CN111479740B - 电动装置控制方法和电动装置 - Google Patents
电动装置控制方法和电动装置 Download PDFInfo
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- CN111479740B CN111479740B CN201780097725.9A CN201780097725A CN111479740B CN 111479740 B CN111479740 B CN 111479740B CN 201780097725 A CN201780097725 A CN 201780097725A CN 111479740 B CN111479740 B CN 111479740B
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Abstract
在本发明的电动装置控制方法和电动装置中,在通过与内燃机连接的第一电动机使从非燃烧模式向燃烧模式转变的内燃机的转速降低至规定转速范围的转速为止的期间内,使内燃机产生的转矩比在针对处于燃烧模式的内燃机的规定转速范围的请求转矩低。
Description
技术领域
本发明涉及一种电动装置控制方法和电动装置。
背景技术
在专利文献1中公开了一种再生控制装置,其能够在马达动力控制与燃烧动力控制之间进行切换,所述马达动力控制是使用通过从别处供给的再生电力来进行旋转的马达强制地使被切断了燃料供给的发动机旋转来消耗再生电力的控制,所述燃烧动力控制是向发动机进行燃料供给来使发动机旋转的控制。
现有技术文献
专利文献
专利文献1:日本特开2017-114206号公报
发明内容
发明要解决的问题
然而,在专利文献1所公开的例子中存在以下问题:在想要从马达动力控制向燃烧动力控制转变以通过马达的转矩使在马达动力控制中为了消耗再生电力而增大了的发动机的转速降低至规定转速的情况下,从发动机的进气系统发出怪音。
本发明是鉴于上述问题而完成的,其目的在于提供一种抑制在从马达动力控制向燃烧动力控制转变且通过马达的转矩使转速降低至规定转速时从发动机的进气系统产生的怪音的电动装置控制方法和电动装置。
用于解决问题的方案
为了解决上述问题,在本发明的一个方式所涉及的电动装置控制方法和电动装置中,在通过第一电动机使从非燃烧模式向燃烧模式转变的内燃机的转速降低至规定转速范围的转速为止的期间,使内燃机产生的转矩比针对处于燃烧模式的内燃机的规定转速范围的请求转矩低。
发明的效果
根据本发明,能够抑制在从马达动力控制向燃烧动力控制转变时从发动机的进气系统产生怪音。
附图说明
图1是表示包括本发明的一个实施方式所涉及的电动装置的混合动力汽车的结构的框图。
图2是表示车辆控制器具有的功能上的构成要素的框图。
图3是表示本发明的一个实施方式所涉及的电动装置进行的转矩限制处理顺序的流程图。
图4是表示本发明的一个实施方式所涉及的电动装置进行的转矩限制的第一例的时间图,(a)示出发动机转速的变化的情形,(b)示出加速器开度的变化的情形,(c)示出发动机指令转矩的变化的情形,(d)示出车辆驱动力的变化的情形。
图5是表示本发明的一个实施方式所涉及的电动装置进行的转矩限制的第二例的时间图,(a)示出发动机指令转矩的变化的情形,(b)示出车辆驱动力的变化的情形,(c)示出追加电力的变化的情形。
具体实施方式
接着,参照附图详细地说明本发明的实施方式。在说明中,对同一事物标注同一附图标记并省略重复说明。
[电动装置的结构]
参照图1来说明包括本实施方式所涉及的电动装置的混合动力汽车的结构。本实施方式的混合动力汽车具备发动机1(内燃机)、发电机4(第一电动机)、蓄电池5、驱动马达6(第二电动机)以及车轮7(驱动轮)。混合动力汽车不通过发动机1来驱动车轮7,而是由驱动马达6通过来自蓄电池5的电力来驱动车轮7,由于发动机1、蓄电池5、驱动马达6、车轮7被串联连接(series connection),因此被称为串联混合动力汽车。
发动机1与发电机4机械连结。发电机4以能够针对蓄电池5发送和接收电力的方式与该蓄电池5连接。发电机4与驱动马达6之间以及蓄电池5与驱动马达6之间也以能够发送和接收电力的方式连接。驱动马达6经由传动装置16而与车轴机械连结,车轴与车轮7机械连结。
发动机1的驱动力被传递至发电机4,发电机4通过发动机1的驱动力来旋转并进行发电。在由发电机4产生的电力流至蓄电池5的情况下,该电力被消耗以用于蓄电池5的充电。另外,在由发电机4产生的电力流至驱动马达6的情况下,该电力被消耗以用于驱动马达6的驱动。
驱动马达6从电机4和蓄电池5中的任一方或双方接受电力的供给,并消耗所供给的电力来产生驱动力。驱动马达6的驱动力经由传动装置16和车轴向车轮7传递。车轮7通过驱动马达6的驱动力进行旋转,由此串联混合动力汽车(以下,简略为车辆)行驶。
另外,在车辆减速时、车辆下坡等情况下,从车轮7经由车轴和传动装置16向驱动马达6输入扭矩,在驱动马达6通过所输入的扭矩进行旋转的情况下,驱动马达6作为发电机进行动作并产生再生电力。在驱动马达6中产生再生电力时,由于向驱动马达6输入的扭矩的反作用,经由传动装置16和车轴在车轮7产生再生制动力。
在由驱动马达6产生的再生电力流至蓄电池5的情况下,再生电力被消耗以用于蓄电池5的充电。另外,在由驱动马达6产生的再生电力流至发电机4的情况下,再生电力被消耗以用于克服发动机1的阻力(发动机制动)来驱动发动机1和发电机4。
蓄电池5具有进行充电和放电的功能。在蓄电池5进行充电的情况下,蓄电池5贮存从发电机4或者驱动马达6供给的电力的能量。另外,在蓄电池5进行放电的情况下,蓄电池5将贮存的能量作为电力供给至驱动马达6。
发电机4、蓄电池5、驱动马达6之间的电力的流动会基于蓄电池5和驱动马达6各自的状态、车辆的行驶场景、包括搭载于车辆的其它辅机(空调、汽车音响、导航系统等)的车辆整体的电力的供需状況等发生变化。发电机4、蓄电池5、驱动马达6之间的电力的流动由后述的车辆控制器14的控制来决定。
例如在需要驱动马达6产生驱动力的情况下,可以从蓄电池5向驱动马达6供给电力。也可以是,在无法从蓄电池5向驱动马达6供给充足的电力的情况下,驱动发动机1来通过发电机4生成电力,向驱动马达6除了供给来自蓄电池5的电力以外还供给来自发电机4的电力。
另外,也可以是,在蓄电池5的充电未完成的情况下,将在车辆减速时、车辆下坡时由驱动马达6产生的再生电力从驱动马达6供给至蓄电池5。并且,也可以是,在蓄电池5的充电未完成的状态下,驱动发动机1来通过发电机4生成电力,并向蓄电池5供给来自发电机4的电力。
另外,也可以是,在蓄电池5的充电状态(SOC)高的情况等情况下,将在车辆减速时、车辆下坡时由驱动马达6产生的再生电力供给至发电机4。在该情况下,从驱动马达6供给至发电机4的再生电力被发电机4消耗以用于克服发动机1的发动机制动来进行工作,其结果,从驱动马达6供给至发电机4的再生电力被强制放电。
车辆还具备:模式开关17(模式SW),其用于选择多个行车模式中的一个行车模式;变速杆18,其由驾驶员进行操作;制动传感器19,其探测制动力;加速器位置传感器20(APS),其探测加速器开度;发动机状态传感器21,其探测发动机的状态;以及车辆控制器14,其控制混合动力汽车整体。车辆控制器14作为控制实施方式所涉及的电动装置的控制电路发挥功能。
车辆控制器14与模式开关17、变速杆18、制动传感器19、加速器位置传感器20、发动机状态传感器21分别电连接。车辆控制器14从模式开关17接收表示被选择的行车模式的信号,从变速杆18接收表示被选择的档位的信号,从制动传感器19接收表示制动油压的信号,从加速器位置传感器20接收表示加速踏板(输入装置)的加速器开度Ac的信号。
另外,车辆控制器14从发动机状态传感器21接收表示发动机1的状态的信号。在此,在表示发动机1的状态的信号中包括表示是否正在向发动机1供给燃料的信号和表示发动机转速Nr的信号。
另外,在能够由变速杆18选择的档位中,例如包括前进档(D)、制动档(B)、倒车档(R)、空档(N)、驻车档(P)等。
车辆控制器14经由信号线而与发动机1、发电机4、驱动马达6电连接。车辆控制器14控制发动机1、发电机4、驱动马达6,以使驱动马达6产生与加速器开度Ac相应的请求转矩Tm(车辆驱动力FD)。特别地,车辆控制器14对发动机1发送指令扭矩Tc。
此外,“发送指令转矩Tc”这样的表现中包括控制发动机1以使发动机1输出的转矩成为指令转矩Tc。例如,包括通过变更发动机1的节气门开度、变更空燃比、或者变更向发动机供给的燃料的供给量来控制发动机1以使发动机1输出的转矩成为指令转矩Tc。
通过车辆控制器14来控制发动机1、发电机4、驱动马达6的驱动状态,决定未图示的其它辅机的状态,由此决定发电机4、蓄电池5、驱动马达6之间的电力的流动。
车辆控制器14例如能够通过具备CPU(中央处理装置)、存储器以及输入输出部的通用的微计算机来实现。在微计算机上安装并执行用于使微计算机作为车辆控制器14发挥功能的计算机程序(控制程序)。由此,通用的微计算机作为车辆控制器14发挥功能。
此外,在本实施方式中,示出通过软件来实现车辆控制器14的例子,但是,当然也能够准备用于执行以下示出的各信息处理的专用的硬件来构成车辆控制器14。另外,也可以是,通过单独的硬件构成车辆控制器14中包括的多个单元(23、25、27、31、33)。还可以是,车辆控制器14兼用作使用于与车辆有关的其它控制的电子控制单元(ECU)。
参照图2来说明车辆控制器14具有的功能上的构成要素。车辆控制器14具备发动机燃烧模式判定部23、转矩上限设定部25、转速变化率设定部27、请求值决定部31以及指令值决定部33来作为功能上的构成要素。
发动机燃烧模式判定部23基于从发动机状态传感器21接收到的、表示发动机1的状态的信号(表示是否正在向发动机1供给燃料的信号和表示发动机转速Nr的信号),来判定发动机1的发动机模式。作为发动机1可采用的发动机模式,存在“非燃烧模式”、“燃烧模式”这两种模式。
“非燃烧模式”是没有向发动机1供给燃料和空气的模式。另外,“燃烧模式”是向发动机1供给燃料和空气且发动机转速Nr处于规定转速范围的模式。在此,“燃烧模式”的规定转速范围是考虑发动机1点火时的特性来决定的转速范围。例如,将发动机1的燃料效率良好时的发动机转速Nr的范围决定为规定转速范围。
此外,在发动机1处于“非燃烧模式”的情况下,没有向发动机1供给燃料,需要从外部施加转矩以使发动机1的驱动力的输出轴旋转。通过被供给由驱动马达6产生的再生电力而被驱动的发电机4使处于“非燃烧模式”的发动机1的输出轴旋转,由此能够进行由驱动马达6产生的再生电力的强制放电。
像这样,将通过电动机使发动机的输出轴旋转称为“马达动力控制”。另一方面,将使燃料供给到发动机1来从发动机1的输出轴输出转矩称为“燃烧动力控制”。“非燃烧模式”的期间与“马达动力控制”的期间不一定一致。另外,“燃烧模式”的期间与“燃烧动力控制”的期间不一定一致。
请求值决定部31基于从加速器位置传感器20接收到的加速器开度Ac,来决定由驱动马达6产生的请求转矩Tm。
另外,请求值决定部31将从使驱动马达6产生请求转矩Tm所需的电力减去能够从蓄电池5向驱动马达6供给的电力Pb所得到的电力决定为针对发电机4的请求电力Pd。其中,在能够从蓄电池5向驱动马达6供给的电力Pb比使驱动马达6产生请求转矩Tm所需的电力大的情况下,将请求电力Pd决定为0。因此,针对发电机4的请求电力Pd为0以上的值。
并且,请求值决定部31将使发电机4产生请求电力Pd所需的转矩决定为针对发动机1的请求转矩Ttg(规定转矩阈值)。
另外,请求值决定部31将从进行蓄电池5的充电、搭载于车辆的辅机(未图示)的驱动所需的电力减去能够从蓄电池5向辅机供给的电力所得到的电力决定为辅机不足电力Pw。其中,在能够从蓄电池5向辅机供给的电力比搭载于车辆的辅机需要的电力大的情况下,将辅机不足电力Pw决定为0。因此,辅机不足电力Pw为0以上的值。
并且,请求值决定部31将使发电机4产生请求电力Pd与辅机不足电力Pw的合计电力所需的转矩决定为针对发动机1的请求转矩Tap。
另外,请求值决定部31决定“燃烧模式”中的发动机1的目标转速Ntg。目标转速Ntg是“燃烧模式”的规定转速范围中包括的值。
转矩上限设定部25基于由发动机燃烧模式判定部23判定出的发动机模式、从发动机状态传感器21接收到的发动机转速Nr以及发动机1的目标转速Ntg,来设定针对发动机1的指令转矩Tc的上限值即转矩限制值Tmax(通常值Tn、限制值Tcr)。此外,通常值Tn是为了考虑安全系数等安全地驱动发动机1而设置的限制值。另外,限制值Tcr是小于通常值Tn的值。
转速变化率设定部27基于由发动机燃烧模式判定部23判定出的发动机模式、从发动机状态传感器21接收到的发动机转速Nr以及发动机1的目标转速Ntg,来设定发动机转速Nr的转速下降率Rdown(通常值Rn、限制值Rcr)。此外,针对转速下降率Rdown设定的限制值Rcr是与通常值Rn不同的值。根据需要,限制值Rcr可以是大于通常值Rn的值,另外,限制值Rcr也可以是小于通常值Rn的值。
指令值决定部33将由转矩上限设定部25设定的转矩限制值Tmax与由请求值决定部31决定的请求转矩Tap进行比较,将较小的值决定为针对发动机1的指令转矩Tc。因此,指令转矩Tc被设定为不超过转矩限制值Tmax的值。
并且,指令值决定部33基于从发动机状态传感器21接收到的发动机转速Nr、由请求值决定部31决定的目标转速Ntg以及由转速变化率设定部27设定的转速下降率Rdown,来决定针对发动机1的指令转速Nc。具体地说,在使发动机转速Nr向目标转速Ntg降低的状況中,以使发动机转速Nr的每单位时间的转速下降的大小与转速下降率Rdown相等的方式决定指令转速Nc。
车辆控制器14基于通过上述那样决定的针对发动机1的指令转矩Tc和指令转速Nc,来控制发动机1。
[考虑了发动机转速的转矩限制]
接着,参照图3的流程图来说明本实施方式所涉及的电动装置进行的转矩限制处理顺序。
图3所示的转矩限制处理在车辆点火装置开启时开始,在直到点火装置关闭为止的期间,重复执行该转矩限制处理。另外,每当执行图3所示的转矩限制处理时,指令值决定部33决定针对发动机1的指令转矩Tc和指令转速Nc。
如图3所示,首先,在步骤S101中,车辆控制器14判定发动机1是否正在燃烧。更具体地说,判定发动机1的发动机模式是“非燃烧模式”还是“燃烧模式”。而且,在发动机1为“燃烧模式”的情况下(步骤S101:“是”),进入步骤S103。另一方面,在发动机1为“非燃烧模式”的情况下(步骤S101:“否”),进入步骤S121。
在步骤S121中,不进行转矩限制,因此将转矩限制值Tmax设定为通常值Tn,将转速下降率Rdown设定为通常值Rn。
在步骤S103中,车辆控制器14判定发动机转速Nr是否为对目标转速Ntg加上规定值ΔNe所得到的值以下。在此,规定值ΔNe为正数。在“Nr≤Ntg+ΔNe”的情况下(步骤S103:“是”),进入步骤S121。在“Nr>Ntg+ΔNe”的情况下(步骤S103:“否”),进入步骤S105。
在步骤S105中,车辆控制器14判定发动机转速Nr是否为对目标转速Ntg加上规定值ΔNs所得到的值以上。在此,规定值ΔNs为正数。在“Nr≥Ntg+ΔNs”的情况下(步骤S105:“是”),进入步骤S107。在“Nr<Ntg+ΔNs”的情况下(步骤S105:“否”),进入步骤S111。
在步骤S107中,进行转矩限制,因此将转矩限制值Tmax设定为限制值Tcr,将转速下降率Rdown设定为限制值Rcr。
在步骤S111中,判定针对发动机1的请求转矩Ttg是否为比前一次转矩限制值Tmz大的值。在此,前一次转矩限制值Tmz是指在重复执行图3所示的转矩限制处理的情况下的、前一次的转矩限制值Tmax的值。在“Ttg>Tmz”的情况下(步骤S111:“是”),进入步骤S113。在“Ttg≤Tmz”的情况下(步骤S111:“否”),进入步骤S121。
在步骤S113中,对前一次转矩限制值Tmz加上规定值ΔTcr。每当重复执行图3所示的转矩限制处理时,就使转矩限制值Tmax增加规定值ΔTcr。即,转矩限制值Tmax在每单位步骤中增加规定值ΔTcr。
此外,步骤S111和步骤S113的处理不是必须的,也可以是,在步骤S105中为“否”的情况下,进入步骤S121。
[转矩限制的第一例]
接着,参照图4的(a)~图4的(d)的时间图来说明本实施方式所涉及的电动装置进行的转矩限制的第一例。图4的(a)是表示发动机转速Nr的变化的情形,图4的(b)是表示加速器开度Ac的变化的情形,图4的(c)是表示针对发动机1的指令转矩Tc的变化的情形,图4(d)是表示车辆驱动力FD的变化的情形。
在图4的(a)~图4的(d)所示的时间图中,示出了以下情况:在时刻t1以前的期间进行发动机1的马达动力控制,在时刻t2启动发动机1,在时刻t2以后的期间进行发动机1的燃烧动力控制。如图4的(d)所示,在时刻t1以前的期间进行发动机1的马达动力控制的结果是,车辆驱动力FD成为负的驱动力(制动力)。此外,如图4的(b)所示,时刻t0是踩下加速踏板来使加速器开度Ac从0开始增加的定时。
在马达动力控制期间,不对发动机1进行燃料的供给,因此在时刻t1以前的期间,发动机1为“非燃烧模式”。另外,在发动机转速Nr成为目标转速Ntg的定时即时刻t4以后的期间,发动机1为“燃烧模式”。
将向发动机1供给燃料来使发动机1开始驱动的定时设为时刻t2,在时刻t2,发动机1从“非燃烧模式”向“燃烧模式”切换。
此外,为了简化说明,将辅机不足电力Pw设为0。
如图4的(a)所示,在马达动力控制期间,进行从驱动马达6供给到发电机4的再生电力的强制放电,因此发动机1的发动机转速Nr为比“燃烧模式”下的目标转速Ntg更大的值。从时刻t1到时刻t4的期间是从进行发动机1的马达动力控制的状态向燃烧动力控制的状态转变的期间中的、使发动机转速Nr降低的期间。在从马达动力控制向燃烧动力控制转变时,一边进行发电机4的发电,一边使发动机1的发动机转速Nr降低至适合通过发电机4的转矩进行发电的规定转速范围。
在时刻t0,当加速器开度Ac从0开始增加时,通过马达动力控制使作为制动力的车辆驱动力FD相应于加速器开度Ac开始增加。在时刻t1,当车辆驱动力FD成为0时,不再需要产生制动力,马达动力控制也结束。车辆驱动力FD成为0时的加速器开度Ac被称为中立点,相当于驱动马达6既不产生正的驱动力也不产生负的驱动力的状态。
当在从时刻t1起进一步经过时间的时刻t2加速器开度Ac达到使发动机1启动的规定值时,开始进行发动机1的驱动。
在从发动机1开始驱动的时刻t2起输出比转矩限制值Tmax更大的请求转矩Ttg来作为指令转矩Tc的情况下,会导致从发动机1产生怪音。因此,需要进行将指令转矩Tc限制得比通常的转矩输出低的转矩限制。
如图4的(a)所示,在时刻t2,“Nr>Ntg+ΔNe”以及“Nr≥Ntg+ΔNs”成立。因此,从时刻t2起开始进行转矩限制,因此将转矩限制值Tmax设定为限制值Tcr,将转速下降率Rdown设定为限制值Rcr。如图4的(c)所示,通过转矩限制值Tmax对指令转矩Tc进行限制的结果是,在从时刻t2到时刻t3的期间,指令转矩Tc成通过图3的步骤S107设定的限制值Tcr。
如上述那样,根据发动机转速Nr和目标转速Ntg的大小来决定对在驱动发动机1的定时是否进行转矩限制的判定。在“Nr<Ntg+ΔNs”的情况下(即,发动机转速Nr与目标转速Ntg相比大得不多的情况下、发动机转速Nr为目标转速Ntg以下的情况),不实施转矩限制。
当从时刻t2起经过时间后发动机转速Nr降低的结果是在时刻t3“Nr=Ntg+ΔNe”成立时,在时刻t3以后,转矩限制值Tmax从限制值Tcr起增加。更具体地说,转矩限制值Tmax在每个单位步骤中增加规定值ΔTcr。如图4的(c)所示,通过转矩限制值Tmax对指令转矩Tc进行限制的结果是,在从时刻t3到时刻t4的期间,指令转矩Tc成为通过图3的步骤S113设定的限制值。
在从时刻t3到时刻t4的期间使转矩限制值Tmax逐次增加规定值ΔTcr的理由是,发动机1产生的驱动力的变化经由发电机4的发电量和驱动马达6的车辆驱动力FD对车辆的乘客感受到的加速感产生影响。为了抑制车辆的乘客感受到的加速感发生变动,而通过规定值ΔTcr来限制转矩限制值Tmax变化的速度。
当在从时刻t3到时刻t4的期间指令转矩Tc增加了ΔTs且在时刻t4“Ttg≤Tmz”成立时(“Tc=Ttg”成立),将转矩限制值Tmax设定为通常值Tn,将转速下降率Rdown设定为通常值Rn。其结果,转矩限制结束。
[转矩限制的第二例]
接着,参照图5的(a)~图5的(c)的时间图来说明本实施方式所涉及的电动装置的转矩限制的第二例。图5的(a)是表示发动机指令转矩的变化的情形,图5的(b)是表示车辆驱动力的变化的情形,图5的(c)是表示追加电力的变化的情形。
与图4的(a)~图4的(d)所示的时间图不同,在图5的(a)~图5的(c)的时间图中,示出了辅机不足电力Pw不为0的情况。与图4的(c)所示的发动机指令转矩的变化相比,在时刻t4以前,图5的(a)所示的发动机指令转矩的变化的情形相同,但是在时刻t4解除转矩限制后的情形不同。在辅机不足电力Pw不为0的情况下,要求通过发动机1来补充在辅机中不足的电力,因此需要将针对发动机1的指令转矩Tc增加至比请求转矩Ttg大ΔTp的值即请求转矩Tap。
与使指令转矩Tc从限制值Tcr增加至请求转矩Ttg的情况(逐次增加ΔTcr的情况)不同,在使指令转矩Tc从请求转矩Ttg增加至请求转矩Tap的情况下,即使急剧地增大也不产生问题。发动机1产生的驱动力的变化对车辆的乘客感受到的加速感造成影响的期间在时刻t4结束,时刻t4以后的指令转矩Tc的变化不会使驱动马达6的车辆驱动力FD变化(图5的(b))。这是由于时刻t4以后的指令转矩Tc的变化对从由发电机4发出的电力减去向驱动马达6供给的电力所得到的追加电力Ps的变化造成影响。
如图的5(c)所示,紧接时刻t4之后,追加电力Ps增加了ΔP1。其结果,发电机4除了能够补充请求电力Pd以外,还能够补充辅机不足电力Pw。在图5的(c)中,“ΔP1=Pw”。
[实施方式的效果]
如以上详细说明的那样,在本实施方式所涉及的电动装置控制方法和电动装置中,在发动机1(内燃机)从“非燃烧模式”向“燃烧模式”转变的期间中,在通过与发动机1连接的发电机4(第一电动机)使发动机1的发动机转速Nr降低至处于规定转速范围的转速的目标转速Ntg之前的期间进行使发动机1产生的转矩(指令转矩Tc)低于“燃烧模式”的发动机1的规定转速范围的请求转矩Ttg的转矩限制。由此,能够减少在从马达动力控制向燃烧动力控制转变且通过马达的转矩向规定转速域降低时从发动机1的进气系统产生的怪音。另外,通过减少怪音,能够减少车辆的乘客感受到的不适感。
另外,发动机1(内燃机)从“非燃烧模式”向“燃烧模式”转变的期间中是处于“燃烧模式”的发动机1的发动机转矩增加至规定转速范围的请求转矩Ttg为止的期间。也就是说,在该转变期间中,使发动机1产生的转矩(指令转矩Tc)低于请求转矩Ttg的转矩限制是对增加中的发动机转矩进行的限制,不是伴随发动机转矩的减少进行的限制。与此相对地,在达到规定转速范围的请求转矩Ttg后将发动机1产生的转矩限制得低的情况下,发动机转矩大幅地增减。也就是说,在该转变期间中不伴随发动机转矩的减少来进行转矩限制,由此驱动力变化小,因此能够无不适感地减少来自发动机1的进气系统的怪音。
另外,在本实施方式所涉及的电动装置控制方法和电动装置中,也可以使实施转矩限制时的发动机1的转速下降率Rdown比“燃烧模式”的发动机1的转速下降率Rdown(转速降低速度)大。由此,能够使发动机转速Nr降低至规定转速范围的转速为止的期间缩短,并且能够使在从马达动力控制向燃烧动力控制转变时从发动机1的进气系统产生的怪音的持续时间变短。其结果,能够减少来自发动机1的进气系统的怪音,从而减少车辆的乘客感受到的不适感。
并且,在本实施方式所涉及的电动装置控制方法和电动装置中,也可以使实施转矩限制时的发动机1的转速下降率Rdown比“燃烧模式”的发动机1的转速下降率Rdown(转速降低速度)小。由此,能够在使发动机转速Nr降低至规定转速范围的转速为止的期间使发动机转速Nr平缓地变化,由此能够降低来自发动机1的进气系统的怪音的音量。其结果,能够减少来自发动机1的进气系统的怪音,从而减少车辆的乘客感受到的不适感。
另外,在本实施方式所涉及的电动装置控制方法和电动装置中,也可以是,在发动机转速Nr与目标转速Ntg的差低于规定值ΔNe的情况下,解除转矩限制,使发动机1产生的转矩增加至针对发动机1的请求转矩。由此,能够判断在开始进行用于减少怪音的转矩限制之后发动机1的状态发生变化且达到不需要进行发动机1的转矩限制的状态。其结果,能够进行控制解除转矩限制来输出针对发动机1的请求转矩。
并且,在本实施方式所涉及的电动装置控制方法和电动装置中,也可以是,在解除转矩限制之后发动机1产生的转矩增加至请求转矩Ttg(规定转矩阈值)为止的期间,进行限制以使发动机1产生的转矩的增加速度不超过规定值ΔTcr(规定限制值)。由此,能够防止在解除转矩限制之后发动机1产生的转矩急剧增加。其结果,能够抑制车辆的乘客感受到的加速感经由驱动马达6产生的车辆驱动力FD的变动而变动。
另外,在本实施方式所涉及的电动装置控制方法和电动装置中,也可以是,将为了使发电机4产生进行车辆的驱动所需的请求电力Pd而使发动机1产生的转矩设定为规定转矩阈值。并且,也可以是,将从为了使驱动马达6(第二电动机)产生驱动车辆所需的转矩而需要的电力减去能够从搭载于车辆的蓄电池供给的电力Pb所得到的电力设定为进行车辆的驱动所需的请求电力Pd。通过这些设定,能够将在解除转矩限制之后防止发动机1产生的转矩急剧地增加的期间限制为发电机4产生的电力增加至请求电力Pd之前的期间。其结果,能够在发电机4产生的电力增加至请求电力Pd之后使发动机1产生的转矩快速增加,能够抑制车辆的乘客感受到的加速感的变动,并且使发电机4立刻供给辅机不足电力Pw(从进行蓄电池5的充电、搭载于车辆的辅机的驱动所需的电力减去能够从蓄电池5向辅机供给的电力所得到的电力)。通过发电机4供给辅机不足电力Pw,能够迅速进行蓄电池的充电、辅机的驱动。
另外,在本实施方式所涉及的电动装置控制方法和电动装置中,也可以在车辆从减速向加速转变的情况下实施转矩限制。从在车辆减速时进行的马达动力控制向加速时的燃烧动力控制转变,发动机1从“非燃烧模式”向“燃烧模式”转变,因此能够更准确地控制执行转矩限制的定时。其结果,能够减少在从马达动力控制转变为燃烧动力控制时从发动机1的进气系统产生的怪音。另外通过减少怪音,能够减少车辆的乘客感受到的不适感。
以上按照实施方式说明了本发明的内容,但是本发明不限定于这些记载,能够进行各种变形和改进,这对于本领域技术人员而言是显而易见的。不应该理解为本公开的一部分的论述和附图用于限制本发明。对于本领域技术人员来说,根据本公开明确可知各种替代实施方式、实施例以及运用技术。
本发明当然包括未记载于此的各种实施方式等。因而,本发明的技术的范围仅根据上述的说明由合理的权利要求所涉及的发明特定事项来决定。
在上述的各实施方式中示出的各功能能够通过一个或多个处理电路来进行安装。处理电路包括包含电气线路的处理装置等被编程后的处理装置。处理装置还包括如被布置成执行实施方式中记载的功能的专用集成电路(ASIC)、常规的电路部品那样的装置。
附图标记说明
1:发动机;4:发电机;5:蓄电池;6:驱动马达;7:车轮;14:车辆控制器;16:传动装置;17:模式开关;18:变速杆;19:制动传感器;20:加速器位置传感器;21:发动机状态传感器;23:发动机燃烧模式判定部;25:转矩上限设定部;27:转速变化率设定部;31:请求值决定部;33:指令值决定部。
Claims (9)
1.一种电动装置控制方法,使用于具备内燃机以及与所述内燃机连接的第一电动机的电动装置,在所述电动装置控制方法中,
在使所述内燃机从非燃烧模式向燃烧模式转变并通过所述第一电动机使所述内燃机的转速降低至规定转速范围的转速为止的期间,
执行使所述内燃机产生的转矩比针对所述燃烧模式的所述内燃机的所述规定转速范围的请求转矩低的转矩限制,
其中,所述非燃烧模式是没有向所述内燃机供给燃料和空气的模式,所述燃烧模式是向所述内燃机供给燃料和空气且所述内燃机的转速处于规定转速范围的模式。
2.根据权利要求1所述的电动装置控制方法,其特征在于,
使实施所述转矩限制时的所述内燃机的转速降低速度比所述燃烧模式的所述内燃机的转速降低速度大。
3.根据权利要求1所述的电动装置控制方法,其特征在于,
使实施所述转矩限制时的所述内燃机的转速降低速度比所述燃烧模式的所述内燃机的转速降低速度小。
4.根据权利要求1~3中的任一项所述的电动装置控制方法,其特征在于,
在所述内燃机的转速与处于所述规定转速范围的目标转速的差低于规定值的情况下,解除所述转矩限制,使所述内燃机产生的转矩增加至所述请求转矩。
5.根据权利要求4所述的电动装置控制方法,其特征在于,
在解除所述转矩限制之后且所述内燃机产生的转矩增加至规定转矩阈值为止的期间,进行限制以使所述内燃机产生的转矩的增加速度不超过规定限制值。
6.根据权利要求5所述的电动装置控制方法,其特征在于,
所述规定转矩阈值是所述内燃机为了使所述第一电动机产生对搭载有所述电动装置的车辆进行驱动所需的请求电力而产生的转矩。
7.根据权利要求6所述的电动装置控制方法,其特征在于,
所述请求电力是从为了使第二电动机产生驱动所述车辆所需的转矩而需要的电力减去能够从搭载于所述车辆的蓄电池供给的电力所得到的电力。
8.根据权利要求1~3中的任一项所述的电动装置控制方法,其特征在于,
在搭载有所述电动装置的车辆从减速向加速转变的情况下,实施所述转矩限制。
9.一种电动装置,具备内燃机以及与所述内燃机连接的第一电动机,
所述电动装置还具备控制电路,
在使所述内燃机从非燃烧模式向燃烧模式转变并通过所述第一电动机使所述内燃机的转速降低至规定转速范围的转速为止的期间,
所述控制电路实施使所述内燃机产生的转矩比在针对所述燃烧模式的所述内燃机的所述规定转速范围的请求转矩低的转矩限制,
其中,所述非燃烧模式是没有向所述内燃机供给燃料和空气的模式,所述燃烧模式是向所述内燃机供给燃料和空气且所述内燃机的转速处于规定转速范围的模式。
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