CN107150678B - 包括行驶马达的车辆 - Google Patents
包括行驶马达的车辆 Download PDFInfo
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- CN107150678B CN107150678B CN201710111766.0A CN201710111766A CN107150678B CN 107150678 B CN107150678 B CN 107150678B CN 201710111766 A CN201710111766 A CN 201710111766A CN 107150678 B CN107150678 B CN 107150678B
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- Prior art keywords
- motor
- vehicle
- braking force
- braking
- requested
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Classifications
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Abstract
本发明涉及包括行驶马达的车辆。当在SOC恢复开关断开的同时做出制动请求时,禁止后轮马达的再生驱动(S110)。在这种情况下,控制前轮马达、后轮马达和油压制动装置,使得通过前轮马达的再生驱动而不是后轮马达的再生驱动来将请求制动转矩作用在车辆上。当在SOC恢复开关打开的同时做出制动请求时,允许后轮马达的再生驱动(S120)。在这种情况下,前轮马达、后轮马达和油压制动装置被控制成使得通过前轮马达和后轮马达的再生驱动来将请求制动转矩作用在车辆上。
Description
技术领域
本发明涉及包括行驶马达的车辆,并且更具体地,涉及包括第一马达、第二马达、电池和指示开关的车辆。
背景技术
作为这种类型的车辆,传统上已经提出了一种车辆,该车辆包括:发动机;第一电动发电机,该第一电动发电机被构造成通过使用来自发动机的原动力而产生电力;用于行驶的第二电动发电机;电池,该电池被构造成与第一电动发电机和第二电动发电机交换电力;以及荷电状态(SOC)恢复开关(例如参见日本专利申请公开No.2015-214265)。当将车辆的SOC恢复开关接通时,当由用户请求的请求再生电平等于或小于指定电平时,即,当在车辆的减速期间第二电动发电机的再生电力变为等于或小于阈值时,禁止发动机的间歇运转(禁止发动机运转停止)。结果,能够使用来自发动机的原动力,利用由第一电动发电机产生的电力对电池充电,使得能够恢复电池的荷电状态。当将SOC恢复开关接通时,当请求再生电平高于指定电平时,即当在车辆的减速期间第二电动发电机的再生电力变得大于阈值时,允许发动机的间歇运转(允许发动机停止)。因此,减少发动机的燃料消耗并且利用第二电动发电机的再生电力对电池充电成为可能,使得能够恢复电池的荷电状态。
发明内容
近年来,已经提出了包括行驶马达的车辆。该车辆包括:第一马达,该第一马达连接到前轮和后轮中的一种轮;第二马达,该第二马达连接到前轮和后轮中的另一种轮;以及电池,该电池被构造成与第一马达和第二马达交换电力,第一马达用作主马达,第二马达用作副马达。在这种车辆中,经常使用具有相对小的热容量的马达作为第二马达,或者经常使用具有相对低的冷却能力的冷却装置来冷却第二马达。因此,考虑到第二马达趋于过热以及上述SOC恢复开关是否被接通或断开(驾驶员是否指示电池的SOC的恢复),需要采取适当的行动。
因此,本发明提供一种车辆,该车辆被构造成对应于指示电池的SOC的恢复的指示开关是接通还是断开,执行对安装在其上的马达的更适当的控制。
根据本发明的一个方面,提供了一种车辆,该车辆包括第一马达、第二马达、电池、制动力施加单元、指示开关和电子控制单元。第一马达连接到前轮和后轮中的一种轮。第二马达连接到前轮和后轮中的另一种轮。电池被构造成与第一马达和第二马达交换电力。制动力施加单元被构造成向车辆施加制动力。指示开关被构造成指示电池的荷电状态的恢复。电子控制单元被构造成:(i)当在车辆中做出制动请求时,控制第一马达、第二马达和制动力施加单元,使得与制动请求对应的请求制动力作用在车辆上;(ii)当在指示开关断开的同时做出制动请求时,执行控制,使得在第二马达未被再生驱动的同时第一马达被再生驱动;并且(iii)当在指示开关被接通的同时做出制动请求时,执行控制,使得第一马达和第二马达被再生驱动。
在如上所述的车辆中,当做出制动请求时,控制第一马达、第二马达和制动力施加单元,使得与制动请求对应的请求制动力作用在车辆上。当在指示开关断开的同时做出制动请求时,执行控制,使得在第二马达不被再生驱动的同时第一马达被再生驱动。当在指示开关接通的同时做出制动请求时,执行控制,使得第一马达和第二马达被再生驱动。通过这样的控制,当在指示开关断开的同时做出制动请求时,如与当第二马达被再生驱动时相比,抑制第二马达的温度上升并从而防止第二马达过热成为可能。作为结果,防止对第二马达施加驱动限制成为可能,使得在当第二马达需要被驱动时(例如在以后时间当进行转弯时以及当发生滑动时)的场合下,能够充分地显示第二马达的性能。当在指示开关接通的同时做出制动请求时,如与当第二马达未被再生驱动时相比,能够增加可馈送到电池的最大电力。此外,第一马达的损耗和第二马达的损耗的总和与第一马达或第二马达的转矩(电流)的平方成正比地变化。因此,基本上能够考虑(在相对于请求制动力的大多数区域中),当第一马达和第二马达被再生驱动以将一定的制动力作用在车辆上时,如与在通过第一马达的再生驱动而不是第二马达的再生驱动将一定的制动力作用在车辆上的情况相比,能够减少第一马达的损耗和第二马达的损耗的总和,并且能够提高车辆的能量效率。作为结果,能够更多地恢复(增加)电池的荷电状态。
在车辆中,电子控制单元可以被构造成执行控制,使得当在指示开关接通的同时做出制动请求时,第一马达的损耗和第二马达的损耗的总和最小。因此,能够更多地提高车辆的能量效率。这里,“第一马达的损耗和第二马达的损耗的总和最小”是指在各个马达能够被驱动的范围内第一马达的损耗和第二马达的损耗的总和最小。例如,当由于过热等而对第一马达和第二马达中的一个施加驱动限制时,上述短语意味着在驱动限制范围内第一马达的损耗和第二马达的损耗的总和最小。
在车辆中,电子控制单元可以被构造成:(i)执行控制,使得当在指示开关被断开的同时做出制动请求并且请求制动力等于或小于能够从第一马达作用在车辆上的第一最大制动力时,请求制动力从第一马达作用在车辆上,(ii)执行控制,使得当在指示开关断开的同时做出制动请求并且请求制动力大于第一最大制动力时,第一最大制动力从第一马达作用在车辆上,并且请求制动力和第一最大制动力之差的制动力从制动力施加单元作用在车辆上,(iii)执行控制,使得当在指示开关接通的同时做出制动请求并且请求制动力等于或小于能够从第一马达及第二马达作用在车辆上的第二最大制动力时,请求制动力从第一马达及第二马达作用在车辆上,并且(iv)执行控制,使得当在指示开关接通的同时做出制动请求并且请求制动力大于第二最大制动力时,第二最大制动力从第一马达及第二马达作用在车辆上,并且请求制动力与第二最大制动力之差的制动力从制动力施加单元作用在车辆上。因此,能够向电池供应相对大的电力。
此外,在车辆中,电子控制单元可以被构造成执行控制,使得当在指示开关被接通的同时做出制动请求并且当仅第一马达被驱动时第一马达的损耗和第二马达的损耗的总和小于当第一马达和第二马达被再生驱动时的总和时,在第二马达不被再生驱动的同时,第一马达被再生驱动。因此,能够更多地提高车辆的能量效率。
附图说明
下面将参照附图描述本发明的示例性实施例的特征、优点以及技术和工业意义,在附图中相同的附图标记表示相同的元件,并且其中:
图1是示出作为本发明的实施例的包括行驶马达的车辆的概略构造的框图;
图2是示出由本实施例中的混合动力电子控制单元执行的制动操作处理例程的一个示例的流程图;
图3是示出本实施例中的断开操作映射的一个示例的说明图;
图4是示出本实施例中的接通操作映射的一个示例的说明图;
图5是示出作为本实施例的第一修改的混合动力车辆的概略构造的框图;并且
图6是示出作为本实施例的第二修改的电动车辆的概略构造的框图。
具体实施方式
现在参考附图给出用于执行本发明的模式(实施例)的描述。
图1是示出作为本发明的一个实施例的混合动力车辆20的概略构造的框图。如图中所示,本实施例的混合动力车辆20包括:发动机22;行星齿轮组30;马达MG1、MG2、MG3;逆变器41、42、43;电池50;油压制动装置90;和混合动力电子控制单元(下文称为“HVECU”)70。
发动机22被构造成通过使用诸如汽油和柴油的燃料输出原动力的内燃机。发动机22的运转由发动机电子控制单元(下文称为“发动机ECU”)24控制。
发动机ECU 24被构造成具有作为主要部件的CPU的微处理器。除了CPU之外,发动机ECU 24还包括存储处理程序的ROM、临时存储数据的RAM、输入和输出端口以及通信端口。发动机ECU 24通过输入端口接收来自发动机22的运转控制所需的各种传感器的信号的输入,所述信号包括例如来自曲柄位置传感器的发动机22的曲轴26的曲柄角度θcr。发动机ECU 24通过输出端口输出用于发动机22的运转控制的各种控制信号。发动机ECU 24通过通信端口与HVECU 70连接。发动机ECU 24基于来自曲柄位置传感器的曲柄角度θcr来计算发动机22的转数Ne。
行星齿轮组30被构造成单小齿轮行星齿轮机构。行星齿轮组30具有太阳齿轮,太阳齿轮连接到马达MG1的转子。行星齿轮组30具有环形齿轮,环形齿轮连接到驱动轴36F,驱动轴36F通过差速齿轮37F与前轮38a、38b联接。行星齿轮组30具有齿轮架,齿轮架连接到发动机22的曲轴26。
例如构造成同步发电-电动机的马达MG1具有如前所述连接到行星齿轮组30的太阳齿轮的转子。例如构造成同步发电-电动机的马达MG2具有连接到驱动轴36F的转子。例如构造成同步发电-电动机的马达MG3具有连接到驱动轴36R的转子,该驱动轴36R通过差速齿轮37R联接到后轮38c、38d。用于驱动马达MG1、MG2、MG3的逆变器41、42、43通过电力线54与电池50连接。当马达电子控制单元(下文称为“马达ECU”)40执行逆变器41、42、43的多个未示出的开关元件的开关控制时,马达MG1、MG2、MG3被旋转驱动。
马达ECU 40被构造成具有作为主要部件的CPU的微处理器。除了CPU之外,马达ECU40还包括存储处理程序的ROM、临时存储数据的RAM、输入和输出端口以及通信端口。马达ECU 40通过输入端口接收来自控制马达MG1、MG2、MG3的驱动所需的各种传感器的信号的输入。信号的示例包括来自旋转位置检测传感器44、45、46的马达MG1、MG2、MG3的转子的旋转位置θm1、θm2、θm3。马达ECU 40通过输出端口将信号(诸如开关控制信号)输出到逆变器41、42、43的多个未示出的开关元件。马达ECU 40通过通信端口与HVECU 70连接。马达ECU 40基于来自旋转位置检测传感器44、45、46的马达MG1、MG2、MG3的转子的旋转位置θm1、θm2、θm3来计算马达MG1、MG2、MG3的转数Nm1、Nm2、Nm3。
电池50例如被构造成锂离子二次电池或镍氢二次电池。如前所述,电池50通过电力线54与逆变器41、42、43连接。电池50由电池电子控制单元(下文称为“电池ECU”)52管理。
电池ECU 52被构造成具有作为主要部件的CPU的微处理器。除了CPU之外,电池ECU52还包括存储处理程序的ROM、临时存储数据的RAM、输入和输出端口和通信端口。电池ECU52通过输入端口接收来自管理电池50所需的各种传感器的信号的输入。信号的示例包括:来自电压传感器51a的电池50的电压Vb;和来自电流传感器51b的电池50的电流Ib(电流Ib在从电池50放电时为正)。电池ECU 52通过通信端口与HVECU 70连接。电池ECU 52基于来自电流传感器51b的电池电流Ib的积分值来计算荷电状态SOC。荷电状态SOC是指可从电池50放电的电力的容量与电池50的总容量的比率。
油压制动装置90包括:制动轮缸96a、96b、96c、96d,所述制动轮缸附接到前轮38a、38b或后轮38c、38d;和制动致动器94。制动致动器94被构造成致动器,其被构造成向前轮38a、38b或后轮38c、38d施加制动力。作用在车辆上的制动力基于根据制动踏板的踏入而产生的主缸92的压力(制动压力)和车速V来定义。制动致动器94调节制动轮缸96a、96b、96c、96d的液压,使得在制动力中,与油压制动装置90的份额(share)对应的制动力的一部分作用在前轮38a、38b或后轮38c、38d上。制动致动器94调节制动轮缸96a、96b、96c、96d的液压,使得与制动踏板的踏入无关,油压制动装置90所请求的制动力作用在前轮38a、38b或后轮38c、38d上。在下文中,通过制动致动器94的致动而作用在前轮38a、38b或后轮38c、38d上的制动力被称为“液压制动”。制动致动器94由制动电子控制单元(下文称为“制动ECU”)98驱动控制。
制动ECU 98被构造成具有作为主要部件的CPU的微处理器。除了CPU之外,制动ECU98还包括存储处理程序的ROM、临时存储数据的RAM、输入和输出端口以及通信端口。制动ECU 98通过输入端口接收来自制动致动器94的驱动控制所需的各种传感器的信号的输入。制动ECU 98通过输出端口将诸如驱动控制信号的信号输出到制动致动器94。制动ECU 98通过通信端口与HVECU 70连接。
HVECU 70被构造成具有作为主要部件的CPU的微处理器。除了CPU之外,HVECU 70还包括存储处理程序的ROM、临时存储数据的RAM、输入和输出端口以及通信端口。HVECU 70通过输入端口接收来自各种传感器的信号。输入到HVECU 70中的信号的示例包括:来自点火开关80的点火信号;和来自换档位置传感器82的换档位置。HVECU 70还接收信号诸如来自加速器踏板位置传感器84的加速器开度Acc,以及来自制动踏板位置传感器86的制动踏板位置BP。信号的示例进一步包括:来自车速传感器88的车速V;和来自SOC恢复开关89的、由驱动器发出的用于指示电池50的荷电状态的恢复的开关信号。如前所述,HVECU 70通过通信端口与发动机ECU 24、马达ECU 40、电池ECU 52和制动ECU 98连接。
因此构造的实施例的混合动力车辆20以混合动力行驶(HV行驶)模式或电动行驶(EV行驶)模式行驶。这里,HV行驶模式是涉及发动机22的运转的行驶的模式。EV行驶模式是不涉及发动机22的运转的行驶的模式。
在本实施例的混合动力车辆20中,当踏入制动踏板时,做出制动请求。此时,基于制动踏板位置BP和车速V设定车辆所请求的请求制动转矩Tp*。马达MG2、MG3(逆变器42、43)和油压制动装置90被控制成使得请求制动转矩Tp*作用在车辆上。在控制期间,发动机22空转或停止。控制逆变器41的多个开关元件的开关,使得马达MG1以取值零的转矩指令Tm1*被驱动。
现在给出以下的描述,即这样构造的实施例的混合动力车辆20的操作的描述,并且更具体地,当踏入制动踏板以向车辆做出制动请求时的操作的描述。图2是示出由本实施例中的HVECU 70执行的制动操作处理例程的一个示例的流程图。当对车辆做出制动请求时,执行该例程。
当执行制动操作处理例程时,HVECU 70首先判定SOC恢复开关89是否被接通或断开(步骤S100)。当SOC恢复开关89断开时,HVECU70禁止马达MG3的再生驱动(步骤S110),并且结束本例程。在这种情况下,HVECU 70将马达MG3的转矩指令Tm3*设定为值零。然后,基于请求制动转矩Tp*,HVECU 70设定马达MG2的转矩指令Tm2*和油压制动装置90的转矩指令Tb*。然后,HVECU 70将马达MG2、MG3的转矩指令Tm2*、Tm3*发送到马达ECU 40,并且将油压制动装置90的转矩指令Tb*发送到制动ECU 98。马达ECU 40控制逆变器42、43的多个开关元件的开关,使得利用转矩指令Tm2*、Tm3*驱动马达MG2、MG3。制动ECU 98控制制动致动器94,使得与转矩指令Tb*对应的制动力作用在车辆上。制动转矩指令Tb*之外的作用在前轮38a、38b上的转矩与作用在后轮38c、38d上的转矩之间的分配比能够基于诸如车辆的减速度和制动踏板位置BP的参数来适当地设定。当制动转矩指令Tb*为值零时,液压制动器的制动力不作用在前轮38a、38b和后轮38c、38d上。
在这种情况下,预先定义请求制动转矩Tp*和转矩指令Tm2*、Tb*之间的关系,并且将其作为断开操作映射存储在ROM中,并且当给出请求制动转矩Tp*时,从映射导出相应的转矩指令Tm2*、Tb*,并且将其设定为马达MG2的转矩指令Tm2*和油压制动装置90的转矩指令Tb*。在图3中示出断开操作映射的一个示例。
如从图3清楚,在请求制动转矩Tp*大于值零且等于或小于Tp1的区域中,将马达MG2的转矩指令Tm2*设定为请求制动转矩Tp*的值,并且将油压制动装置90的转矩指令Tb*设定为值零。这里,值Tp1表示可从马达MG2作用在车辆上的最大制动转矩。由于马达MG2与在混合动力车辆20中与前轮38a、38b联接的驱动轴36F直接连接,所以马达MG2的最大再生转矩Tm2lim能够用作值Tp1。在请求制动转矩Tp*大于值Tp1的区域中,将马达MG2的转矩指令Tm2*设定为最大再生转矩Tm2lim的值,并且将油压制动装置90的转矩指令Tb*设定为请求制动转矩Tp*与马达MG2的转矩指令Tm2*(Tm2lim)之差的转矩。因此,能够增加可馈送到电池50的电力。
在这种混合动力车辆20中,与发动机22和马达MG1一起将驱动力输出到前轮38a、38b的马达MG2通常用作主马达,而马达MG3用作副马达。在这种情况下,经常使用具有相对大的热容量的马达作为马达MG2,或者经常使用具有相对高的冷却能力的冷却装置来冷却马达MG2。经常使用具有相对小的热容量的马达作为马达MG3,或者经常使用具有相对低的冷却能力的冷却装置来冷却马达MG3。因此,当在马达MG3被再生驱动的同时做出制动请求时,马达MG3过热,因此施加驱动限制,这可能导致在以后的时间中不能根据需要充分地驱动马达MG3的情况。根据本实施例,当在SOC恢复开关89断开的同时做出制动请求时,马达MG3不被再生驱动。这使得能够抑制马达MG3中的温度上升并且防止马达MG3过热。作为结果,防止对马达MG3施加驱动限制成为可能,使得在当需要驱动马达MG3时(例如在以后时间当在进行转弯时以及当发生滑动时)的场合下能够充分地显示马达MG3的性能。
当在图2的步骤S100中接通SOC恢复开关89时,允许马达MG3的再生驱动(步骤S120),并且结束本例程。在这种情况下,HVECU70基于请求制动转矩Tp*设定马达MG2、MG3的转矩指令Tm2*、Tm3*和油压制动装置90的转矩指令Tb*。然后,HVECU 70将马达MG2、MG3的转矩指令Tm2*、Tm3*发送到马达ECU 40,并且将油压制动装置90的转矩指令Tb*发送到制动ECU 98。马达ECU 40控制逆变器42、43的多个开关元件的开关,使得利用转矩指令Tm2*、Tm3*驱动马达MG2、MG3。制动ECU 98控制制动致动器94,使得与转矩指令Tb*对应的制动力作用在车辆上。制动转矩指令Tb*之外的作用在前轮38a、38b上的转矩与作用在后轮38c、38d上的转矩之间的分配比能够基于参数诸如车辆的减速度和制动踏板位置BP、以及马达MG1、MG2的转矩指令Tm2*、Tm3*之间的比率来适当地设定。
在这种情况下,对于马达MG2、MG3的转矩指令Tm2*、Tm3*和油压制动装置90的转矩指令Tb*,请求制动转矩Tp*与转矩指令Tm2*、Tm3*、Tb*之间的关系预先定义并且作为接通操作映射存储在未示出的ROM中。当给出请求制动转矩Tp*时,从映射导出并且设定相应的转矩指令Tm2*、Tm3*、Tb*。在图4中示出了接通操作映射的一个示例。
如从图4清楚,在请求制动转矩Tp*大于值零且等于或小于阈值Tp2的区域中,将马达MG2的转矩指令Tm2*设定为请求制动转矩Tp*的值,并且将马达MG3的转矩指令Tm3*和油压制动装置90的转矩指令Tb*设定为值零。这里,阈值Tp2表示请求制动转矩Tp*的区域的上限,其中,当马达MG3未被再生驱动而马达MG2被再生驱动时,马达MG2的损耗和马达MG3的损耗的总和小于当马达MG2和马达MG3被再生驱动时的损耗。马达MG2的损耗和马达MG3的损耗的总和为最小的短语表示在能够驱动各个马达的范围内,马达MG2的损耗和马达MG3的损耗的总和为最小。例如,当由于过热等而对马达MG2和马达MG3中的一个施加驱动限制时,上述短语意味着在驱动限制范围内马达MG2的损耗和马达MG3的损耗的总和最小。马达MG2的损耗和马达MG3的损耗的总和与马达MG2或马达MG3的转矩(电流)的平方成正比地变化。在请求制动转矩Tp*大于值零且等于或小于阈值Tp2的区域中,马达MG3不被再生驱动,而马达MG2被再生驱动,以将请求制动转矩Tp*作用在车辆上。通过对车辆作用转矩,如与再生驱动马达MG2和马达MG3的情况相比,能够减少马达MG2的损耗和马达MG3的损耗的总和,并且因此能够提高车辆的能量效率。
在请求制动转矩Tp*大于值Tp2并且等于或小于值Tp3的区域中,马达MG2、MG3的转矩指令Tm2*、Tm3*被设定为使得马达MG2的损耗和马达MG3的损耗的总和是马达MG2、MG3的最大再生转矩Tm2lim、Tm3lim的范围内比值零大的最小值。油压制动装置90的转矩指令Tb*被设定为零值。这里,值Tp3表示可从马达MG2、MG3作用在车辆上的最大制动转矩。在混合动力车辆20中,与前轮38a、38b联接的驱动轴36F直接与马达MG2连接,并且与后轮38c、38d联接的驱动轴36R直接与马达MG3连接。因此,能够使用等于马达MG2、MG3的最大再生转矩Tm2lim、Tm3lim的总和的转矩作为值Tp3。当在请求制动转矩Tp*大于值Tp2并且等于或小于值Tp3的区域中马达MG2和马达MG3被再生驱动时,如与马达MG3未被再生驱动的情况相比,能够增加可馈送到电池50的最大电力。还能够减小马达MG2的损耗和马达MG3的损耗的总和,并从而能够提高车辆的能量效率。作为结果,能够更多地恢复(提高)电池50的荷电状态SOC。另外,在本实施例中,在马达MG2、MG3的转矩指令Tm2*、Tm3*被设定为使得马达MG2的损耗和马达MG3的损耗的总和最小时,车辆的能量效率能够被进一步增强。
在请求制动转矩Tp*大于值Tp3的区域中,马达MG2、MG3的转矩指令Tm2*、Tm3*分别被设定为最大再生转矩Tp2lim和Tp3lim的值。油压制动装置90的转矩指令Tb*被设定为作为请求制动转矩Tp*和值(Tp2lim+Tp3lim)之差的转矩值。因此,能够充分地增加可馈送到电池50的电力。
在前面所述的实施例中的混合动力车辆20中,当在SOC恢复开关89断开的同时做出制动请求时,控制马达MG2、马达MG3以及油压制动装置90,使得请求制动转矩Tp*通过马达MG2的再生驱动而不通过马达MG3的再生驱动作用在车辆上。因此,能够抑制马达MG3的温度上升,并且能够防止马达MG3过热。作为结果,防止对马达MG3施加驱动限制成为可能,使得在需要驱动马达MG3时(诸如在以后时间当进行转弯时以及当发生滑动时)的场合下能够充分地显示马达MG3的性能。当在SOC恢复开关89接通的同时做出制动请求时,控制马达MG2、马达MG3和油压制动装置90,使得马达MG2和马达MG3被再生驱动以将请求制动转矩Tp*作用在车辆上。因此,如与马达MG3不被再生驱动的情况相比,能够增加可向电池50馈送的最大电力。除此之外,基本上(在请求制动转矩Tp*大于值Tp2并且等于或小于值Tp3的区域中),MG2的损耗和马达MG3的损耗的总和能够减小,并从而能够提高车辆的能量效率。作为结果,能够更多地恢复(增加)电池50的荷电状态SOC。
在本实施例的混合动力车辆20中,当在SOC恢复开关89接通的同时做出制动请求时,在请求制动转矩Tp*大于值零并且等于或小于值Tp2的区域内,马达MG2被再生驱动,但是马达MG3不被再生驱动。在请求制动转矩Tp*大于值Tp2的区域中,马达MG2和马达MG3被再生驱动。然而,当在SOC恢复开关89接通的同时做出制动请求时,马达MG2和马达MG3可以与请求制动转矩Tp*无关地被再生驱动。即使在这种情况下,如与马达MG3没有被再生驱动的情况相比,也能够增加可馈送到电池50的最大电力,并且能够更多地恢复(提高)电池50的荷电状态SOC。
在本实施例的混合动力车辆20中,当在SOC恢复开关89接通的同时做出制动请求时,马达MG2、MG3的转矩指令Tm2*、Tm3*被设定为使得如果马达MG2和马达MG3被再生驱动,马达MG2的损耗和马达MG3的损耗的总和是马达MG2、MG3的最大再生转矩Tm2lim、Tm3lim的范围内比值零大的最小值。然而,马达MG2、MG3的转矩指令Tm2*、Tm3*可以设定为相对于请求制动转矩Tp*的固定的分配比,例如设定为马达MG2、MG3的最大再生转矩Tm2lim、Tm3lim之间的比率。
本实施例的混合动力车辆20构造成使得发动机22、马达MG1和马达MG2连接到与前轮38a、38b联接的驱动轴36F,并且马达MG3连接到与后轮38c、38d联接的驱动轴36R。然而,混合动力车辆20可以被构造成使得发动机22、马达MG1和马达MG2连接到与后轮联接的驱动轴,并且马达MG3连接到与前轮联接的驱动轴。
本实施例的混合动力车辆20被构造成混合动力车辆,其中发动机22、马达MG1和与前轮38a、38b联接的驱动轴36F连接到行星齿轮组30,驱动轴36F连接到马达MG2,并且与后轮38c、38d联接的驱动轴36R连接到马达MG3。然而,如在图5中所示的修改中的混合动力车辆120那样,本发明可以被构造成混合动力车辆,其中与前轮38a、38b联接的驱动轴36F通过变速器130连接到马达MGF,马达MGF的旋转轴通过离合器129连接到发动机22,并且与后轮38c、38d联接的驱动轴36R连接到马达MGR。如在图6中所示的修改中的电动车辆220那样,本发明可以被构造成电动车辆,其中与前轮38a、38b联接的驱动轴36F连接到马达MGF,并且与后轮38c、38d联接的驱动轴36R连接到马达MGR。
给出本实施例的主要元件与在发明内容中描述的本发明的主要元件之间的对应关系的描述。在实施例中,马达MG2是本发明的“第一马达”的一个示例。马达MG3是“第二马达”的一个示例。电池50是“电池”的一个示例。油压制动装置90是“制动力施加单元”的一个示例。SOC恢复开关89是“指示开关”的一个示例。HVECU 70、马达ECU 40和制动ECU 98是“控制装置”的一个示例。
由于在实施例的主要元件和本发明的发明内容中描述的本发明的主要元件之间的对应关系是用于提供用于实行发明内容中描述的本发明的模式的具体描述的一个示例,所以对应关系不旨在限制发明内容中描述的发明的元件。更具体地,在发明内容中公开的发明应当基于其中的描述来解释,并且实施例仅仅是发明内容中公开的发明的具体示例。
尽管已经使用实施例描述了用于实行本发明的模式,但是本发明不以任何方式限于所公开的实施例。自然应当理解,在不脱离本发明的范围的情况下,能够以各种模式来实行本发明。
本发明可应用于诸如制造车辆的领域中。
Claims (5)
1.一种车辆,其特征在于包括:
发动机;
第一马达,所述第一马达被连接到前轮和后轮中的一种轮并且与所述发动机一起将驱动力输出到所述前轮和后轮中的所述一种轮;
第二马达,所述第二马达具有比所述第一马达低的热容量并且被连接到所述前轮和所述后轮中的另一种轮;
电池,所述电池被构造成与所述第一马达及所述第二马达交换电力;
制动力施加单元,所述制动力施加单元被构造成向所述车辆施加制动力;
指示开关,所述指示开关被构造成指示所述电池的荷电状态的恢复;和
电子控制单元,所述电子控制单元被构造成:
(i)当在所述车辆中做出制动请求时,控制所述第一马达、所述第二马达和所述制动力施加单元,使得与所述制动请求对应的请求制动力作用在所述车辆上;
(ii)当在所述指示开关断开的同时做出所述制动请求时,执行控制,使得在所述第二马达未被再生驱动的同时,所述第一马达被再生驱动;并且
(iii)当在所述指示开关接通的同时做出所述制动请求时,执行控制,使得所述第一马达和所述第二马达被再生驱动。
2.根据权利要求1所述的车辆,其特征在于:
所述电子控制单元被构造成执行控制,使得当在所述指示开关接通的同时做出所述制动请求时,所述第一马达的损耗和所述第二马达的损耗的总和最小。
3.根据权利要求1或2所述的车辆,其特征在于:
所述电子控制单元被构造成:
(i)执行控制,使得当在所述指示开关断开的同时做出所述制动请求并且所述请求制动力等于或小于能够从所述第一马达作用在所述车辆上的第一最大制动力时,所述请求制动力从所述第一马达作用在所述车辆上,
(ii)执行控制,使得当在所述指示开关断开的同时做出所述制动请求并且所述请求制动力大于所述第一最大制动力时,所述第一最大制动力从所述第一马达作用在所述车辆上,并且所述请求制动力与所述第一最大制动力之差的制动力从所述制动力施加单元作用在所述车辆上,
(iii)执行控制,使得当在所述指示开关接通的同时做出所述制动请求并且所述请求制动力等于或小于能够从所述第一马达及所述第二马达作用在所述车辆上的第二最大制动力时,所述请求制动力从所述第一马达及所述第二马达作用在所述车辆上,并且
(iv)执行控制,使得当在所述指示开关接通的同时做出所述制动请求并且所述请求制动力大于所述第二最大制动力时,所述第二最大制动力从所述第一马达及所述第二马达作用在所述车辆上,并且所述请求制动力与所述第二最大制动力之差的制动力从所述制动力施加单元作用在所述车辆上。
4.根据权利要求1或2所述的车辆,其特征在于:
所述电子控制单元被构造成:
执行控制,使得当在所述指示开关接通的同时做出所述制动请求时并且当仅仅所述第一马达被再生驱动时所述第一马达的损耗和所述第二马达的损耗的总和小于当所述第一马达和所述第二马达被再生驱动时的总和时,在所述第二马达未被再生驱动的同时,所述第一马达被再生驱动。
5.根据权利要求3所述的车辆,其特征在于:
所述电子控制单元被构造成:
执行控制,使得当在所述指示开关接通的同时做出所述制动请求时并且当仅仅所述第一马达被再生驱动时所述第一马达的损耗和所述第二马达的损耗的总和小于当所述第一马达和所述第二马达被再生驱动时的总和时,在所述第二马达未被再生驱动的同时,所述第一马达被再生驱动。
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US10647324B2 (en) * | 2016-09-28 | 2020-05-12 | Polaris Industries Inc. | Systems and methods for control of two independent powertrains in a vehicle |
JP2019026150A (ja) * | 2017-08-01 | 2019-02-21 | トヨタ自動車株式会社 | 車両の制御装置 |
CN107696847B (zh) * | 2017-09-30 | 2019-08-06 | 奇瑞汽车股份有限公司 | 一种混合动力系统及应用 |
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