CN1769086A - 混合动力车及其控制方法 - Google Patents
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Abstract
一种混合动力车,具有:驱动前轮(2)或后轮(8)的任意一方的发动机(1)、由发动机驱动的发电机(10)、利用发电机的电力驱动发动机非驱动轮的车轮驱动用马达(14)、利用发电机驱动增压器(1a)的增压器用驱动马达(1b)、将来自发电机的电力分配给增压器用驱动马达和车轮驱动用马达并调整所分配电量的电力分配器(12)、和输入车轮转速传感器(3a、3b)的信息并控制电力分配器的电力分配的控制装置(7)。这种混合动力车,能稳定且确保恶劣路面上的穿越性并在良好路面状态下获得大的加速,同时,在不需要大的加速时能维持燃料消耗率而行驶。
Description
技术领域
本发明涉及一种利用发动机驱动前后轮的一方、用马达驱动另一方车轮的混合动力汽车。
背景技术
在专利文献1中,记载了以发动机作为动力源并转换为电能、以电能驱动电动机并以此驱动前后轮中的任意一方的四轮驱动装置。在专利文献2中,公开了用与发动机动力轴连接的旋转机发电的电力、使排气涡轮旋转机作电动机动作并利用涡轮增压进行助推而增加发动机扭矩的发明。
【专利文献1】特开平7-231508号公报(第2页,0006节)
【专利文献2】特开2003-301725号公报(第1页)
专利文献1所公开的混合动力车辆用的驱动装置,由于其电瓶小所以装载性好。这样的装置,也尤其适合于空间受到限制的小型车。
另一方面,小型车其装载发动机一般也小,能用于发电的发动机输出也受到限制,所以难于获得只充分驱动车轮的马达输出,需要四轮驱动的、在结冰道路或泥泞地的恶劣道路上的加速·穿越性能恐怕就不充分。因此,特别是在向马达直接供给发电机的电力时,由于利用发电机将来自发动机的机械能转换为电能的效率、再加上利用马达将电能转换为机械能的效率两者相关联,所以降低了通过整体的效率,具有难于获得必要的马达输出的问题。因此也有利用电瓶,暂时向马达供电的考虑,但电瓶的蓄电量有限,恐怕不能维持长时间在恶劣路面的加速·穿越性能。另外,由于效率低,当在不需要四轮驱动的路面上驱动车轮驱动用马达时,则燃料效率不高。
另一方面,如专利文献2所公开的,在用马达驱动增压器且增大发动机的扭矩时,也增大了旋转车轮的扭矩。此时虽然在良好路面状态下可以提高起步加速性能,但在恶劣路面上则相反地会导致车轮空转(打滑),成为难于驾驶的车辆。另外,由于增加了发动机扭矩的同时,也消耗了该部分的燃料,所以有燃料效率差的问题。
本发明的第1目的是提供一种能稳定且确保在恶劣路面上的穿越性并在良好路面状态下能获得大的加速、同时在不需要大的加速时维持燃料效率行驶的混合动力车辆。
但是,当发电机的电力负荷变化时,发电机的机械负荷(扭矩)也产生变化。如本发明所示,当从一个发电机向车轮驱动用马达及增压器驱动用马达分配电力时,能向具有不同电气特性的两个马达分配电力。在对两个马达交替地供给电力时,发电机的扭矩会变化,发动机的扭矩会变动,产生令人不快的振动,也会导致连结发电机和发动机的机械元件的振动,使耐久性变坏。
在此,被发明的第2目的在于提供一种能实现第1目的且降低来自发电机或发动机产生的振动噪音的方法。另外,本发明的第3目的在于提供一种利用用于实现第1目的的分配器的电力分配方法。
发明内容
为了实现第1目的,本发明的混合动力车,用发动机驱动前轮或后轮的任意一方和发电机,利用所述发电机的电力来驱动车轮驱动用马达并驱动发动机的非驱动轮而行驶;在将由发电机所产生的电力分配给驱动设在发动机吸气管上的增压器的增压器用马达及车轮驱动用马达时,根据行驶状态控制分配量。
更具体的是,具有:驱动前轮或后轮的任意一方的发动机、被发动机驱动的发电机、接受发电机产生的电力并驱动没有被发动机驱动的一方的车轮(称为发动机非驱动轮)的车轮驱动用马达、设在发动机吸气管上的增压器、接受发电机产生的电力并驱动增压器的增压器用马达、和将来自发电机的电力分配给增压器用马达及车轮驱动用马达的电力分配器。
为了实现第2目的,本发明的电力分配器的控制方法,是进行比与发电机电力负荷随时间的变化对应的机械输入变化响应时间快的电力切换。
为了实现第3目的,本发明的电力分配器的控制方法,是由驾驶员的开关操作来调整对增压器用马达及车轮驱动用马达的电力分配量。具体的是,当由发动机驱动的车轮(称为发动机驱动轮)的旋转速度超过发动机非驱动轮的旋转速度时,增大对车轮驱动用马达的电力分配。当由车轮驱动用马达驱动的车轮(马称为达驱动轮)的旋转速度超过发动机驱动轮的旋转速度时,增大对增压器用马达的电力分配。
(发明效果)
根据为实现第1目的的上述结构,由于用单个发电机进行增压器用马达和车轮驱动用马达的电力供给,所以能节省空间(使装置整体小型化),可以提高对车辆的装载性。并且,由于在行驶于恶劣路面时驱动增压器用马达可以增加发动机的扭矩,所以能稳定地确保车轮驱动用马达的输出功率。因此,不需要装载大电瓶,能实现车辆的轻量化。并且,通过改对变增压器用马达和车轮驱动用马达的电力分配,可在车轮驱动用马达输出小的时候,可以减少或停止对增压器用马达的电力分配,即使在四轮驱动状态下也可以减少燃料消耗的恶化。在不需要四轮驱动时,减少或停止对车轮驱动用马达的电力分配,将发电的电力分配给增压器用马达,以增大发动机的扭矩,可以提高车辆的高μ路加速性能。在缓慢加速时,停止对车轮驱动用马达和增压器用马达的电力分配,以避免降低效率,并能维持燃料消耗率。
为了实现第2目的,在对两个马达进行电力分配时,通过以比发电机的机械响应快地缩短切换时间,以减少发电机机械输入变动并以此降低发动机或连接发电机与发动机机构的振动,能提高乘坐舒适性、机构的耐久性。
通过实施为实现第3目的的上述控制方法,能分别对结冰路面·雪道·泥泞地所谓的易打滑路面(低μ路面)上的加速·穿越性能、在干燥柏油道路的所谓高μ路面上的加速性能、节省燃料性进行适当的控制。
通过驾驶员的开关操作,在重视低μ路面加速·穿越性能时,用电力分配器进行对车轮驱动用马达和增压器用马达双方的电力分配,并驱动四轮。或在重视高μ路面上的加速性能时,利用电力分配器优先对增压器用马分配电力并对发动机驱动的车轮多传递发动机产生的扭矩。或者在重视节省燃料性能时,能使用分配器控制电力分配,以便减少从电力分配器对增压器用马达及车轮驱动用马达分配的电力。其结果是,具有容易获得驾驶员所期待车辆性能的效果。
另外,利用分配器的控制,在车轮驱动用马达的输出小的状态下,在发动机驱动的车轮空转时,即,在发动机驱动轮的旋转速度超过除此以外的车轮旋转速度时,由电力分配器增加对车轮驱动用马达的电力分配,并减低增压器驱动用马达的输出,以降低发动机的输出,可以迅速地停止发动机驱动轮的空转,并能减小加速性能的恶化。
另外,通过由电力分配器控制对各马达输送的电力分配,在四轮驱动状态下,当马达驱动轮空转时,即,当马达驱动轮的旋转速度超过发动机驱动轮的旋转速度时,可以将对马达的电力分配分一部分给增压器,以降低马达的输出,并能抑制马达驱动轮的空转,维持低μ路面上的加速·穿越性能。
这样,通过与车轮旋转状态相应而改变对车轮驱动用马达和增压器用马达的电力分配比例,可以使得低μ路面上的加速·穿越性能、高μ路面上的加速性能的两全其美。
附图说明
图1是本发明的混合动力汽车的系统构成实例图。
图2是系统构成的详细图。
图3是开关4的详细图。
图4是控制装置7的功能方块图。
图5是判断是否实施增压器驱动用马达及车轮驱动用马达控制的判断方法流程图。
图6是选择高μ路加速优先控制模式时的控制流程。
图7是选择在低μ路上的加速·穿越性优先模式时的控制流程。
图8是发电机的机械响应的一个实例图。
图9是电力分配器12的输入及输出图。
图10是优选的分配器动作状态图。
图11是分配器的动作状态图。
图中:1-发动机,1a-增压器,1b-增压器驱动用马达,2-前轮,3a~d-车轮转速传感器,4-开关,5-加速踏板传感器,7-控制装置,8-后轮,9-变速箱,10-发电机,11a~c-电力线,12-电力分配器,14-车轮驱动用马达,15-差速器。
具体实施方式
以下,参照附图说明本发明的实施例。图1是本发明的混合动力汽车的系统构成实例图。本车辆具有:驱动前轮2或后轮8的任意一方的发动机1、被发动机1驱动的发电机10、接受发电机10所发出的电力供给并驱动不用发动机1驱动的车轮(称为非发动机驱动轮)的车轮驱动用马达14、设于发动机1吸气管上的增压器1a、接受发电机10所发出的电力供给并驱动增压器1a的增压器用驱动马达1b、将来自发电机10的电力分配给增压器用驱动马达1b和车轮驱动用马达14并调整所分配电量的电力分配器12、分别检测用发动机1驱动车轮(称为发动机驱动轮)及用马达驱动车轮(称为马达驱动轮)的各旋转的车轮转速传感器3a、3b、以及输入车轮转速传感器3a、3b的信息并控制电力分配器12电力分配的控制装置7。
以下,利用图2详细说明系统的构成。为了简化说明,以用发动机1驱动前轮2、用车轮驱动用马达14驱动后轮8的结构进行说明。但是,在实际应用中可以将前后调换。
发动机1的输出通过内装了扭矩转换器的变速箱9被传递到前轮2。车轮驱动用马达14的输出,通过内装了离合器的差速器15被传递给后轮8。发电机10和车轮驱动用马达14及增压器驱动用马达1b,通过电力分配器12由电力线11a、11b、11c实行电连接。
用发动机1,并通过未图示的增速皮带轮机构驱动发电机10。利用流过发电机励磁线圈10a的励磁电流量能使发电量变化。为了控制发电量,控制装置7根据流过电力线11a的电流和来自未图示的电流传感器的信息,调整励磁电流量。因此在发电机输出侧不需要特别的电路,能实现轻量化。
车轮驱动用马达14和增压器驱动用马达1b,除了能够通过由控制装置7控制各个内装的励磁线圈14a及1d的电流来改变扭矩常数、获得所希望的扭矩以外,还可以防止因各个马达产生的反向感应电而向电力发电机的倒流,并能防止发电机的烧损。
控制装置7,通过控制调整配置于发动机1进气管1c上的吸入空气流量的电子控制风门1f,来控制发动机的输出。另外,控制装置7,利用来自安装于发动机上的旋转速度传感器1e的信号来监视发动机旋转速度。
作为检测对车辆加速要求的加速要求检测机构,设有检测驾驶员踩踏加速踏板的踏入量的加速踏板传感器5,该检测信号被送往控制装置7。在各车轮上配置了用于检测车辆加速时车轮的旋转速度的车轮转速传感器3a~d,这些检测信号也被送往控制装置7。另外,表示驾驶员选择电力分配器控制动作的开关4状态的信号也被送往控制装置7。
图3是开关4的详细图。图3A是开关的主视图,驾驶员转动旋钮4a,以选择电力分配器的控制方法。若选择了位置A,则是省燃料优先模式,若选择了位置B,则是在高μ路面行驶的加速优先的高μ路加速优先模式,若选择了位置C,则是在低μ路面行驶的加速·穿越性优先的低μ路加速·穿越性优先模式。这样在一个开关上集中了可以选择的控制方法,使选择简便,并且容易确认被选择了的控制方法。
图4是控制装置7的功能方块图。驾驶员要求判断单元(方块)B8,读取来自选择开关4、及加速踏板传感器5的信号(信息)并计算驾驶员要求的驱动扭矩。
车辆驱动方法判断单元B7,根据来自驾驶员要求判断单元B8的信息、及车轮转速传感器3的信息,计算成为前后轮目标的驱动扭矩,然后,综合这些计算结果和来自变速箱控制单元B1的齿轮比信息、来自发动机输出控制单元B2的发动机转速及扭矩信息、来自发电机输出控制单元B3的发电机10的输入扭矩及输出电力信息、来自分配器控制单元B4的对各马达1b、14的电力分配的信息、来自增压器驱动用马达控制单元B5的增压器1a旋转速度信息、来自车轮驱动用马达控制单元B6的车轮驱动用马达14的旋转速度及扭矩信息,将指令值分发到从B1到B6的各个单元。
变速箱控制单元B1,按照指令进行减速比选择或自动变速机锁定控制。
发动机输出控制单元B2,按照指令值,除了控制用未图示的燃料喷射装置进行的燃料供给量以外,还进行使用电子控制风门1f的吸入空气量控制、用未图示的点火装置进行的点火时刻控制。
发电机输出控制单元B3,使用未图示的电流传感器、电压传感器的信息,按照目标输出调整发电机10励磁线圈10a的励磁电流。
配器控制单元B4,按照设在电力分配器12与各马达之间的未图示的电流传感器及电压传感器的信息控制开关动作,以达到所决定的电力分配。
增压器驱动用马达控制单元B5及车轮驱动用马达控制单元B6,用未图示的旋转速度传感器检测马达的旋转速度,并根据该检测值来控制励磁线圈1d及14a的电流量。具体的是,用PWM(Pulse Width Modulation),接通切断电压来控制电流量。
下面,用图5~图7说明控制流程。图5是判断是否实施增压器驱动用马达1b及车轮驱动用马达14控制的判断流程,只要驾驶员要求判断单元B8使发动机1起动,则反复实行该程序。在步骤S1中,若根据加速踏板传感器5的信号、踩踏加速踏板,则作为有加速要求而进行加速要求判定。在步骤S2中,若按照加速要求判定、有加速要求,则进入步骤S3,若没有,则使程序进入返回。在步骤S3,读取开关4的位置,并在车辆驱动方式判断单元B7中实施对应其位置的控制模式。
当开关4被选择了位置A的省燃料优先模式时,为了避免因驱动增压器驱动用马达1b或车轮驱动用马达14而引起降低效率及增大发动机扭矩的燃料消耗,控制装置7进行控制,以便能不从电力分配器12向增压器驱动用马达1b或车轮驱动用马达14分配电力。
图6是选择了开关4在位置B的高μ路加速优先控制模式时的流程。在该模式中,在初始状态下对增压器驱动用马达1b加大电力分配器12的电力分配,实现发动机扭矩增大。然后在步骤S20的、计算电力分配器12指令值的步骤中进行控制,以便在加速要求持续期间增加对增压器驱动用马达1b的电力分配,并且以增大发动机扭矩来获得大的加速。但是当因增压器驱动用马达1b的输出增加而发动机扭矩上升时,在前轮2上会有发生打滑且加速迟缓的危险。为了避免发生这样情况,在步骤S21中以从前轮2的速度减去后轮8的旋转速度而求其差,当旋转速度差比预定的值大时,则判断为产生了过大的打滑,此时从步骤S22进入步骤S23,并实施为了减少对前轮2的扭矩供给而使驱动后轮8的车轮驱动用马达14动作的步骤S23。在没有打滑时,则从步骤S22进入返回。以此,可以极力地缩小前轮2因过大的发动机扭矩而产生的打滑,并能获得较大的加速度。
图7是选择了开关4在位置C的低μ路上的加速·穿越性优先模式时的流程。低μ路加速·穿越性优先模式,是在初始状态下为了获得驱动后轮8的马达14输出而将电力分配器12的分配设定为向驱动增压器驱动用马达1b和车轮驱动用马达14双方供给电力,并根据车轮的打滑状态而改变其分配比例的方法。从初始状态开始行驶,当在步骤S30判断为前轮2的打滑过大时,则步骤S31进入步骤S32处理,并增加对车轮驱动用马达14的电力供给。在该控制中,由于原来对车轮驱动用马达14的电力就很大,所以,步骤S32的结果,是用马达14驱动的后轮8有可能打滑。另外,后轮8的打滑,根据由车轮转速传感器3b、3d检测出的后轮8的车轮速度而求出加速度,当其比预先设定的值大时,则以判断为打滑,以此方法进行检测。在步骤S32中实行该方法,若打滑过大,则为了减少对后轮驱动用马达14的电力分配,从步骤S35进入步骤S36,增大对增压器用马达1b的电力分配。当后轮8没有打滑时,则原封不动地从步骤S35进入返回。当由步骤S30的判断结果得知前轮2没有过大地打滑时,从步骤S31进入步骤S33,并增大对增压器用马达1b的分配,利用增加发动机输出而提高低μ路加速·穿越性。
下面,使用图8~图11来表示电力分配器12的动作。图8是在用电力分配器12将发电机10的输出从增压器驱动用马达12转换到车轮驱动用马达14时的发电机驱动扭矩的变化,即,是发电机10的机械响应的一个实例的图。在时刻0(零)时开始转换,发电机10的驱动扭矩延迟而变化。此时,表示转换的瞬间,将驱动扭矩变化的63%定义为响应时间τ。
图9表示的是电力分配器12的输入及输出。输入是来自发电机10的电力,由电力线11a供给。输出有3个,第1是通过电力线11b与增压器驱动用马达1d连接,第2是通过电力线11c与车轮驱动用马达14连接,第3是与电阻51连接。电力分配器12向第1到第3的输出进行切换和分配所输入的电力。
图10是优选的分配器12动作状态图,将向车轮驱动用马达14及增压器驱动用马达1b及电阻51的电力供给时刻分别表示为A、B、C。将此时的发电机10的驱动扭矩表示为D、发电电力表示为E。虚线表示为相当于响应时间τ的时间。在本实施例中,能在比用虚线表示电力供给时间的响应时间τ短的时间范围切换与分配器12连接的各个要素。因此,如D所示,发电机10的驱动扭矩变动小,同时发电机10的发电电力的变动也小。在使电力分配变化时,只要用控制装置7控制电力分配器12、以便能调整向各要素的电力供给时间即可。但是,为了进一步减小发电机10的驱动扭矩的变动,要进一步减小向各要素的电力供给时间,并依次进行切换为好。另一方面,由于为缩短供给时间会使分配器12的电路变的昂贵,所以此时以获得充分效果的响应时间τ为限度。为了比较,在图11中表示以比响应时间τ长的间隔从电力分配器12分配电力时的状况。此时,如D的实线所示,发电机10的驱动扭矩,以比响应时间τ短的间隔进行分配电力时(D的虚线)显示出较大的变动,会使驱动发电机10的皮带轮机构的皮带耐久性变差、并产生噪音·振动,乘坐舒适性不好。
另外,控制装置7,无论有没有加速踏板传感器5的输入,而当由被配置于与车轮驱动用马达14连接的电力线11c上的未图示的电流传感器检测出比预定的规定值大的电流时,车辆有不随驾驶员的意图而加速的危险,最好立即停止车轮驱动用马达14的扭矩输出。此时,也可以利用电力分配器12,切断向车轮驱动用马达14的电力。也可以利用控制装置7微小地设定车轮驱动用马达14的励磁线圈14a的电流,但由于励磁线圈14a,因线圈的电感,其响应相对电力分配器12的电力断电迟缓,所以在想立刻停止车轮驱动用马达14的扭矩时,使用电力分配器12则更有效。如本实施例所述,可以能动地分配电力的电力分配装置,也具有提高安全性的效果。
以上,通过利用在实施例中所示的构成及电力分配器12的控制方法,可以实现确保节省燃料、低μ路面上的加速·穿越性、高μ路面上的加速性等3个性能的混合动力汽车。
Claims (10)
1.一种混合动力车,用发动机驱动前轮或后轮的任意一方和发电机,利用所述发电机的电力来驱动车轮驱动用马达并驱动发动机的非驱动轮而行驶,其特征在于:
具有:设在所述发动机吸气管上的增压器、通过所述发电机驱动所述增压器的增压器用马达、将来自所述发电机的电力分配给所述增压器用马达及所述车轮驱动用马达的电力分配器、和输入车轮的旋转信息并控制电力分配器的电力分配的控制装置。
2.根据权利要求1所述的混合动力车,其特征在于:在所述电力分配器向所述增压器用马达及所述车轮驱动用马达分配电力时,进行比与所述发电机电力负荷随时间的变化对应的机械输入变化响应时间快的电力切换。
3.根据权利要求1所述的混合动力车,其特征在于:所述控制装置,由驾驶员的开关操作来调整对所述增压器用马达及所述车轮驱动用马达的电力分配量。
4.根据权利要求1所述的混合动力车,其特征在于:所述控制装置,在发动机所驱动的车轮的旋转速度超过发动机非驱动轮的旋转速度的状态下,控制增大对所述车轮驱动用马达的电力分配。
5.根据权利要求1所述的混合动力车,其特征在于:所述控制装置,在所述车轮驱动用马达所驱动的车轮的旋转速度、超过所述发动机所驱动的车轮的旋转速度的状态下,控制增大对所述增压器用马达的电力分配。
6.一种混合动力车的控制方法,用发动机驱动前轮或后轮的任意一方和发电机,利用所述发电机的电力来驱动车轮驱动用马达并驱动发动机的非驱动轮而行驶,其特征在于:
将由所述发电机产生的电力分配给驱动设在发动机吸气管上的增压器的增压器用马达及所述车轮驱动用马达,并且根据行驶状态控制分配量。
7.根据权利要求6所述的混合动力车的控制方法,其特征在于:在向所述增压器用马达及所述车轮驱动用马达分配电力时,进行比与所述发电机电力负荷随时间的变化对应的机械输入变化响应时间快的电力切换。
8.根据权利要求6所述的混合动力车的控制方法,其特征在于:由驾驶员的开关操作来调整对所述增压器用马达及所述车轮驱动用马达的电力分配量。
9.根据权利要求6所述的混合动力车的控制方法,其特征在于:在发动机所驱动的车轮的旋转速度超过发动机非驱动轮的旋转速度的状态下,控制增大对所述车轮驱动用马达的电力分配。
10.根据权利要求6所述的混合动力车的控制方法,其特征在于:在所述车轮驱动用马达所驱动的车轮的旋转速度、超过所述发动机所驱动的车轮的旋转速度的状态下,控制增大对所述增压器用马达的电力分配。
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CN100422015C (zh) * | 2006-10-13 | 2008-10-01 | 吉林大学 | 混合动力商用汽车的气压制动防抱死控制系统 |
CN101682237B (zh) * | 2007-05-28 | 2012-05-23 | 丰田自动车株式会社 | 搭载于移动体的马达装置和搭载有其的移动体 |
CN103502035A (zh) * | 2011-05-06 | 2014-01-08 | 大陆汽车有限公司 | 混合动力汽车及其驱动方法 |
CN105270394A (zh) * | 2014-07-18 | 2016-01-27 | 福特全球技术公司 | 用于在电气化车辆内引导电力的方法和总成 |
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CN100422015C (zh) * | 2006-10-13 | 2008-10-01 | 吉林大学 | 混合动力商用汽车的气压制动防抱死控制系统 |
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CN103502035A (zh) * | 2011-05-06 | 2014-01-08 | 大陆汽车有限公司 | 混合动力汽车及其驱动方法 |
CN103502035B (zh) * | 2011-05-06 | 2016-05-18 | 大陆汽车有限公司 | 混合动力汽车及其驱动方法 |
CN105270394A (zh) * | 2014-07-18 | 2016-01-27 | 福特全球技术公司 | 用于在电气化车辆内引导电力的方法和总成 |
CN105270394B (zh) * | 2014-07-18 | 2019-10-11 | 福特全球技术公司 | 用于在电气化车辆内引导电力的方法和总成 |
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US20060090466A1 (en) | 2006-05-04 |
DE602005004861D1 (de) | 2008-04-03 |
US7219497B2 (en) | 2007-05-22 |
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EP1652716A2 (en) | 2006-05-03 |
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