CN113165636A - 车辆控制装置 - Google Patents

车辆控制装置 Download PDF

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Publication number
CN113165636A
CN113165636A CN201980081629.4A CN201980081629A CN113165636A CN 113165636 A CN113165636 A CN 113165636A CN 201980081629 A CN201980081629 A CN 201980081629A CN 113165636 A CN113165636 A CN 113165636A
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temperature
vehicle
vehicle speed
transmission unit
motor
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CN201980081629.4A
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CN113165636B (zh
Inventor
弓削胜忠
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Mitsubishi Motors Corp
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Mitsubishi Motors Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60W20/14—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 in conjunction with braking regeneration
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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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    • B60K6/445—Differential gearing distribution type
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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
    • B60K6/42—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
    • B60K6/44—Series-parallel type
    • B60K6/448—Electrical distribution type
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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
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    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract

车辆控制装置具备：马达、传递部、检测马达的温度的温度传感器、检测车辆的速度的车速传感器及控制部。控制部基于根据车速确定将传递部从连接切换为切断的温度的第一温度及根据车速确定将传递部从切断切换为连接的温度的第二温度来控制传递部的切换。车速越高，则第一温度越低。控制部在基于第一温度将传递部从连接切换为切断之后，基于第二温度将传递部从切断切换为连接。

Description

车辆控制装置
技术领域
本公开涉及车辆控制装置。
背景技术
在如混合动力车、电动汽车那样利用马达的驱动力行驶的车辆中，例如，如日本专利第4345593号公报所示，在马达与车轮之间设置有离合器。通过将该离合器连接，从而马达的旋转力传递给车轮而驱动车辆，另一方面，车轮的旋转力传递给马达而回收再生能量(例如参照日本专利第4345593号公报的段落0017～0020、图5等)。并且，在车速达到马达的最高转速、或者马达的温度达到规定的上限温度时，通过切断离合器，从而防止过度的负荷作用于马达。
为了最大限度地发挥该马达的功能，在日本专利第4345593号公报所涉及的结构中，基于马达的温度来设定马达的上限转速。并且，在根据车速得到的马达转速达到该各温度下的上限转速时，进行控制，以使离合器成为切断状态。通过这样控制离合器的动作，从而防止马达的过旋转，并且扩大马达的可动范围，实现车辆的动力性能及燃料消耗性能的提高(例如参照日本专利第4345593号公报的段落0014等)。
但是，如日本专利第4345593号公报所示，在基于马达的温度设定其上限转速的结构中，进行控制以使马达以尽可能高的转速进行工作，因此马达的温度始终容易成为高的状态。因此，为了保护马达而必须切断离合器的时间变长，在有效的再生动作这一点上反而有可能不利。
使用图7对车辆行驶中的该再生动作进行说明。该车辆构成为：将马达的旋转力提供给车轮而提供驱动力，另一方面，将车轮的旋转力提供给马达而回收再生能量。设置于马达与车轮之间的离合器通常成为连接状态。当车速V由于驾驶员的加速操作而上升时，伴随于此，马达的温度也上升。在此，采用定子温度T作为马达的温度的代表值。在该定子温度T超过作为将离合器从连接状态切换为切断状态的温度而预先设定的马达的上限温度Tmax时，离合器被切换为切断状态(时间t1)。该上限温度Tmax是与车速V没有关系的恒定的温度。例如，该上限温度Tmax被设定为保障马达的稳定动作的最高温度即120℃。
当离合器成为切断状态时，车轮的旋转不会传递给马达，因此在经过温度的稍微的上升过冲之后，定子温度T逐渐下降。并且，在该定子温度T低于作为将离合器从切断状态切换为连接状态的温度而预先设定的下限温度Tmin时，离合器被切换为连接状态(时间t3)。该下限温度Tmin被设定为比上限温度Tmax低的温度(例如，上限温度Tmax为120℃时下限温度Tmin为110℃)。
另一方面，当驾驶员的加速操作转移到减速操作时(时间t2)，车辆逐渐减速。此时，从再生效率的观点出发，优选与减速的开始一起开始再生能量的回收。然而，由于在该减速开始的时刻，定子温度T超过下限温度Tmin，因此无法使离合器成为连接状态。因此，在从减速的开始到离合器被连接为止的期间(从时间t2到t3)，无法回收在将离合器连接时应该能够回收的再生能量，成为再生效率的下降的原因。特别是，在车速V为高速的区域中，本来能够以高的效率回收再生能量，因此在该高速的区域中无法回收再生能量，在再生效率这点上成为特别大的损失。
发明内容
本发明的实施方式涉及有效地回收基于马达的再生能量。
根据本发明的实施方式，控制装置对车辆进行控制，所述车辆包括：马达，该马达驱动所述车辆，并进行再生；及传递部，该传递部设置于所述马达与所述车辆的车轮之间，将旋转力的传递连接或切断。该控制装置包括：温度传感器，该温度传感器检测所述马达的温度；车速传感器，该车速传感器检测所述车辆的速度；及控制部，该控制部基于由所述温度传感器检测出的温度及由所述车速传感器检测出的车速来切换所述传递部的连接和切断。所述控制部基于第一温度及第二温度来控制所述传递部的切换，该第一温度是根据车速确定将所述传递部从连接切换为切断的温度，该第二温度是根据车速确定将所述传递部从切断切换为连接的温度。车速越高，则所述第一温度越低。所述控制部在基于所述第一温度将所述传递部从连接切换为切断之后，基于所述第二温度将所述传递部从切断切换为连接。
根据本发明的另一实施方式，所述控制部基于第三温度来控制所述传递部的切换，该第三温度是根据车速确定将所述传递部从切断切换为连接的温度，且比相同车速下的所述第二温度高，在所述车辆不是减速中的情况下，在切换所述传递部时应用所述第二温度，在所述车辆是减速中的情况下，在切换所述传递部时应用所述第三温度来代替所述第二温度。
根据本发明的另一实施方式，在对所述马达要求了所述再生时，所述控制部在切换所述传递部时，应用所述第三温度来代替所述第二温度。
根据本发明的另一实施方式，所述控制装置还包括检测驾驶员踩踏所述车辆的制动踏板的量的制动传感器。在由所述制动传感器检测出的制动踏板的踩踏量为规定的阈值以上时，所述控制部判定为要求了所述再生。
根据本发明的另一实施方式，由所述制动传感器检测出的制动踏板的踩踏量越大，则所述第三温度相对于所述第二温度被设定得越高。
根据本发明的另一实施方式，车辆控制装置还包括充电量传感器，该充电量传感器检测成为所述马达的电力供给源的电池的充电量。所述控制部基于第四温度来控制所述传递部的切换，该第四温度是根据车速确定将所述传递部从连接切换为切断的温度，在由所述充电量传感器检测出的充电量为规定的阈值以下时，在切换所述传递部时，应用所述第四温度来代替所述第一温度。所述第四温度为相同车速下的所述第一温度以下且所述第二温度以上。
根据本发明的另一实施方式，包括：马达，该马达驱动车辆，并进行再生；传递部，该传递部设置于所述马达与所述车辆的车轮之间，将旋转力的传递连接或切断；及控制装置，该控制装置控制所述传递部。控制方法控制所述车辆，所述控制装置包括：温度传感器，该温度传感器检测所述马达的温度；车速传感器，该车速传感器检测所述车辆的速度；及控制部，该控制部基于由所述温度传感器检测出的温度及由所述车速传感器检测出的车速来切换所述传递部的连接和切断，所述控制方法包括如下步骤：利用所述温度传感器检测所述马达的温度；利用所述车速传感器检测所述车辆的速度；利用所述控制部基于根据车速确定的第一温度将所述传递部从连接切换为切断；及在基于所述第一温度将所述传递部从所述切断切换为所述连接之后，利用所述控制部基于根据车速确定的第二温度将所述传递部从切断切换为连接。车速越高，则所述第一温度越低。
根据本公开，具备：马达；离合器，该离合器设置于所述马达与车轮之间；温度传感器，该温度传感器检测所述马达的温度；车速传感器，该车速传感器检测车辆的速度；及控制部，该控制部在连接状态与切断状态之间切换所述离合器，所述控制部保持控制映射，该控制映射具有按照车速确定将所述离合器从连接状态切换为切断状态的温度的切断温度阈值及按照车速确定将所述离合器从切断状态切换为连接状态的温度的再连接温度阈值，所述切断温度阈值被设定为车速越高则越低，所述再连接温度阈值被设定为相同车速下的所述切断温度阈值以下的温度，基于该温度和车速，在连接状态与切断状态之间切换所述离合器，因此在高速区域中所述离合器提前成为切断状态，能够防止所述马达的温度上升。因此，特别是在再生效率高的高速区域中，能够顺畅地进行所述离合器的再连接，能够有效地进行基于所述马达的再生能量的回收。
附图说明
图1是示出搭载有本发明的实施方式的车辆控制装置的车辆的一例的示意图。
图2是示出车辆行驶中的再生动作的图(本公开的第一例)。
图3是示出应用于车辆控制装置的控制的流程的流程图。
图4是示出制动力的时间变化的图(对于驾驶员而言有停车的意思的情况)。
图5是示出制动力的时间变化的图(对于驾驶员而言没有停车的意思的情况)。
图6是示出车辆行驶中的再生动作的图(本公开的第二例)。
图7是示出车辆行驶中的再生动作的图(关联技术的例子)。
具体实施方式
图1示出搭载有本发明的实施方式的车辆控制装置的车辆10的一例。该车辆10是能够利用发动机12的驱动力驱动前轮11a，并利用由马达13(以下称为主马达13)产生的力(辅助力)驱动后轮(车轮)11b的四轮驱动的轻度混合动力车。搭载于该车辆10的车辆控制装置谋求有效地进行基于主马达13的再生能量的回收。另外，车辆控制装置将主马达13、离合器14(以下称为主离合器14)、温度传感器15、车速传感器16、控制部17作为主要的构成要素。
主马达13与驱动后轮11b的后轮侧车轴18并列设置。在该主马达13中，在动力运行时向后轮11b提供旋转力，对发动机12的驱动力进行辅助。该辅助力经由主离合器14及后轮侧差速器19传递给后轮侧车轴18。另一方面，该主马达13在制动时从后轮11b的旋转力回收再生能量(以下称为再生电力)。该主马达13经由传递损失少的齿轮而与后轮侧车轴18直接连结，因此能够得到较高的再生效率。
主离合器14具有经由后轮侧差速器19和后轮侧车轴18而在主马达13与后轮11b之间能够传递旋转力的连接状态和该传递被切断的切断状态之间切换的功能。主离合器14通常成为连接状态。后轮侧差速器19具有与左右后轮11b的旋转阻力对应地将与来自主马达13的驱动相关联的辅助力分配给左右后轮11b的功能。
当使主离合器14成为连接状态时，在动力运行时从主马达13向后轮11b传递与驱动相关联的辅助力，另一方面，在制动时后轮11b的旋转力传递给主马达13，由该主马达13回收再生电力。该再生电力被充电到搭载于车辆10的电池20。当使主离合器14成为切断状态时，成为主马达13与后轮11b被切离的状态，因此在制动时无法由主马达13回收再生电力。
在电池20设置有检测其充电量的充电量传感器21。由该充电量传感器21检测出的电池20的充电量的信息被发送到控制部17。
温度传感器15与主马达13并列设置，具备检测主马达13的温度的功能。在此，采用定子温度T作为主马达13的温度的代表值，但也能够如在主马达13的壳体、主马达13的附近流动的润滑油等那样，适当地采用其他温度作为主马达13的温度的代表值。由温度传感器15检测出的主马达13的温度信息(定子温度T)被发送给控制部17。
车速传感器16具备检测车辆10的速度的功能。由该车速传感器16检测出的车速信息被发送给控制部17。图1所示的车速传感器16的位置是例示，因此也能够适当地变更其安装位置。
控制部17具备控制映射，该控制映射具有按照车速V确定将主离合器14从连接状态切换为切断状态的温度的切断温度阈值(第一温度)TOFF、按照车速确定将主离合器14从切断状态切换为连接状态的温度的再连接温度阈值(第二温度)TON、以及按照车速确定在再生动作时将主离合器14从切断状态切换为连接状态的温度的再生用再连接温度阈值(第三温度)T’ON。并且，具备基于由温度传感器15检测出的温度及由车速传感器16检测出的车速V，在连接状态与切断状态之间切换主离合器14的功能。
在制动踏板22设置有检测驾驶员对制动踏板22的踩踏力(驾驶员踩踏制动踏板22的量)的制动传感器23。由该制动传感器23检测出的制动信息被发送给控制部17。
在表1中示出该控制映射的一例。切断温度阈值TOFF被设定为车速V越高则越低。再连接温度阈值TON被设定为比相同车速V下的切断温度阈值TOFF低10℃。该再连接温度阈值TON也能够在相同车速V下的切断温度阈值TOFF以下的范围内适当变更。再生用再连接温度阈值T’ON被设定为比相同车速V下的再连接温度阈值TON高5℃。该再生用再连接温度阈值T’ON也能够在比相同车速V下的再连接温度阈值TON高的范围内适当变更。
此外，为了进一步提高再生动作中的再生效率，再生用再连接温度阈值T’ON只要不超过主马达13的上限温度(保障主马达13的稳定动作的最高温度，例如也可以设为120℃)即可，能够设定为切断温度阈值TOFF以上的温度。另外，不论车速V如何，都能够设为恒定的温度(例如115℃)。
[表1]
Figure BDA0003107887360000061
发动机12的驱动力经由变矩器24、连续可变变速器25、副离合器26及前轮侧差速器27传递给驱动前轮11a的前轮侧车轴28。变矩器24具有将发动机12的驱动力传递给连续可变变速器25的功能。副离合器26具有在发动机12与前轮11a之间能够传递驱动力的连接状态和该传递被切断的切断状态之间切换的功能。前轮侧差速器27具有与左右前轮11a的旋转阻力对应地将来自发动机12的驱动力分配给左右前轮11a的功能。
在发动机12并列设置有副马达29。该副马达29利用带30直接连结于发动机12的曲轴31，主要利用于发动机12的启动，另一方面，通过使副离合器26成为连接状态，也能够在制动时回收再生电力。副马达29在发动机12的工作中由曲轴31带动旋转。
使用图2对应用上述控制映射时的车辆10(参照图1)的行驶中的再生动作的第一例进行说明。当车速V由于驾驶员的加速操作而上升时，伴随于此，构成主马达的定子的温度(定子温度T)也上升。在该定子温度T超过某车速V1下的切断温度阈值TOFF时，主离合器14被切换为切断状态(时间t’1)。
在表1所示的控制映射中，在车速V为70km/小时以上的高速区域中，设定比主马达13的上限温度(120℃)低的切断温度阈值TOFF。因此，与如关联技术那样不论车速如何都一律在马达的上限温度下将离合器切换为切断状态的情况相比，在高速区域中提前使主离合器14成为切断状态，能够防止主马达13的温度上升。
当主离合器14成为切断状态时，后轮11b的旋转不传递给主马达13，因此在产生温度(定子温度T)从切断温度阈值TOFF稍微上升的过冲之后，定子温度T逐渐下降。并且，在该定子温度T低于再连接温度阈值TON时，主离合器14被切换为连接状态(时间t’3)。
当驾驶员的加速操作或定速行驶操作转移为减速操作时(时间t2)，车辆10逐渐减速。如上所述，通过基于切断温度阈值TOFF提前使主离合器14成为切断状态，从而能够在该减速的开始时刻(时间t2)使主离合器14为连接状态的可能性提高。在该情况下，能够在开始车辆10的减速的同时回收再生电力，因此能够实现再生效率的提高。
参照图1中的附图标记，使用图3所示的流程图对应用于该车辆控制装置的控制的流程的一例进行说明。
首先，由车速传感器16取得车速信息(步骤S1)。根据向控制部17发送的车速信息，基于控制映射，决定与该车速V对应的切断温度阈值TOFF、再连接温度阈值TON及再生用再连接温度阈值T’ON(步骤S2)。接着，利用温度传感器15取得主马达13的温度信息(在本实施方式中为定子温度T)(步骤S3)。
而且，对主马达13的温度和与车速V对应地决定的切断温度阈值TOFF的高低关系进行比较(步骤S4)。在主马达温度为切断温度阈值TOFF以上时(步骤S4的“是”侧)，根据来自控制部17的动作信号，使主离合器14从连接状态切换为切断状态(步骤S5)。在主马达温度比切断温度阈值TOFF低时(步骤S4的“否”侧)，在重新取得主马达13的温度信息之后(步骤S3)，重复进行主马达温度与切断温度阈值TOFF的高低关系的比较(步骤S4)。
在上述内容中，在主离合器14被切换为切断状态的情况下，接着由温度传感器15取得主马达13的温度信息(步骤S6)。然后，对主马达温度和与车速V对应地决定的再连接温度阈值TON的高低关系进行比较(步骤S7)。在主马达温度比再连接温度阈值TON低时(步骤S7的“是”侧)，根据来自控制部17的动作信号，使主离合器14从切断状态切换为连接状态(步骤S8)，退出一系列的控制流程(步骤S9)。
另一方面，在主马达温度为再连接温度阈值TON以上时(步骤S7的“否”侧)，判断车辆10是否要求再生动作(步骤S10)。该判断是基于驾驶员对制动踏板22的踩踏力、车速V等各种原因而综合地进行的。
在能够判定为根据再生的要求而开始再生动作开始时(步骤S10的“是”侧)，对主马达温度和与车速V对应地决定的再生用再连接温度阈值T’ON的高低关系进行比较(步骤S11)。在主马达温度比再生用再连接温度阈值T’ON低时(步骤S11的“是”侧)，根据来自控制部17的动作信号，使主离合器14从切断状态切换为连接状态(步骤S8)。然后，一系列的控制流程完成(步骤S9)。
另一方面，在能够判断为再生动作还未开始时(步骤S10的“否”侧)，或者，在主马达温度为再生用再连接温度阈值T’ON以上时(步骤S11的“否”侧)，在重新取得主马达13的温度信息之后(步骤S6)，重新进行再生动作是否开始的判断(步骤S10)及主马达温度与再生用再连接温度阈值T’ON的高低关系的比较(步骤S11)。
上述的关于再生动作是否开始的判断例如能够基于驾驶员对制动踏板22的踩踏力B来进行。例如，如图4所示，在由制动传感器23检测出的制动踏板22的踩踏力B比阈值Bth大时，驾驶员具有明确的减速的意思的可能性高，能够伴随该减速而开始再生动作。相对于此，如图5所示，在制动踏板22的踩踏力B比阈值Bth小时，驾驶员有可能再次进行加速操作，可以说不优选在该时刻开始再生动作。
在制动踏板22的踩踏力B比阈值Bth大时，其踩踏力B越大，则越能够增大再生用再连接温度阈值T’ON相对于再连接温度阈值TON的增量。由此，有可能在不损害驾驶性能的情况下更有效地进行再生电力的回收。
将主离合器14从连接状态切换为切断状态时的切断温度阈值TOFF也能够根据由充电量传感器21检测出的电池20的充电量进行变更。相对于能够判断为电池20为充分充电的状态(例如充电率为70％)时，在能够判断为电池20的充电量不充分(例如充电率为30％)时，例如如表2所示，能够应用设定为适于电池20的充电量的恢复的恢复用切断温度阈值(第四温度)T’OFF来代替在电池20的充电量充分时应用的切断温度阈值TOFF。
该恢复用切断温度阈值T’OFF被设定为切断温度阈值TOFF以下且再连接温度阈值TON以上的温度。通过在电池20的充电量不充分时应用恢复用切断温度阈值T’OFF，从而与通常相比，提前使主离合器14成为切断状态。这样一来，进一步抑制主马达13的温度上升，进一步提前进行主离合器14的再连接。因此，再生电力的回收量增加，能够迅速地实现电池20的充电量的恢复。此外，能够适当地决定判断为电池20的充电量不充分的充电量阈值(例如50％)。
[表2]
Figure BDA0003107887360000081
使用图6对应用上述控制映射时的车辆10的行驶中的再生动作的第二例进行说明。在第一例(参照图2)中，基于与切断温度阈值TOFF对应的车速V1(主离合器14的切断时的车速)，决定了再连接温度阈值TON及再生用再连接温度阈值T’ON，但在该第二例中，基于车辆10的行驶中的各时刻的车速V决定各温度阈值。具体而言，切断温度阈值TOFF基于车速V2决定，再连接温度阈值TON基于车速V3决定。
在该第二例中，与如关联技术那样不论车速如何都一律在马达的上限温度下将离合器切换为切断状态的情况相比，在高速区域中提前使主离合器14成为切断状态(时间t”1)，因此也能够防止主马达13的温度上升。因此，能够在比减速的开始时刻(时间t2)靠前的时刻(时间t”3)使主离合器14为连接状态的可能性提高，能够实现再生效率的提高。
根据本发明的一方式，控制装置对车辆(10)进行控制，所述车辆(10)包括：马达(13)，该马达驱动车辆(10)，并进行再生；及传递部(14)，该传递部设置于所述马达(13)与所述车辆(10)的车轮(11b)之间，将旋转力的传递连接或切断。该控制装置包括：温度传感器(15)，该温度传感器检测所述马达(13)的温度；车速传感器(16)，该车速传感器检测所述车辆的速度；及控制部(17)，该控制部基于由所述温度传感器(15)检测出的温度及由所述车速传感器(16)检测出的车速来切换所述传递部(14)的连接和切断。所述控制部(17)基于第一温度(TOFF)及第二温度(TON)来控制所述传递部(14)的切换，该第一温度(TOFF)是根据车速确定将所述传递部(14)从连接切换为切断的温度，该第二温度(TON)是根据车速确定将所述传递部(14)从切断切换为连接的温度。车速越高，则所述第一温度(TOFF)越低。所述控制部(17)在基于所述第一温度(TOFF)将所述传递部(14)从连接切换为切断之后，基于所述第二温度(TON)将所述传递部(14)从切断切换为连接。
所述控制部(17)基于第三温度(T’ON)来控制所述传递部(14)的切换，该第三温度(T’ON)是根据车速确定将所述传递部(14)从切断切换为连接的温度且比相同车速下的所述第二温度(TON)高，在所述车辆不是减速中的情况下，在切换所述传递部(14)时应用所述第二温度(TON)，在所述车辆(10)是减速中的情况下，在切换所述传递部(14)时应用所述第三温度(T’ON)来代替所述第二温度(TON)。
所述控制部(17)在对所述马达(13)要求所述再生时，在切换所述传递部(14)时，应用所述第三温度(T’ON)来代替所述第二温度(TON)。
所述控制装置还包括检测驾驶员踩踏所述车辆的制动踏板(22)的量的制动传感器(23)。所述控制部(17)在由所述制动传感器(23)检测出的制动踏板(22)的踩踏量为规定的阈值以上时，判定为要求了所述再生。
由所述制动传感器(23)检测出的制动踏板(22)的踩踏量越大，所述第三温度(T’ON)相对于所述第二温度(TON)被设定得越高。
车辆控制装置还包括对成为所述马达(13)的电力供给源的电池(20)的充电量进行检测的充电量传感器(21)。所述控制部(17)基于根据车速确定将所述传递部(14)从连接切换为切断的温度的第四温度(T’OFF)来控制所述传递部(14)的切换，在由所述充电量传感器(21)检测出的充电量为规定的阈值以下时，在切换所述传递部(14)时，应用所述第四温度(T’OFF)来代替所述第一温度(TOFF)。所述第四温度(T’OFF)为相同车速下的所述第一温度(TOFF)以下且所述第二温度(TON)以上。
控制方法控制车辆(10)，所述车辆(10)包括：马达(13)，该马达驱动所述车辆(10)，并进行再生；传递部(14)，该传递部设置于所述马达(13)与所述车辆(10)的车轮(11b)之间，将旋转力的传递连接或者切断；及控制装置，该控制装置控制所述传递部(14)，所述控制装置包括：温度传感器(15)，该温度传感器检测所述马达(13)的温度；车速传感器(16)，该车速传感器检测所述车辆(10)的速度；及控制部(17)，该控制部基于由所述温度传感器(15)检测出的温度及由所述车速传感器(16)检测出的车速来切换所述传递部(14)的连接和切断，所述控制方法包括如下步骤：利用所述温度传感器(15)检测所述马达(13)的温度；利用所述车速传感器(16)检测所述车辆(10)的速度；利用所述控制部(17)基于根据车速确定的第一温度(TOFF)将所述传递部(14)从连接切换为切断；及在基于所述第一温度(TOFF)将所述传递部(14)从所述切断切换为所述连接之后，利用所述控制部(17)基于根据车速确定的第二温度(TON)将所述传递部(14)从切断切换为连接。车速越高，则所述第一温度(TOFF)越低。
在上述说明的车辆控制装置的结构、控制映射、控制流程的流程图等均只不过是用于说明本公开的单纯的例示。另外，只要能够解决有效地回收基于马达13(主马达13)的再生能量这样的本公开的课题，则能够对上述的构成要素、控制映射、控制流程等适当地加以变更。
在上述内容中，作为将马达的旋转力传递给车轮的结构，使用离合器，但也可以是离合器被置换为行星齿轮机构或变矩器等传递部的结构。只要能够解决本公开的课题，该被置换的结构能够基于本领域技术人员的知识而适当实施。
如上所述，对将车轴直接连结式的主马达13仅设置于后轮11b侧的车辆10进行了说明。但是，对于将该主马达13设置于前轮11a侧及后轮11b侧双方的车辆10或者仅将主马达13设置于前轮11a侧的车辆10(两轮驱动车)，也能够应用本公开的车辆控制装置。
本申请基于在2018年12月10日申请的日本专利申请2018-230648，其内容在此作为参照而被编入。
符号说明
10 车辆
11a 前轮
11b 后轮(车轮)
12 发动机
13 马达(主马达)
14 传递部(离合器、主离合器)
15 温度传感器
16 车速传感器
17 控制部
18 后轮侧车轴
19 后轮侧差速器
20 电池
21 充电量传感器
22 制动踏板
23 制动传感器
24 变矩器
25 连续可变变速器
26 副离合器
27 前轮侧差速器
28 前轮侧车轴
29 副马达
30 带
31 曲轴

Claims (7)

1.一种控制装置，对车辆进行控制，所述车辆具备：马达，该马达驱动所述车辆，并进行再生；及传递部，该传递部设置于所述马达与所述车辆的车轮之间，将旋转力的传递连接或切断，所述控制装置的特征在于，具备：
温度传感器，该温度传感器检测所述马达的温度；
车速传感器，该车速传感器检测所述车辆的速度；及
控制部，该控制部基于由所述温度传感器检测出的温度及由所述车速传感器检测出的车速来切换所述传递部的连接和切断，
所述控制部基于第一温度及第二温度来控制所述传递部的切换，该第一温度是根据车速确定将所述传递部从连接切换为切断的温度，该第二温度是根据车速确定将所述传递部从切断切换为连接的温度，
车速越高，则所述第一温度越低，
所述控制部在基于所述第一温度将所述传递部从连接切换为切断之后，基于所述第二温度将所述传递部从切断切换为连接。
2.如权利要求1所述的控制装置，其特征在于，
所述控制部基于第三温度来控制所述传递部的切换，该第三温度是根据车速确定将所述传递部从切断切换为连接的温度，且比相同车速下的所述第二温度高，在所述车辆不是减速中的情况下，在切换所述传递部时应用所述第二温度，在所述车辆是减速中的情况下，在切换所述传递部时应用所述第三温度来代替所述第二温度。
3.如权利要求2所述的控制装置，其特征在于，
在对所述马达要求了所述再生时，所述控制部在切换所述传递部时，应用所述第三温度来代替所述第二温度。
4.如权利要求3所述的控制装置，其特征在于，
所述控制装置还包括检测驾驶员踩踏所述车辆的制动踏板的量的制动传感器，
在由所述制动传感器检测出的制动踏板的踩踏量为规定的阈值以上时，所述控制部判定为要求了所述再生。
5.如权利要求4所述的控制装置，其特征在于，
由所述制动传感器检测出的制动踏板的踩踏量越大，则所述第三温度相对于所述第二温度被设定得越高。
6.如权利要求1～5中任一项所述的控制装置，其特征在于，
所述控制装置还具备充电量传感器，该充电量传感器检测成为所述马达的电力供给源的电池的充电量，
所述控制部基于第四温度来控制所述传递部的切换，该第四温度是根据车速确定将所述传递部从连接切换为切断的温度，在由所述充电量传感器检测出的充电量为规定的阈值以下时，在切换所述传递部时，应用所述第四温度来代替所述第一温度，
所述第四温度为相同车速下的所述第一温度以下且所述第二温度以上。
7.一种车辆的控制方法，其特征在于，
所述车辆具备：
马达，该马达驱动所述车辆，并进行再生；
传递部，该传递部设置于所述马达与所述车辆的车轮之间，将旋转力的传递连接或切断；及
控制装置，该控制装置控制所述传递部，
所述控制装置具备：
温度传感器，该温度传感器检测所述马达的温度；
车速传感器，该车速传感器检测所述车辆的速度；及
控制部，该控制部基于由所述温度传感器检测出的温度及由所述车速传感器检测出的车速来切换所述传递部的连接和切断，
所述控制方法具备如下步骤：
利用所述温度传感器检测所述马达的温度；
利用所述车速传感器检测所述车辆的速度；
利用所述控制部基于根据车速确定的第一温度将所述传递部从连接切换为切断；及
在基于所述第一温度将所述传递部从所述切断切换为所述连接之后，利用所述控制部基于根据车速确定的第二温度将所述传递部从切断切换为连接，
车速越高，则所述第一温度越低。
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