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CN100509512C - 用于驱动系统的控制器 - Google Patents

用于驱动系统的控制器 Download PDF

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Publication number
CN100509512C
CN100509512C CNB2006100764792A CN200610076479A CN100509512C CN 100509512 C CN100509512 C CN 100509512C CN B2006100764792 A CNB2006100764792 A CN B2006100764792A CN 200610076479 A CN200610076479 A CN 200610076479A CN 100509512 C CN100509512 C CN 100509512C
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electric power
rotating machine
cond
power value
drive system
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Expired - Fee Related
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CN1857943A (zh
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石川哲浩
吉田宽史
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Toyota Motor Corp
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Toyota Motor Corp
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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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 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
    • B60K6/365—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 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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  • Engineering & Computer Science (AREA)
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  • Power Engineering (AREA)
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  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
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  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

本发明公开了一种用于驱动系统的控制器。ECU执行包括以下步骤的程序：基于电容器的电压值计算电容器充电电力值(W1)，即可被存储在电容器中的电力值(S102)；如果车辆处于制动情况下(S104中的“是”)，则计算再生电力值(W2)，即在再生制动情况下可由MG2产生的电力值(S106)；如果电容器充电电力值(W1)大于再生电力值(W2)(S108中的“是”)，则驱动发动机(S112)，通过发动机的驱动力来由MG1产生电力(S114)，并用由MG1和MG2产生的电力对电容器充电(S116)。

Description

用于驱动系统的控制器
技术领域
本发明涉及用于驱动系统的控制器，更具体而言，涉及存储在车辆的再生制动情况下所产生的电力的技术。
背景技术
近年来，作为解决环境问题的措施的一部分，通过从发动机和电动机中至少之一获得的驱动力来行驶的混合动力车辆已经得到关注。蓄电池和电容器等安装在这样的混合动力车辆上，用于存储待供应到电动机的电力。
日本专利早期公开No.08-296537公开了一种减速制动器装置，其利用制动时再生的电力对电容器和蓄电池充电。日本专利早期公开No.08-296537中描述的减速制动器装置包括连接到机械驱动系统的电动/发电机和连接到电动/发电机的蓄电池，并允许电动/发电机在制动时充当发电机来再生电力。电容器还连接到电动/发电机，用于存储再生的电力。减速制动器装置包括充电控制部分，其在制动时将再生的电力供应到蓄电池来对其充电，使得蓄电池的端子之间的电压达到或超过析气电压(gassingvoltage)。当电容器的端子之间的电压达到或超过预定允许电压时，充电控制部分对蓄电池充电。
根据该文献中描述的减速制动器装置，利用制动时再生的电力来提供更新充电(refresh charge)，使得蓄电池的端子之间的电压达到或超过析气电压。从而可以在不从车辆外部供应充电电力的情况下延长蓄电池的寿命。而且，在制动时再生电力也被供应到电容器，且当电容器的端子之间的电压达到或超过预定值时，剩余电力被供应到蓄电池用于更新充电。从而可以利用剩余的再生电力来进行蓄电池的更新充电。
对于日本专利早期公开No.08-296537中描述的减速制动器装置，存储在电容器和蓄电池中的电力被用来允许电动/发电机充当电动机，以在发动机启动和加速时提供辅助转矩。但是在再生制动时，不可能总是在电容器端子之间获得达到或超过允许值的电压。换言之，不可能总是获得使电容器完全充满的再生电力。在这种情况下，在再生制动之后的再加速情况下，可能无法存储如驾驶员所要求的车辆加速所需的足够电力。
发明内容
本发明的一个目的是提供一种用于驱动系统的控制器，该控制器允许在制动情况下存储加速车辆所需的足够电力。
根据本发明的一种用于驱动系统的控制器控制驱动系统，所述驱动系统包括发动机、通过来自所述发动机的驱动力而产生电力的第一旋转电机、在车辆再生制动时产生电力的第二旋转电机、和电力存储机构，所述驱动系统允许所述车辆通过所述第一旋转电机和所述第二旋转电机中至少之一的驱动力来行驶，向所述第一旋转电机和所述第二旋转电机两者供应来自所述电力存储机构的电力。所述控制器包括：第一计算部分，其计算可存储在所述电力存储机构中的电力值；第二计算部分，其计算可由所述第二旋转电机产生的电力值；和控制部分，其控制所述驱动系统以使得当在所述车辆的再生制动的情况下，所述可存储在所述电力存储机构中的电力值大于所述可由所述第二旋转电机产生的电力值时，驱动所述发动机以允许所述第一旋转电机产生电力来存储在所述电力存储机构中。
根据本发明，如果在车辆的再生制动的情况下，可存储在电力存储机构中的电力值大于可由第二旋转电机产生的电力值，则驱动发动机以允许第一旋转电机产生电力来存储在电力存储机构中。因此，如果在再生制动的情况下利用由第二旋转电机产生的电力(再生电力)不能使电力存储机构完全充电，则可以利用由第一旋转电机产生的电力对电力存储机构进一步充电。因此可以在制动之后的再加速情况下将来自电力存储机构的足够电力提供到第一旋转电机和第二旋转电机中至少之一，以产生驱动力来使车辆加速。结果，可以提供一种用于驱动系统的控制器，该控制器允许在制动情况下存储加速车辆所需的足够电力。
优选地，所述电力存储机构包括电容器。所述第一计算部分计算可存储在所述电容器中的电力值。所述控制部分控制所述驱动系统以使得当在所述车辆的再生制动的情况下，所述可存储在所述电容器中的电力值大于所述可由所述第二旋转电机产生的电力值时，驱动所述发动机以允许所述第一旋转电机产生电力来存储在所述电容器中。
根据本发明，当在车辆的再生制动的情况下，可存储在电容器中的电力值大于可由第二旋转电机产生的电力值时，驱动发动机以允许第一旋转电机产生电力来存储在电容器中。因此，如果在再生制动的情况下利用由第二旋转电机产生的电力(再生电力)不能使电容器完全充电，则可以利用由第一旋转电机产生的电力对电容器进一步充电。因此可以在制动之后的再加速情况下将来自电容器的足够电力提供到第一旋转电机和第二旋转电机中至少之一，以产生驱动力来使车辆加速。
优选地，除了所述电容器之外，所述电力存储机构还包括蓄电池。所述控制器还包括充电控制部分，所述充电控制部分控制所述驱动系统以使得当在所述车辆的再生制动的情况下，所述可存储在所述电容器中的电力值小于所述可由所述第二旋转电机产生的电力值时，由所述第二旋转电机产生的电力被存储在所述电容器和所述蓄电池中。
根据本发明，当在车辆的再生制动的情况下，可存储在电容器中的电力值小于可由第二旋转电机产生的电力值时，由第二旋转电机产生的电力被存储在电容器和蓄电池中。因此可以将不能仅存储在电容器中的剩余电力存储在蓄电池中。
当与附图结合时，根据本发明的以下详细说明，本发明的前述和其他目的、特征、方面和优点将变得更加清楚。
附图说明
图1是示出其上安装了根据本发明实施例的控制器的混合动力车辆的示意性构造图。
图2是示出动力分配器的视图。
图3是示出发动机、MG1和MG2的转速关系的列线图。
图4是示出在用作根据本发明实施例的控制器的ECU上执行的程序的控制结构的流程图。
图5是示出电容器充电电力值、再生电力值和需求发动机输出值的变化的时序图。
具体实施方式
下面将参考附图详细描述本发明的实施例。在以下说明中，相同部件由相同标号表示，并具有相同名称和功能。因此将省略其详细说明。
参考图1，将描述其上安装有根据本发明实施例的控制器的混合动力车辆。该车辆包括发动机100、电动发电机MG1 200、MG2 300、动力分配器400、第一逆变器500、第二逆变器600、蓄电池700、变压器800和电容器900。车辆通过从发动机100和MG2 300中至少之一获得的驱动力来行驶。
发动机100、MG1 200和MG2 300经由动力分配器400来进行连接。由发动机100产生的动力被动力分配器400分为两条路径。一条是用于通过减速齿轮来驱动车轮(未示出)的路径，而另一条是用于驱动MG1 200来产生电力的路径。
MG1 200是三相交流电动机。MG1 200通过由发动机100产生并被动力分配器分配的动力来产生电力。按照车辆的行驶状态和蓄电池700的荷电状态(SOC)，而以各种方式使用由MG1 200产生的电力。例如，在正常行驶期间，由MG1 200产生的电力简单地用作驱动MG2 300的电力。相反，如果蓄电池700的SOC低于预定值，则由MG1 200产生的电力通过逆变器500从交流转换为直流，并接着在其电压由变压器800调节的情况下存储在蓄电池700中，或者在其电压不调节的情况下存储在电容器900中。
当MG1 200充当发电机时，MG1 200产生负转矩。负转矩表示用作发动机100的负载的转矩。相反，当MG1 200接收电力以充当电动机时，MG1 200产生正转矩。正转矩表示不用作发动机100的负载的转矩，即辅助发动机100旋转的转矩。这同样适用于MG2 300。
MG2 300是三相交流电动机。MG2 300至少由存储在蓄电池700中的电力、存储在电容器900中的电力和由MG1 200产生的电力中任一种来驱动。通过第二逆变器600从交流转换为直流的电力被供应到MG2 300。
MG2 300的驱动力通过减速齿轮传递到车轮。MG2300由此辅助发动机100，并允许车辆通过其驱动力来行驶。
相反，当混合动力车辆处于再生制动的情况下时，MG2 300由车轮通过减速齿轮来驱动，使得MG2 300充当发电机。MG2 300由此充当将制动能量转换为电力的再生制动器。由MG2 300产生的电力通过第二逆变器600存储在蓄电池700和电容器900中。
蓄电池700是通过将多个蓄电池单元集成为蓄电池模组，并将多个蓄电池模组串联连接而形成的蓄电池组。从蓄电池700放电的电压和存储在蓄电池700中的电压通过变压器800来调节。电容器900由并联连接的多个单元形成。可选地，电容器900可以形成为使得这些单元部分地串联连接以提高耐压特性。
发动机100、第一逆变器500、第二逆变器600和变压器800由电子控制单元ECU 1000来控制。ECU 1000包括HV_ECU 1010、MG_ECU1020和发动机ECU 1030。
指示电容器900温度的信号从温度传感器902输入到HV_ECU 1010，且指示电容器900电压的信号从电压计904输入到HV_ECU 1010。此外，指示车速的信号从车速传感器2000输入到HV_ECU 1010，且指示加速踏板(未示出)位置的信号从加速踏板位置传感器2100输入到HV_ECU1010，且指示制动踏板(未示出)上按压力(leg power)的信号从制动踏板按压力传感器2200输入到HV_ECU 1010。
指示MG1200转速的信号从转速传感器202输入到MG_ECU 1020，且指示MG2300转速的信号从转速传感器302输入到MG_ECU 1020。指示发动机100转速的信号从转速传感器102输入到发动机ECU 1030。
连接HV_ECU 1010、MG_ECU 1020和发动机ECU 1030以使其可以互相发送和接收信号。例如，HV_ECU 1010基于输入到各个ECU的信号和存储在存储器(未示出)中的程序和图来计算发动机100、MG1 200和MG2 300所要求的输出值。
MG_ECU 1020基于对MG1 200和MG2 300所要求的输出值来控制第一逆变器500和第二逆变器600，从而控制MG1 200和MG2 300。发动机ECU 1030基于对发动机100所要求的输出值来控制发动机100。
参考图2，将进一步描述动力分配器400。动力分配器400由行星齿轮系统形成，其包括太阳轮402、小齿轮404、行星轮架406和齿圈408。
小齿轮404与太阳轮402以及齿圈408啮合。行星轮架406可旋转地支撑小齿轮404。太阳轮402耦合到MG1 200的旋转轴。行星轮架406耦合到发动机100的曲轴。齿圈408耦合到MG2 300的旋转轴并耦合到减速齿轮1100。
由于发动机100、MG1 200和MG2 300通过由行星齿轮系统形成的动力分配器400耦合，所以发动机100、MG1 200和MG2 300的转速具有以下关系，即这些转速在如图3所示的列线图中彼此直线相连。
参考图4，将描述由ECU 1000执行的程序的控制结构，ECU 1000用作根据本发明的控制器。
在步骤(此后称作S)100中，ECU 1000基于从电压计904传输的信号来测得电容器900的电压值(系统电压值)。
在S102中，基于所测得的电容器900的电压值，ECU 1000计算电容器充电电力值W1(可存储在电容器900中的电力值)。电容器900的电压越高，则计算得到的电容器充电电力值W1越低。
在S104中，ECU 1000判断车辆是否处于制动情况下。如果制动踏板被压下，则ECU 1000判断车辆处于制动情况下。如果车辆处于制动情况下(S104中的“是”)，则过程进行到S106。否则(S104中的“否”)过程终止。
在S106中，ECU 1000计算再生电力值W2(在再生制动情况下可由MG2 300产生的电力值)。基于使用例如车速、加速踏板位置、制动踏板上的按压力作为参数的图来计算再生电力值W2。
在S108中，ECU 1000判断电容器充电电力值W1是否大于再生电力值W2。如果电容器充电电力值W1大于再生电力值W2(S108中的”是”)，则过程进行到S110。否则(S108中的”否”)过程进行到S118。
在S110中，ECU 1000计算需求发动机输出值(发动机100的目标输出值)。例如，需求发动机输出值被计算为从电容器充电电力值W1减去再生电力值W2获得的值。
在S112中，ECU 1000驱动发动机100使得实现所计算的需求发动机输出值。如果此时发动机100停机，则将其启动。在S114中，ECU 1000允许MG1 200产生电力。
在S116中，ECU 1000允许利用由MG1 200和MG2 300产生的电力对电容器900充电。此时，通过将由ECU 1000命令给变压器800的电压值设定为比电容器900的电压值大预定值，而将由MG1 200和MG2 300产生的电力存储在电容器900中。此后过程终止。在S118中，ECU 1000允许用由MG2 300产生的电力对蓄电池700和电容器900充电。此后过程终止。
将描述ECU 1000的操作，ECU 1000用作根据本实施例的控制器，所述操作基于上述结构和流程图。
当车辆正在行驶时，基于从电压计904传输的信号来测得电容器900的电压值(S100)。基于所测得的电容器900的电压值，计算电容器充电电力值W1(S102)。
当车辆处于制动情况下时(S104中的”是”)，车辆可能被随后再加速。此时，电容器900在瞬时输出特性上优于蓄电池700。因而所期望的是在车辆的加速情况下电容器900优先放电来驱动MG2300。因此，电容器900需要在车辆制动时被完全充电。
为了判断在车辆制动时电容器900是否可以被完全充电，计算再生电力值W2(S106)，并判断电容器充电电力值W1是否大于再生电力值W2(S108)。
如图5所示，如果电容器充电电力值W1大于再生电力值W2(S108中的”是”)，则电容器900不能仅由再生电力而被完全充电。在此情况下，计算需求发动机输出值(S110)，并驱动发动机以获得所计算的需求发动机输出值(S112)。利用从发动机100获得的驱动力，MG1 200产生电力(S114)，并用由MG1 200和MG2 300产生的电力对电容器900充电(S116)。
因此，可以存储车辆制动后加速所需的足够电力，并因而可以将足够的电力从电容器900供应到MG2 300来以响应迅速的方式使车辆加速。而且，通过仅在制动情况下使发动机100被驱动来对电容器900充电，可以防止发动机100的操作周期被不必要地延长，并防止燃油消耗的劣化。
相反，如果电容器充电电力值W1小于再生电力值W2(S108中的”否”)，则电容器900可以仅由再生电力值W2而被完全充电。在此情况下，全部再生电力不能仅存储在电容器900中。因此，不驱动发动机100，且将由MG2 300产生的电力存储在蓄电池700和电容器900中。从而可以回收更多的再生能量。
如上所述，在再生制动情况下，如果电容器充电电力值W1大于再生电力值W2，则用作根据本发明控制器的ECU驱动发动机以允许MG1产生电力。利用由MG1和MG2产生的电力对电容器充电。从而可以在电容器中存储制动后加速所需的足够电力。
在本实施例中，如果电容器充电电力值W1大于再生电力值W2，则驱动发动机100以允许MG1 200产生电力。但是可以在电容器充电电力值W1加上蓄电池充电电力(可被存储在蓄电池中的电力)所得的值大于再生电力值W2时，驱动发动机100来允许MG1 200产生电力。在此情况下，可以通过从电容器充电电力值W1加上蓄电池充电电力(可被存储在蓄电池中的电力)得到的值减去再生电力值W2来计算需求发动机输出值。
虽然已经详细描述并解释了本发明，但是可以清楚理解的是，其仅作为解释和示例而并非限制，本发明的精神和范围仅由所附权利要求的项来限制。
本非临时申请基于2005年5月6日向日本专利局递交的日本专利申请No.2005-135248，其整个内容通过引用而被包含于此。

Claims (3)

1.一种用于驱动系统的控制器，所述驱动系统包括发动机(100)、通过来自所述发动机(100)的驱动力而产生电力的第一旋转电机(200)、在车辆再生制动时产生电力的第二旋转电机(300)、和电力存储机构(700、900)，所述驱动系统允许所述车辆通过所述第一旋转电机(200)和所述第二旋转电机(300)中至少之一的驱动力来行驶，向所述第一旋转电机(200)和所述第二旋转电机(300)两者供应来自所述电力存储机构(700、900)的电力，用于所述驱动系统的所述控制器包括：
第一计算部分，其计算可存储在所述电力存储机构(700、900)中的电力值；以及
第二计算部分，其计算可由所述第二旋转电机(300)产生的电力值；
所述用于驱动系统的控制器的特征在于还包括：
控制部分，其控制所述驱动系统以使得当在所述车辆的再生制动的情况下，所述可存储在所述电力存储机构(700、900)中的电力值大于所述可由所述第二旋转电机(300)产生的电力值时，驱动所述发动机(100)以允许所述第一旋转电机(200)产生电力来存储在所述电力存储机构(700、900)中。
2.如权利要求1所述的用于驱动系统的控制器，其中
所述电力存储机构(700、900)包括电容器(900)，
所述第一计算部分计算可存储在所述电容器(900)中的电力值，且
所述控制部分控制所述驱动系统以使得当在所述车辆的再生制动的情况下，所述可存储在所述电容器(900)中的电力值大于所述可由所述第二旋转电机(300)产生的电力值时，驱动所述发动机(100)以允许所述第一旋转电机(200)产生电力来存储在所述电容器(900)中。
3.如权利要求2所述的用于驱动系统的控制器，其中
除了所述电容器(900)之外，所述电力存储机构(700、900)还包括蓄电池(700)，且
所述控制器还包括充电控制部分，所述充电控制部分控制所述驱动系统以使得当在所述车辆的再生制动的情况下，所述可存储在所述电容器(900)中的电力值小于所述可由所述第二旋转电机(300)产生的电力值时，将由所述第二旋转电机(300)产生的电力存储在所述电容器(900)和所述蓄电池(700)中。
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