CN111491837B - 休闲车 - Google Patents
休闲车 Download PDFInfo
- Publication number
- CN111491837B CN111491837B CN201880083809.1A CN201880083809A CN111491837B CN 111491837 B CN111491837 B CN 111491837B CN 201880083809 A CN201880083809 A CN 201880083809A CN 111491837 B CN111491837 B CN 111491837B
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- Prior art keywords
- engine
- electric motor
- state
- mode
- drive wheels
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- 238000010248 power generation Methods 0.000 claims description 17
- 230000001172 regenerating effect Effects 0.000 claims description 13
- 230000002265 prevention Effects 0.000 claims description 11
- 239000000446 fuel Substances 0.000 claims description 10
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- 238000007562 laser obscuration time method Methods 0.000 description 4
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- 230000005611 electricity Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
- B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
- B62J45/20—Cycle computers as cycle accessories
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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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
- B60L15/2045—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 optimising the use of energy
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- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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- B60—VEHICLES IN GENERAL
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
- B60W20/17—Control strategies specially adapted for achieving a particular effect for noise reduction
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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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
- B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
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- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/082—Selecting or switching between different modes of propelling
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- B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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Abstract
搭载有电动马达及发动机的混合动力式的休闲车中,具备:检测用户操作的加速器操作件的操作量的加速器传感器;具有处理器及存储器,对应于所述加速器传感器的检测信号控制所述电动马达及所述发动机的控制器;以及连接于所述控制器,由用户操作的选择输入装置。所述存储器中存储有对应于车辆条件的所述电动马达及所述发动机的状态的变化被确定的多种的模式程序。所述处理器对应于由用户向所述选择输入装置的输入,从所述多种的模式程序选择一种模式程序,根据该选择的模式程序控制所述电动马达及所述发动机。
Description
技术领域
本发明涉及搭载有电动马达及发动机的混合动力式的休闲车。
背景技术
已知有具备作为内燃机关的发动机和用来自电池的电力驱动的电动马达的混合动力(hybrid)式的两轮车(例如,参照专利文献1)。混合动力方法中,有将电动马达及发动机的产生动力作为行驶动力可传递至驱动轮地构成的并联混合动力(parallel hybrid)方法,和将电动马达的产生动力作为行驶动力传递至驱动轮并且发动机以驱动对电池充电的发电机的形式构成的串联混合动力(series hybrid)方法。
现有技术文献:
专利文献:
专利文献1:日本特开2005-247247号公报。
发明内容
发明要解决的问题:
混合动力式的摩托车能够采用停止发动机而驱动电动马达的状态、停止电动马达而驱动发动机的状态以及驱动电动马达及发动机两者的状态这三种状态。混合动力车辆的控制器以从这些状态中根据车辆条件(例如加速器要求或电池余量等)选择一个合适的状态的形式预先编程。
然而,倾斜车身行驶的摩托车或在不平整的地面行驶的多功能车(UtilityVehicle)等休闲车中,非驾驶员的意图的转矩变化,例如发动机的起动/停止导致的转矩变化,对驾驶感觉造成的影响很大。因此,若将发动机及电动马达的状态的切换完全托付给车辆条件则会发生不合适的情况。又,根据用户的使用环境,有即使车辆条件满足驱动发动机的条件,为了静音而不想驱动发动机的情况。又,根据用户的喜好,有厌恶在由电动马达进行的行驶中发动机起动而改变行驶感觉,即使燃料消耗率恶化也想使发动机一直在驱动状态的情况。因此,现有的混合动力式的休闲车中,不能应答用户的使用环境或喜好所对应的要求。
又,假设将所述三个状态的切换托付给用户的选择,用户能根据使用环境或喜好改变电动马达及发动机的驱动/非驱动状态,但对车辆来说有可能会进行不合适的状态选择。因此,要想在保证对车辆来说合适的状态选择的同时能进行根据用户的使用环境或喜好的状态改变,则不得不拥有具有不同特性(设置)的多个车辆。
因此,本发明的目的在于提供一种保证混合动力式休闲车的合适的状态选择的同时能使用户根据自身的喜好或使用环境自由地改变车的特性的结构。
解决问题的手段:
本发明一形态的休闲车,搭载有电动马达及发动机的混合动力式的休闲车中,具备:检测用户操作的加速器操作件的操作量的加速器传感器;具有处理器及存储器,对应于所述加速器传感器的检测信号控制所述电动马达及所述发动机的控制器;以及连接于所述控制器,由用户操作的选择输入装置;所述存储器中存储有与车辆条件对应的所述电动马达及所述发动机的状态的变化被确定的多种的模式程序;所述处理器对应于由用户向所述选择输入装置的输入,从所述多种的模式程序选择一种模式程序,根据该选择的模式程序控制所述电动马达及所述发动机。
根据所述结构,与车辆条件(例如,要求转矩及转速)对应地,确定了电动马达的状态(例如驱动/再生/停止)的变化以及发动机的状态(例如启/停(ON/OFF))的变化的程序准备了多种,从而能够对与车辆条件对应的电动马达及发动机的状态的变化方式(pattern)设置变体(variation),同时保证各程序中混合动力式休闲车的合适的状态选择。而且,能够通过用户从该多种的程序任意地选择一种程序,从而用户根据自身的喜好或使用环境自由地改变车的特性。
也可以是如下结构:所述发动机为产生传递至驱动轮的行驶动力的行驶驱动发动机;所述多种的模式程序包括:规定的第一行驶条件成立时使所述发动机停止而使所述电动马达产生的动力传递至所述驱动轮,规定的第二行驶条件成立时使所述发动机产生的动力传递至所述驱动轮的燃料消耗率优先模式程序,以及所述第一行驶条件及所述第二行驶条件的任一个成立时使所述发动机产生的动力传递至所述驱动轮的发动机优先模式程序。
根据所述结构,增加了用户的关于车特性的选项,能够提高便利性。尤其是,在燃料消耗率优先模式程序中,不使用发动机而优先进行用电动马达的行驶,从而能够由用户选择实现根据使用环境不产生引擎声地行驶。
也可以是如下结构:所述发动机为产生传递至驱动轮的行驶动力的行驶驱动发动机;所述多种的模式程序包括:规定的第三行驶条件成立时使所述发动机产生的动力传递至所述驱动轮且所述电动马达停止的发动机驱动模式程序,以及所述第三行驶条件成立时使所述发动机产生的动力传递至所述驱动轮且藉由所述发动机产生的动力使所述电动马达进行再生的发电优先模式程序。
根据所述结构,增加了用户的关于车特性的选项,能够提高便利性。尤其是,发电优先模式程序中,用发动机对应于发电机的负转矩地多产生正转矩,从而能够使发动机在高效率区域动作。
也可以是如下结构:所述发动机为产生传递至驱动轮的行驶动力的行驶驱动发动机;所述多种的模式程序包括:规定的加速条件成立时,使从所述发动机施加于所述驱动轮的转矩增加且使所述电动马达从再生状态切换至施加行驶驱动力的行驶支援状态的可急加速模式程序,以及所述加速条件成立时,进行与所述可急加速模式程序不同的动作的其他模式。
根据所述结构,增加了用户的关于车特性的选项,能够提高便利性。尤其是可急加速模式程序中,通过使电动马达从负转矩状态(再生状态)切换至正转矩(驱动状态),能够实现利用电动马达的转矩的正负变化的急加速。
也可以是如下结构:所述可急加速模式程序在所述加速条件成立时,使所述发动机加速而产生的动力传递至所述驱动轮且使所述电动马达从再生状态切换至驱动状态而使在所述电动马达产生的动力传递至所述驱动轮,所述其他模式在所述加速条件成立时,维持或停止所述电动马达的状态且使从所述发动机施加于所述驱动轮的转矩增加。
也可以是如下结构:所述发动机设置为也能驱动对电池充电的发电机;所述多种的模式程序包括:若所述车辆的停车中所述电池的余量低于规定的阈值,则在所述发动机与所述驱动轮之间的动力传递路径切断的状态下,使所述发动机起动而驱动所述发电机的充电优先模式程序,以及即使所述车辆的停车中所述电池的余量低于所述阈值,也维持于与所述电池的余量变为低于所述阈值前的状态相同的状态的噪音防止模式程序。
根据所述结构,增加了用户的关于车特性的选项,能够提高便利性。尤其是,噪音防止模式程序中,能够不产生以车辆停车中电池余量降低为起因而发电用发动机急加速的声音,防止车辆停止中的突然的噪音的产生。
也可以是如下结构:所述发动机为产生传递至驱动轮的行驶动力的行驶驱动发动机;所述多种的模式程序包括:规定的第四行驶条件成立时使所述发动机产生的动力传递至所述驱动轮且使所述电动马达产生的动力以第一方式传递至所述驱动轮的第一并联驱动模式程序;以及所述第四行驶条件成立时使所述发动机产生的动力传递至所述驱动轮且使所述电动马达的动作变为与第一方式不同的第二方式的第二并联驱动模式程序。
根据所述结构,增加了用户的关于车特性的选项,能够提高便利性。
权利要求7所述的混合动力车辆,所述第二方式以相比所述第一方式,使所述电动马达产生的动力间歇性地传递至所述驱动轮的形式构成。
根据所述结构,能够增加行驶感觉的选项。
也可以是如下结构:所述发动机为设置为能驱动发电机的发电发动机,所述发电机产生供给至所述电动马达的电力;所述多种的模式程序包括:所述加速器传感器中检测的操作量从比规定量小的状态超过所述规定量地增加时,增加所述发动机的输出的发电优先模式程序,以及即使所述加速器传感器中检测的操作量从比规定量小的状态超过所述规定量地增加,也使所述发动机的输出维持于与所述操作量超过所述规定量前的状态相同的状态的静音优先模式程序。另外,该发电机可以是所述电动马达也可以是与所述电动马达不同的发电机。
根据所述结构,增加了用户的关于车特性的选项,能够提高便利性。尤其是静音优先模式程序中,即使用户进行加速指令,也能够不产生发电用发动机加速的声音而防止噪音。
也可以是如下结构:所述多种的模式程序包括:若所述车辆的停车中所述电池的余量低于规定的阈值,则使所述发动机起动的充电优先模式程序,以及即使所述车辆的停车中所述电池的余量低于所述阈值,也维持于与所述电池的余量变为低于所述阈值前的状态相同的状态的噪音防止模式程序。
根据所述结构,增加了用户的关于车特性的选项,能够提高便利性。尤其是,噪音防止模式程序中,能够不产生以车辆停车中电池余量降低为起因而发电用发动机急加速的声音,防止车辆停止中的突然的噪音。
发明效果:
由本发明,可实现保证混合动力式的休闲车的合适的状态选择,同时用户根据自身的喜好或使用环境自由地改变车的特性。
附图说明
图1为第一实施形态中并联混合动力式的摩托车的框图;
图2为图1所示的摩托车的控制系统的框图;
图3中(A)~(C)为说明图1所示的摩托车的各模式中的动力传递状态的附图;
图4为说明图1所示的摩托车的各模式的附图;
图5为表示图4所示的模式1的要求转矩与发动机转速之间的关系的映射图;
图6为表示图4所示的模式2的要求转矩与发动机转速之间的关系的映射图;
图7为表示图4所示的模式4的要求转矩与发动机转速之间的关系的映射图;
图8为表示图4所示的模式5的要求转矩与发动机转速之间的关系的映射图;
图9中(A)为图4所示的模式2及5的急加速要求时的时序图,(B)为图4所示的模式3及6的急加速要求时的时序图;
图10中(A)为第一并联驱动模式的时序图,(B)为第二并联驱动模式的时序图;
图11为第二实施形态中串联混合动力式的摩托车的框图;
图12中(A)为图11所示的摩托车的发电优先模式中从稳定行驶到加速行驶的转变时的时序图,(B)为静音优先模式中从稳定行驶到加速行驶的转变时的时序图;
图13中(A)为图11所示的摩托车的充电优先模式中停车状态下的电力消耗增加时的时序图,(B)、(C)为噪音防止模式中停车状态下的电力消耗量增加时的时序图。
具体实施方式
以下,参照附图说明实施形态。
(第一实施形态)
图1为第一实施形态中并联混合动力式的摩托车1的框图。本实施形态中,作为休闲车的一例对摩托车说明,但也可以是多功能车等车辆。如图1所示,摩托车1具备作为行驶用驱动源及发电用驱动源的发动机E(内燃机关)和作为行驶用驱动源及发电机的电动马达M。即,发动机E为产生传递至驱动轮2的行驶动力的行驶驱动发动机,摩托车1为并联混合动力方式。
摩托车1中设有使来自发动机E及电动马达M的动力变速并传递至驱动轮2的变速器3。变速器3例如是爪型离合器(dog clutch)式的变速器,具有输入轴4和输出轴5。输入轴4输入有来自发动机E及电动马达M的动力。输出轴5通过输出传递机构7(例如链条或皮带)使动力传递至驱动轮2。输入轴4通过减速比不同的多个齿轮列6可传递动力地结合于输出轴 5。
变速器3中,平行于输入轴4及输出轴5设置的支轴7上滑动自如地支持有拨叉(shift fork)8~10。拨叉8的一端部连接于输入轴4的犬齿轮(dog gear)6a,别的拨叉9、10的一端部连接于输出轴5的犬齿轮6b、6c。拨叉8~10的另一端部嵌合于换挡鼓(shift drum)11的引导槽G。
若换挡鼓11联动于由用户进行的切换操作件(shift pedal)(未图示)的操作而回转,则由引导槽G引导的拨叉8~10所对应的犬齿轮6a~6c沿输出轴5滑动,齿轮列6中期望的减速比的一组成为动力传递状态,选择期望的变速段的动力传递路径。另外,所述切换操作件例如是用用户的脚操作的切换踏板。若换挡鼓11转动至空档(neutral)段的位置,变速器3处于输入轴4与输出轴5之间的动力传递被切断的空档状态。
电动马达M用从电池12通过逆变器13供给的电力产生动力,又,可以用从变速器3的输入轴4传递的动力来发电而对电池12充电。电动马达M通过动力传递机构(例如齿轮或皮带等)连接于变速器3的输入轴4。即,电动马达M以与发动机E不同的动力传递路径连接于输入轴4。
发动机E的曲轴Ea通过主离合器14(例如多板离合器)可传递动力地连接于变速器3的输入轴4。主离合器14设于输入轴4的一端部,输入轴4的另一端部设有油压缸15。油压缸15连接有油压控制单元16。若对油压控制单元16输入离合器工作指令,则油压控制单元16供给规定值以上的油压至油压缸15,从油压缸15通过插通输入轴4内的杆对主离合器14施加离合器动力,主离合器14为切断状态。若对油压控制单元16输入离合器解除指令,则油压控制单元16使对于油压缸15的油压除压,主离合器14为连接状态。即,油压缸15及油压控制单元16构成离合器执行器17。
图2为图1所示的摩托车1的控制系统的框图。如图1及图2所示,摩托车1设有控制器18。控制器18接收电池管理单元20、加速器传感器21、车速传感器22、发动机转速传感器23、选择输入按钮24(选择输入装置)等的输出信号。电池管理单元20检测电池12的余量或电压等。加速器传感器21检测用户操作的加速器操作件(未图示)的操作量(即加减速要求度)。车速传感器22检测摩托车1的行驶速度。发动机转速传感器23检测发动机E的曲轴Ea的转速。选择输入按钮24中,用户操作而输入模式选择,将该选择的模式信息输出至控制器18。选择输入按钮24设于摩托车1的条形把手(未图示),主锁芯(未图示)的钥匙位置为开启(ON)时输入有效。
控制器18在硬件层面,具有处理器、挥发性存储器、非挥发性存储器及I/O接口。控制器18在功能层面,具有模式程序存储部31、要求转矩运算部32、模式程序执行部33、马达控制部34、发动机控制部35以及离合器控制部36。模式程序存储部31由非挥发性存储器实现。要求转矩运算部32、模式程序执行部33、马达控制部34、发动机控制部35以及离合器控制部36将来自于电池管理单元20、加速器传感器21、车速传感器22、发动机转速传感器23、选择输入按钮24等的信息通过I/O接口接收并参照该信息根据保存于非挥发性存储器的程序,利用挥发性存储器进行运算处理从而实现。
模式程序存储部31预先存储对应于车辆条件(例如要求转矩及发动机转速等)的电动马达M及发动机E的状态变化被确定的多种的模式程序。要求转矩运算部32从加速器传感器21的输出信号求用户的加速要求值(或减速要求值)并且从车速传感器22及发动机转速传感器23等的输出信号求摩托车1的行驶状态,计算出使摩托车1的行驶状态符合用户的加减速要求值所需的驱动轮2的转矩(即要求转矩)。
模式程序执行部33将用户通过选择输入按钮24选择的模式所对应的模式程序从模式程序存储部31读取,根据该读取的模式程序,对应于要求转矩运算部32中计算出的要求转矩对马达控制部34、发动机控制部35及离合器控制部36输出动作指令值。
马达控制部34根据来自模式程序执行部33的指令控制逆变器13从而控制电动马达M的动作。发动机控制部35对应于来自模式程序执行部33的指令控制燃料喷射器41、点火装置42及节流装置43从而控制发动机E的动作。离合器控制部36对应于来自模式程序执行部33的指令控制离合器执行器17。另外,本实施形态中控制器18为一个,但也可以是在多个控制器功能分散地构成。
图3的(A)~图3的(C)为说明图1所示的摩托车1的各模式中的动力传递状态的附图。如图3所示,摩托车1的动力传递状态有HEV状态(发动机・马达行驶状态)、EG状态(发动机行驶状态)及EV状态(马达行驶状态)。这些的各动力传递状态根据模式程序存储部31中存储的模式程序而被选择。
如图3的(A)所示,HEV状态中,主离合器14为连接状态,电动马达M为驱动状态,发动机E为驱动状态。即,HEV状态中,行驶动力自发动机E及电动马达M的双方传递至驱动轮2。
如图3的(B)所示,EG状态中,主离合器14为连接状态,电动马达M为再生状态,发动机E为驱动状态。即,EG状态中,行驶动力仅自发动机E传递至驱动轮2,电动马达M中通过输入轴4传递有来自发动机E的动力并进行发电。另外,EG状态中,电动马达M也可以不是再生状态而是空转状态(为不发生因产生电动势引起的电阻,使马达回路处于开(open)状态)。
如图3的(C)所示,EV状态中,主离合器14为切断状态,电动马达M为驱动状态,发动机E为停止状态。即,EV状态中,行驶动力仅自电动马达M传递至驱动轮2。
图4为说明图1所示的摩托车1的各模式的附图。图5~图8为表示图4所示的模式1、2、4及5的要求转矩与发动机转速之间的关系的映射图。该映射图中的等高线表示发动机E的热效率,符号X表示成为最高效率的位置。该映射图中的符号RL的线代表车辆行驶时所需的稳定转矩,称为道路负荷(road load)。如图5~图8的映射图作为模式程序的一部分存储于模式程序存储部31中, HEV区域/ EG区域/ EV区域在该映射图进行分配。
如图4及图5所示,模式1中,规定的第一行驶条件成立时成为停止发动机E并使电动马达M产生的动力传递至驱动轮2的EV状态,规定的第二行驶条件成立时成为使发动机E及电动马达M产生的动力传递至驱动轮2的HEV状态,规定的第三行驶条件成立时成为使电动马达M停止或再生,使发动机E产生的动力传递至驱动轮2的EG状态。
具体地,要求转矩运算部32中算出的要求转矩为不足规定的阈值T的低转矩时的情况下(EV区域),发动机E的热效率低,从而无关于发动机转速地成为EV状态。要求转矩为阈值T以上且为比道路负荷线RL低值的情况下(HEV区域),发动机转速比规定值大时成为HEV状态。要求转矩为阈值T以上且为道路负荷线RL以上的情况下(EG区域),发动机E的热效率好,从而为EG状态。
即,模式1的程序有不使用发动机E的EV领域,从而是燃料消耗率优先模式程序。燃料消耗率优先模式程序中,有不使用发动机E而是优先进行用电动马达M的行驶的EV区域,因此,用户能根据使用环境选择模式1从而实现不产生引擎声地行驶。又,模式1的程序,在要求转矩为道路负荷线RL以上时成为EG状态,从而也兼为发动机驱动模式程序。
如图4及图6所示,模式2在EV区域及HEV区域与模式1相同,但EG区域中的动作不同。要求转矩运算32中算出的要求转矩为阈值T以上且在道路负荷线RL以上的情况下,使发动机E产生的动力传递至驱动轮2且由发动机E产生的动力使电动马达M进行再生(发电)。由此,发动机E中与因电动马达M的再生造成的负转矩对应地多产生正转矩,从而能够使发动机E在高热效率的区域动作。即,模式2的程序是发电优先模式程序。
如图4及图7所示,模式4中有HEV区域及EG区域但没有EV区域。任何行驶条件中都使发动机E产生的动力传递至驱动轮2。具体地,在要求转矩不足阈值T的区域也不进行根据电动马达M的驱动。即,模式4是发动机优先模式程序。
如图4及图8所示,模式5在没有EV区域方面和HEV区域的动作上与模式4相同,但与模式2同样地在EG区域的动作不同。要求转矩运算部32中算出的要求转矩为道路负荷RL以上的情况下,使发动机E产生的动力传递至驱动轮2且通过发动机E产生的动力使电动马达M进行再生(发电)。由此,发动机E中与因电动马达M的再生造成的负转矩对应地多产生正转矩,从而能够使发动机E在高热效率的区域动作。即,模式5的程序是发电优先模式程序。
另外,前述的各模式程序中,基于参照加速器操作量、车速及发动机转速求得的要求转矩,决定电动马达M及发动机E的动作(例如启/停)的变化,但也可以基于其他因素决定。例如也可以是,各模式程序中,作为车辆条件,基于摩托车1行驶的道路状态(例如道路坡度、道路形状等)或乘车人数或路面状态(例如公路、越野、雪地等)或IMU等的加速速率传感器值或电池余量或其他的控制指令(例如ABS指令、自动巡行指令等)决定电动马达M及发动机E的动作的变化。
图9的(A)为图4所示的模式2及5的急加速要求时的时序图,图9的(B)为图4所示的模式3及6的急加速要求时的时序图。如图9的(A)所示,模式2及模式5中,使发动机E产生的动力传递至驱动轮2且通过发动机E产生的动力使电动马达M进行再生的行驶状态中,若用户对加速器操作件进行急加速操作,加速器传感器21检测到规定值以上的开度增加率的急加速条件成立,则模式程序执行部33对发动机控制部35发指令使发动机E的转矩增加而加速并且对马达控制部34发指令使电动马达M从再生状态变为停止状态(空转状态)或使电动马达M保持再生状态。另外也可以是,规定的急加速条件成立时,维持或减少发动机E的转矩,通过由电动马达M向驱动轮2的转矩传递使驱动轮2加速地构成。
另一方面,如图9的(B)所示,模式3及模式6中,使发动机E产生的动力传递至驱动轮2且由发动机E产生的动力使电动马达M进行再生的行驶状态中,若所述急加速条件成立,使从发动机E对驱动轮2施加的转矩增加而加速,并且使电动马达M从再生状态切换至施加行驶驱动力的行驶支援状态(加速驱动状态)。如此,能够使电动马达M从负转矩状态(再生状态)切换至正转矩(驱动状态)从而实现利用电动马达M的转矩正负变化的急加速。即,模式3及6的程序是可急加速模式程序。另外,模式3除急加速以外的动作形态与模式1相同,模式6除急加速以外的动作形态与模式4相同。
又,模式1及4中,所述急加速条件即将成立前,电动马达M不在再生状态,从而若所述急加速条件成立,电动马达M可以加速驱动或维持之前的状态。另外,电动马达M在再生状态下所述急加速条件成立时,使自发动机E施加于驱动轮2的转矩增加而加速,并且使电动马达M从再生状态切换至驱动状态而对驱动轮2附加转矩的动作并不限定于具有多种的模式程序的混合动力车辆,也可以适用于一般的混合动力车辆。
图10的(A)为第一并联驱动模式的时序图,图10的(B)为第二并联驱动模式的时序图。如图10的(A)所示,第一并联驱动模式中,若检测出前后轮的转速差超过规定的阈值等而判定驱动轮2打滑,则减少补正发动机E的转矩,促进牵引力(Traction)的恢复。若判定打滑已消除则去掉发动机E的转矩的减少补正。
另一方面,如图10的(B)所示,第二并联驱动模式中,若判定驱动轮2打滑,则减少补正发动机E的转矩,并且使电动马达M间歇性地(或周期性地)动作而间歇性地(或周期性地)使动力传递至驱动轮2,促进牵引力的尽早恢复。若判定打滑消除,去掉发动机E的转矩的减少补正,停止电动马达M的间歇性的动作。如此,能够增加行驶感觉的选项。
另外,第一并联驱动模式中的电动马达M的动作方式与第二并联驱动模式中的电动马达M的动作方式在同一行驶条件下互相不同即可,也可以是其他的形态。例如,第一并联驱动模式或第二并联驱动模式的任意一方中,可以构成为用电动马达M的正转矩消除发动机E的周期性的转矩变动中的负转矩部分而降低合计的转矩变动,也可以构成为使电动马达M的正转矩重叠于发动机E的周期性的转矩变动中的正转矩部分而增大合计的转矩变动。
根据以上说明的结构,对应于车辆条件(例如要求转矩及转速)确定了电动马达M及发动机E的动作状况(例如启/停)的变化的模式程序准备了多种,从而能够对对应于车辆条件的电动马达M及发动机E的动作状况的变化方式设置变体,同时保证各模式程序中混合动力式摩托车1的合适的状态选择。而且,能够藉由用户从该多种的模式程序任意地选择一种程序,从而用户根据自身的喜好或使用环境自由地改变混合动力式的摩托车1的特性。
(第二实施形态)
图11为第二实施形态中串联混合动力式的摩托车101的框图。另外,对于与第一实施形态共通的结构附同一符号并省略说明。如图11所示,摩托车101具有作为发电驱动源的发动机E(内燃机关)和作为行驶用驱动源的电动马达M。即,发动机E为发电发动机,用于驱动产生用于供给至电动马达M的电力对电池12充电的发电机50,摩托车101为串联混合动力方式。
控制器118中,自电池管理单元20输入有电池12的信息。控制器118中输入有来自加速器传感器21、车速传感器22、马达转速传感器123及选择输入按钮24等的检测信息。控制器118基于输入的各信息控制对电动马达M进行控制的逆变器,控制发动机E的燃料喷射器41、点火装置42及节流装置43。控制器118如第一实施形态的控制器18,具有存储多种模式程序的存储部、执行从该存储部读取的模式程序的模式程序执行部、马达控制部及发动机控制部。
图12的(A)为图11所示的摩托车101的发电优先模式中从稳定行驶到加速行驶的转变时的时序图,图12的(B)为静音优先模式中从稳定行驶到加速行驶的转变时的时序图。如图12的(A)所示,选择发电优先模式的情况下,加速器传感器21中检测的操作量自比规定量小的状态超过所述规定量地增加时(即,用户进行加速器操作件的规定的加速操作时),电动马达M的转矩增加而消耗电力增加,从而发电用的发动机E的转矩增加而对电池12充电。
另一方面,如图12的(B)所示,选择静音优先模式程序的情况下,即使加速器传感器21中检测的操作量自比所述规定量小的状态超过所述规定量地增加(即,用户进行加速器操作件的规定的加速操作时),发动机E的转矩维持于与之前的状态(即,所述操作量超过所述规定量前的状态)相同的状态。即,静音优先模式程序中,即使用户进行加速指令,也能够不产生发电用的发动机E加速的声音而防止噪音。
图13的(A)为图11所示的摩托车101的充电优先模式中停车状态下的电力消耗量增加时的时序图,图13的(B)、图13的(C)噪音防止模式中停车状态下的电力消耗增加时的时序图。如图13的(A)所示,选择充电优先模式程序的情况下,若摩托车101的停车中电池12的余量不足规定的阈值,则发动机E起动。
另一方面,如图13的(B)、(C)所示,选择噪音防止模式程序的情况下,即使摩托车101的停车中电池12的余量不足上述阈值,也维持与电池12的余量变得不足所述阈值前的状态相同的状态。即,噪音防止模式程序中,能够在摩托车101的停车中不产生以电池12的余量降低为起因而发电用的发动机E急加速的声音,防止车辆停止中的突然的噪音的产生。另外,以适用于串联混合动力车辆的例子说明了该充电优先模式程序及噪音防止模式程序,但也可以适用于并联混合动力。
符号说明:
1、101 混合动力车辆
2 驱动轮
3 变速器
12 电池
17 离合器执行器
18、118 控制器
24 选择输入按钮(选择输入装置)
E 发动机
M 电动马达。
Claims (10)
1.一种休闲车,其特征在于,搭载有电动马达及发动机且具备驱动轮的混合动力式的休闲车中,具备:
检测用户操作的加速器操作件的操作量的加速器传感器;
具有处理器及存储器,对应于所述加速器传感器的检测信号控制所述电动马达及所述发动机的控制器;以及
连接于所述控制器,由用户操作的选择输入装置;
所述存储器中存储有多种的模式程序;
所述多种的模式程序为预先被确定了与车辆条件对应的所述电动马达的驱动及停止的状态及与所述车辆条件对应的所述发动机的状态的变化的程序;
所述处理器对应于由用户向所述选择输入装置的输入,从所述多种的模式程序选择一种模式程序,根据该选择的模式程序控制所述电动马达及所述发动机;
所述多种的模式程序包括:
规定的第一行驶条件成立时使所述发动机停止而使所述电动马达产生的动力传递至所述驱动轮,规定的第二行驶条件成立时使所述发动机产生的动力传递至所述驱动轮的燃料消耗率优先模式程序;以及
所述第一行驶条件及所述第二行驶条件的任一个成立时使所述发动机产生的动力传递至所述驱动轮的发动机优先模式程序;
在所述燃料消耗率优先模式程序中,
要求转矩不足第一阈值时,所述车无关于所述发动机的转速为EV状态,
所述要求转矩为所述第一阈值以上且不足第二阈值且所述发动机的转速比规定值高时,所述车从所述EV状态切换为HEV状态,
所述要求转矩为所述第一阈值以上且为所述第二阈值以上时,所述车从所述HEV状态切换为EG状态;
所述EV状态为所述发动机停止,且将所述电动马达产生的动力传递至所述驱动轮的状态;
所述HEV状态为将所述发动机产生的动力及所述电动马达产生的动力传递至所述驱动轮的状态;
所述EG状态为使所述电动马达停止或进行再生动作,且将所述发动机产生的动力传递至所述驱动轮的状态。
2.根据权利要求1所述的休闲车,其特征在于,
还具备具有输入轴及输出轴,使来自所述电动马达及所述发动机的动力变速并传递至所述驱动轮的变速器;
所述发动机为产生传递至所述驱动轮的行驶动力的行驶驱动发动机;
所述输入轴构成为输入有来自所述电动马达及所述发动机双方的动力;
所述电动马达以与所述发动机不同的动力传递路径连接于所述输入轴。
3.根据权利要求1所述的休闲车,其特征在于,
所述发动机为产生传递至所述驱动轮的行驶动力的行驶驱动发动机;
所述多种的模式程序包括:
规定的第三行驶条件成立时使所述发动机产生的动力传递至所述驱动轮且所述电动马达停止的发动机驱动模式程序;以及
所述第三行驶条件成立时使所述发动机产生的动力传递至所述驱动轮且藉由所述发动机产生的动力使所述电动马达进行再生的发电优先模式程序。
4.根据权利要求1至3中任一项所述的休闲车,其特征在于,
所述发动机为产生传递至所述驱动轮的行驶动力的行驶驱动发动机;
所述多种的模式程序包括:
规定的加速条件成立时,使从所述发动机施加于所述驱动轮的转矩增加且使所述电动马达从再生状态切换至施加行驶驱动力的行驶支援状态的可急加速模式程序;以及
所述加速条件成立时,进行与所述可急加速模式程序不同的动作的其他模式。
5.根据权利要求4所述的休闲车,其特征在于,
所述可急加速模式程序在所述加速条件成立时,使所述发动机加速而产生的动力传递至所述驱动轮且使所述电动马达从再生状态切换至驱动状态而使在所述电动马达产生的动力传递至所述驱动轮,
所述其他模式在所述加速条件成立时,维持或停止所述电动马达的状态且使从所述发动机施加于所述驱动轮的转矩增加。
6.根据权利要求1至3中任一项所述的休闲车,其特征在于,
所述发动机设置为也能驱动对电池充电的发电机;
所述多种的模式程序包括:
若所述车辆的停车中所述电池的余量低于规定的阈值,则在所述发动机与所述驱动轮之间的动力传递路径切断的状态下,使所述发动机起动而驱动所述发电机的充电优先模式程序;以及
即使所述车辆的停车中所述电池的余量低于所述阈值,也维持于与所述电池的余量变为低于所述阈值前的状态相同的状态的噪音防止模式程序。
7.根据权利要求1至3中任一项所述的休闲车,其特征在于,
所述发动机为产生传递至驱动轮的行驶动力的行驶驱动发动机;
所述多种的模式程序包括:
规定的第四行驶条件成立时使所述发动机产生的动力传递至所述驱动轮且使所述电动马达产生的动力以第一方式传递至所述驱动轮的第一并联驱动模式程序;以及
所述第四行驶条件成立时使所述发动机产生的动力传递至所述驱动轮且使所述电动马达的动作变为与第一方式不同的第二方式的第二并联驱动模式程序。
8.根据权利要求7所述的休闲车,其特征在于,
还具备具有输入轴及输出轴,使来自所述电动马达及所述发动机的动力变速并传递至所述驱动轮的变速器;
所述车辆条件包括要求转矩及发动机转速;
所述发动机为产生传递至所述驱动轮的行驶动力的行驶驱动发动机;
所述输入轴构成为输入有来自所述电动马达及所述发动机双方的动力;
所述电动马达以与所述发动机不同的动力传递路径连接于所述输入轴。
9.根据权利要求1所述的休闲车,其特征在于,
所述发动机为设置为能驱动发电机的发电发动机,所述发电机产生供给至所述电动马达的电力;
所述多种的模式程序包括:
所述加速器传感器中检测的操作量从比规定量小的状态超过所述规定量地增加时,增加所述发动机的输出的发电优先模式程序;以及
即使所述加速器传感器中检测的操作量从比规定量小的状态超过所述规定量地增加,也使所述发动机的输出维持于与所述操作量超过所述规定量前的状态相同的状态的静音优先模式程序。
10.根据权利要求9所述的休闲车,其特征在于,
所述发电机设置为能对电池充电;
所述多种的模式程序包括:
若所述车辆的停车中所述电池的余量低于规定的阈值,则使所述发动机起动的充电优先模式程序;以及
即使所述车辆的停车中所述电池的余量低于所述阈值,也维持于与所述电池的余量变为低于所述阈值前的状态相同的状态的噪音防止模式程序。
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CN105579313A (zh) * | 2013-09-26 | 2016-05-11 | 日产自动车株式会社 | 混合动力车辆的控制装置 |
CN106414232A (zh) * | 2014-05-30 | 2017-02-15 | 川崎重工业株式会社 | 船舶的混合推进系统及其控制方法 |
WO2016203452A1 (en) * | 2015-06-17 | 2016-12-22 | Consortium De Recherche Brp – Universite De Sherbrooke S.E.N.C. | Regenerative braking system and method |
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CN111491837A (zh) | 2020-08-04 |
JPWO2019171496A1 (ja) | 2020-10-22 |
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US12017723B2 (en) | 2024-06-25 |
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