CN1829621A - 车辆控制方法 - Google Patents

车辆控制方法 Download PDF

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Publication number
CN1829621A
CN1829621A CNA2004800217677A CN200480021767A CN1829621A CN 1829621 A CN1829621 A CN 1829621A CN A2004800217677 A CNA2004800217677 A CN A2004800217677A CN 200480021767 A CN200480021767 A CN 200480021767A CN 1829621 A CN1829621 A CN 1829621A
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China
Prior art keywords
wheel
right wheels
vehicle
braking force
dallies
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CNA2004800217677A
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CN100503302C (zh
Inventor
本美明
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Toyota Motor Corp
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Toyota Motor Corp
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    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/22Arrangement 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
    • B60K6/36Arrangement 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 transmission gearings
    • B60K6/365Arrangement 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 transmission gearings with the gears having orbital motion
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    • B60K6/44Series-parallel type
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    • B60K6/42Arrangement 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
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    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/50Architecture of the driveline characterised by arrangement or kind of transmission units
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    • B60L15/2009Methods, 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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Abstract

本发明涉及一种车辆控制方法。响应检测到的由左右车轮(62a,62b)中一个车轮的空转导致的左右车轮(62a,62b)发生的打滑,本发明的控制技术限制从电机(22)输出至驱动轴(28)的转矩,同时致动对应于空转的车轮的液压制动器(54a)或(54b)以输出制动转矩,从而将电机(22)的输出转矩基本上相等地分配给左右车轮(62a,62b)。这种设置可满意地提高左右车轮(62a,62b)在不同摩擦系数的路面上行驶时车辆的启动性能和加速性能。

Description

车辆控制方法
技术领域
本发明涉及一种车辆和一种车辆控制方法。更具体地,本发明涉及一种具有能够将驱动力输出至与左右车轮相连的驱动轴的动力输出装置的车辆,以及一种具有能够将驱动力输出至与左右车轮相连的驱动轴的动力输出装置和能够将机械制动力输出至左右车轮中每个车轮的机械制动装置的车辆的控制方法。
背景技术
一种已提出的车辆响应检测到的由驱动轮的空转导致的打滑,限制输出至与驱动轮相连的驱动轴的转矩(例如,见日本专利早期公开公报No.2001-295676)。当驱动轴的角加速度超过预定的阈值时,该现有技术的车辆检测到驱动轮发生打滑,并限制从与驱动轴相连的电机输出的转矩。
在左右车轮在不同摩擦系数的路面上的车辆的行驶(尤其是启动)期间,如果左右驱动轮中的一个发生空转,则电机转矩不均匀地仅输出至空转的车轮。这降低了驱动车辆的驱动力,从而可能恶化车辆的启动(起步)性能和加速性能。
发明内容
因此,本发明的车辆和车辆控制方法旨在提高左右车轮在不同摩擦系数的路面上行驶的车辆的启动性能和加速性能。
为了实现至少部分上述和其它相关目的,本发明采用如下所述的车辆和车辆控制方法。
本发明的一种车辆具有能够将驱动力输出至与左右车轮相连的驱动轴的动力输出装置,并包括:能够将机械制动力输出至所述左右车轮中每个车轮的机械制动装置;检测由车轮空转导致的所述左右车轮中每个车轮的打滑的打滑检测单元;以及控制器,该控制器响应通过所述打滑检测单元检测到的由所述左右车轮中一个车轮的空转导致的打滑,驱动和控制所述动力输出装置以限制输出至所述驱动轴的驱动力,同时致动和控制所述机械制动装置以将机械制动力输出至所述左右车轮中所述空转的一个车轮。
响应通过检测由车轮空转导致的左右车轮中每个车轮的打滑的打滑检测单元所检测到的由于左右车轮中一个车轮的空转导致的打滑,本发明的车辆驱动和控制所述动力输出装置以限制输出至与左右车轮相连的驱动轴的驱动力,同时致动和控制所述机械制动装置以将机械制动力输出至左右车轮中空转的车轮。从动力输出装置输出的驱动力的限制有效地消除了打滑。从机械制动装置至左右车轮中空转的车轮的制动力的输出有效地防止了动力输出装置的驱动力不均匀地仅输出至左右车轮中空转的车轮。这种设置可满意地提高左右车轮在不同摩擦系数的路面上行驶时车辆的启动性能和加速性能。
在本发明的车辆中,所述控制器致动和控制所述机械制动装置以将制动力输出至所述左右车轮中所述空转的一个车轮,从而将从所述动力输出装置输出至所述驱动轴的驱动力基本上相等地分配给所述左右车轮。这种设置进一步增强了车辆的启动性能和加速性能。
本发明的车辆还可包括测量或估计路面坡度的路面坡度测量估计单元,并且所述控制器,响应检测到的所述左右车轮中一个车轮的空转的至少收敛的趋势,致动和控制所述机械制动装置,以基于所测量或估计的路面坡度将制动力输出至所述左右车轮中所述空转的一个车轮。这种设置进一步增强了左右车轮在不同摩擦系数的路面上行驶时车辆的启动性能和加速性能,而与路面坡度无关。在这种情况下,所述路面坡度测量估计单元基于所述车辆的加速度和从所述动力输出装置输出的驱动力估计与在沿路面方向施加到所述车辆上的力平衡的平衡力作为路面坡度,并且所述控制器计算与从所述动力输出装置输出至所述驱动轴的驱动力相对于所估计的平衡力的不足相对应的补充制动力,并致动和控制所述机械制动装置以将包括所计算的补充制动力的总制动力输出至所述左右车轮中所述空转的一个车轮。对左右车轮中空转的车轮的制动力的输出使得动力输出装置的驱动力作为在倾斜的路面上行驶所要求的驱动力输出至非空转的车轮。
此外,本发明的车辆可包括设定输出至所述左右车轮中所述空转的一个车轮的制动力的上限的制动力上限设定单元,并且所述控制器可致动和控制所述机械制动装置以将在所述上限的设定范围内的制动力输出至所述左右车轮中所述空转的一个车轮。这种设置有效地防止了由施加过大的制动力导致的车辆的稳定性和加速性能的恶化。在这种情况下,所述车辆可包括测量车速的车速传感器,并且所述制动力上限设定单元可基于所测量的车速设定制动力的上限。此外,所述车辆可包括测量或估计路面坡度的路面坡度测量估计单元,并且所述制动力上限设定单元可基于所测量或估计的路面坡度设定制动力的上限。
在本发明的车辆中,在满足预定的执行条件时,所述控制器可致动和控制所述机械制动装置以将机械制动力输出至所述左右车轮中所述空转的一个车轮。所述预定的执行条件可以是不干涉所述机械制动装置的标准(通常)控制的非干涉条件。这种设置可满意地防止与标准控制的干涉。在这种情况下,所述预定的执行条件可包括可向前驱动范围内的档位、加速状态、驱动轴要求的驱动力要求不低于预设水平、以及制动断开状态中的至少一个。在将制动力输出至左右车轮中空转的车轮的过程中,当不满足所述预定的执行条件时,所述控制器可终止对所述左右车轮中所述空转的一个车轮的制动力输出。
本发明的车辆还可包括测量车速的车速传感器,并且,在将制动力输出至所述左右车轮中所述空转的一个车轮的过程中,当所测量的车速超过一阈值时,所述控制器可终止对所述左右车轮中所述空转的一个车轮的制动力输出。在这种情况下,所述车辆还可包括测量或估计路面坡度的路面坡度测量估计单元,并可根据所测量或估计的路面坡度设定所述阈值。此外,所述阈值可设定为随着作为上坡的路面坡度的增加而减小。
在本发明的车辆中,在将制动力输出至所述左右车轮中所述空转的一个车轮的过程中,响应通过所述打滑检测单元检测到的由所述左右车轮中另一个车轮的空转导致的打滑,所述控制器可终止对所述左右车轮中所述空转的一个车轮的制动力输出。这种设置可满意地防止过量的驱动转矩的输出和由于在高转矩水平下打滑导致的电机中过量电流的产生。
本发明的车辆可包括检测或估计所述机械制动装置中预定的温度升高的温度升高检测估计单元,并且,在将制动力输出至所述左右车轮中所述空转的一个车轮的过程中,响应检测到或估计到的所述机械制动装置中预定的温度升高,所述控制器可终止对所述左右车轮中所述空转的一个车轮的制动力输出。这种设置有效地防止了机械制动装置的过热。在这种情况下,当对所述左右车轮中所述空转的一个车轮的制动力输出持续预定的第一时间时,所述温度升高检测估计单元可估计为所述机械制动装置中预定的温度升高。这种设置确保机械制动装置中温度升高的简单估计。此外,在终止制动力的输出之后,所述控制器可在预定的第二时间内禁止响应所述左右车轮中一个车轮的空转的制动力的输出。这种设置可容易地冷却机械制动装置。
本发明的车辆还可包括检测所述左右车轮中每个车轮的锁止的锁止检测单元,并且,在将制动力输出至所述左右车轮中所述空转的一个车轮的过程中,响应通过所述锁止检测单元检测到的所述左右车轮中所述空转的一个车轮的锁止,所述控制器终止对所述左右车轮中所述空转的一个车轮的制动力输出。这种设置防止了车辆进入不稳定姿态。
此外,本发明的车辆可包括分别测量所述左右车轮的转速的转速测量传感器;以及测量或估计转向角的转向角测量估计单元,并且,所述打滑检测单元可基于所测量的左右车轮的转速和所测量或估计的转向角来检测所述左右车轮中每个车轮的打滑。这种设置确保对所述左右车轮中每个车轮的打滑的精确检测。
在本发明的车辆中,所述打滑检测单元,可基于所述驱动轴的角加速度和/或作为与所述驱动轴相连的左右车轮的驱动轮的转速与没有驱动力的输出的从动轮的转速之差,检测由驱动轮的空转导致的打滑,并且,响应检测到的由所述驱动轮的空转导致的打滑,所述控制器可驱动和控制所述动力输出装置以限制输出至所述驱动轴的驱动力。
本发明的方法是一种车辆控制方法,所述车辆具有能够将驱动力输出至与左右车轮相连的驱动轴的动力输出装置和能够将机械制动力输出至所述左右车轮中每个车轮的机械制动装置,所述控制方法包括以下步骤:(a)检测由车轮空转导致的所述左右车轮中每个车轮的打滑;以及(b)响应在所述步骤(a)中检测到的由所述左右车轮中一个车轮的空转导致的打滑,驱动和控制所述动力输出装置以限制输出至所述驱动轴的驱动力,同时致动和控制所述机械制动装置以将机械制动力输出至所述左右车轮中所述空转的一个车轮。
响应检测到的由于左右车轮中一个车轮的空转导致的打滑,本发明的车辆控制方法驱动和控制所述动力输出装置以限制输出至与左右车轮相连的驱动轴的驱动力,同时致动和控制所述机械制动装置以将机械制动力输出至左右车轮中空转的车轮。从动力输出装置输出的驱动力的限制有效地消除了打滑。从机械制动装置至左右车轮中空转的车轮的制动力的输出有效地防止了动力输出装置的驱动力不均匀地仅输出至左右车轮中空转的车轮。这种设置可满意地提高左右车轮在不同摩擦系数的路面上行驶时车辆的启动性能和加速性能。
附图说明
图1示意性示出本发明的一个实施例中车辆20的构造;
图2是示出由该实施例的车辆20中主电子控制单元70执行的驱动控制例程的流程图;
图3是示出电机转矩Tm*随加速器开度Acc和车速V的变化的图;
图4是示出由该实施例的车辆20中主电子控制单元70执行的打滑状态检测例程的流程图;
图5是示出由该实施例的车辆20中主电子控制单元70执行的液压制动转矩设定例程的流程图;
图6是示出由该实施例的车辆20中主电子控制单元70执行的单个车轮打滑状态检测例程的前面部分的流程图;
图7是示出由该实施例的车辆20中主电子控制单元70执行的单个车轮打滑状态检测例程的后面部分的流程图;
图8是示出左右车轮比率Rlr随转向角θst的变化的图;
图9是示出由该实施例的车辆20中主电子控制单元70执行的平衡转矩设定例程的流程图;
图10是示出制动转矩上限Tbmax随车体速度V和平衡转矩Tgrad的变化的图;
图11是示出由该实施例的车辆20中主电子控制单元70执行的液压制动器冷却例程的流程图;
图12是示出由该实施例的车辆20中主电子控制单元70执行的制动锁止检测例程的流程图;
图13是示出由该实施例的车辆20中主电子控制单元70执行的电机转矩限制例程的流程图;
图14是示出电机转矩上限Tmmax随角加速度的峰值αpeak的变化的图;
图15是示出由该实施例的车辆20中主电子控制单元70执行的电机转矩限制解除例程的流程图;
图16是由该实施例的车辆20中主电子控制单元70执行的转矩限制值设定例程;
图17示出在右前轮发生打滑的情况下,角加速度α、电机转矩Tm*、右前轮速度Vfr、左前轮速度Vfl、以及制动转矩Tb*的时间变化;
图18示意性示出一个变形例中车辆120的构造;
图19示意性示出另一个变形例中车辆220的构造;
图20示意性示出另一个变形例中车辆320的构造;
具体实施方式
下面作为优选实施例说明实施本发明的一种方式。图1示意性示出本发明的一个实施例中车辆20的构造。如所示出的,本实施例的车辆20包括电机22和控制整个车辆的主电子控制单元70,所述电机22使用经由逆变器电路24从蓄电池26提供的电力,并向经由差速器29与驱动轮62a和62b机械地相连的驱动轴28输出动力。
电机22是同步电动发电机,可用作电动机和发电机。逆变器电路24包括多个开关(切换)元件以将从蓄电池26输入的电力转换为用于驱动电机22的适当形式的电力,并输出所转换的电力。
通过来自制动主缸90的液压致动的液压制动器54a、54b、56a以及56b连接到左前轮62a、右前轮62b、左后轮64a以及右后轮64b。通过制动器电子控制单元(下文称为制动器ECU)50致动和控制制动器致动器52(例如,线性电磁阀)以调节各个车轮上的制动转矩。尽管未具体示出,制动器ECU 50构造成包括CPU、存储处理程序的ROM、临时存储数据的RAM、输入和输出端口以及通信端口的微处理器。制动器ECU 50经由其输入端口接收来自各种传感器的输入信号,例如,来自分别检测作为驱动轮的左前轮62a和右前轮62b的转速的车轮速度传感器34a和34b的左前轮速度Vfl和右前轮速度Vfr,以及来自分别检测作为从动轮的左后轮64a和右后轮64b的转速的车轮速度传感器36a和36b的左后轮速度Vrl和右后轮速度Vrr。制动器ECU 50经由其输出端口向制动器致动器52输出控制信号。制动器ECU 50经由其通信端口建立与主电子控制单元70的通信,以响应来自主电子控制单元70的控制信号致动和控制制动器致动器52,并根据要求向主电子控制单元70发送输入数据。
主电子控制单元70构造成包括CPU 72、存储处理程序的ROM 74、临时存储数据的RAM 76、未示出的输入和输出端口以及未示出的通信端口的微处理器。主电子控制单元70经由其输入端口接收各种输入信号,包括:来自检测驱动轴28(电机22的转动轴)的转动位置的转动位置检测传感器32(例如,旋转变压器(resolver))的转动位置θm,来自检测换档杆81的当前位置的换档位置传感器82的换档位置SP,来自检测加速踏板83的踩下量的加速踏板位置传感器84的加速器开度Acc,来自检测制动踏板85的踩下量的制动踏板位置传感器86的制动踏板位置BP,来自转向角传感器88的转向角θst,以及来自坡度传感器89的路面坡度θgr。主电子控制单元70经由其输出端口向包括在逆变器电路24中的开关元件输出开关控制信号。
下面说明如上所述构造的实施例的车辆20的一系列操作。图2是示出由该实施例的车辆20中主电子控制单元70执行的驱动控制例程的流程图。该例程以预先设定的时间间隔(例如,每隔8毫秒)重复执行。
当驱动控制例程开始时,主电子控制单元70的CPU 72首先输入用于控制所需的各种数据,即,通过加速踏板位置传感器84测量的加速器开度Acc、通过车轮速度传感器34a、34b、36a以及36b测量的左前轮速度Vfl、右前轮速度Vfr、左后轮速度Vrl以及右前轮速度Vrr,驱动轴28的转速Nm,车体速度V,通过转向角传感器88测量的转向角θst,通过换档位置传感器82检测的换档位置SP,以及通过制动踏板位置传感器86检测的制动踏板位置BP(步骤S100)。在该实施例中,输入的驱动轴28的转速Nm由通过转动位置检测传感器32检测的驱动轴28的转动位置θm计算出。车体速度V是左后轮速度Vrl和右后轮速度Vrr的平均值(V=(Vrl+Vrr)/2)。
然后该例程基于输入的加速器开度Acc和驱动轴28(电机22的转轴)的转速Nm设定将从电机22输出的电机转矩Tm*(步骤S102)。在该实施例的结构中,电机转矩Tm*随加速器开度Acc和转速Nm的变化被预先规定并作为图(map)存储于ROM 74中。该实施例的程序从所存储的图中读取并设定对应于给定的加速器开度Acc和给定的转速Nm的电机转矩Tm*。图3示出该图的一个示例。
然后该例程由输入的转速Nm计算驱动轴28的角加速度α(步骤S104)。角加速度α通过从该例程的当前循环中输入的当前转速Nm减去该例程的前一循环中输入的前一转速Nm(当前转速Nm-前一转速Nm)而计算出。在该实施例中,由于转速Nm由每分钟的转数(rpm)表示且该例程的执行时间间隔为8毫秒,所以角加速度α的单位是[rpm/8毫秒]。也可采用任何其它合适的单位来表示作为角速度的时间变化的角加速度。为了减小潜在的误差,角加速度α可以是该例程的当前及过去几个循环(例如,过去三个循环)中计算出的角加速度的当前和过去数据的平均值。
在计算角加速度α之后,该例程基于计算出的角加速度α执行打滑状态检测处理以检测左前轮62a和右前轮62b的打滑状态(步骤S106)。根据图4的打滑状态检测例程执行打滑状态检测处理。现在中断对图2的流程图中的驱动控制例程的说明,讨论图4的打滑状态检测例程。当打滑状态检测例程开始时,主电子控制单元70的CPU 72首先判断在图2的例程中的步骤S104计算出的角加速度α是否超过用以认定由于车轮空转而发生打滑的阈值αslip(步骤S130)。当判定计算出的角加速度α超过阈值αslip时,该例程检测到由于左前轮62a和右前轮62b的空转而发生打滑,并将打滑发生标记F1设定为值1以表示发生打滑(步骤S132)。然后打滑状态检测例程终止。另一方面,当判定计算出的角加速度α没有超过阈值αslip时,该例程检查打滑发生标记F1的值(步骤S134)。当打滑发生标记F1等于1时,该例程随后判断角加速度α是否为负值以及负的角加速度α是否持续预定的时段(步骤S136和S138)。当判定角加速度α为负值并且负的角加速度α持续预定的时段时,该例程检测为左前轮62a和右前轮62b上发生的打滑收敛并将打滑收敛标记F2设定为值1(步骤S140)。然后打滑状态检测例程终止。当判定打滑发生标记F1不等于1时,打滑状态检测例程检测为左前轮62a和右前轮62b的附着状态,然后终止。在打滑发生标记F1等于1的情况下,当判定角加速度α不为负值或者负的角加速度α没有持续预定的时段时,打滑状态检测例程检测为打滑不收敛,然后终止。
再次参照图2的流程图,驱动控制例程根据打滑状态检测处理的结果执行一系列处理(步骤S108)。响应于检测到打滑发生标记F1和打滑收敛标记F2都等于0的附着状态,该例程将下文将讨论的制动转矩Tb*、左轮打滑发生标记F3以及右轮打滑发生标记F4设定为值0,以终止制动转矩Tb*的输出(步骤S118)。驱动控制例程利用所设定的电机转矩Tm*驱动和控制电机22,同时利用所设定的制动转矩Tb*致动和控制液压制动器54a和54b(步骤S120),然后终止。通过向包括于逆变器电路24的开关元件输出开关控制信号而驱动和控制电机22。接收所输入的制动转矩Tb*的制动器ECU 50向制动器致动器52输出控制信号以致动和控制制动器致动器52。响应于检测到打滑发生标记F1等于1和打滑收敛标记F2等于0的打滑的发生,驱动控制例程执行电机转矩限制处理以限制在步骤S102设定的电机转矩Tm*(步骤S110)。响应于检测到的打滑发生标记F1和打滑收敛标记F2都等于1的打滑的收敛,驱动控制例程执行电机转矩限制解除处理以解除由电机转矩限制处理对电机转矩Tm*的限制(步骤S112)。下文将讨论电机转矩限制处理和电机转矩限制解除处理的细节。
在执行在步骤S110的电机转矩限制处理或在步骤S112的电机转矩限制解除处理之后,驱动控制例程判断是否允许执行连接到左前轮62a和右前轮62b上的液压制动器54a和54b的控制(液压制动器控制)(步骤S114)。根据是否满足所有预设的条件的判断来确定是否允许执行液压制动器控制。该预设的条件包括:换档杆81的当前位置在可向前驱动范围(档位段),即在D范围或B范围;驾驶员踩下加速踏板83以使得在步骤S102设定的电机转矩Tm*不小于预定水平;液压制动器控制不干涉其它制动控制,例如驾驶员脱离制动踏板85的动作;蓄电池26处于良好的充电状态;以及制动器ECU 50和制动器致动器52处于正常状态。该预设的条件还可包括液压制动器控制禁止条件,以在下文将参照图5的流程图讨论的液压制动转矩设定处理过程中禁止执行液压制动器控制。在允许液压制动器控制的情况下,驱动控制例程执行液压制动转矩设定处理(步骤S116),该处理判断左前轮62a和右前轮62b的打滑是否是由于左前轮62a和右前轮62b中一个车轮(单个车轮)的空转造成的,并设定制动转矩Tb*以将制动转矩输出给空转的车轮。下面讨论液压制动转矩设定处理的细节。
图5是示出由该实施例的车辆20中主电子控制单元70执行的液压制动转矩设定例程的流程图。液压制动转矩设定例程首先执行单个车轮打滑状态检测处理以检测左前轮62a和右前轮62b中一个车轮(单个车轮)的打滑状态(步骤S200)。根据图6和图7中所示的单个车轮打滑状态检测例程执行单个车轮打滑状态检测处理。单个车轮打滑状态检测例程首先从右前轮速度Vfr减去左前轮速度Vfl(这两个速度都在图2的驱动控制例程中的步骤S100输入),以计算左右车轮速度差ΔVRL(观测值)(步骤S230)。然后该例程基于在图2的例程中的步骤S100输入的转向角θst设定左右车轮比率Rlr(wheel ratio Rlr),并根据下面给出的方程式(1)由左右车轮比率Rlr和输入的车体速度V计算估计的附着状态左右车轮速度差ΔVB(步骤S232),该ΔVB表示在左前轮62a和右前轮62b处于附着状态下由转向角θst引起的左前轮速度Vfl与右前轮速度Vfr之间的预期差值。在该实施例的结构中,左右车轮比率Rlr随转向角θst的变化被预先规定并作为图存储于ROM 74中。该实施例的程序从所存储的图中读取并设定对应于给定的转向角θst的左右车轮比率Rlr。图8示出该图的一个示例。在该实施例中,转向角θst由转向角传感器88直接测得。左后从动轮64a的左后轮速度Vrl与右后从动轮64b的右后轮速度Vrr的比值一对一地映射于转向角θst。从而可由该比值估计转向角θst。
ΔVB=V·(Rlr-1)       (1)
在计算估计的附着状态左右车轮速度差ΔVB之后,该例程在计算出的估计的附着状态左右车轮速度差ΔVB上加上一预设的值以规定上限ΔVBU,并从计算出的估计的附着状态左右车轮速度差ΔVB减去一预设的值以规定下限ΔVBL(步骤S234)。然后该例程判断在步骤S230计算出的左右车轮速度差ΔVRL(观测值)是否在由所设定的上限ΔVBU和下限ΔVBL限定的可允许范围内(步骤S236)。
作为一个示例,假定仅左前轮62a空转。在这种情况下,在步骤S236判定所观测到的左右车轮速度差ΔVRL小于下限ΔVBL。然后该例程判断在图2的例程中的步骤S100输入的驱动轴28的转速Nm与转换系数k(用于转换为左前轮62a和右前轮62b的转速的系数)的乘积是否在由输入的右前轮速度Vfr和输入的左前轮速度Vfl限定的范围内,并由此验证步骤S236的判断(步骤S238)。在得到肯定的验证的情况下,该例程判断右轮打滑发生标记F4是否等于1(步骤S240)。此时,仅左前轮62a空转。从而,将右轮打滑发生标记F4设定为等于1意味着在右前轮62b已空转并已检测到右前轮62b发生打滑之后作为相对的车轮的左前轮62a空转。当右轮打滑发生标记F4不等于1时,该例程随后判断左轮打滑发生标记F3是否等于1(步骤S242)。当左轮打滑发生标记F3不等于1时,该例程判断左前轮62a的空转是否持续预设的时段(例如,50毫秒)(步骤S244)。当在步骤S242判定左轮打滑发生标记F3等于1时或在步骤S244判定左前轮62a的空转持续预设的时段时,该例程检测为左前轮62a打滑(单个车轮打滑)并将左轮打滑发生标记F3设定为值1(步骤S246)。该例程将在图2的例程中的步骤S100输入的左前轮速度Vfl设定为打滑车轮速度VSLIP(步骤S248),然后终止。另一方面,当在步骤S244判定左前轮62a的空转没有持续预设的时段时,该例程不检测为左前轮62a的打滑即终止。当在步骤S240判定右轮打滑发生标记F4等于1时,如上所述,在右前轮62b已空转并已检测到右前轮62b发生打滑之后作为相对的车轮的左前轮62a空转。因此,该例程检测为相对的车轮打滑(步骤S250),然后终止。
在另一个示例中,假定仅右前轮62b空转。在这种情况下,在步骤S236判定所观测到的左右车轮速度差ΔVRL大于上限ΔVBU。如同仅左前轮62a空转的情况中的处理(步骤S238至S250),为了进行验证,该例程判断在图2的例程中的步骤S100输入的转速Nm与转换系数k的乘积是否在由输入的左前轮速度Vfl和输入的右前轮速度Vfr限定的范围内(步骤S252)。在得到肯定的验证的情况下,该例程判断左轮打滑发生标记F3是否等于1(步骤S254)。当左轮打滑发生标记F3不等于1时,该例程判断右轮打滑发生标记F4是否等于1(步骤S256)。当右轮打滑发生标记F4不等于1时,该例程判断右前轮62b的空转是否持续预设的时段(例如,50毫秒)(步骤S258)。当在步骤S256判定右轮打滑发生标记F4等于1时或在步骤S258判定右前轮62b的空转持续预设的时段时,该例程检测为右前轮62b打滑(单个车轮打滑)并将右轮打滑发生标记F4设定为值1(步骤S260)。该例程将在图2的例程中的步骤S100输入的右前轮速度Vfr设定为打滑车轮速度VSLIP(步骤S262),然后终止。另一方面,当在步骤S258判定右前轮62b的空转没有持续预设的时段时,该例程不检测为右前轮62b的打滑即终止。当在步骤S254判定左轮打滑发生标记F3等于1时,该例程检测为相对的车轮打滑(步骤S264),然后终止。
在另一个示例中,假定不存在仅是左前轮62a空转或仅是右前轮62b空转(不是单个车轮空转)。在这种情况下,在步骤S236判定所观测到的左右车轮速度差ΔVRL在由下限ΔVBL和上限ΔVBU限定的可允许范围内。然后该例程判断左轮打滑发生标记F3或右轮打滑发生标记F4是否等于1(步骤S266)。当标记F3或F4等于1时,该例程判断不是单个车轮空转的状态是否持续预设的时段(例如,1秒)(步骤S268)。当判定不是单个车轮空转的状态持续预设的时段时,该例程检测为单个车轮打滑收敛(步骤S270),然后终止。当在步骤S266判定左轮打滑发生标记F3和右轮打滑发生标记F4都不等于1时(标记F3和F4都等于0时),该例程检测为没有发生任何单个车轮打滑,然后终止。当在步骤S268判定不是单个车轮空转的状态没有持续预设的时段时,该例程不检测为单个车轮打滑的收敛即终止。以这种方式执行单个车轮打滑状态检测处理。
再次参照图5的流程图,液压制动转矩设定例程根据步骤S200的单个车轮打滑状态检测处理的结果设定制动转矩Tb*(步骤S202)。响应于检测到没有发生单个车轮打滑,该例程将制动转矩Tb*以及左轮打滑发生标记F3和右轮打滑发生标记F4设定为值0,以便停止从液压制动器54a和54b的制动转矩的输出(步骤S204),然后终止。
响应于在步骤S202检测到发生单个车轮打滑,其中左轮打滑发生标记F3或右轮打滑发生标记F4等于1,该例程判断打滑车轮速度VSLIP是否超过一峰值(步骤S206)。当打滑车轮速度VSLIP没有超过所述峰值时,该例程在该例程的前一循环中设定的前一制动转矩Tb*上加上预设的值Tb1,以设定将输出给空转的车轮的制动转矩Tb*(步骤S208)。在打滑车轮速度VSLIP达到所述峰值之前,将输出给空转的车轮的制动转矩Tb*自发生单个车轮打滑开始随时间的经过而逐渐增加预设的值Tb1。该预设的值Tb1被规定为例如使制动转矩Tb*以50Nm/50毫秒的速度增加。另一方面,当判定打滑车轮速度VSLIP已超过所述峰值时,该例程判断相当于路面坡度θgr的平衡转矩Tgrad是否大于在图2的例程中的步骤S112或步骤S110限制的电机转矩Tm*(步骤S216)。当平衡转矩Tgrad大于限制的电机转矩Tm*时,该例程在设定的制动转矩Tb*上加上相对于平衡转矩Tgrad不足的转矩(步骤S218)。在该实施例中,根据图9的流程图中所示的平衡转矩设定例程设定平衡转矩Tgrad。当左前轮62a和右前轮62b没有发生打滑(步骤S280)并且车体速度V不等于0(步骤S282)时,该例程基于车辆20的加速度和对车辆20的输出转矩设定平衡转矩Tgrad(步骤S284)。该实施例的程序根据下面给出的方程式(2),由表示车辆20的加速度的角加速度α和在图2的例程的前一循环中的步骤S120的处理中用作对车辆20的输出转矩的前一电机转矩Tm*,计算平衡转矩Tgrad。方程式(2)中的‘K1’表示依赖于车辆20的重量和左前轮62a和右前轮62b的直径的常数。通过考虑路面坡度θgr来调节将输出给空转的车轮的制动转矩Tb*,使得能够根据路面坡度θgr将电机22的转矩作为车辆的启动或加速所需的转矩输出给未空转的车轮。这提高了车辆的启动性能和加速性能。
Tgrad=前一Tm*-K1·α     (2)
响应于在步骤S202检测到单个车轮打滑的收敛,该例程从在步骤S208或S218设定的制动转矩Tb*减去预设的值Tb2以设定制动转矩Tb*(步骤S220)。在单个车轮打滑收敛的情况下,对空转的车轮的制动转矩Tb*的输出以预设的值Tb2减小,并最终终止。预设的值Tb2被规定为例如使制动转矩Tb*以100Nm/1秒的速度减小。
在设定制动转矩Tb*之后,该例程基于所输入的车体速度V和所设定的平衡转矩Tgrad,设定作为将输出至左前轮62a和右前轮62b之中的空转的车轮的制动转矩的可允许的上限的制动转矩上限Tbmax(步骤S210)。在该实施例的结构中,制动转矩上限Tbmax随车体速度V和平衡转矩Tgrad的变化被预先规定并作为图存储于ROM 74中。该实施例的程序从所存储的图中读取并设定对应于给定的车体速度V和给定的平衡转矩Tgrad的制动转矩上限Tbmax。图10示出该图的一个示例。如该图中所示,制动转矩上限Tbmax被设定为在车体速度V超过预定水平之后随车体速度V的增加以及随平衡转矩Tgrad的增加而减小。该实施例的程序设定在应对发生单个车轮打滑的最小可能的有效范围内的制动转矩Tb*并控制液压制动器54a和54b。
然后该例程判断所设定的制动转矩上限Tbmax是否等于0(步骤S212)。当所设定的制动转矩上限Tbmax等于0时,该例程将制动转矩Tb*以及左轮打滑发生标记F3和右轮打滑发生标记F4设定为值0以停止制动转矩的输出(步骤S204),然后终止。如图10的图所示,当车体速度V超过一阈值(该阈值随平衡转矩Tgrad的减小而增加)时,制动转矩上限Tbmax设定为等于0。此时,制动转矩的输出终止。另一方面,当所设定的制动转矩上限Tbmax不等于0时,该例程以制动转矩上限Tbmax作为上限监控(保护,guard)制动转矩Tb*(步骤S214),然后终止。在完成该例程时,图2的驱动控制例程中的步骤S120以在步骤S110或S112限制的电机转矩Tm*驱动和控制电机22,同时基于所设定的制动转矩Tb*,致动和控制制动器致动器52以致动对应于空转的车轮的液压制动器54a或54b,从而输出转矩。
响应于在图7的单个车轮打滑状态检测例程中的步骤S250或步骤S264检测到发生相对的车轮打滑,需要重新执行液压制动控制。因此,该例程将制动转矩Tb*以及左轮打滑发生标记F3和右轮打滑发生标记F4设定为值0以停止制动转矩的输出(步骤S204),然后终止。
作为执行步骤S114的液压制动控制的预设的条件之一,下面说明在通过液压制动器54a或54b向空转的车轮连续输出制动转矩Tb*的过程中设定液压制动控制允许标记Fb的处理。图11是示出由该实施例的车辆20中主电子控制单元70执行的液压制动器冷却例程的流程图。该例程以预设的时间间隔重复地执行。该液压制动器冷却例程首先判断液压制动控制允许标记Fb是否等于1(步骤S300)。当液压制动控制允许标记Fb等于1时,该例程随后判断左轮打滑发生标记F3或右轮打滑发生标记F4是否等于1(步骤S302)。当标记F3或F4等于1时,该例程输入在图5的液压制动转矩设定例程中设定的制动转矩Tb*(步骤S304)并判断制动转矩的输出是否在执行(步骤S306)。当判定制动转矩的输出在执行时,该例程将表示制动转矩的输出时间的计数器C的计数增加1(步骤S308)并比较计数器C的计数与阈值Cref(步骤S310)。此处,阈值Cref通过试验或通过其它合适的方法预先规定(例如,30秒),作为液压制动器54a或54b由于制动转矩Tb*的输出而可能过热的时间。当判定计数器C的计数超过阈值Cref时,该例程判定制动转矩的长时间输出可能使液压制动器54a或54b过热,并将液压制动控制允许标记Fb设定为值0(步骤S312),然后终止。在这种情况下,在图2的驱动控制例程中的步骤S114不允许执行液压制动控制。从而,驱动控制例程将制动转矩Tb*以及左轮打滑发生标记F3和右轮打滑发生标记F4设定为值0(步骤S118)。这一系列处理有效地防止了液压制动器54a和54b的过热。当在步骤S302判定左轮打滑发生标记F3和右轮打滑发生标记F4都等于0时,当在步骤S304输入的制动转矩Tb*等于0且在步骤S306判定没有执行制动转矩的输出时,或者当在步骤S310判定计数器C的计数没有超过阈值Cref时,该例程判定液压制动器54a和54b不可能过热,并立即终止。
当在步骤S300判定液压制动控制允许标记Fb不等于1时,在图2的驱动控制例程中的步骤S114不允许执行液压制动控制。因此,该例程将计数器C的计数减小2(步骤S314),并判定计数器C的计数是否变为小于0(步骤S316)。计数器C的计数小于0意味着液压制动器54a和54b充分冷却以及液压制动器54a和54b不可能过热。因此,该例程将液压制动控制允许标记Fb设定为值1(步骤S318)并终止。这一系列处理解除了由于液压制动器54a或54b可能过热而对液压制动控制的禁止。计数器C的计数的减小速度通过试验性地或以其它方式规定液压制动器54a或54b所需的冷却时间而设定。该实施例的程序从计数器C的计数减小2。从而,解除液压制动控制的禁止的时间是自输出制动转矩开始判定可能过热的时间的一半。
作为执行步骤S114的液压制动控制的预设的条件之一,下面说明在由于通过液压制动器54a或54b向空转的车轮输出制动转矩而造成车轮锁止的情况下设定液压制动控制允许标记Fc的处理。图12是示出由该实施例的车辆20中主电子控制单元70执行的制动锁止检测例程的流程图。该例程以预设的时间间隔重复地执行。当制动锁止检测例程开始时,主电子控制单元70的CPU 72首先输入车体速度V(步骤S320)并检查左轮打滑发生标记F3和右轮打滑发生标记F4的值(步骤S322)。当左轮打滑发生标记F3等于1且右轮打滑发生标记F4等于0时,即,响应于检测到左前轮62a打滑,通过液压制动器54a向左前轮62a输出制动转矩。相应地,该例程将左前轮速度Vfl设定为制动车轮速度Vbr(步骤S324)。当左轮打滑发生标记F3等于0且右轮打滑发生标记F4等于1时,即,响应于检测到右前轮62b打滑,通过液压制动器54b向右前轮62b输出制动转矩。相应地,该例程将右前轮速度Vfr设定为制动车轮速度Vbr(步骤S326)。然后该例程判断从车体速度V减去制动车轮速度Vbr的结果是否不小于预定水平(步骤S328)。当差值不小于预定水平时,该例程随后判断该状态是否持续预设的时段(步骤S330)。在从车体速度V减去制动车轮速度Vbr的结果不小于预定水平且该状态持续预定的时段的情况下,该例程判定可能由于通过液压制动器54a或54b输出制动转矩而使车轮锁止(步骤S332)。因此,该例程将液压制动控制允许标记Fc设定为值0(步骤S334),然后终止。在这种情况下,在图2的驱动控制例程中的步骤S114不允许执行液压制动控制。从而,驱动控制例程将制动转矩Tb*以及左轮打滑发生标记F3和右轮打滑发生标记F4设定为值0(步骤S118)。这一系列处理有效地防止了车辆20由于车轮的锁止而进入不稳定姿态。当在步骤S322判定左轮打滑发生标记F3和右轮打滑发生标记F4都等于0时,当在步骤S328判定从车体速度V减去制动车轮速度Vbr的结果小于预定水平时,或者当在步骤S330判定所述状态没有持续预设的时段时,该例程将液压制动控制允许标记Fc设定为值1(步骤S336),然后终止。该实施例的程序基于制动车轮速度Vbr与车体速度V之差检测车轮的锁止。出于相同的目的,可采用其它技术;例如,可基于制动车轮速度Vbr的时间差分是否小于预设的水平的判定结果进行检测。
根据图13的电机转矩限制例程执行在图2的驱动控制例程的步骤S110的电机转矩限制处理。该电机转矩限制例程首先判断角加速度α的当前值是否超过峰值αpeak(步骤S400)。当判定角加速度α的当前值超过峰值αpeak时,该例程将峰值αpeak更新为角加速度α的当前值(步骤S402)。峰值αpeak表示角加速度α的峰值,该峰值由于打滑而升高,且初始值设定为等于0。在角加速度α升高并达到其峰值之前,峰值αpeak连续地更新为角加速度α的最近的值。当角加速度α达到其峰值时,该峰值αpeak固定为该时刻的角加速度α的值。该例程随后基于所设定的峰值αpeak设定表示从电机22输出的转矩的可允许的上限的电机上限Tmmax(步骤S404)。该实施例的程序使用示出电机转矩上限Tmmax随角加速度α变化的转矩上限设定图。在该所示示例的图中,电机转矩上限Tmmax随角加速度α的增加而减小。随着角加速度α升高而使峰值αpeak增加并增强打滑程度时,电机转矩上限Tmmax被设定为较小的值。这种设定限制了从电机22的转矩输出。在设定电机转矩上限Tmmax之后,该例程利用电机转矩上限Tmmax限制在图2的驱动控制例程的步骤S102设定的电机转矩Tm*(步骤S406和S408),然后终止。这一系列处理在发生打滑的情况下将从电机22的输出转矩限制为很低的转矩水平以消除打滑(即,对应于图14的图的角加速度的峰值αpeak的电机转矩上限Tmmax)。这种设置有效地消除了打滑。
根据图15的电机转矩限制解除例程执行在图2的驱动控制例程的步骤S112的电机转矩限制解除处理。该电机转矩限制解除例程首先判断电机转矩限制解除标记Fa是否等于0(步骤S420)。当电机转矩限制解除标记Fa等于0时,该例程输入转矩限制值δ(以与角加速度相同的单位“rpm/8毫秒”),同时将电机转矩限制解除标记Fa设定为值1(步骤S424)。此处,转矩限制值δ是用以使对应于图14的图中的角加速度的峰值αpeak的电机转矩上限Tmmax升高从而设定根据图13的电机转矩限制处理的转矩限制的解除程度的参数。根据图16的转矩限制值设定例程设定转矩限制值δ。该转矩限制值设定例程响应于在图4的打滑状态检测例程中的步骤S132将打滑发生标记F1设定为值1(即,当角加速度α超过阈值αslip时)而执行。该转矩限制值设定例程首先输入驱动轴28的当前转速Nm(步骤S440),并从输入的当前转速Nm减去在该例程的前一循环中的步骤S440输入的前一转速Nm以计算角加速度α(步骤S442)。然后该例程根据下面给出的方程式(3)计算角加速度α从所计算的角加速度α超过阈值αslip的时刻到角加速度α变得小于阈值αslip的时刻的时间积分αint。在方程式(3)中,“Δt”表示在该例程中步骤S440至步骤S446重复执行的时间间隔。
αint←αint+(α-αslip)·Δt       (3)
在当角加速度α再次变得小于阈值αslip而积分结束时(步骤S446),该例程将所计算的时间积分αint与预设的系数K1的乘积设定为转矩限制值δ(步骤S448),然后终止。该实施例的程序利用预设的系数K1计算转矩限制值δ。另一可应用程序准备示出电机转矩上限Tmmax随时间积分αint而变化的图,并从该图读取和设定对应于所计算出的时间积分αint的电机转矩Tmmax。
再次参照图15的流程图,在输入转矩限制值δ之后,电机转矩限制解除例程判断转矩限制值δ的更新时刻是否到来(步骤S426)。当判定更新时刻已到来时,该例程从转矩限制值δ减去预设的值以更新并重新设定转矩限制值δ(步骤S428)。该更新处理随时间的经过逐步地增加由图13的电机转矩限制例程设定的电机转矩上限Tmmax,以解除转矩限制。另一方面,当判定更新时刻还没有到来时,不执行转矩限制值δ的更新。然后该例程根据图14的图基于转矩限制值δ设定作为从电机22的转矩输出的可允许的上限的电机转矩上限Tmmax。然后该例程利用所设定的电机转矩上限Tmmax限制在图2的驱动控制例程中的步骤S102设定的电机转矩Tm*(步骤S432和步骤S434),并判断转矩限制值δ是否变得不大于0(步骤S436)。当转矩限制值δ变得不大于0时,该例程重新设定打滑发生标记F1、打滑收敛标记F2以及电机转矩限制解除标记Fa为0(步骤S438),然后终止。以这种方式,该实施例的程序基于由角加速度α的时间积分αint计算出的转矩限制值δ来调节从电机22的输出转矩。这种转矩控制响应于打滑的收敛,通过对应于打滑状态解除适当程度的转矩限制,从而有效地防止了打滑的再次发生而没有过多的转矩限制。
图17示出在左前轮62a和右前轮62b中的一个空转的情况下,角加速度α、电机转矩Tm*、右前轮速度Vfr、左前轮速度Vfl以及制动转矩Tb*的时间变化。在图17所示的示例中,由于右前轮速度Vfr的空转而发生单个车轮打滑。响应于在驱动轴28的角加速度α超过阈值αslip的时刻t1检测到驱动轴28发生打滑,限制从电机22向驱动轴28的输出转矩。在驱动轴28的打滑是由右前轮速度Vfr(单个车轮)的空转导致的情况下,在单个车轮空转从时刻t1持续到时刻t2之后,输出给空转的单个车轮的制动转矩Tb*随时间的经过而逐渐增大。在右前轮速度Vfr的空转达到其峰值的时刻t3,输出给右前轮速度Vfr的制动转矩Tb*固定。在电机转矩Tm*相对于平衡转矩Tgrad不足的情况下,设定制动转矩Tb*以补充该转矩不足。响应于非空转状态从右前轮速度Vfr的空转停止的时刻t4持续到作为第一预设时间的时刻t5,该控制程序减小输出给右前轮速度Vfr的制动转矩Tb*。响应于非空转状态进一步持续到作为第二预设时间的时刻t6,该控制程序将输出给右前轮速度Vfr的制动转矩Tb*设定为值0,以完全终止制动转矩的输出。在左前轮62a和右前轮62b中的一个发生打滑的情况下,该控制程序向打滑车轮输出制动转矩Tb*,同时限制电机转矩Tm*。这种控制能够使从电机22向输出轴28的输出转矩基本上相等地分配给左前轮62a和右前轮62b。这可满意地提高左前轮62a和右前轮62b在不同摩擦系数的路面上行驶时车辆20的启动性能和加速性能。
如上所述,当左前轮62a和右前轮62b中的一个(单个车轮)空转导致左前轮62a和右前轮62b打滑时,本实施例的车辆20限制对与左前轮62a和右前轮62b相连的驱动轴28的电机22的输出转矩,并致动对应于空转的车轮的液压制动器54a或54b以输出制动转矩。从而,本实施例的车辆20能够使电机22的输出转矩基本上相等地分配给左前轮62a和右前轮62b,同时消除打滑。这种设置确保在单个车轮打滑的情况下车辆的行驶稳定性。当打滑车轮速度VSLIP已经过其峰值且单个车轮打滑变为收敛时,电机转矩Tm*相对于与路面坡度θgr相当的平衡转矩Tgrad的转矩不足通过由对应于空转的车轮的液压制动器54a或54b产生的制动转矩Tb*补充。这种控制能够使电机22的转矩(电机转矩Tm*)作为车辆根据路面坡度θgr启动或加速所需的转矩输出给未空转的车轮。这提高了车辆的启动性能和加速性能,而与路面坡度θgr无关。
当液压制动器54a或54b可能过热时,本实施例的车辆20停止通过液压制动器54a或54b输出制动转矩一预设的时段。这种设置可满意地保护液压制动器54a和54b,使其不致于过热。
在车轮由于通过与左前轮62a和右前轮62b之中的空转的车轮对应的液压制动器54a或54b的制动转矩的输出而锁止时,本实施例的车辆20停止通过液压制动器54a或54b的制动转矩的输出。这种设置可满意地防止车辆20由于车轮的锁止而进入不稳定姿态。
在本实施例的车辆20中,作为响应于左前轮62a和右前轮62b中的一个的空转通过液压制动器54a或54b输出的制动转矩的可允许的上限的制动转矩上限Tbmax,基于车体速度V和相当于路面坡度θgr的平衡转矩Tgrad而设定。该制动转矩上限Tbmax可仅基于车体速度V设定,或者可不考虑车体速度V的变化或平衡转矩Tgrad的变化而设定为固定的值。如果不需要,也可根本不设定制动转矩上限Tbmax。
在响应于左前轮62a和右前轮62b中的一个的空转通过液压制动器54a或54b输出制动转矩的过程中,当车体速度V超过对应于路面坡度θgr(平衡转矩Tgrad)规定的阈值时,本实施例的车辆20将制动转矩Tb*设定为值0,以终止制动转矩的输出。可在车体速度V超过不依赖于路面坡度θgr变化的固定的阈值时终止制动转矩的输出。也可不考虑车体速度V的变化,不终止制动转矩的输出。
在本实施例的车辆20中,当打滑车轮速度VSLIP已经过峰值时,通过液压制动器54a或54b的制动转矩Tb*补充电机转矩Tm*相对于平衡转矩Tgrad的转矩不足。一个可行的变形例可响应于检测到单个车轮打滑的收敛,通过液压制动器54a或54b的制动转矩Tb*来补充电机转矩Tm*相对于平衡转矩Tgrad的转矩不足。
当电机22对驱动轴28的输出转矩相对于平衡转矩Tgrad不足时,本实施例的车辆20设定由液压制动器54a或54b产生的制动转矩Tb*以补充该转矩不足。如果不需要,可省略基于平衡转矩Tgrad设定补充制动转矩。
本实施例的车辆20基于响应于左前轮62a和右前轮62b中的一个的空转通过液压制动器54a或54b输出制动转矩的时间来判断液压制动器54a或54b的过热的可能性。也可使用观测的液压制动器54a或54b的温度判断液压制动器54a或54b的过热的可能性。
本实施例的车辆20判断液压制动器54a或54b是否可能过热。当可能过热时,在图2的驱动控制例程的步骤S114禁止通过液压制动器54a或54b的制动转矩的输出。特定性能的液压制动器54a和54b可能不需要这种对液压制动器54a和54b的过热的可能性的判断。在这种情况下,省略图11的液压制动器冷却例程的执行。
本实施例的车辆20基于驱动轴28的角加速度α判断由于左前轮62a和右前轮62b的空转造成的打滑的发生或未发生。也可基于作为驱动轮的左前轮62a和右前轮62b的速度与作为从动轮的左后轮64a和右后轮64b的速度之差以其它方式判断由于左前轮62a和右前轮62b的空转造成的打滑的发生或未发生。
本实施例的车辆20致动利用液压工作的液压制动器54a和54b以分别向左前轮62a和右前轮62b输出制动转矩。也可用能够通过摩擦机械地制动左前轮62a和右前轮62b的任何其它机械制动器来代替液压制动器54a和54b。
以上讨论的实施例针对具有机械地连接到驱动轴以直接向与左前轮62a和右前轮62b相连的驱动轴输出动力的电机22的车辆20。本发明的技术也可应用于任何具有能够向驱动轴输出动力的动力输出装置的车辆。例如,本发明的技术可应用于一系列包括发动机、与发动机的输出轴相连的发电机以及利用由该发电机产生的电力的供给向驱动轴输出动力的电机的混合动力车辆。本发明的技术还可应用于图18的机械分配式混合动力车辆120,该混合动力车辆包括发动机122、与发动机122相连的行星齿轮装置126、与行星齿轮装置126相连并产生电力的电机124、以及与行星齿轮装置126相连并与同左前轮62a和右前轮62b相连的驱动轴机械地相连以向该驱动轴输出动力的电机22。该技术还可应用于图19的电力分配式混合动力车辆220,该混合动力车辆包括发动机222、电机224以及电机22,电机224具有与发动机222的输出轴相连的内转子224a和连接到与左前轮62a和右前轮62b相连的驱动轴的外转子224b,并通过内转子224a相对于外转子224b的电磁作用相对转动,电机22与驱动轴机械地连接以向驱动轴输出动力。该技术还可应用于图20的混合动力车辆320,该混合动力车辆包括经由变速器324(例如,无级变速器或自动有级变速器)与同左前轮62a和右前轮62b相连的驱动轴相连的电机22,以及经由离合器CL与电机22的转轴相连的发动机322。在驱动轮发生打滑的情况下,考虑到与驱动轴机械地相连的电机的快速输出响应,控制程序主要控制该电机,从而限制对驱动轴的转矩输出。也可与该电机的控制协作执行另一电机的控制和发动机的控制。
以上讨论的实施例在所有方面应认为是示例性的而不是限制性的。在不脱离本发明的主要特征的精神和范围的条件下可存在很多变形例、改变和变化。
工业应用性
本发明的技术可应用于与诸如汽车和列车(train car)的车辆相关的工业。

Claims (21)

1.一种具有能够将驱动力输出至与左右车轮相连的驱动轴的动力输出装置的车辆,所述车辆包括:
能够将机械制动力输出至所述左右车轮中每个车轮的机械制动装置;
检测由车轮空转导致的所述左右车轮中每个车轮的打滑的打滑检测单元;以及
控制器,该控制器响应通过所述打滑检测单元检测到的由所述左右车轮中一个车轮的空转导致的打滑,驱动和控制所述动力输出装置以限制输出至所述驱动轴的驱动力,同时致动和控制所述机械制动装置以将机械制动力输出至所述左右车轮中所述空转的一个车轮。
2.根据权利要求1所述的车辆,其特征在于,所述控制器致动和控制所述机械制动装置以将制动力输出至所述左右车轮中所述空转的一个车轮,从而将从所述动力输出装置输出至所述驱动轴的驱动力基本上相等地分配给所述左右车轮。
3.根据权利要求1或2所述的车辆,其特征在于,所述车辆还包括:
测量或估计路面坡度的路面坡度测量估计单元,
其中,所述控制器,响应检测到的所述左右车轮中一个车轮的空转的至少收敛的趋势,致动和控制所述机械制动装置,以基于所测量或估计的路面坡度将制动力输出至所述左右车轮中所述空转的一个车轮。
4.根据权利要求3所述的车辆,其特征在于,所述路面坡度测量估计单元基于所述车辆的加速度和从所述动力输出装置输出的驱动力估计与在沿路面方向施加到所述车辆上的力平衡的平衡力作为路面坡度;以及
所述控制器计算与从所述动力输出装置输出至所述驱动轴的驱动力相对于所估计的平衡力的不足相对应的补充制动力,并致动和控制所述机械制动装置以将包括所计算的补充制动力的总制动力输出至所述左右车轮中所述空转的一个车轮。
5.根据权利要求1或2所述的车辆,其特征在于,所述车辆还包括:
设定输出至所述左右车轮中所述空转的一个车轮的制动力的上限的制动力上限设定单元,
其中,所述控制器致动和控制所述机械制动装置以将在所述上限的设定范围内的制动力输出至所述左右车轮中所述空转的一个车轮。
6.根据权利要求5所述的车辆,其特征在于,所述车辆还包括:
测量车速的车速传感器,
其中,所述制动力上限设定单元基于所测量的车速设定制动力的上限。
7.根据权利要求5所述的车辆,其特征在于,所述车辆还包括:
测量或估计路面坡度的路面坡度测量估计单元,
其中,所述制动力上限设定单元基于所测量或估计的路面坡度设定制动力的上限。
8.根据权利要求1或2所述的车辆,其特征在于,在满足预定的执行条件时,所述控制器致动和控制所述机械制动装置以将机械制动力输出至所述左右车轮中所述空转的一个车轮。
9.根据权利要求8所述的车辆,其特征在于,所述预定的执行条件包括可向前驱动范围内的档位、加速状态、驱动轴要求的驱动力要求不低于预设水平、以及制动断开状态中的至少一个。
10.根据权利要求8所述的车辆,其特征在于,在将制动力输出至所述左右车轮中所述空转的一个车轮的过程中,当不满足所述预定的执行条件时,所述控制器终止对所述左右车轮中所述空转的一个车轮的制动力输出。
11.根据权利要求1或2所述的车辆,其特征在于,所述车辆还包括:
测量车速的车速传感器,
其中,在将制动力输出至所述左右车轮中所述空转的一个车轮的过程中,当所测量的车速超过一阈值时,所述控制器终止对所述左右车轮中所述空转的一个车轮的制动力输出。
12.根据权利要求11所述的车辆,其特征在于,所述车辆还包括:
测量或估计路面坡度的路面坡度测量估计单元,
其中,根据所测量或估计的路面坡度设定所述阈值。
13.根据权利要求12所述的车辆,其特征在于,所述阈值设定为随着作为上坡的路面坡度的增加而减小。
14.根据权利要求1或2所述的车辆,其特征在于,在将制动力输出至所述左右车轮中所述空转的一个车轮的过程中,响应通过所述打滑检测单元检测到的由所述左右车轮中另一个车轮的空转导致的打滑,所述控制器终止对所述左右车轮中所述空转的一个车轮的制动力输出。
15.根据权利要求1或2所述的车辆,其特征在于,所述车辆还包括:
检测或估计所述机械制动装置中预定的温度升高的温度升高检测估计单元,
其中,在将制动力输出至所述左右车轮中所述空转的一个车轮的过程中,响应检测到或估计到的所述机械制动装置中预定的温度升高,所述控制器终止对所述左右车轮中所述空转的一个车轮的制动力输出。
16.根据权利要求15所述的车辆,其特征在于,当对所述左右车轮中所述空转的一个车轮的制动力输出持续预定的第一时间时,所述温度升高检测估计单元估计为所述机械制动装置中预定的温度升高。
17.根据权利要求15所述的车辆,其特征在于,在终止制动力的输出之后,所述控制器在预定的第二时间内禁止响应所述左右车轮中一个车轮的空转的制动力的输出。
18.根据权利要求1或2所述的车辆,其特征在于,所述车辆还包括:
检测所述左右车轮中每个车轮的锁止的锁止检测单元,
其中,在将制动力输出至所述左右车轮中所述空转的一个车轮的过程中,响应通过所述锁止检测单元检测到的所述左右车轮中所述空转的一个车轮的锁止,所述控制器终止对所述左右车轮中所述空转的一个车轮的制动力输出。
19.根据权利要求1或2所述的车辆,其特征在于,所述车辆还包括:
分别测量所述左右车轮的转速的转速测量传感器;以及
测量或估计转向角的转向角测量估计单元,
其中,所述打滑检测单元基于所测量的左右车轮的转速和所测量或估计的转向角检测所述左右车轮中每个车轮的打滑。
20.根据权利要求1或2所述的车辆,其特征在于,所述打滑检测单元,基于所述驱动轴的角加速度和/或作为与所述驱动轴相连的左右车轮的驱动轮的转速与没有驱动力的输出的从动轮的转速之差,检测由驱动轮的空转导致的打滑;以及
响应检测到的由所述驱动轮的空转导致的打滑,所述控制器驱动和控制所述动力输出装置以限制输出至所述驱动轴的驱动力。
21.一种具有能够将驱动力输出至与左右车轮相连的驱动轴的动力输出装置和能够将机械制动力输出至所述左右车轮中每个车轮的机械制动装置的车辆的控制方法,所述控制方法包括以下步骤:
(a)检测由车轮空转导致的所述左右车轮中每个车轮的打滑;以及
(b)响应在所述步骤(a)中检测到的由所述左右车轮中一个车轮的空转导致的打滑,驱动和控制所述动力输出装置以限制输出至所述驱动轴的驱动力,同时致动和控制所述机械制动装置以将机械制动力输出至所述左右车轮中所述空转的一个车轮。
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