第二电源电连接并控制所述停车锁止机构。
发明效果
根据本发明，构成为基于车辆的行驶状态、操作状态来求出驱动用电动机的转矩、差动用电动机的转矩或制动器机构的制动力。因此，能够统一控制上述驱动用电动机的转矩、差动用电动机的转矩或制动器机构的制动力，因此能够抑制对不同的多个控制之间进行协调控制等的控制的复杂度。或者，能够简化控制系统的结构。
另外，根据本发明，与制动器机构独立地设置有停车锁止机构，并且向用于控制制动器机构的第一控制器供给电力的电源和向控制停车锁止机构的第二控制器供给电力的电源不同。因此，在如上述那样统一控制制动器机构等的状态下，即使控制制动器机构的电系统发生故障，也能够使停车锁止机构作为后援起作用。即，即使在制动器机构发生故障的情况下，也能够实现停车。
附图说明
图1是用于说明本发明的实施例中的控制系统的结构的一例的示意图。
图2是用于说明从第一电动机向前轮传递转矩的结构及用于使制动力作用于前轮的结构的示意图。
图3是用于说明第一ECU的结构的框图。
图4是用于说明第二ECU的结构的框图。
图5是用于说明本发明的实施例中的控制系统的其他结构例的示意图。
具体实施方式
图1表示用于说明本发明的实施例中的控制系统的结构的一例的示意图。需要说明的是，在图1中，用虚线表示电连接关系。图1中示出了设有两个作为驱动力源的驱动用电动机1、2的车辆Ve。这些电动机1、2可以与在以往已知的混合动力车辆或电动汽车中作为驱动力源而设置的电动机同样地构成，例如为永磁体型的同步电动机。一个电动机(以下记为第一电动机)1向车辆Ve的前轮3L、3R传递转矩且设于车辆Ve的前方。并且，另一个电动机(以下记为第二电动机)2向车辆Ve的后轮4L、4R传递转矩且设于车辆Ve的后方。需要说明的是，所有的电动机1、2都配置于车宽方向上的中央部。
在上述第一电动机1上如图2所示的那样连结有第一差动机构5。该第一差动机构5能够以行星齿轮机构为主体而构成，构成为将第一电动机1的输出转矩向左右的驱动轮3L、3R传递。并且，用于对在那样向左右的驱动轮3L、3R传递时的转矩的分配率进行控制的第一差动用电动机6连结于第一差动机构5。具体而言，构成为能够从第一差动用电动机6向第一差动机构5的任一个旋转要素输入转矩，通过从第一差动用电动机6向第一差动机构5输入转矩，向一侧的驱动轮3L(3R)传递的转矩的分配率增大，向另一侧的驱动轮3R(3L)传递的转矩的分配率下降。即，通过第一差动机构5和第一差动用电动机6构成转矩矢量分配装置。该转矩矢量分配装置可以与国际公开第2015/008661号中记载的结构相同。
而且，设有通过与旋转部件或第一差动机构5的输入要素接触而产生摩擦力并使制动力作用的第一制动器机构7，所述旋转部件设于从第一电动机1至第一差动机构5的转矩的传递路径中的相比第一差动机构5更靠第一电动机1侧处。在图2所示的例中，在第一电动机1的输出轴8的端部连结有板部件9，以使制动力作用于该板部件9的方式设置第一制动器机构7。该第一制动器机构7构成为通过向电磁促动器通电而产生制动力，在图2所示的例中，在制动器盘10设置线圈11，通过由向该线圈11通电产生的电磁力，向作为制动器转子起作用的板部件9吸附制动器盘10而发生接触。
通过如上述那样设置第一制动器机构7，由第一制动器机构7产生的制动力经由第一差动机构5向左右的驱动轮3L、3R传递。并且，在制动时，若对第一差动用电动机6进行控制，则能够对作用于左右的驱动轮3L、3R的制动转矩的分配率进行控制。
另一方面，在驻车时电源被断开，因此上述的第一制动器机构7无法继续使制动力作用。因此，设置有以在非通电时能够使制动力作用的方式构成的第一停车锁止机构12。图2所示的第一停车锁止机构12可以由按压部件13和第一电磁促动器14构成，该按压部件13将制动器盘10朝向板部件9按压，该第一电磁促动器14构成为通过被通电而以使制动器盘10与板部件9发生接触的方式使按压部件13移动，在非通电时防止该按压部件13的位置发生变化。
在这样构成的第一停车锁止机构12中，能够根据通电时的按压部件13的移动量来控制制动器盘10与板部件9的接触压力，即能够控制制动力，并且通过在该状态下设为非通电，能够维持该制动力。因此，即使取代第一制动器机构7而控制第一停车锁止机构12也能够与第一制动器机构7一样地控制制动力。即，也能够使第一停车机构12作为第一制动器机构7的后援起作用。
在上述的第一电动机1及第一差动用电动机6以及第一制动器机构7上电连接有与在以往已知的混合动力车辆或电动汽车中搭载的蓄电装置一样由蓄电池或电容器等构成的高电压的蓄电装置15，从该蓄电装置15供给电力。并且，向蓄电装置15供给由第一电动机1发电产生的电力。在该蓄电装置15与各电动机1、6或线圈11之间设有第一变换器16，该第一变换器16能够切换直流电流与交流电流，并且能够控制向各电动机1、6或线圈11供给的电流值、其频率。
与如上述那样通过第一电动机1驱动前轮3L、3R的结构以及通过第一制动器机构7使制动力作用于前轮3L、3R的结构一样，通过第二电动机2来驱动后轮4L、4R，并且设置有第二制动器机构18，该第二制动器机构18使制动力作用于在从第二电动机2至第二差动机构17的转矩的传递路径上设置的旋转部件，通过该第二制动器机构18使制动力作用于后轮4L、4R。并且，设有以即使在向第二制动器机构18供给电力的电系统发生故障的情况下、也能够作为后援使制动力作用的方式与第一停车锁止机构12同样地构成的第二停车锁止机构19。即，对前轮3L、3R进行驱动或制动的结构和对后轮4L、4R进行驱动或制动的结构相同。因此，省略对后轮4L、4R进行驱动或制动的结构的说明。
设有用于对上述的第一电动机1、第二电动机2、第一差动用电动机6、第二差动用电动机20、第一制动器机构7、第二制动器机构18进行统一控制的第一电子控制装置(以下记为第一ECU)21，所述第一差动用电动机6控制第一差动机构5中的转矩的分配率，所述第二差动用电动机20控制第二差动机构17中的转矩的分配率。该第一ECU21与在以往已知的车辆中搭载的电子控制装置同样地构成，以微型计算机为主体而构成，相当于本发明的实施例中的“第一控制器”。图3中示出了用于说明该第一ECU21的结构的框图。向该第一ECU21输入车辆Ve的状态、驾驶者对操作部的操作状态等信号，基于该输入的信号及预先存储的运算式或映射等来确定有助于车辆Ve的行为的目标值，基于该确定的目标值而向第一变换器16、第二变换器22输出控制信号，该第二变换器22配置于蓄电装置15与各电动机2、20或第二制动器机构18之间，能够切换直流电流与交流电流，并且能够控制向各电动机2、20或第二制动器机构18供给的电流值、其频率。
作为向上述第一ECU21输入的操作状态的一例，是加速器踏板的踩踏量(操作量)、制动器踏板的踩踏力、踩踏量(操作量)、转向装置的转向角、转向转矩(操作量)，作为车辆Ve的状态(行驶状态)的一例，是车辆Ve的前后加速度、车辆Ve的横向加速度、车辆Ve的横摆率、各车轮3L、3R、4L、4R的转速、作用于各车轮3L、3R、4L、4R的转矩。需要说明的是，图1中示出了从对左前轮3L的转速进行检测的传感器23向第一ECU21输入信号的结构。
并且，作为在第一ECU21中确定的目标值的一例，是目标横摆率、目标加速度、目标减速度、目标轮胎滑移率等。需要说明的是，这些目标值是考虑了以往已知的防抱死控制(ABS)、牵引力控制(TRC)、电子稳定控制(ESC)、动态横摆率控制(DYC)等而得到的值。
并且，根据上述的目标值与对应于上述的目标值的实际测定值的偏差，统一确定用于向各电动机1、2通电的电流值和频率、用于向各差动用电动机6、20通电的电流值和频率、向各制动器机构7、18通电的电流值，基于这些确定的值向各变换器16、22输出对各电动机1、2的指示信号、对各差动用电动机6、20的指示信号、对各制动器机构7、18的指示信号。需要说明的是，为了供给用于使第一ECU21工作或用于对搭载于各变换器16、22的未图示的晶体管进行控制的电力，设置了第一辅机蓄电池24。该第一辅机蓄电池24相当于本发明的实施例中的“第一电源”，并且电压比蓄電装置15低。
如上述那样第一停车锁止机构12也作为第一制动器机构7的后援(back up)起作用，因此以在上述第一ECU21与第一辅机蓄电池24的电系统发生故障或者蓄电装置15与第一变换器16的电系统发生故障等的情况下，也能够对各停车锁止机构12、19进行控制的方式设置了与第一ECU21不同的另一个电子控制装置(以下记为第二ECU)25。该第二ECU25与第一ECU21一样也以微型计算机为主体而构成，相当于本发明的实施例中的“第二控制器”。图4中示出了用于说明该第二ECU25的结构的框图。向该第二ECU25输入车辆Ve的状态、驾驶者对操作部的操作状态等信号，基于该输入的信号及预先存储的运算式或映射等来判断是否允许使各停车锁止机构12、19工作，并且通过运算等来确定各停车锁止机构12、19的控制量，基于该确定的控制量而向各停车锁止机构12、19输出控制信号。
作为向上述第二ECU25输入的操作状态的一例，是制动器踏板的踩踏力、制动器踏板的踩踏量、向各制动器机构7、18通电的电流值，作为车辆Ve的状态的一例，是各车轮3L、3R、4L、4R的转速。并且，使各停车锁止机构12、19工作的允许可以通过停车规定的时间以上、用于使电磁促动器14工作的开关被驾驶者等接通、处于停车中且点火装置被断开、各制动器机构7、18中的至少任一个制动器机构7(18)无法工作等中的任一个成立来进行判定。而且，根据制动器踏板的踩踏力或踩踏量和各车轮3L、3R、4L、4R的轮速来确定各停车锁止机构12、19的制动力，以获得该制动力的方式向电磁促动器14及用于控制第二停车锁止机构19的未图示的电磁促动器输出电流。并且，为了供给用于使第二ECU25工作或用于控制各停车锁止机构12、19的电力，设置了第二辅机蓄电池26。需要说明的是，能够构成为在第二ECU25能够接受来自第一ECU21的信号且第一ECU21发生了故障等的情况下，允许第二ECU25进行工作。该第二辅机蓄电池26相当于本发明的实施例中的“第二电源”。
根据上述的第一ECU21，构成为根据车辆Ve的状态、驾驶者对加速器踏板的操作量等来统一求出各电动机1、2的转矩、各差动用电动机6、20的转矩或各制动器机构7、18的制动转矩等。因此，能够抑制对不同的多个控制之间进行协调控制等的控制的复杂度。或者，能够简化控制系统的结构。而且，在这样统一控制各电动机1、2的转矩、各差动用电动机6、20的转矩或各制动器机构7、18的制动转矩的情况下，各停车锁止机构12、19和第二ECU25也作为后援起作用，因此即使在第一ECU21和各制动器机构7、18发生故障的情况下，也能够实现停车。
需要说明的是，本发明的实施例中的驱动装置的控制系统并不限于图1所示的四轮驱动车，也可以是将前轮3L、3R或后轮4L、4R中的任一方作为驱动轮的两轮驱动车。图5中示出了将前轮3L、3R作为驱动轮的驱动装置的一例。需要说明的是，对于与图1相同的结构，省略其说明。在图5所示的例中，在车辆Ve的后方部且车宽方向上的中央部设置了第三差动机构27。该第三差动机构27只要以左右的车轮4L、4R能够相对旋转的方式构成即可，其结构并未特别限定。另一方面，在该第三差动机构27上以能够分别独立地控制作用于左右的车轮4L、4R的制动力的方式设置了第三制动器机构28。该第三制动器机构28也与第一制动器机构7或第二制动器机构18同样地构成为能够电气性地进行控制。并且，设置了用于对向第三制动器机构28供给的电流值进行控制的第三变换器29，构成为从第一ECU21经由该第三变换器29向第三制动器机构28供给电流。
标号说明
1、2…(驱动用)电动机；3L、3R、4L、4R…驱动轮；5、17、27…差动机构；6、20…差动用电动机；7、18、28…制动器机构；12、19…停车锁止机构；14…电磁促动器；16、22、29…变换器；21、25…ECU(电子控制装置)；23…传感器；24、26…辅机蓄电池；Ve…车辆。

Claims (2)

1.一种驱动装置的控制系统，所述驱动装置具备：
驱动用电动机；
差动机构，能够被从所述驱动用电动机输入转矩，将该输入的转矩向左右的车轮传递；以及
差动用电动机，与所述差动机构中的任一个旋转要素连结，并且通过输出转矩来控制从所述差动机构向所述左右的车轮传递的转矩的分配率，
所述驱动装置的控制系统的特征在于，具备：
传感器，检测行驶状态及操作状态，所述行驶状态包括车辆的前后加速度、横向加速度、横摆率、所述左右的车轮的转速、所述左右的车轮的转矩中的至少任一个，所述操作状态包括加速器操作量、制动器操作量、转向装置操作量中的至少任一个；
制动器机构，能够通过与旋转部件或者所述差动机构中的输入要素摩擦接触而使制动力进行作用，并且根据供给的电力来控制所述制动力，所述旋转部件设于从所述驱动用电动机朝向所述左右的车轮的转矩的传递路径中的比所述差动机构更靠所述驱动用电动机侧处；以及
第一控制器，构成为基于由所述传感器检测到的所述行驶状态及所述操作状态来运算目标行驶状态，基于所述目标行驶状态来运算向所述左右的车轮传递的目标驱动转矩或者目标制动转矩，基于所述目标驱动转矩来求出所述驱动用电动机及所述差动用电动机的输出转矩，基于所述目标制动转矩来求出由所述制动器机构产生的制动力和所述差动用电动机的输出转矩。
2.根据权利要求1所述的驱动装置的控制系统，其特征在于，具备：
第一电源，向所述第一控制器供给电力；
第二电源，与所述第一电源不同；
停车锁止机构，能够使从所述驱动用电动机到所述左右的车轮为止的转矩的传递路径中的任一个旋转部件停止；以及
第二控制器，与所述第二电源电连接，并控制所述停车锁止机构。
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