CN111231931B - 电动车辆及其控制方法 - Google Patents
电动车辆及其控制方法 Download PDFInfo
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- CN111231931B CN111231931B CN201911148842.0A CN201911148842A CN111231931B CN 111231931 B CN111231931 B CN 111231931B CN 201911148842 A CN201911148842 A CN 201911148842A CN 111231931 B CN111231931 B CN 111231931B
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- vehicle speed
- electric motor
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- vehicle
- torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- 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
- 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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- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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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
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
本公开的电动车辆包括控制装置,所述控制装置为了在电动车辆仅以从第二电动机输出的驱动转矩进行行驶时,对因与车轮联动转动的第一电动机的齿槽效应转矩所引起的共振或噪声的显著化进行良好地抑制,从而在电动车辆仅以来自第二电动机的驱动转矩而进行行驶、且车速被包含在预先规定的低车速区域内时,根据电动车辆的行驶状态而使来自第二电动机的驱动转矩增加或者减少,以使车速脱离低车速区域。
Description
技术领域
本公开涉及一种包含第一电动机以及第二电动机的电动车辆及其控制方法。
背景技术
一直以来,已知有如下的混合动力车辆,所述混合动力车辆包含:发动机;第一电动机;动力分配机构,其将来自发动机的动力向第一电动机侧和输出轴侧进行分配;第二电机,其与输出轴相连结(例如,参照日本特开2016-150667号公报)。当混合动力车辆在发动机的运转被停止的状态下以来自第二电机的动力而行驶、且与动力分配机构的旋转要素(车轮)联动转动的第一电动机的转速下降到了预定转速时,该混合动力车辆的控制装置按顺序执行第一、第二以及第三控制。第一控制为,对第一电动机进行通电并将第一电动机的转速设为在第二电机的旋转方向上高于预定转速的高转速的控制。第二控制为,根据由第一控制所实现的第一电动机的转速的增加而对第二电机的转矩进行补正的控制。第三控制为,在混合动力车辆停止之后,将第一电动机的转速设为零的控制。而且,为了降低由第一电动机的齿槽效应转矩(反力转矩)所导致的振动(共振)或因此而产生的齿轮撞击声等的噪声,上述的预定转速被设定为共振转速或与之接近的转速。
在先技术文献
专利文献
专利文献1:日本特开2016-150667号公报
发明内容
然而,在如上述现有的混合动力车辆那样使第一电动机的转速增加而对共振或噪声的产生进行抑制的情况下,发动机将通过从第一电动机输出的转矩而进行旋转,从而有可能会因来自该发动机的输出轴的振动而产生另外的共振或噪声。
因此,本公开的主要目的在于,在电动车辆仅以从第二电动机输出的驱动转矩而行驶时,对因与车轮联动转动的第一电动机的齿槽效应转矩(Cogging torque)而引起的共振或噪声的显著化进行良好抑制。
本公开的电动车辆包括第一电动机以及第二电动机,且在仅以从所述第二电动机输出的驱动转矩进行行驶时所述第一电动机与车轮联动转动,在所述电动车辆中,还包括控制装置,所述控制装置在所述电动车辆仅以来自所述第二电动机的所述驱动转矩进行行驶、且车速被包含在预先规定的低车速区域内时,根据所述电动车辆的行驶状态而使来自所述第二电动机的所述驱动转矩增加或者减少,以使所述车速脱离所述低车速区域。
附图说明
图1为表示本公开的电动车辆的概略结构图。
图2为对在本公开的电动车辆中所使用的要求转矩设定映射图进行例示的说明图。
图3为表示在本公开的电动车辆中被执行的EV行驶控制例程的一个示例的流程图。
图4为对图3的例程被执行时的车速的变化进行例示的图表。
图5为表示本公开的另一电动车辆的概略结构图。
图6为表示本公开的又一电动车辆的概略结构图。
具体实施方式
接下来,在参照附图的同时,对用于实施本公开的发明的方式进行说明。
图1为表示本公开的电动车辆即混合动力车辆1的概略结构图。该图所示的混合动力车辆1包括:发动机10、单小齿轮式的行星齿轮30、均为同步发电电动机(三相交流电动机)的电动发电机MG1及MG2、蓄电装置(蓄电池)40、与该蓄电装置40连接并且对电动发电机MG1及MG2进行驱动的电力控制装置(以下,称为“PCU”)50、能够向车轮W施加摩擦制动力的电子控制式的油压制动装置60、和对车辆整体进行控制的混合动力电子控制单元(以下,称为“HVECU”)70。
发动机10为,通过汽油或轻油、LPG这类碳氢化合物类的燃料与空气的混合气的爆燃而产生动力的内燃机。发动机10通过包括具有未图示的CPU等的微型计算机在内的发动机电子控制装置(以下,称为“发动机ECU”)15而被控制。
行星齿轮30为,包括太阳齿轮(第一要素)31、内啮合齿轮(第二要素)32、以旋转自如的方式对多个小齿轮33进行支承的行星齿轮架(第三要素)34的差动旋转机构。在太阳齿轮31上连结有电动发电机MG1的转子,在行星齿轮架34上经由减震器机构14而连结有发动机10的曲轴(输出轴)。内啮合齿轮32与作为输出部件的副轴驱动齿轮35一体化,并且两者同轴且一体地旋转。
副轴驱动齿轮35经由与该副轴驱动齿轮35啮合的副轴从动齿轮36、与该副轴从动齿轮36一体地旋转的末端驱动齿轮(驱动小齿轮)37、与末端驱动齿轮37啮合的末端从动齿轮(差速器内啮合齿轮)39r、差速器齿轮39以及驱动轴DS而与左右的车轮W(驱动轮)连结。由此,行星齿轮30、从副轴驱动齿轮35到末端从动齿轮39r为止的齿轮系以及差速器齿轮39将发动机10以及电动发电机MG1与车轮W相连结,并且构成将发动机10和电动发电机MG1相互连结的驱动桥20。
此外,在电动发电机MG2的转子上固定有驱动齿轮38。该驱动齿轮38具有与副轴从动齿轮36相比较少的齿数,且与副轴从动齿轮36相啮合。由此,电动发电机MG2经由驱动齿轮38、副轴从动齿轮36、末端驱动齿轮37、末端从动齿轮39r、差速器齿轮39以及驱动轴DS而与左右的车轮W(驱动轮)相连结。
电动发电机MG1(第一电动机)主要作为使用来自实施负载运转的发动机10的动力的至少一部分而生成电力的发电机而进行工作。电动发电机MG2(第二电动机)主要作为通过来自蓄电装置40的电力以及来自电动发电机MG1的电力中的至少任意一方而被驱动从而产生驱动转矩的电动机而进行工作,并且在混合动力车辆1的制动时输出再生制动转矩。电动发电机MG1以及MG2能够经由PCU50而与蓄电装置40之间交换电力,并且能够经由该PCU50而相互交换电力。
蓄电装置40为,例如锂离子二次电池或者镍氢二次电池,并通过包括具有未图示的CPU等的微型计算机在内的电源管理电子控制装置(以下,称为“电源管理ECU”)45而被管理。电源管理ECU45基于来自蓄电装置40的电压传感器的端子间电压VB、或来自电流传感器的充放电电流IB、来自温度传感器的电池温度Tb等,从而导出蓄电装置40的SOC(充电率)、或容许充电电力Win、以及容许放电电力Wout等。另外,混合动力车辆1也可以被构成作为,能够利用来自家庭用电源或被设置于站台中的快速充电器的这类外部电源的电力而对蓄电装置40进行充电的插电式混合动力车辆。
PCU50包括对电动发电机MG1进行驱动的第一逆变器51、对电动发电机MG2进行驱动的第二逆变器52、对来自蓄电装置40的电力进行升压并且对来自电动发电机MG1、MG2侧的电力进行降压的升压变换器(电压变换模块)53等。PCU50通过包括具有未图示的CPU等的微型计算机在内的电机电子控制装置(以下,称为“MGECU”)55而被控制。MGECU55输入来自HVECU70的指令信号、升压变换器53的升压前电压和升压后电压、对电动发电机MG1、MG2的转子的旋转位置进行检测的未图示的分解器(resolver)的检测值、被施加到电动发电机MG1、MG2上的相电流等。MGECU55基于这些信号而对第一以及第二逆变器51、52、或升压变换器53进行开关控制。此外,MGECU55基于分解器的检测值而计算出电动发电机MG1以及MG2的转子的转速Nm1、Nm2。
油压制动装置60包括主缸、对被安装在各个车轮W上的制动盘进行夹持从而向对应的车轮施加制动转矩(摩擦制动转矩)的多个制动块、对所对应的制动块进行驱动的多个轮缸(均省略图示)、向各个轮缸供给油压的油压式的制动器作动器61、对制动器作动器61进行控制的制动电子控制单元(以下,称为“制动ECU”)65等。制动器ECU65包括具有未图示的CPU等的微型计算机。制动器ECU65输入对来自HVECU70的指令信号、由制动器踏板行程传感器63检测出的制动器踏板行程BS(制动器踏板64的踩踏量)、由未图示的车速传感器所检测出的车速等,并基于这些信号来对制动器作动器61进行控制。
HVECU70包括具有未图示的CPU、ROM、RAM、输入输出装置等的微型计算机。HVECU70经由包括Lo以及Hi这两条通信线(束线)的作为CAN总线的未图示的共用通信线(多重通信总线)而与ECU15、45、55、65等相互交换信息(通信帧)。此外,HVECU70经由包括Lo以及Hi这两条通信线(束线)的作为CAN总线的专用通信线(局部通信总线)而与ECU15、45、55、65分别单独连接,并经由所对应的专用通信线而与ECU15、45、55、65分别单独地交换信息(通信帧)。而且,HVECU70输入例如用于对混合动力车辆1的系统起动进行指示的来自未图示的启动开关的信号、由档位传感器81所检测出的换档杆82的档位SP、由加速器踏板位置传感器83检测出的加速器开度Acc(加速器踏板84的踩踏量)、由未图示的车速传感器所检测出的车速、来自MGECU55的电动发电机MG1、MG2的转速Nm1、Nm2等。
HVECU70在混合动力车辆1的行驶时,从图2所例示的要求转矩设定映射图中导出与加速器开度Acc以及车速相对应的应被输出到驱动轴DS上的要求转矩Tr*(包括要求制动转矩),并且基于该要求转矩Tr*或驱动轴DS的转速Nds而对混合动力车辆1的行驶中所要求的要求行驶动力Pd*进行设定。此外,HVECU70基于要求转矩Tr*或要求行驶动力Pd*、蓄电装置40的目标充放电电力Pb*或容许放电电力Wout等而对是否使发动机10负载运转进行判断。在使发动机10负载运转的情况下,HVECU70基于要求行驶动力Pd*或另行设定的蓄电装置40的目标充放电电力Pb*等而以使发动机10高效运转的方式来对该发动机10的目标动力Pe*进行设定,并且对与目标动力Pe*相应的发动机10的目标转速Ne*进行设定。而且,HVECU70对与要求转矩Tr*或目标转速Ne*等相应的、针对电动发电机MG1、MG2的转矩指令Tm1*、Tm2*进行设定。另一方面,在使发动机10的运转停止的情况下,HVECU70将目标动力Pe*、目标转速Ne*以及转矩指令Tm1*设定为值0,并且以从电动发电机MG2向驱动轴DS输出与要求转矩Tr*相应的转矩的方式而对转矩指令Tm2*进行设定。
而且,HVECU70向发动机ECU15发送目标动力Pe*以及目标转速Ne*,并且向MGECU55发送转矩指令Tm1*、Tm2*。发动机ECU15基于目标动力Pe*以及目标转速Ne*而执行吸入空气量控制或燃料喷射控制、点火正时控制等,MGECU55基于转矩指令Tm1*、Tm2*而对第一以及第二逆变器51、52或升压变换器53进行开关控制。在发动机10实施负载运转的情况下,电动发电机MG1以及MG2被控制为,与行星齿轮30一起对从发动机10被输出的动力的一部分(充电时)或者全部(放电时)进行转矩变换并向驱动轴DS输出。由此,混合动力车辆1通过来自发动机10的动力(直达转矩)以及来自电动发电机MG2的动力而进行行驶(HV行驶)。与此相对,在发动机10的运转被停止的情况下,混合动力车辆1仅通过来自电动发电机MG2的动力(驱动转矩)而进行行驶(EV行驶)。此外,在由驾驶员解除了加速器踏板84的踩踏时,从图2的要求转矩设定映射图中导出与加速器开度0%以及车速相对应的要求转矩Tr*,并从电动发电机MG2向驱动轴DS输出与该要求转矩Tr*相应的蠕变转矩(驱动转矩)。
接下来,参照图3等来对仅通过来自电动发电机MG2的驱动转矩而以低速进行前进或者后退行驶的混合动力车辆1的控制顺序进行说明。
图3为表示在混合动力车辆1以低速进行EV行驶时,通过HVECU70每隔微小时间而执行的EV行驶控制例程的一个示例的流程图。图3的例程例如在如下情况下被执行,即,由驾驶员解除了加速器踏板84的踩踏,并使混合动力车辆1以来自电动发电机MG2的驱动转矩(蠕变转矩)而进行低速行驶时、或在上坡路上由驾驶员缓慢地踩踏加速器踏板84,并使混合动力车辆1以来自电动发电机MG2的驱动转矩而进行低速行驶等时被执行。此外,在混合动力车辆1以从电动发电机MG2输出驱动转矩且制动器踏板64被驾驶员踩踏了的状态下进行行驶时,从油压制动装置60向各个车轮W施加制动转矩。
当EV行驶控制例程的开始定时到来时,HVECU70在输入了该例程的执行中所需要的各种数据的基础上,从图2所例示的要求转矩设定映射图中导出并设定与加速器开度Acc以及车速相对应的要求转矩Tr*(步骤S100)。接下来,HVECU70基于电动发电机MG2的转速Nm2而对混合动力车辆1的车速是否被包含在预先规定的共振车速区域(低车速区域)内进行判断(步骤S110)。
在此,在本实施方式的混合动力车辆1中,当仅以来自电动发电机MG2的驱动转矩进行行驶时,不输出转矩的电动发电机MG1将经由驱动轴DS、差速器齿轮39、从副轴驱动齿轮35到末端从动齿轮39r为止的齿轮系、以及行星齿轮30而与车轮W联动转动。此外,在混合动力车辆1仅通过来自电动发电机MG2的驱动转矩而以例如时速1km以下的极低速进行行驶时,减震器机构14的构成部件或驱动轴DS有时会与由没有激磁的电动发电机MG1的齿槽效应转矩所引起的振动进行共振。而且,当产生所涉及的共振时,有时会在齿槽效应转矩跨越零之际例如在副轴驱动齿轮35和副轴从动齿轮36的啮合部等处产生齿轮撞击声(噪声)。
立足于此,在混合动力车辆1中,经由实验、解析等而将有可能产生因电动发电机MG1的齿槽效应转矩而引起的共振或噪声的车速区域例如在时速0km到时速1km的范围内作为共振车速区域而被预先规定。而且,通过将该共振车速区域的上限以及下限换算为电动发电机MG2的转速,从而预先规定了与该电动发电机MG2的转速Nm2相比较而得出的上侧阈值(例如,20rpm)以及下限阈值(例如,50rpm)。并且,在步骤S110中,HVECU70将由MGECU55所计算出的电动发电机MG2的转速Nm2与该上侧阈值以及下限阈值进行比较,从而对混合动力车辆1的车速是否被包含在该共振车速区域内进行判断。
在于步骤S110中判断为车速未被包含在共振车速区域内的情况(步骤S110:否)下,HVECU70以如下方式而对转矩指令Tm2*进行设定(步骤S115),即,从电动发电机MG2向驱动轴DS输出与在步骤S100中设定的要求转矩Tr*相应的转矩。然后,HVECU70将所设定的转矩指令Tm2*(以及转矩指令Tm1*=0)发送给MGECU55(步骤S170),并暂时结束本例程。接收到了转矩指令Tm2*的MGECU55,基于该转矩指令Tm2*等而对PCU50进行控制。
与此相对,在于步骤S110中判断为混合动力车辆1的车速被包含在共振车速区域内的情况下(步骤S110:是),HVECU70对制动器踏板64是否被驾驶员踩踏了进行判断(步骤S120)。在于步骤S120中判断为制动器踏板64未被驾驶员踩踏的情况下(步骤S120:否),HVECU70对混合动力车辆1是否正在减速进行判断(步骤S121)。在于步骤S121中判断为混合动力车辆1正在减速的情况下(步骤S121:是),HVECU70将经过实验、解析而被预先规定的值-Td1(负值)设定为,从电动发电机MG2输出的驱动转矩的每单位时间(本例程的执行周期)的变化量(减少量)、即变化率ΔT(步骤S123)。此外,在步骤S121中,在判断为混合动力车辆1并未减速,而是缓慢地加速或者正在进行固定速度行驶的情况下(步骤S121:否),将经过实验、解析而被预先规定的值Tu1(正值)设定为,从电动发电机MG2输出的驱动转矩的变化率ΔT(步骤S125)。
另一方面,在于步骤S120中判断为制动器踏板64被驾驶员踩踏了,且从油压制动装置60向各个车轮W施加了制动转矩的情况下(步骤S120:是),HVECU70对混合动力车辆1是否正在减速进行判断(步骤S130)。在于步骤S130中判断为混合动力车辆1正在减速的情况下(步骤S130:是),HVECU70将经过实验、解析而被预先规定的值-Td2(负值)设定为,从电动发电机MG2输出的驱动转矩的变化率ΔT(步骤S140)。值-Td2,例如既可以为小于上述的值-Td1(绝对值较大)的值,也可以为与值-Td1相同的值。而且,HVECU70为了使来自油压制动装置60的制动转矩增加,而对制动器ECU65发送制动器压力增加要求(步骤S150)。接收到了制动器压力增加要求的制动器ECU65使从制动器作动器61向各个轮缸供给的油压增加至例如被预先规定的固定值为止,以使被施加于各个车轮W上的制动转矩增加。
此外,在于步骤S130中判断为混合动力车辆1没有减速,而是缓慢地加速或者正在进行固定速度行驶的情况下(步骤S130:否),HVEECU70将经过实验、解析而被预先规定的值Tu2(正值)设定为,从电动发电机MG2输出的驱动转矩的变化率ΔT(步骤S145)。值Tu2,例如既可以为大于上述的值Tu1的值,也可以为与值Tu1相同的值。而且,HVECU70为了使来自油压制动装置60的制动转矩减少,而对制动器ECU65发送制动器压力减少要求(步骤S155)。接收到了制动器压力减少要求的制动器ECU65使从制动器作动器61向各个轮缸供给的油压减少至例如被预先规定的固定值为止,以使被施加于各个车轮W上的制动转矩减少。
在步骤S123、S125、S150或者S155的处理之后,HVECU70没有使用在步骤S100中设定的要求转矩Tr*,而是将在本例程的前次执行中被设定的转矩指令Tm2*(前次值)与在步骤S123、S125、S140或者S145中被设定的变化率ΔT之和,设定为向电动发电机MG2发送的转矩指令Tm2*(步骤S160)。然后,HVECU70将所设定的转矩指令Tm2*(以及转矩指令Tm1*=0)发送给MGECU55(步骤S170),并暂时结束本例程。接收到了转矩指令Tm2*的MGECU55基于该转矩指令Tm2*等而对PCU50进行控制。
重复执行上述那样的图3的例程的结果为,在混合动力车辆1仅以来自电动发电机MG2的驱动转矩进行行驶、且车速被包含在上述共振车速区域内时,根据行驶状态而使来自电动发电机MG2的驱动转矩增加或者减少,以使车速脱离该共振车速区域。即,在制动器踏板64未被驾驶员踩踏、且混合动力车辆1未因来自电动发电机MG2的驱动转矩减速而是缓慢地加速或者固定速度行驶、并且车速被包含在共振车速区域内时(步骤S120:否,步骤S121:否),重复执行上述的步骤S125、S160-S170的处理,并以使驱动转矩逐渐增加的方式来控制电动发电机MG2。
由此,如图4所示,与不执行上述那样的处理的情况(参照图中虚线)相比,能够使车速比较急剧地增加,从而使该车速快速地脱离共振车速区域(图中实线参照)。因此,能够对与电动发电机MG1相连的驱动系统(驱动桥20)的一部分、即行星齿轮30周边的花键嵌合部等处的共振的产生或继续进行抑制,从而能够良好地抑制因包括副轴驱动齿轮35在内的齿轮系等而产生齿轮撞击声的情况。而且,共振车速区域内的车速极低,从而即便使车速在该共振车速区域内比较急剧地增加,因加速感的变化而使混合动力车辆1的乘员产生不适感的可能性也是极小的。其结果为,在混合动力车辆1仅以从电动发电机MG2输出的驱动转矩进行行驶时,能够在抑制因加速感的变化而使乘员产生不适感的情况的同时,良好地抑制因与车轮W联动转动的电动发电机MG1的齿槽效应转矩所引起的共振或噪声的显著化。
此外,在制动器踏板64未被驾驶员踩踏、且混合动力车辆1以从电动发电机MG2输出驱动转矩的状态进行减速行驶、并且车速被包含在共振车速区域内时(步骤S120:否,步骤S121:是),重复执行上述的步骤S123、S160-S170的处理,并以使驱动转矩逐渐减少的方式来控制电动发电机MG2。由此,与不执行上述那样的处理的情况相比,能够使车速比较急剧地减少,从而使该车速快速地脱离共振车速区域。因此,在该情况下,也能够对在与电动发电机MG1相连的驱动系统(驱动桥20)的一部分上的共振的产生或继续进行抑制,从而良好地抑制在副轴驱动齿轮35的周边等处产生齿轮撞击声的情况。而且,即便在共振车速区域内使车速比较急剧地减少,因减速感的变化而使乘员产生不适感的可能性也是极小的。其结果为,在混合动力车辆1仅以从电动发电机MG2输出的驱动转矩进行行驶时,能够在抑制因减速感的变化而使乘员产生不适感的情况的同时,良好地抑制因与车轮W联动转动的电动发电机MG1的齿槽效应转矩而引起的共振或噪声的显著化。
而且,当混合动力车辆1在从电动发电机MG2输出驱动转矩并且制动器踏板64被驾驶员踩踏了的状态下缓慢地加速或者进行固定速度行驶、且车速被包含在共振车速区域内时(步骤S130:否),重复执行上述的步骤S145、S155、S160-S170的处理。在该情况下,以使驱动转矩逐渐增加的方式来控制电动发电机MG2,并且通过制动器ECU65而以使制动转矩减少的方式来控制油压制动装置60的制动器作动器61。由此,能够在抑制因加速感的变化而使乘员产生不适感的情况的同时,增加车速以使车速脱离低车速区域从而抑制共振的产生或继续。除此之外,通过减少来自油压制动装置60的制动转矩,从而能够良好地抑制尽管增加了来自电动发电机MG2的驱动转矩,但是车速仍停留在共振车速区域内的情况。
此外,当混合动力车辆1在从电动发电机MG2输出驱动转矩并且制动器踏板64被驾驶员踩踏了的状态下进行减速行驶、且车速被包含在共振车速区域内时(步骤S130:是),重复执行上述的步骤S140、S150、S160-S170的处理。在该情况下,以使驱动转矩逐渐减少的方式来控制电动发电机MG2,并且通过制动器ECU65而以使制动转矩增加的方式来控制油压制动装置60的制动器作动器61。由此,能够在抑制因减速感的变化而使乘员产生不适感的情况的同时,减少车速以使车速脱离低车速区域从而抑制共振的产生或继续。除此之外,通过增加来自油压制动装置60的制动转矩,从而能够良好地抑制尽管减少了来自电动发电机MG2的驱动转矩,但是车速仍停留在共振车速区域内的情况。
并且,在本实施方式中,共振车速区域被设定在从时速0km到时速1km为止的范围内。即,本公开的发明对于在极低车速区域内有可能产生因电动发电机MG1的齿槽效应转矩而引起的共振或噪声的车辆是极为有用的。但是,根据车辆不同,有时也会在从时速0km到时速2-3km左右的范围内产生因电动发电机MG1的齿槽效应转矩而引起的共振。在这样的情况下,共振车速区域例如可以被设定在从时速0km到时速2km为止的范围、或者从时速0km到时速3km为止的范围内。
另外,在混合动力车辆1中,电动发电机MG2也可以经由减速器或变速器等而与内啮合齿轮32(副轴驱动齿轮35)相连结。此外,在混合动力车辆1中,电动发电机MG2也可以如图5所示那样与车轮W2连结,所述车轮W2和与电动发电机MG1联动转动的车轮W1不同。在该情况下,与发动机10的曲轴、电动发电机MG1以及车轮W1连结的驱动桥20可以是包括有级变速器或无级变速器、双离合器变速箱等的驱动桥。而且,也可以在行星齿轮30的太阳齿轮31上连结电动发电机MG1、在内啮合齿轮32上连结输出部件、且在行星齿轮架34上连结发动机10以及电动发电机MG2。此外,在混合动力车辆1中,也可以利用包括两个行星齿轮的四要素式复合行星齿轮机构来替换行星齿轮30。在该情况下,也可以在复合行星齿轮机构的输入要素上连结有发动机10,在输出要素上连结有输出部件,在剩余的两个旋转要素的一个上连结有电动发电机MG1并在另一个上连结有电动发电机MG2。而且,也可以在该复合行星齿轮机构中,设置对四个旋转要素中的任意两个进行连结的离合器、或能够将任意一个固定为不能旋转的制动器。
图6为表示本公开另一电动车辆1B的概略结构图。本图所示的电动车辆1B包括:电动发电机MG1以及MG2、包括未图示的减速器或差速器齿轮等并且与电动发电机MG1以及所对应的一对车轮W1连结的第一驱动桥21、包括未图示的减速器或差速器齿轮等并且与电动发电机MG2以及所对应一对车轮W2连结的第二驱动桥22。即使在所涉及的电动车辆1B中,通过执行图3的EV行驶控制例程,从而能够在仅以从电动发电机MG2输出的驱动转矩而进行行驶时,在对因加速感或者减速感的变化而使乘员产生不适感的情况进行抑制的同时,对在第一驱动桥21等处的共振的产生或继续进行抑制,并良好地抑制在该第一驱动桥21中所包含的齿轮系等处产生的齿轮撞击声。其结果为,当电动车辆1B仅以从电动发电机MG2输出的驱动转矩而进行行驶时,能够良好地抑制因与车轮W1联动转动的电动发电机MG1的齿槽效应转矩所引起的共振或噪声的显著化。另外,在电动车辆1B中,也可以代替电动发电机MG1、MG2中的至少任意一个而采用被配置在所对应的车轮W1或者W2的轮毂内的两台轮内装式电动机。
如上文所述,作为本公开的电动车辆的车辆1、1B为,包含电动发电机MG1及MG2、且在仅以从电动发电机MG2输出的驱动转矩进行行驶时电动发电机MG1与车轮W、W1联动转动的车辆。而且,在车辆1、1B仅以来自电动发电机MG2的驱动转矩进行行驶、且车速被包含在被预先规定的共振车速区域内时,作为控制装置的HVECU70以及MGECU55根据车辆1、1B的行驶状态而使来自电动发电机MG2的驱动转矩增加或者减少,以使车速脱离共振车速区域。由此,在车辆1、1B仅以从电动发电机MG2输出的驱动转矩进行行驶时,能够良好地抑制因与车轮W、W1联动转动的电动发电机MG1的齿槽效应转矩所引起的共振或噪声的显著化。
如上文所说明的那样,本公开的电动车辆包含第一电动机以及第二电动机,且在仅以从所述第二电动机输出的驱动转矩进行行驶时所述第一电动机与车轮联动转动,在所述电动车辆中,包括控制装置,所述控制装置在所述电动车辆仅以来自所述第二电动机的所述驱动转矩行驶、且车速被包含在预先规定的低车速区域内时,根据所述电动车辆的行驶状态而使来自所述第二电动机的所述驱动转矩增加或者减少,以使所述车速脱离所述低车速区域。
在本公开的电动车辆中,在该电动车辆仅以来自第二电动机的驱动转矩进行行驶、且车速被包含在预先规定的低车速区域内时,根据行驶状态而使来自第二电动机的驱动转矩增加或者减少,以使车速脱离低车速区域。由此,在与第一电动机连动的驱动系统的一部分在低车速区域内有可能与因和车轮联动转动的该第一电动机的齿槽效应转矩所导致的振动发生共振的情况下,能够在抑制因加速感或减速感的变化而使电动车辆的乘员产生不适感的情况的同时,使车速从该低车速区域快速脱离从而能够抑制共振的产生或继续。其结果为,能够在电动车辆仅以从第二电动机输出的驱动转矩进行行驶时,良好地抑制与车轮联动转动的第一电动机的齿槽效应转矩所引起的共振或噪声的显著化。
因此,可以采用如下方式,即,所述低车速区域为,因所述第一电动机的齿槽效应转矩而引起的共振发生显著化的车速区域。而且,该低车速区域例如可以被设定在从时速0km到时速1km为止的范围内。即,本公开的发明对于有可能在极低车速区域内产生因第一电动机的齿槽效应转矩而引起的共振或噪声的电动车辆是极为有用的。
此外,可以采用如下方式,即,所述控制装置在所述电动车辆仅以来自所述第二电动机的所述驱动转矩而在不减速的条件下进行行驶、且所述车速被包含在所述低车速区域内时,使来自所述第二电动机的所述驱动转矩逐渐地增加。由此,能够在抑制因加速感的变化而使电动车辆的乘员产生不适感的情况的同时,使车速增加以使车速脱离低车速区域从而能够抑制共振的产生或继续。
而且,可以采用如下方式,即,所述电动车辆包括制动装置,所述制动装置产生制动力,所述控制装置在制动器踏板被驾驶员踩踏了的状态下,在所述电动车辆仅以来自所述第二电动机的所述驱动转矩而在不减速的条件下进行行驶、且所述车速被包含在所述低车速区域内时,使来自所述制动装置的所述制动力减少。由此,能够良好地抑制尽管增加了来自第二电动机的驱动转矩,但是车速仍停留在上述低车速区域内的情况。
此外,可以采用如下方式,即,所述控制装置在从所述第二电动机输出所述驱动转矩的状态下,在所述电动车辆进行减速行驶、且所述车速被包含在所述低车速区域内时,使来自所述第二电动机的所述驱动转矩逐渐地减少。由此,能够在抑制因减速感的变化而使电动车辆的乘员产生不适感的同时,使车速减少以使车速脱离低车速区域从而抑制共振的产生或继续。
而且,可以采用如下方式,即,所述电动车辆还包括制动装置,所述制动装置产生制动力,所述控制装置在从所述第二电动机输出所述驱动转矩并且制动器踏板被驾驶员踩踏了的状态下,在所述电动车辆进行减速行驶、且所述车速被包含在所述低车速区域内时,使来自所述制动装置的所述制动力增加。由此,能够良好地抑制尽管使来自第二电动机的驱动转矩减少,但是车速仍停留在上述低车速区域内的情况。
而且,可以采用如下方式,即,所述电动车辆包括发动机、和与所述发动机的输出轴、所述第一电动机以及所述车轮相连结的驱动桥,所述第二电动机向所述车轮或者与该车轮不同的其他的车轮输出所述驱动转矩。在所涉及的电动车辆中,在仅以从第二电动机输出的驱动转矩而进行低速行驶时,能够抑制在驱动桥上的共振的产生或继续,并能够良好地抑制在该驱动桥中所包含的齿轮系等处产生齿轮撞击声的情况。
在本公开的电动车辆的控制方法中,所述电动车辆包括第一电动机以及第二电动机,且在仅以从所述第二电动机输出的驱动转矩进行行驶时所述第一电动机与车轮联动转动,在所述电动车辆的控制方法中,在所述电动车辆仅以来自所述第二电动机的所述驱动转矩行驶、且车速被包含在预先规定的低车速区域内时,根据所述电动车辆的行驶状态而使来自所述第二电动机的所述驱动转矩增加或者减少,以使所述车速脱离所述低车速区域。
根据所涉及的方法,能够在电动车辆仅以从第二电动机输出的驱动转矩进行行驶时,良好地抑制因与车轮联动转动的第一电动机的齿槽效应转矩所引起的共振或噪声的显著化。
本公开的发明并未被限定于上述实施方式,在本公开的外延的范围内能够进行各种各样的变更是不言而喻的。而且,用于实施上述发明的方式,归根结底只不过是被记载于用于解决课题的手段一栏中的发明的具体的一种方式,并非对在用于解决课题的手段一栏中所记载的发明的要素进行限定。
产业上的可利用性
本公开的发明能够利用于电动车辆的制造产业等中。
Claims (7)
1.一种电动车辆,其包括第一电动机以及第二电动机,且在仅以从所述第二电动机输出的驱动转矩进行行驶时所述第一电动机与车轮联动转动,在所述电动车辆中,
具备控制装置,所述控制装置在所述电动车辆仅以来自所述第二电动机的所述驱动转矩进行前进行驶或者后退行驶、且车速被包含在因与所述车轮联动转动的所述第一电动机的齿槽效应转矩而引起的共振发生显著化的预先规定的低车速区域内时,根据所述电动车辆的行驶状态而使来自所述第二电动机的所述驱动转矩增加或者减少,以使所述车速脱离所述低车速区域。
2.如权利要求1所述的电动车辆,其中,
所述控制装置在所述电动车辆仅以来自所述第二电动机的所述驱动转矩而在不减速的条件下进行行驶、且所述车速被包含在所述低车速区域内时,使来自所述第二电动机的所述驱动转矩逐渐地增加。
3.如权利要求2所述的电动车辆,其中,
还具备制动装置,所述制动装置产生制动力,
所述控制装置在制动器踏板被驾驶员踩踏了的状态下,在所述电动车辆仅以来自所述第二电动机的所述驱动转矩而在不减速的条件下进行行驶、且所述车速被包含在所述低车速区域内时,使来自所述制动装置的所述制动力减少。
4.如权利要求1至3中的任意一项所述的电动车辆,其中,
所述控制装置在从所述第二电动机输出所述驱动转矩的状态下,在所述电动车辆进行减速行驶、且所述车速被包含在所述低车速区域内时,使来自所述第二电动机的所述驱动转矩逐渐地减少。
5.如权利要求4所述的电动车辆,其中,
还具备制动装置,所述制动装置产生制动力,
所述控制装置在从所述第二电动机输出所述驱动转矩并且制动器踏板被驾驶员踩踏了的状态下,在所述电动车辆进行减速行驶、且所述车速被包含在所述低车速区域内时,使来自所述制动装置的所述制动力增加。
6.如权利要求1、3、5中的任意一项所述的电动车辆,其中,
还具备发动机、和与所述发动机的输出轴、所述第一电动机以及所述车轮相连结的驱动桥,所述第二电动机向所述车轮或者与该车轮不同的其他车轮输出所述驱动转矩。
7.一种电动车辆的控制方法,所述电动车辆包括第一电动机以及第二电动机,且在仅以从所述第二电动机输出的驱动转矩进行行驶时所述第一电动机与车轮联动转动,在所述电动车辆的控制方法中,
在所述电动车辆仅以来自所述第二电动机的所述驱动转矩进行前进行驶或者后退行驶、且车速被包含在因与所述车轮联动转动的所述第一电动机的齿槽效应转矩而引起的共振发生显著化的预先规定的低车速区域内时,根据所述电动车辆的行驶状态而使来自所述第二电动机的所述驱动转矩增加或者减少,以使所述车速脱离所述低车速区域。
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