CN111137139B - 电动车辆 - Google Patents
电动车辆 Download PDFInfo
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- CN111137139B CN111137139B CN201911067272.2A CN201911067272A CN111137139B CN 111137139 B CN111137139 B CN 111137139B CN 201911067272 A CN201911067272 A CN 201911067272A CN 111137139 B CN111137139 B CN 111137139B
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Abstract
本发明提供一种电动车辆,其具备行驶用的电动机,在该电动车辆中,控制电动机,以使得如果从加速器开启变为加速器关闭,则与直线行驶时相比,转弯时的车辆扭矩更平缓地向制动侧的请求扭矩(加速器关闭时的请求扭矩)变化。因此,能够在转弯中从加速器开启变为加速器关闭时,抑制驾驶员的操作灵活性变差。
Description
技术领域
本发明涉及电动车辆,尤其涉及具备行驶用电动机的电动车辆。
背景技术
现有技术中,作为上述电动车辆,提出了一种方案,其具备行驶用电动机、以及使液压制动力作用在车辆上的制动致动器(例如,参见日本特开平10-203351号)。在该电动车辆中,如果操作制动器,则基于制动器踩踏力设定请求制动力,以使得转弯时与直线行驶时相比较小的方式设定目标再生制动力而控制电动机,并且通过将请求制动力与目标再生制动力之差设定为目标液压制动力,从而控制制动致动器。
在这种电动车辆中,在转弯时,在车辆中产生与直线行驶时相比更大的横向加速度,车辆的姿态容易变得不稳定。因此,当从加速器开启变为加速器关闭,不使制动致动器动作而利用电动机的扭矩使车辆扭矩向制动侧的请求扭矩变化时,如果无论是在直线行驶中还是在转弯中都使车辆扭矩均匀变化,则与直线行驶时相比,在转弯时驾驶员的操作灵活性(乘坐舒适性)可能会变差。
发明内容
本发明的电动车辆的主要目的在于,在转弯时从加速器开启变为加速器关闭时,抑制驾驶员的操作灵活性变差。
为了实现上述主要目的,本发明的电动车辆采用了以下方式。
本发明的电动车辆主要内容在于,包括:行驶用的电动机;以及控制装置,其控制所述电动机,以使得如果从加速器开启变为加速器关闭,则与直线行驶时相比,转弯时的车辆扭矩更平缓地向制动侧的请求扭矩变化。
在本发明的电动车辆中,对电动机进行控制,以使得如果从加速器开启变为加速器关闭,则转弯时的车辆扭矩与直线行驶时相比,更加缓慢地向制动侧的请求扭矩变化。因此,在转弯中从加速器开启变为加速器关闭时,能够抑制驾驶员的操作灵活性变差。
在本发明的电动车辆中,所述控制装置也可以在当从加速器开启变为加速器关闭时,对请求扭矩实施利用比值的比例处理而设定瞬态扭矩,以使得所述瞬态扭矩作用于所述车辆的方式控制所述电动机,进而,如果从加速器开启变为加速器关闭,则所述控制装置将所述比值设定为在转弯时与直线行驶时相比更小。通过该方式,在从加速器开启变为加速器关闭时,与在直线行驶时相比,在转弯时使瞬态扭矩更平缓地向制动侧的请求扭矩变化,从而能够使车辆扭矩更平缓地向请求扭矩变化。
在本发明的电动车辆中,所述控制装置也可以在转弯中从加速器开启变为加速器关闭时,以使得在转向角的绝对值或所述车辆的横向加速度较大时与它们较小时相比所述比值较小的方式,设定所述比值。虽然转向角的绝对值或车辆的横向加速度越大则车辆的姿态就越容易不稳定,但是通过如上所述设定比值,从而能够在转向角的绝对值或车辆的横向加速度较大时,与它们较小时相比使瞬态扭矩(车辆扭矩)更平缓地向制动侧的请求扭矩变化。其结果,当在转弯中从加速器开启变为加速器关闭时,能够更适当地抑制驾驶员的操作灵活性变差。
在本发明的电动车辆中,所述控制装置也可以将所述比值设定为,如果从加速器开启变为加速器关闭,则在制动侧的所述请求扭矩较大时,所述比值与所述请求扭矩较小时相比更小,或者在基于所述请求扭矩得到的车辆的请求减速度较大时,所述比值与所述请求减速度较小时相比更小。通过该方式,能够使得制动侧的请求扭矩较大时,瞬态扭矩(车辆扭矩)与请求扭矩较小时相比更平缓地向制动侧的请求扭矩变化,或者,在车辆的请求减速度较大时,瞬态扭矩(车辆扭矩)与请求减速度较小时相比更平缓地向制动侧的请求扭矩变化。其结果,当在制动侧的请求扭矩较大时或当请求减速度较大时,能够抑制对驾驶员施加的扭振。
附图说明
参考附图对本发明所示例的实施例的特征、优点、技术上及工业上的意义进行记述,附图中的相同的标号表示同一部件,其中:
图1是表示为本发明的一个实施例的电动汽车20的构成的概略的示意图。
图2是表示请求扭矩设定用曲线图的一个例子的说明图。
图3是表示由电子控制单元50执行的比值设定例程的一个例子的流程图。
图4是表示请求减速度αtag与值Rt1、Rt2之间的关系的一个例子的说明图。
图5是表示从加速器开启变为加速器关闭时的请求扭矩Tdtag以及车辆扭矩的情况的一个例子的说明图。
图6是表示请求减速度αtag与值Rt2之间的关系的一个例子的说明图。
图7是表示混合动力汽车120的构成的概略的示意图。
图8是表示混合动力汽车220的构成的概略的示意图。
具体实施方式
接下来,利用实施例对用于实施本发明的方式进行说明。
图1是表示本发明的一个实施例的电动汽车20的构成的概略的示意图。如图所示,本实施例的电动汽车20具有电动机32、逆变器34、作为蓄电装置的电池36以及电子控制单元50。
电动机32例如作为同步发电电动机而构成,转子连接至驱动轴26,驱动轴26经由差速齿轮24连接至驱动轮22a、22b。逆变器34用于驱动电动机32,并且经由电线与电池36连接。通过由电子控制单元50对逆变器34的未图示的多个开关元件进行开关控制,从而旋转驱动电动机32。电池36例如作为锂离子二次电池或镍氢二次电池而构成。
虽然未进行图示,但是电子控制单元50作为以CPU为中心的微处理器而构成,除了CPU之外,还包括存储处理程序的ROM、暂时存储数据的RAM、以及输入/输出端口。来自各种传感器的信号经由输入端口输入电子控制单元50。作为输入电子控制单元50的信号,例如可以举出来自对电动机32的转子的旋转位置进行检测的旋转位置传感器32a的、电动机32的转子的旋转位置θm;以及来自对电动机32的各相的相电流进行检测的未图示的电流传感器的、电动机32的各相的相电流Iu、Iv、Iw。还可以举出来自安装在电池36的端子之间的未图示的电压传感器的、电池36的电压Vb;以及来自安装在电池36的输出端子处的未图示的电流传感器的、电池36的电流Ib。此外,还可以举出来自点火开关60的点火信号、来自对换挡杆61的操作位置进行检测的换挡位置传感器62的换挡位置SP。还可以举出来自对加速踏板63的踏入量进行检测的加速踏板位置传感器64的加速器开度Acc、来自对制动踏板65的踏入量进行检测的制动踏板位置传感器66的制动踏板位置BP、以及来自车速传感器68的车速V。还可以举出来自对车辆前后方向以及车辆横向的加速度进行检测的加速度传感器69的前后加速度Gx和横向加速度Gy、以及来自转向角传感器70的转向角θs。从电子控制单元50经由输出端口输出至逆变器34的多个开关元件的开关控制信号等。电子控制单元50基于来自电流传感器的电池36的电流Ib的累积值而计算电池36的充电比例SOC。
在上述构成的实施例的电动汽车20中,电子控制单元50基本上基于加速器开度Acc和车速V而设定行驶所需的(向驱动轴26请求的)请求扭矩Tdtag,以使得驱动轴26输出所设定的请求扭矩Tdtag的方式设定电动机32的扭矩指令Tm*,对逆变器34的多个开关元件进行开关控制以根据所设定的扭矩指令Tm*驱动电动机32。在本实施例中,将请求扭矩Tdtag设定为,预先确定加速器开度Acc、车速V、请求扭矩Tdtag之间的关系并作为请求扭矩设定用曲线图存储在未图示的ROM中,如果赋予加速器开度Acc和车速V,则从该曲线图导出对应的请求扭矩Tdtag。图2是表示请求扭矩设定用曲线图的一个例子的说明图。
另外,如果从加速器开启变为加速器关闭,则电子控制单元50通过对加速器关闭时的请求扭矩(制动侧的请求扭矩)Tdtag实施利用比值Rt的比例处理而设定瞬态扭矩Tdtra,以使得驱动轴26输出瞬态扭矩Tdtra的方式设定电动机32的扭矩指令Tm*,对逆变器34的多个开关元件进行开关控制以根据所设定的扭矩指令Tm*驱动电动机32。通过该方式,使瞬态扭矩Tdtra(车辆扭矩)逐渐向加速器关闭时的请求扭矩Tdtag变化。此外,如式(1)所示,瞬态扭矩Tdtra被设定为,将从前一次瞬态扭矩(前一次Tdtra)减去比值Rt而得到的值由加速器关闭时的请求扭矩Tdtag进行下限截止而得到的值。在此,将从加速器开启刚变为加速器关闭后的前一次瞬态扭矩(前一次Tdtra)设定为加速器即将关闭前(加速器开启时)的请求扭矩Tdtag。
Tdtra=max(前一次Tdtra-Rt,Tdtag) (1)
接着,对如上所述构成的实施例的电动汽车20的操作、特别是设定上述比值Rt时的操作进行说明。图3是表示由电子控制单元50执行的比值设定例程的一个例子的流程图。该例程是在从加速器开启变为加速器关闭时执行的。
当执行图3的比值设定例程时,电子控制单元50输入加速器关闭时的请求扭矩(制动侧的请求扭矩)Tdtag和来自转向角传感器70的转向角θs(步骤S100),根据所输入的请求扭矩Tdtag设定车辆的请求减速度αtag(步骤S110)。在本实施例中,请求减速度αtag设定为,制动侧的请求扭矩Tdtag越大则请求减速度αtag越大(变为迅速减速)。例如,可以通过将请求扭矩Tdtag乘以转换因子而将“扭矩”换算成“力”进而除以车辆重量而计算请求减速度αtag。
接着,通过将转向角θs的绝对值与阈值θsref进行比较,判断车辆是否在转弯(步骤S120)。当并非在转弯时(直线行驶时),将较大的值Rt1设定为比值Rt(步骤S130),并结束该例程。另一方面,当正在转弯时,将与值Rt1相比较小的值Rt2设定为比值Rt(步骤S140),并结束该例程。
在本实施例中,值Rt1、值Rt2设定为,预先确定请求减速度αtag与值Rt1、值Rt2之间的关系并作为曲线图存储在未图示的ROM中,如果赋予请求减速度αtag,则从该曲线图导出对应的值Rt1、值Rt2。图4是表示请求减速度αtag与值Rt1、值Rt2之间的关系的一个例子的说明图。如图所示,值Rt1、值Rt2设定为请求减速度αtag越大而变得越小。其理由在下面进行描述。
图5是表示从加速器开启变为加速器关闭时的请求扭矩Tdtag以及车辆扭矩的情况的一个例子的说明图。在该图中,实线表示在直线行驶中从加速器开启变为加速器关闭时的情况,虚线表示在转弯中从加速器开启变为加速器关闭时的情况。如上所述,由于在转弯时使用比直线行驶时更小的比值Rt,因此如图所示,与在直线行驶中从加速器开启变为加速器关闭时相比,在转弯中从加速器开启变为加速器关闭时,使瞬态扭矩Tdtra(车辆扭矩)更平缓地向制动侧的请求扭矩Tdtag变化。
在电动汽车20中,在转弯中车辆产生与直线行驶中相比更大的横向加速度Gy,车辆的姿态容易变得不稳定。因此,当从加速器开启变为加速器关闭时,无论是在直线行驶中还是在转弯中,如果都通过对请求扭矩Tdtag实施使用较大的规定值Rt1作为比值Rt的比例处理而设定瞬态扭矩Tdtra,使瞬态扭矩Tdtra(车辆扭矩)迅速向制动侧的请求扭矩Tdtag变化,则与直线行驶时相比,转弯时的驾驶员的操作灵活性(乘坐舒适性)可能会变差。与此相对,在本实施例中,与在直线行驶中从加速器开启变为加速器关闭时相比,在转弯中从加速器开启变为加速器关闭时,通过对请求扭矩Tdtag实施使用较小的比值Rt的比例处理而设定瞬态扭矩Tdtra,从而使瞬态扭矩Tdtra(车辆扭矩)更平缓地向制动侧的请求扭矩Tdtag变化。因此,能够在转弯中从加速器开启变为加速器关闭时,抑制驾驶员的操作灵活性变差。
另外,在本实施例中,通过在直线行驶时和转弯时都以请求减速度αtag越大而比值Rt越小的方式设定比值Rt,从而请求减速度αtag越大,就使瞬态扭矩Tdtra(车辆扭矩)越平缓地向制动侧的请求扭矩Tdtag变化。因此,能够抑制当请求减速度αtag较大时对驾驶员施加的扭振。
在以上说明的实施例的电动汽车20中,与在直线行驶中从加速器开启变为加速器关闭时相比,在转弯中从加速器开启变为加速器关闭时,通过对请求扭矩Tdtra实施使用较小的比值Rt的比例处理设定瞬态扭矩Tdtag,从而控制电动机32。由此,与在直线行驶中从加速器开启变为加速器关闭时相比,在转弯中从加速器开启变为加速器关闭时,能够使瞬态扭矩Tdtra(车辆扭矩)更平缓地向制动侧的请求扭矩Tdtag变化。其结果,能够在转弯中从加速器开启变为加速器关闭时,抑制驾驶员的操作灵活性变差。
在本实施例的电动汽车20中,对当从加速器开启变为加速器关闭时是否正在转弯的判定,是通过将来自转向角传感器70的转向角θs的绝对值与阈值θsref进行比较而进行的,但也可以通过将来自加速度传感器69的横向加速度Gy的绝对值与阈值Gyref进行比较而进行。
在本实施例的电动汽车20中,当在转弯中从加速器开启变为加速器关闭时,用于设定比值Rt的值Rt2不使用转向角θs或横向加速度Gy设定,但也可以使用转向角θs或横向加速度Gy进行设定。图6是表示该情况下的请求减速度αtag与值Rt2之间的关系的一个例子的说明图。另外,在图6中,值Rt1也由点划线进行图示以供参考。如图所示,值Rt2被设定为,转向角θs的绝对值或横向加速度Gy的绝对值越大则值Rt2越小。转向角θs的绝对值或横向加速度Gy的绝对值越大,车辆的姿态就越容易不稳定。因此,通过如上所示设定比值Rt,能够在转弯中从加速器开启变为加速器关闭时,更适当地抑制驾驶员的操作灵活性变差。
在本实施例的电动汽车20中,当从加速器开启变为加速器关闭时,将用于设定比值Rt的值Rt1、值Rt2设定为,请求减速度αtag越大则值Rt1、值Rt2越小。然而,由于请求减速度αtag被设定为,制动侧的请求扭矩Tdtag越大则请求减速度αtag越大(迅速减速),因此也可以不使用请求减速度αtag,而是将值Rt1、值Rt2设定为,制动侧的请求扭矩Tdtag越大则值Rt1、值Rt2越小。
在本实施例的电动汽车20中,当从加速器开启变为加速器关闭时,对请求扭矩Tdtag实施使用比值Rt的比例处理而设定瞬态扭矩Tdtra,但是也可以对请求扭矩Tdtag实施利用时间常数τt的平滑处理而设定瞬态扭矩Tdtra。在该情况下,与在直线行驶中从加速器开启变为加速器关闭时相比,在转弯中从加速器开启变为加速器关闭时,只要通过设定更大的时间常数τt,使瞬态扭矩Tdtra(车辆扭矩)平缓地向制动侧的请求扭矩Tdtag变化即可。
在本实施例的电动汽车20中,作为蓄电装置使用电池36,但是也可以代替电池36而使用电容器。
在本实施例中,为具有下述构成的电动汽车20:电动机32连接至与驱动轮22a、22b连结的驱动轴26,并且电池36电连接至电动机32。但也可以如图7所示,为具有下述构成的混合动力汽车120:电动机32经由变速器130连接至与驱动轮22a、22b连结的驱动轴26,并且发动机122连接至电动机32,电池36电连接至电动机32。另外,也可以如图8所示,为具有下述构成的混合动力汽车220:电动机32连接至与驱动轮22a、22b连结的驱动轴26,并且发动机222和电动机224经由行星齿轮230连接至驱动轴26,电池36电连接至电动机32、224。
对本实施例的主要要素和发明内容部分记载的本发明的主要要素之间的对应关系进行说明。在本实施例中,电动机32相当于“电动机”,电子控制单元50相当于“控制装置”。
另外,由于实施例是用于具体说明实施发明内容部分记载的本发明的方式的一个例子,因此,实施例的主要元素和发明内容部分记载的本发明的主要元素之间的对应关系,并不限定发明内容部分记载的本发明的要素。也就是说,对发明内容部分记载的发明进行的解释应基于该发明内容部分的记载进行,实施例只是发明内容部分记载的本发明的一个具体例子。
以上,利用实施例对用于实施本发明的方式进行了说明,但本发明并不由该实施例进行任何限定,当然可以在不脱离本发明的主旨的范围内以各种方式实施。
本发明能够用于电动车辆的制造业等中。
Claims (3)
1.一种电动车辆,其具有:
行驶用的电动机;以及
控制装置,其控制所述电动机,以使得如果从加速器开启变为加速器关闭,则与直线行驶时相比,转弯时的车辆扭矩更平缓地向制动侧的请求扭矩变化,
如果从加速器开启变为加速器关闭,则所述控制装置对所述请求扭矩实施利用比值的比例处理而设定瞬态扭矩,以使得所述瞬态扭矩作用于车辆的方式控制所述电动机,进而,如果从加速器开启变为加速器关闭,则所述控制装置将所述比值设定为在转弯时与直线行驶时相比更小,
如果在转弯中从加速器开启变为加速器关闭,则所述控制装置以使得在转向角的绝对值或车辆的横向加速度较大时与它们较小时相比所述比值较小的方式,设定所述比值。
2.根据权利要求1所述的电动车辆,其特征在于,
所述控制装置将所述比值设定为,如果从加速器开启变为加速器关闭,则在制动侧的所述请求扭矩较大时,所述比值与所述请求扭矩较小时相比更小,或者在基于所述请求扭矩得到的车辆的请求减速度较大时,所述比值与所述请求减速度较小时相比更小。
3.一种电动车辆,其具有:
行驶用的电动机;以及
控制装置,其控制所述电动机,以使得如果从加速器开启变为加速器关闭,则与直线行驶时相比,转弯时的车辆扭矩更平缓地向制动侧的请求扭矩变化,
如果从加速器开启变为加速器关闭,则所述控制装置对所述请求扭矩实施利用比值的比例处理而设定瞬态扭矩,以使得所述瞬态扭矩作用于车辆的方式控制所述电动机,进而,如果从加速器开启变为加速器关闭,则所述控制装置将所述比值设定为在转弯时与直线行驶时相比更小,
所述控制装置将所述比值设定为,如果从加速器开启变为加速器关闭,则在制动侧的所述请求扭矩较大时,所述比值与所述请求扭矩较小时相比更小,或者在基于所述请求扭矩得到的车辆的请求减速度较大时,所述比值与所述请求减速度较小时相比更小。
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US9809130B2 (en) * | 2015-11-12 | 2017-11-07 | GM Global Technology Operations LLC | Vehicle speed control systems and methods |
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RU2714094C1 (ru) * | 2016-07-15 | 2020-02-11 | Ниссан Мотор Ко., Лтд. | Способ управления крутящим моментом и устройство управления крутящим моментом |
JP6439232B2 (ja) | 2017-03-17 | 2018-12-19 | マツダ株式会社 | 車両の制御装置 |
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2018
- 2018-11-06 JP JP2018209189A patent/JP7176360B2/ja active Active
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2019
- 2019-11-04 CN CN201911067272.2A patent/CN111137139B/zh active Active
- 2019-11-05 US US16/675,100 patent/US11052768B2/en active Active
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JP2020078136A (ja) | 2020-05-21 |
US11052768B2 (en) | 2021-07-06 |
JP7176360B2 (ja) | 2022-11-22 |
US20200139822A1 (en) | 2020-05-07 |
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