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    • 专利摘要:
    DEVICE LOCKING CONTROL DEVICE IN RAMP IN THE START OF AN ELECTRICALLY DRIVEN VEHICLE In an electrically driven vehicle propelled by an electric machine (engine) equipped with a collaborative braking system with regenerative and friction braking capabilities, in order to obtain the "ramp back movement block" when starting on an inclined road, when regenerative braking is not available due to the battery charging restriction, friction braking is used instead of regenerative braking and the wheels are ( automatically (that is, not manually by the driver) with friction braking to prevent backward ramp movement, and in addition to braking the wheels by friction braking, additional control is performed to adjust and associate the magnitude of the braking force by friction for a braking force according to the starting operation. Thus, also when blocking the backward movement in ra mpa by frictional braking, similar blocking of recoil movement on ramp will be possible as blocking by means of regenerative braking so that the effect of blocking recoil movement on ramp can be (...).
    公开号:BR112013005903B1
    申请号:R112013005903-6
    申请日:2011-09-26
    公开日:2020-11-10
    发明作者:Isamu Kazama；Shinsuke Nakazawa；Futoshi Yoshimura
    申请人:Nissan Motor Co., Ltd.；
    IPC主号:
    专利说明:

    TECHNICAL FIELD
    [001] The present invention relates to an electrically driven vehicle such as an electric vehicle using only an electric motor as an energy source or a hybrid vehicle using energy from both a combustion engine and an electric motor for displacement. In particular, the present invention relates to a technology for blocking backward ramp movement at the start of an electrically driven vehicle that is prevented from making backward movement in the opposite direction to the starting direction when the electric vehicle begins to move towards forward or backward, such as uphill, due to the slope of the road or the like. BACKGROUND TECHNIQUE
    [002] The electrically driven vehicle is displacement covers for carrying the driving force of an electric motor / generator to the wheels, and is additionally capable of braking the wheels by cooperative control between regenerative braking due to a load associated with electric generation of an electric motor / generator and frictional braking due to the hydraulic brake unit when required. The electrical force that is generated by the electric motor / generator is stored or charged in a battery for use as electrical energy when the electric motor is started.
    [003] Consequently, when performing braking operations on the wheels by cooperating between regenerative braking and friction braking, in the conventional cooperative braking system, in general, priority is given to regenerative braking in terms of a recovery rate of energy, and when braking the wheels by regenerative braking alone is insufficient to obtain the desired braking torque required by the driver, the shortage will be compensated by friction braking.
    [004] Therefore, when trying to start the electrically powered vehicle on an uphill road by releasing the brake pedal and pressing an accelerator pedal, the vehicle may make the backward movement in the opposite direction to the starting or starting direction due to the inclination of the road. To control and prevent this backward movement at departure, as described in Patent Document 1, for example, the wheels will be braked via regenerative braking to prevent the vehicle's ramp backward movement. PREVIOUS TECHNICAL DOCUMENT PATENT LITERATURE Patent Document 1: Exposed Publication of Japanese Patent Application N2 2007-203975. DISCLOSURE OF THE INVENTION PROBLEM THAT THE INVENTION HAS TO SOLVE
    [005] However, if the power supply battery is in a fully charged or almost fully charged state, or, if the battery has a restriction to be charged at extremely low temperature, the electric motor / generator is prevented from generating electricity to perform the regenerative braking on the wheels.
    [006] In this case, the electric motor / generator cannot emit the driving force because it is operable as a generator, the electrically driven vehicle makes the ramp backward movement continuously in the reverse direction of the driver's desired direction regardless of trying to starting the vehicle by pressing the accelerator pedal after releasing the brake pedal, then a problem arises to provide a feeling of discomfort for the driver.
    [007] The state of the art document US6321144 discloses a torque control strategy to manage the kickback in a wheeled vehicle whose power train includes an electric rotating machine. The requested brake torque and the requested acceleration torque are assigned to opposite algebraic signals in the recoil and non-recoil states. In the non-recoil state, the development of the requested motor torque includes a process step 206 in which the requested brake torque and the requested accelerator torque are added algebraically. In the recoil state, the requested motor torque development includes a process step 218 in which the requested accelerator torque is replaced by the regeneration torque limit. In the recoil state, the difference between the requested accelerator torque and the requested brake torque is compared to a zero vehicle speed regeneration torque limit 228, when the result of the comparison between the difference between the requested accelerator torque and the brake torque requested with the regeneration torque limit 222 shows that the difference does not exceed the regeneration torque limit. The result is used to determine the respective amounts of motor torque and friction brake torque.
    [008] US 2005/0143877 technical document refers to a system and method for controlling the torque in a hybrid electric vehicle. The system provides regenerative braking torque with an electric machine when a braking torque level indicated by the activation of a brake control device exceeds a traction torque level indicated by the activation of an acceleration control device. The regenerative braking torque is complemented by a friction braking system when the braking torque requested by the vehicle operator exceeds the maximum regenerative braking capacity of the electric machine.
    [009] The present invention is intended to provide a device for controlling the movement of the recoil movement of the electrically driven vehicle at the departure of the wheels instead of regenerative braking, and thus, solving the problem stated above, and to prevent the ramp recoil movement of the electrically driven vehicle by frictional braking in a situation where the electrically driven vehicle would make the ramp recoil movement due to the lack of regenerative braking force due to the change restriction. MECHANISM TO SOLVE THE PROBLEM
    [010] For this purpose, the control device for blocking backward ramp movement of the vehicle at the start according to the present invention is configured as follows:
    [011] First, a description is made of the electrically driven vehicle next to which it is assumed that the present invention is applied. The vehicle is able to travel by the transmission of the driving force from an electric rotating machine to the wheels, and the wheels are capable of being braked by the regenerative braking by the load associated with the generation of electricity by the electric machine and by a friction braking in a required manner.
    [012] The vehicle electrically powered with such a locking control device according to the present invention at startup is characterized by the provision of a limitation detection or load restriction unit, a start operation detection unit, a starting unit vehicle ramp recoil detection and a friction brake control unit. The load limitation detection unit that detects that the load from the rotating electrical machine is being restricted, and the start operation detection unit detects the driver's start operation. The vehicle's ramp back movement detection unit detects that the vehicle makes the ramp back movement in the opposite direction to the start direction when the start detection unit detected the start operation.
    [013] The friction brake control unit causes the friction braking described above to occur when the start operation detection unit and the vehicle's ramp back movement detection unit detect the ramp back movement of the vehicle. vehicle on departure and the load restriction unit detects a load restriction. EFFECT OF THE INVENTION
    [014] According to the ramp-back movement blocking control device according to the present invention during start-up, when the vehicle's ramp-back movement occurs during the start-up operation, wheel braking would be required to prevent this backward movement on a ramp, and the power supply is restricted or limited to be loaded, then the wheels will be braked by the frictional braking force. Therefore, in the event that regenerative braking is not available due to the load restriction, the friction brake is operable to brake the wheels to prevent the ramp back movement during the starting operation. Thus, it is possible to reliably prevent the backward ramp movement during the starting operation during the load restriction period, thereby eliminating the problem described above. According to the present invention, the situation in which regenerative braking is performed and the regenerative force overloads the power supply regardless of the load limitation period can also be avoided, BRIEF DESCRIPTION OF THE DRAWINGS
    [015] FIG. 1 is a diagram of the system schematically showing the brake / drive control system of the vehicle seen from above the electrically driven vehicle that is equipped with the control device for blocking backward ramp movement during the start in the first embodiment of the present invention.
    [016] FIG. 2 is a flow chart for the engine torque control program including the engine torque control for blocking backward ramp movement during start-up, which is performed by a unified controller in FIG. 1.
    [017] FIG. 3 is a flow chart for the hydraulic pressure or brake fluid control program including the brake pressure control of the ramp-back movement during start-up, which is performed by the unified controller in FIG. 1.
    [018] FIG. 4 is a flow chart showing a subroutine related to the brake pressure determination process in the brake fluid pressure control program in FIG. two.
    [019] FIG. 5 is a flowchart showing a subroutine related to the accelerator pressure determination process in the engine torque control program shown in FIG. two
    [020] FIG. 6 is a flowchart showing a subroutine related to the process of determining the backward ramp movement in the motor torque control program shown in FIG. two.
    [021] FIG. 7 is a flowchart showing a subroutine related to the vehicle stop determination process in the engine torque control program shown in FIG. two.
    [022] FIG. 8 is a flowchart showing a subroutine related to the determination process when executing the ramp-back movement blocking control during start-up in the engine torque control program in FIG. two.
    [023] FIG. 9 is a characteristic diagram showing the characteristic of variation of the basic torque value of the desired engine using the vehicle speed and the accelerator pedal position as parameters.
    [024] FIG. 10 is a characteristic diagram showing the change in characteristics of the basic brake fluid pressure value with respect to the brake pedal travel.
    [025] FIG. 11 is a time graph of the operation of the controller during start-up for the control device for blocking backward ramp movement in the first embodiment shown in FIGS. 1 to 10.
    [026] FIG. 12 is a graph of time of operation of the controller during start-up for the ramp-back movement lock control device in the second embodiment, when operated under the same conditions as in FIG. 11. DESCRIPTION OF REFERENCE SIGNS II, 2R Left and right front wheels 2L. 2R Left and right rear wheels 3 Electric motor (electric rotating machine) 4 Reduction unit 5 Electric motor controller 6 Battery (Power supply) 7 Inverter 8 Unified or integrated controller 9L, 9R, 10L, brake lining III, 11R , 12L, 12RBrake unit 13 Brake fluid pressure control device 14 Fluid pressure brake controller 21 Brake pedal travel sensor 22 Shift 23 Throttle opening or position sensor BEST MODE FOR CARRYING OUT THE INVENTION
    [027] Below will be described the embodiments according to the present invention with reference to the accompanying drawings. FIRST ACHIEVEMENT Configuration
    [028] FIG. 1 is a system diagram schematically showing the vehicle's brake / drive control system seen from above the electrically driven vehicle that is equipped with the ramp back movement blocking device during start-up in the first embodiment of the present invention. In FIG. 1, 1, 1L, 1R respectively denote the left and right front wheels, while 2L, 2R the left and right rear wheels.
    [029] The electrically driven vehicle shown in FIG. 1 is configured as an electric vehicle that can travel by driving the left and right rear wheels 2L, 2R via an electric motor (electric motor / generator) as an electric rotating machine via the reduction unit 4 including a differential gear mechanism . When controlling motor 3, motor controller 5 is operable for DC to AC conversion of energy from battery 6 (power supply), providing alternating energy to motor 3 under control of inverter 7, and controls motor 3 from a mode such that the motor torque 3 corresponds to a torque control value of the TTMA motor from the unified controller 8.
    [030] In the case where the torque control value of the TTMA motor from the unified controller 8 is negative polarity requiring the regenerative braking action for motor 3, the motor controller 5 applies the load associated with the generation of energy for motor 3 without causing battery overload 6. At this time, the energy generated by motor 3 for this regenerative braking operation is converted from AC to DC by inverter 7 to charge battery 6.
    [031] The electric vehicle shown in FIG. 1 is also capable of being braked by friction braking as described below, in addition to the above regenerative braking, and is installed with a composite brake including both the regenerative braking system and the friction braking system.
    [032] The friction braking system is constructed by a well-known hydraulic disc brake device and outlined below.
    [033] The disc brake device comprises the brake disc 10L, 10R which rotates with the front left and right wheels 1L, 1R and the brake disc 9L, 9R which rotates with the rear left and right wheels 2L, 2R. Each of these brake discs 10L, 10R and 9L, 9R is clamped from both sides in the axial direction so that the front left and right wheels 1L, 1R and the rear left and right wheels 2L, 2R can be individually controllable for friction braking.
    [034] The brake unit 11L, 1R and 12L, 12R performs the operation described above by the pressure of the brake fluid from the brake fluid pressure control device 13.
    [035] With respect to brake fluid pressure control, the hydraulic or fluid pressure controller 14 is made responsive to a signal from the brake pedal stroke sensor 21 to detect a brake pedal stroke BRKSTRK is a brake torque command value described last TTBRK from the unified controller 8 to prevent backward ramp movement during startup. The brake fluid pressure control device 13 is then operated in such a way that a brake fluid pressure command value (desired fluid pressure of the master cylinder) TPMC for the brake unit 1L, 1R, 12L and 12R is determined so that the frictional braking torque of the vehicle as a whole corresponds to the brake torque required by the driver according to the BRKSTRK brake pedal travel for the braking operation by pressing the brake pedal on the one hand, and to correspond to the brake torque of the ramp-back movement during the TTBRK start for the start operation by pressing the accelerator, on the other hand, and subsequently supplies the brake fluid pressure command value thus determined (pressure of the master cylinder fluid) TPMC for the 11L, 11R, 12L and 12R brake unit.
    [036] The integration or unified controller 8 is responsible for managing the energy consumption of the entire vehicle and for operating to drive the vehicle at maximum efficiency based on various input information not shown. For this purpose, the brake torque control value TTBRK for the fluid pressure brake controller 14 and the torque control value of the TTMA motor (negative regenerative braking torque) described above for the motor controller 5.
    [037] «Ramp back movement blocking control during departure>
    [038] The unified controller 8 and fluid pressure brake controller 14 execute the motor torque control program in FIG. 2 and the brake fluid pressure control program in FIG. 3 respectively in the programmed interruption time, that is, every 10 milliseconds, for example, and transmit and receive operation data from one to the other via communication to execute the ramp back movement blocking control during the start , which is described below and is the purpose of the present invention.
    [039] Thus, the unified controller 8 receives a power that can be charged to the PIN battery determined in the state of charge, a temperature, and so on, from battery 6. It additionally receives a signal from change 22 that is operated by the driver when instructing the vehicle's travel mode (track D for forward travel, track R for reverse travel and tracks P, N for parking operation, stop) and a signal from a position sensor or throttle opening (APO) 23 representative of the amount of pressing or accelerator stroke.
    [040] On the other hand, the fluid pressure brake controller 14 receives a signal from the sensor 21 related to the brake pedal travel.
    [041] The brake fluid pressure control program in Figure 3 executed by the brake fluid pressure controller 14 first, in step SB-01, performs the detection and calculates input parameters including the signal from the sensor 21 related to the BRKSTRK brake pedal travel.
    [042] In the next step SB-02, a brake pressure determination indicator (flag_BRK) is calculated by the process shown in FIG. 4.
    [043] When calculating the brake pressure determination indicator (flag_BRK), a check is made as to whether the BRKSTRK brake pedal travel is equal to or greater than an established value (10 mm in FIG. 4) which is established to determine the braking operation due to the pressure of the brake pedal.
    [044] When the BRKSTRK brake pedal travel is determined to be equal to or greater than the established value (10 mm), a determination is made as to whether the brake operation by pressing the brake pedal is being performed, and in step S12, the brake pressure determination indicator (flag_BRK) is set to “1” to indicate that a braking operation is in progress.
    [045] However, when determining that the BRKSTRK brake pedal travel is less than the established value (10 mm), a determination is made that the braking operation due to the pressing of the brake pedal is not taking place, and in In step S12, the brake pressure determination indicator (flag_BRK) is reset to “0” to indicate that a braking operation is not in progress.
    [046] In a subsequent step in step SB-03 in FIG. 3, the pressure controller Fo brake fluid 14 performs a data transmission process to transmit the brake pressure determination indicator (flag_BRK) to the unified controller 8.
    [047] In the motor torque control program in FIG. 2 executed by the unifying controller 8, first, in step SV-01, input parameters are detected to be informed, including a signal from the sensor 23 representative of the accelerator pedal position or opening (AP0) and a signal from of change 23 representative of the gear position (range D, R, P, N).
    [048] In the next step SV-02, the unified controller 8 performs a data reception processing, in addition to the brake pressure determination indicator (flag_BRK) determined and transmitted by the fluid pressure brake controller 14 in steps SB -02 in FIG. 3 as described above, the information related to the rotational speed Nm of the motor 3 transmitted from the motor controller 5 shown in FIG. 1, and information related to the power that can be charged to the battery (PIN) from battery 6.
    [049] In the next step SV-03, the unified controller 8 calculates an accelerator pressure determination indicator (flag_APO) according to the process shown in FIG. 5 which is now described below.
    [050] In FIG. 5, in step S21, a check is made to determine whether or not the opening of the APO accelerator is equal to or greater than an established value (5 degrees in FIG. 5) to determine that an acceleration operation has been carried out including the operation of starting due to pressing the accelerator pedal.
    [051] When the throttle opening is determined to be equal to or greater than the set value (5 degrees), then a determination is made that the acceleration operation by pressing the accelerator pedal is in progress, and in step S22, an accelerator pressure determination indicator (flag_AP0) is set to “1” to indicate that the accelerator pedal is in a depressed state.
    [052] However, when the APO throttle opening is determined to be less than the set value (5 degrees), as well as not being in a state of pressing the accelerator pedal, in step S23, the accelerator press is reset to 0 (flag_APO) to indicate this state.
    [053] In the subsequent step SV-04 in FIG. 2, the unified controller 8 calculates the vehicle speed (VSP) based on the engine rotation speed Nm.
    [054] In addition, the unified controller 8 determines by executing the control program in FIG. 6 in step SV-05 (corresponding to the ramp back movement detection unit according to the present invention) whether or not the vehicle is in a ramp back movement state in which the vehicle backs up ramp in a direction opposite to the starting direction during the start due to a slope of the track or something like that. Then, the unified controller of 8, when determining that the vehicle is moving backwards on a ramp, establishes an indicator for determining backward motion on a ramp to "1", and when it is not in a backwards moving state on a ramp , the ramp back movement determination indicator (flag_ROLLBACK) will be reset to “0”.
    [055] In other words, first, at steps S31 and S32 in FIG. 6, a determination is made with respect to a gear position, that is, the driver has selected range D for forward travel, range R for reverse travel, and range P or N for non-actuation state.
    [056] In step S33, if it is determined that lane D happens in step S31, a determination is made for the ramp backward movement state in which the vehicle makes ramp backward movement in an opposite direction (that is, for to the starting direction (ie, starting forward due to lane D) depending on whether a situation continues for a predetermined time (01.0 seconds in FIG. 6) with the speed of the VSP vehicle being equal or less than a vehicle's ramp-back movement determination speed (-0.5 km / h in FIG. 6).
    [057] When determined that the ramp back movement state exists, in step S34, a ramp back movement determination indicator (flag_ROLLBACK) is set to “1” indicating this state, and when determined that the state is not is in the ramp back movement state, in step S35, the ramp back movement determination indicator (flag_ROLLBACK) is reset to “0” to indicate this fact.
    [058] In step S36, if it is determined that the R lane is activated, in step S32, a determination is made in relation to the ramp backward movement state in which the vehicle ramps backwards in an opposite direction (this is, forward) to the starting direction (ie, reverse starting due to the R range) depending on whether a situation continues for a predetermined time (0.1 seconds in FIG. 6) with the speed of the VSP vehicle being equal or less than a vehicle's ramp-back movement determination speed (0.5 km / h in FIG. 6).
    [059] When determined that the ramp back movement state exists, in step S37, a ramp back movement determination indicator (flag_ROLLBACK) is set to “1” indicating this state, and when determined that the state is not is the ramp back movement, in step S38, the ramp back movement determination indicator (flag_ROLLBACK) is reset to “0” to indicate this.
    [060] It should be noted that in step S31 and in step S32, if it is determined that the N-band or the P-band for non-activation are active, since it is unnecessary to determine the ramp back movement due to these bands not being trigger ranges for the start operation, in step S38, the indicator for determining the ramp back movement (flag_ROLLBACK) is reset to “0”.
    [061] Next, the unified controller 8 determines whether or not the vehicle is in a stationary or stationary state (or starting state) with no ramp back movement by carrying out the control program in FIG. 7 in step SV-06 (corresponding to the stopped state detection unit) in FIG. 3.
    [062] When determined as a stopped state (or starting state) without a ramp backward movement, the vehicle stop determination indicator (flag_VEL0) is set to “1”, and when determined that the vehicle is still moving ramp retreat without being stationary, the vehicle stop determination indicator (flag_VEL0) is reset to “0” to indicate this.
    [063] That is, in step S42 and in step S41 in FIG. 7, the gear position selected by shift 2 is determined by identifying track D for forward travel, track R for reverse travel, or track P or N for non-triggering status.
    [064] In step S43, if determined as D track in step S41, depending on whether the situation continues for a predetermined time (0.1 seconds in FIG. 7) in which the speed of the VSP vehicle is “zero! (stopped) or positive (ie, forward travel), a determination is made as to whether or not the vehicle is in a stopped state or starting state in the same direction as the starting direction (ie starting forward due to lane D) after the vehicle moves backwards on a ramp.
    [065] When it is determined that the vehicle is in a brown or starting state after the vehicle has stopped the ramp back movement, in step S44, the vehicle's stop status determination indicator (flag_VEL0) will be set to “1 ”, While, when determined that the vehicle is not yet in a stopped or starting state, in step S45, the vehicle stop determination indicator (flag_VEL0) will be reset to“ 0 ”to indicate this event.
    [066] In step S43, if it is determined that the R range is active in step S42, a determination is made, depending on whether the situation continues for a predetermined time (0.1 seconds in FIG. 7) at which speed of the VSP vehicle is “zero” (stopped) or negative (that is, reverse movement) after the vehicle has stopped the ramp back movement, in relation to the stopped state or starting state in which the vehicle moves in the same direction ( that is, backwards) than the starting direction (that is, reverse starting due to the R range).
    [067] When determined that the vehicle is in a stopped or starting state after the vehicle has stopped the ramp back movement, in step S48, the vehicle stop determination indicator (flag_VEL0) will be reset to “zero” to indicate this occurrence.
    [068] It should be noted that, when determined in steps S41 and S42 that the vehicle is in track P or in track N for non-movement, since these are not the movement or activation ranges for starting, the determination of stop above described is unnecessary and the vehicle stop determination indicator (flag_VEL0) will be reset to “0” in step S48.
    [069] Then, the unified controller 8 determines whether or not to execute the control and blocking of recoil movement on a ramp which is the objective of the present invention by executing the control program of FIG. 8 in step SV-07 in FIG. 3.
    [070] When the ramp back movement control control is determined to be running at the start due to its execution conditions being met, a ramp back movement control execution indicator (flag_RSAON) will be set to “1 ”To indicate this event.
    [071] When determined not to execute the ramp back movement block control at the start due to its execution conditions not being met, an ramp back movement control execution indicator (flag_RSAON) will be reset to "0" to indicate this event.
    [072] More specifically, in step S51 in FIG. 8, a check is made when the gear position selected by shift 2 is in the travel range, that is, range D or range R, and whether battery 6 is in a charging restriction period in which the energy that PIN can be loaded equal to or less than 5 kW.
    [073] In step S52, after step S51 in which a travel range was selected during the load restriction period, a check is made for the existence of a start-up operation depending on whether the brake pressure determination indicator (flag_BRK) is “zero! (non-braking state with the brake pedal not being depressed) and whether the accelerator pressure determination indicator (flag_AP0) is “1” (ie, acceleration state with the accelerator pedal being depressed).
    [074] Therefore, step S52 corresponds to the start operation detection device.
    [075] In step S51, when a range determination is performed that is not displacement such as the P or N range, or the energy that can be charged the battery PIN exceeds 5 kW and is not in the charging restriction period, then, the ramp back movement lock control during the start according to the present invention is kept necessary, and the ramp back movement control execution indicator (flag_RSAON) will be reset to "zero".
    [076] Additionally, even if a determination is made in relation to the selection of the D, R (displacement range) range during the load restriction period in step S51, with a braking state (flag_BRK = 1) by the pressing state brake pedal or non-acceleration pedal (flag_AP0) with the accelerator pedal not being depressed, any intention to accelerate (start operation) is clearly confirmed. Therefore, the control of ramp-back movement blocking in terms of the purpose of the present invention is obviously unnecessary. The indicator of execution of the control of the blocking movement of the ramp (flag_RSAON) will be reset to “0” to indicate this occurrence.
    [077] When the travel range has been determined to be selected during the load restriction period in step S51, (flag_BRK) is “0” in step S52 (no braking state in which the brake pedal is not being depressed , and (flag_AP0) is “1” (accelerator pedal is pressed), that is, when the start operation is determined to exist, a check is made in step S54 when the ramp back movement control is applied during start-up is active or not depending on whether the ramp back movement control execution indicator during start (flag_RSAON) is “0” or not.
    [078] When the ramp back movement blocking control is in the non-running state (DISABLED), in step S55 a check is made in step S55 of whether or not the vehicle causes ramp back movement depending on whether the indicator for determining the ramp back movement (flag_ROLLBACK) is “1” or not. Thus, step S55 corresponds to the vehicle's ramp back movement detection unit according to the present invention.
    [079] When (flag_ROLLBACK) is set to “0” (ramp back movement is not occurring), as long as there is no need to control ramp back movement during the start, the run control execution indicator Ramp back movement block (flag_RSAON) remains “0” in step S55, the same value as the previous value verified in step S54. When (flag_ROLLBACK) is set to “1” (ramp back movement during the match is occurring), since there is a need for ramp back movement control during the start, the motion lock control execution indicator ramp retreat (flag_RSAON) will be set to “1” in step S57.
    [080] When the previous value of the ramp-back movement blocking control execution indicator during the start (flag_RSAON) is determined to be “1”, that is, when the ramp-back movement blocking control is determined to be executed (ON), a determination is made in step S58 when a whether or not the vehicle is in a stopped state (or in the starting state) after the completion of the ramp back movement block depending on whether the indicator vehicle stop determination (flag_VEL0) is “1” or not.
    [081] Consequently, step S58 corresponds to the vehicle's stop detection device according to the present invention.
    [082] While the vehicle stop indicator (flag_VEL0) is determined to be not “1”, that is, the control of the vehicle's ramp back movement at start has not yet been completed, and thus the back movement ramp is occurring, the ramp back movement control indicator (flag_RSAON) is kept at “1”, the previous value verified in step S54.
    [083] When it is determined that the vehicle stop determination indicator (flag_VEL0) is “1” in step S58, that is, when the backward ramp movement does not occur after the completion of the backward movement lock control in ramp, that is, the vehicle is in a stopped state (or starting state), the ramp back movement control execution indicator (flag_RSAON) is reset to “0” in step S60.
    [084] In step SV-08, the unified controller 8 calculates a basic torque value of the desired engine TTMA0 that is required by the driver under current operating conditions from the opening of the AP0 accelerator and the speed of the VSP vehicle based on a basic torque value map of the engine illustrated in FIG. 9.
    [085] The unified controller 8 calculates the motor torque command value (TTMA) to instruct the motor controller 5 as shown in FIG. 1 in the next step SV-09 (corresponding to the control unit of the electric rotating machine and the start-up unit).
    [086] In other words, when the ramp back movement control control indicator (flag_RSAON) is “0”, the motor torque command value (TTMA) is set to the same value as the base value of the desired motor torque above (TTMA), that is, (TTMA = TTMAO), where a normal motor torque control is performed.
    [087] When the ramp back movement control indicator (flag_RSAON) is changed from “0” to “1”, the motor torque command value (TTMA) is set to be close to “ 0 ”at a constant rate starting from the value at the time of change (the same value as the basic torque value of the desired TTMAO motor). In contrast, when the ramp back movement blocking control execution indicator (flag_RSAON) is changed from “1” to “0”, the motor torque command value (TTMA) will be recovered or returned to the value basic desired motor torque (TTMAO) at a constant rate of change from “0” at the time of change, and the control returns to a normal motor torque control at the completion of the recovery time in which TTMA is equal to TTMAO.
    [088] The unified controller 8 calculates the command value of the brake torque of the ramp-back movement (TTBRK) to be instructed for the fluid pressure brake controller 14 in FIG. 1 in step SV-10 in FIG. 2 (corresponding to the friction brake control unit and the friction brake force recovery unit) as follows.
    [089] More specifically, when the ramp back movement blocking control execution indicator (flag_RSAON) is “0”, since the ramp back movement blocking control at start is not performed, the value of Ramp back movement lock torque torque command (TTBRK) will be set to “0” (ie TTBRK = “0”).
    [090] When the ramp back movement lock control execution indicator (flag_RSAON) changes from “0” to “1”, the ramp back movement lock torque command value (TTBRK) will be increased to obtain the same torque value as the basic desired torque value of the TTMAO engine from “0” at the time of change at a constant rate of change.
    [091] Conversely, when the ramp recoil lock control execution indicator (flag_RSAON) at start is changed from “1” to “0”, the recoil lock brake torque command value ramp (TTBRK) will be reduced from the value at the time of the change (the same torque value as the basic torque value of the desired motor TTMAO) to finally reach “0” (that is, TTBRK = “0”).
    [092] Note that in the embodiment, the rate of reduction of the ramp-back brake torque command value (TTBRK) at start during reduction is set to the same as the rate of increase in command value motor torque (TTMA) from “0” to the basic desired torque value of the TTMAO motor, which is performed in step SV-09 in response to the change from (flag_RSAON) to be “1” to “0”.
    [093] The unified controller 8 performs a data transmission process in which the value of the ramp recoil lock brake torque value (TTBRK) obtained in step SV-10 will be transmitted to the pressure brake controller of fluid 14 shown in FIG. 1 while the motor torque command value (TTMA) obtained in step SV-09 will be transmitted to the motor controller 5 shown in FIG. 1.
    [094] In step SB-04 in FIG. 3, the fluid pressure brake controller 14 calculates a basic brake fluid pressure value (TPMC0) corresponding to the brake torque that the driver is requesting, based on the BRKSTRK brake pedal travel with reference to a map corresponding to a brake fluid pressure characteristic shown in FIG. 10.
    [095] In the subsequent SB-05 step, the fluid brake controller 14 performs a data reception process in FIG. 1 to receive the ramp-back brake lock command value (TTBRK) at the start transmitted from the unified controller 8 in step SV-11 in FIG. two.
    [096] Subsequently, the fluid brake controller 14 calculates a hydraulic pressure or brake fluid command value (TPMC) to be transmitted to the brake fluid pressure control device 13 shown in FIG. 1 in step SB-06 in FIG. 3 which corresponds to the friction brake control unit according to the present invention.
    [097] This brake fluid pressure command value (TPMC) is a brake fluid pressure command value (desired master brake fluid pressure) for operating the brake unit 1L, 1R, 12L and 12R of so that the friction brake torque of the vehicle as a whole corresponds to the brake torque of the driver's request corresponding to the BRKSTRK brake pedal travel in braking operation in response to the brake pedal pressing on the one hand, and corresponds to the value torque control switch for blocking recoil movement on TTBRK ramp when starting in response to pressing the accelerator pedal.
    [098] Therefore, the brake fluid pressure command value (TPMC) determines to take the highest and select the highest among the basic TPMCO brake fluid pressure value obtained in step SB-04 and the brake fluid pressure Ramp back movement lock required to reach TTBRK ramp back brake torque command value received in step SB-05.
    [099] <illustration of the ramp back movement blocking operation at startup>
    [100] The operation of the ramp-back movement blocking control device in the first embodiment described above is now explained below with reference to the starting operation shown in FIG. 11 in which the opening of the APO accelerator pedal increases as illustrated from time t1 in a stationary or stopped state (vehicle speed VSP = 0) with the operation of range D under the load restriction operation.
    [101] In response to the start-up operation due to the increased opening of the APO throttle, the desired basic torque value of the TTMA0 engine increases as shown by a dashed line. Since the flag_RSAON ramp back movement control execution indicator is "0" in the initial start-up period, and therefore, the ramp back movement control control is not executed, the torque command value of the TTMA motor will be set to the same value as the desired basic torque value of the TTMA motor.
    [102] By the way, when the vehicle faxes the ramp backward movement in a direction opposite to the starting direction due to the inclination of the street regardless of the torque command value of the TTMA motor (= TTMA0) and the state continues for a while predetermined 0.1 seconds or more at which the speed of the VSP vehicle is equal to or below a ramp backward motion speed, -0.5 km / h (step S33, FIG. 6), the indicator ramp movement determination flag_ROLLBACK changes from "0" to "1" at this time t2 (step S34, FIG. 6). Thus, when starting, the ramp back movement control indicator, flag_RSAON, changes from “0” to “1” (step S57, FIG. 8) and the ramp back movement control control will be performed below.
    [103] At time t2 when the ramp back movement control control indicator (flag_RSAON) changes from “0” to “1”, the ramp back movement brake torque command value (TTBRK) increases from time t2 of change to “0” with a constant rate of change a1 to obtain the same torque value with the desired basic torque value of the TTMAO motor (step SV-10, FIG. 2).
    [104] Then, in response to the increase in the ramp-back locking torque command value (TTBRK) at startup, the pressure of the ramp-back locking brake fluid also increases to achieve this.
    [105] By the way, as described above for step SB-06 in FIG. 3, the brake fluid pressure command value TPMC towards the hydraulic brake pressure control device 13 in FIG. 1 is derived from a higher value between the brake fluid pressure of the backward ramp movement at startup and the basic brake fluid pressure value TPMC0 obtained in step SB-04 (that is, by selecting of the highest value) in order to obtain the value of the torque control command of the ramp-back movement lock (TTBRK).
    [106] However, in the starting operation, since the BRKSTRK stroke is “0” due to the release of the brake pedal, the basic pressure value of the brake fluid TPMC0 is also “0” .l
    [107] Therefore, the brake fluid pressure command value TPMC assumes the same value as the brake fluid pressure of the ramp-back movement at startup and increases as shown in FIG. 11 (in FIG. 11, for convenience, shown as the same line as for the TTBRK ramp lock brake torque command value).
    [108] On the other hand, after the instant t2 at which the ramp back movement blocking control execution indicator (flag_RSAON) changes from “0” to “1”, the motor torque command value (TTMA ) is decreased from the value at the time of initial change t2 (the same value as the basic torque value of the TTMAO motor) with a constant rate of change β1 to finally reach “0” at time t3 (step SV-09, FIG. 2).
    [109] Due to the reduction in the motor torque command value (TTMA) after time t2 with “0” maintained after time t3, and the increase in the torque value command of the ramp recoil movement brake torque TTBRK (brake fluid pressure command value TPMC) at start, the ramp back movement will be prevented as apparent from the evolution over time of the VSP vehicle speed. At time t4 in FIG. 11 in which the vehicle's ramp back movement block was completed with the vehicle speed VSP being “0”, the vehicle stop determination is made (step S43, FIG. 7) depending on whether this state has continued for a predetermined time of 0.1 seconds or not. At time t5 in which the vehicle speed status being "0" has remained for 0.1 seconds, the vehicle stop determination indicator flag_VEL0 is changed from "0" to "1" (step S44, FIG. 7) .
    [110] In response to the change of the vehicle stop determination indicator, flag_VEL0, from 0 to 1, at time t5 the ramp back movement blocking control indicator (flag_RSAON) will be changed from “1” to "0" (step S58 and step S60 in FIG. 8).
    [111] When at time t5 the ramp back movement control execution indicator (flag_RSAON) has changed from “1” to “0”, the motor torque command value (TTMA) returns to the value desired basic torque of the TTMAO motor (step SV-09) from “0” at the time of change, at time t5 with a constant rate of change β2, and the control returns to the normal torque control of the motor at time t6 on completion of recovery (with TTBRK “0”) (step SV-9, FIG. 2).
    [112] After instant t5 at which the ramp back movement lock control execution indicator (flag_RSAON) has been changed from “1” to “0”, the torque lock command value of ramp recoil (TTBRK) at start will decrease from the value at time t5 of change (ie, the same value as the desired basic torque value of the TTMAO motor) with a constant rate of change a2 (the same speed with speed motor torque increase β2) to finally reach “0” at time t6 (step SV-10, FIG. 2).
    [113] In addition, along with the reduction of the brake torque command value of the ramp-back movement lock (TTBRK), the brake fluid pressure command value (TPMC) is also reduced (step SB- 06, FIG. 3).
    [114] Due to the decrease or reduction in the brake torque command value of the TTBRK ramp-back movement (brake fluid pressure command value TPMC) in a2 along with the recovery of the torque command value of the engine (TTMA) for the desired basic torque value of the TTMAO engine in β2, the vehicle is able to start as apparent from the vehicle's speed being equal to or greater than zero (that is, VSP> 0).
    [115] Additionally, considering that the rate of decrease or reduction of the brake torque command value of the TTBRK ramp recoil movement (brake fluid pressure command value TPMC) at <x2 and the recovery of the value motor torque command (TTMA) described above for the desired basic motor torque value are the same (ie a2 = -β2), the two operations complete at the same time t6, and both the motor torque control how the brake control can be returned to the normal control mode at this time t6 and after it. It is made
    [116] Consequently, in the first embodiment, when the vehicle's ramp backward movement occurs in the starting operation and wheel braking is required to prevent the ramp backward movement with battery 6 being restricted for charging, the wheels they are controlled to be braked with friction based on the brake torque command value of the TTBRK ramp recoil movement (brake fluid pressure command value TPMC) at start.
    [117] Therefore, when regenerative braking is not available, the wheels are braked by the friction brake (TTBRK) to prevent backward ramp movement at start. Thus, the disadvantageous situation can be avoided, in which the ramp-back movement in the starting operation cannot be prevented during the loading restriction period.
    [118] Additionally, the situation in which regenerative braking is performed regardless of the charging restriction period and the regenerative force causes the battery to overload 6 can also be avoided.
    [119] In addition, the engine torque command value (TTMA) is set to “0” while the wheels are being frictionally braked based on the TTBRK ramp recoil lock brake torque command value ( brake fluid command value TPMC). Thus, no regenerative torque (TTMA) will be emitted by motor 3 in the motor torque command value (TTMA = TTMAO) in response to the opening of the APO accelerator regardless of the operation of preventing the recoil movement in ramp by means of friction braking. so that overload can be reliably avoided.
    [120] In addition, in response to the vehicle stop determination indicator, flag_VEL0, being set to “1”, the vehicle's stopped state is determined by blocking the vehicle's ramp back movement by wheel friction braking based in the brake torque command value of the TTBRK ramp recoil movement (brake fluid pressure command value TPMC). Then, friction wheel braking based on the TTBRK ramp-back brake torque command value at start (brake fluid pressure command value TPMC) can be prevented, and the brake command value motor torque (TTA) will be allowed to return from “0” to the desired basic torque value of the TTMAO motor.
    [121] Therefore, there is no occurrence of a situation where the regenerative braking will start without the backward ramp movement being stopped. Thus, a disadvantageous situation can be avoided, in which the regenerative force occurs regardless of the loading restriction period.
    [122] In addition, since the TTBRK ramp recoil block brake torque command value is set to the value equivalent to the desired basic torque value of the TTMAO motorcycle according to the APO accelerator opening, the change the increase or decrease in the braking force by wheel friction based on the brake torque command value of the TTBRK ramp recoil movement (brake fluid pressure command value TPMC) is performed according to the opening of the brake acceleration by the driver. Thus, the control of frictional braking force is guaranteed with the same feeling as the control of the recoil movement block on start by the regenerative braking so that the control of recoil movement blocking can be carried out without causing a feeling of discomfort.
    [123] In addition, the instant the ramp-back movement blocking at the start has completed with the vehicle stopping, the reduction in the TTBRK ramp-up movement brake torque command value at the start (value brake fluid pressure command (TPMC) (at speed a2) and the recovery of the basic motor torque value (TTMA) to the desired motor torque command value TTMAO (at speed β2) are performed at the same speed. Thus, both the first reduction in the brake torque command value of the TTBRK ramp recoil movement at start (brake fluid pressure command value TPMC) and the subsequent recovery of the basic motor torque value (TTMA ) to the desired torque command value of the TTMAO motor are completed at the same time (time t6, FIG. 11) to revert to normal control.
    [124] Thus, a disadvantageous situation in which a smooth start is not guaranteed due to a difference in the time of completion of the two with a strong braking sensation accompanied can be avoided.
    [125] Additionally, when the start operation is released by the release of the accelerator pedal during control to prevent the vehicle's ramp-back movement by braking with friction on the wheels based on the locking brake torque command value backward movement on TTBRK ramp (brake fluid pressure command value TPMC), the control advances from step S52 in FIG. 8 for step S53, where the indicator of execution of control of blocking of movement of recoil in flag_RSAON at the start will be set to “0”. Thus, the control of blocking the recoil movement in ramp by friction braking will be stopped (by setting TTBRK to “0”), and the brake fluid pressure command value TPMC obtained in step SB-06 in FIG. 3 will be set to the same value as the basic pressure value of the TPMCO brake fluid obtained in step SB-04 in the same figure. Therefore, even when pressing the brake pedal and stopping the start operation during the vehicle's ramp backward movement control, provided the brake fluid pressure command value TPMC is established according to the stroke of the vehicle. BRKSTRK brake pedal (braking operation by the driver), there is no risk of giving rise to the feeling of discomfort so that recovery or return to normal control can be performed without discomfort. SECOND ACHIEVEMENT <Configuration>
    [126] FIG. 12 is a graph of time of operation at start-up for controlling backward movement of the ramp in the second embodiment according to the present invention.
    [127] In this embodiment, the reduction method with which the ramp-back movement lock brake torque (TTBRK) command value at start will be reduced the instant the motion lock control execution indicator ramp retreat (flag_RSAON) changed from “1” to “0” is performed as described below referring to FIG. 12 while otherwise in the same manner as in the first embodiment.
    [128] FIG. 12 shows the graph of operating time in the same condition as in FIG. 11, and the torque command value of the TTMA motor as in the first embodiment from time t5 on which the ramp back movement blocking control execution indicator (flag_RSAON) changes from “1” to “0” in towards the desired basic value of the TTMAO motor torque from “0” at a rate of change β2 (step SV-09, FIG. 2).
    [129] It will be allowed that the value of the brake torque command of the ramp-back movement lock (TTBRK) at the start is reduced in step SV-10 in FIG. 2 to finally reach “0” from the δ value (same value as the basic torque value of the TTMAO motor) as described below.
    [130] In other words, time t7 is considered as a reference in which the motor torque command value increases from ”0” towards the desired TTMAO motor touch at a rate of change β2 to obtain the same value δ as the value of the brake torque command value of the ramp-back movement lock (TTBRK) at the start assumes at the time of the change described above.
    [131] Until time t7, the value of the brake torque command value of the ramp-back movement lock (TTBRK) at start is maintained at the value δ at time t5, and after and at time t7, the value will be allowed ramp brake torque control command (TTBRK) is reduced from the value maintained δ to “0” (ie TTBRK = “0”) at time t8 with a constant rate of change a3 and subsequently the control returns to normal control.
    [132] In addition, the time to allow the ramp recoil lock brake torque (TTBRK) command value to return from the maintained value δ to “0”, as described above, is not required to be the t7 instant of the same value δ in which the torque command value of the TTMA motor assumes at instant t5.
    [133] For example, the ramp recoil motion brake torque command value (TTBRK) may be allowed to return from the maintained value δ to “0” at the time when the motor torque command value reaches a predetermined percentage of the value described above, δ. It is made
    [134] On the ramp back movement lock control device in the second embodiment, the ramp back movement brake torque command value (TTBRK) is not allowed to start decreasing immediately at time t5 at which indicator of execution of the control of the blocking movement of the ramp (flag_RSAON) changed from “1” to “0”.
    [135] Instead, the ramp-back movement lock brake torque command value (TTBRK) is maintained for a predetermined time (until time t7 in FIG. 12) at value δ at time t5, and after that it is decreased to "0". Therefore, blocking the vehicle's ramp-back movement can be reliably performed by friction braking, and such a disadvantage where regenerative force occurs regardless of the loading restriction period is certainly avoided. «Dutras Concretizações
    [136] In addition, a description has been made in the case of the illustrated embodiments that an electrically powered vehicle is, as shown in Figure 1, an electric vehicle that is equipped only with electric motor 3 as a power source. The same concept can be applied with a similar idea for a hybrid vehicle driven by energy from both the combustion engine and the electric motor. It goes without saying that the same operation, well the effects, are obtained as the operation and the effects described above.
    权利要求:
    Claims (6)
    [0001]
    1. Ramp back movement blocking device (SV-05) for an electrically driven vehicle: i) the vehicle is able to move through the transmission of driving force from an electrical rotating machine (3 ) for the wheels (1L, 1R, 2L, 2R); and ii) the wheels (1L, 1R, 2L, 2R) are capable of being braked by regenerative braking using stored energy (6) associated with the electrical generation of the rotating electric machine (3) and by friction braking according to the requirement, comprising: a charge restriction detection unit that is configured to detect when charging the battery (6) by the rotating electrical machine (3) is being prohibited; an accelerator operation detection unit (23) that is configured to detect an accelerator operation from an electrically driven vehicle driver; a vehicle ramp back movement detection unit (S55) that is configured to detect that the vehicle ramp back movement in the opposite direction to the acceleration direction when the accelerator operation detection unit (23) detected the accelerator operation; and a friction brake control unit (SB-06, SV-10) FEATURED by the fact that it is configured to cause frictional braking to occur and to control frictional braking force for a braking force according to the throttle operation when the throttle operation detection unit (23) and the vehicle's ramp-back movement detection unit (S55) detect the vehicle's ramp-back movement in the accelerator operation and the restraint unit charging detects the charging operation ban, in which, when charging the battery (6) by the rotating electric machine (3) is not prohibited, regenerative braking is used.
    [0002]
    2. Ramp back movement blocking control device (SV-05), according to claim 1, CHARACTERIZED by additionally comprising: an electrical rotation machine control unit (SV-09) that is configured to control the output of the rotating electrical machine (3) to zero while the friction brake control unit (SB-06, SV-10) causes frictional braking to occur.
    [0003]
    3. Ramp back movement blocking control device (SV-05), according to claim 2, CHARACTERIZED by additionally comprising: a vehicle stop detection unit (SV-06, S43) that is configured to detecting a stopped state of the vehicle after the vehicle has stopped making the ramp backward movement; and a start-up preparation unit (SV-09) which is configured to stop frictional braking through the friction brake control unit (SB-06, SV-10) when the vehicle has been stopped by the detection of vehicle stop (SV-06, S43) and to return the output of the rotating electrical machine (3) whose output has been controlled to zero until a desired output value according to the starting operation.
    [0004]
    4. Ramp back movement blocking device (SV-05), according to claim 3, CHARACTERIZED by the fact that the frictional braking force that the frictional braking control unit (SB-06 , SV-10) cause it to occur is equal to a torque value equivalent to the desired torque value of the electrical rotating machine output (3) in response to the accelerator operation.
    [0005]
    5. Ramp back movement blocking device (SV-05), according to claim 3 or 4, CHARACTERIZED by the fact that the starting preparation unit (SV-09) is configured to equalize a rate of braking force reduction when the friction brake control unit (SB-06, SV-10) stops frictional braking from occurring at the recovery speed of the electrical machine's output speed (3) a from zero to the desired output torque.
    [0006]
    6. Ramp back movement blocking device (SV-05), according to any one of claims 1 to 5, CHARACTERIZED by the fact that it additionally comprises: a frictional braking force recovery unit (SV- 10) which is configured, when the start operation detection unit (23) does not detect the accelerator operation by the driver, to stop the friction brake and to control the friction brake force to a torque value corresponding to the operation braking by the driver
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    同族专利:
    公开号 | 公开日
    KR101457316B1|2014-11-04|
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    EP2639098B1|2020-12-02|
    EP2639098A4|2017-10-18|
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    KR20130099987A|2013-09-06|
    CN103118896B|2016-04-20|
    WO2012063564A1|2012-05-18|
    JP2012105386A|2012-05-31|
    JP5771953B2|2015-09-02|
    MX2013002824A|2013-04-05|
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    BR112013005903A2|2016-06-07|
    US8876658B2|2014-11-04|
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    法律状态:
    2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-07-23| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-03-31| B06A| Patent application procedure suspended [chapter 6.1 patent gazette]|
    2020-07-28| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-11-10| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 26/09/2011, OBSERVADAS AS CONDICOES LEGAIS. |
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    JP2010-249341|2010-11-08|
    PCT/JP2011/071837|WO2012063564A1|2010-11-08|2011-09-26|Control apparatus for preventing rolling back of electrically driven vehicle upon start-up thereof|
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