JP2004076687A - Exhaust/electric supercharging type hybrid vehicle - Google Patents

Exhaust/electric supercharging type hybrid vehicle Download PDF

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JP2004076687A
JP2004076687A JP2002240721A JP2002240721A JP2004076687A JP 2004076687 A JP2004076687 A JP 2004076687A JP 2002240721 A JP2002240721 A JP 2002240721A JP 2002240721 A JP2002240721 A JP 2002240721A JP 2004076687 A JP2004076687 A JP 2004076687A
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battery
motor
internal combustion
state
combustion engine
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Tomohiko Katayama
片山　朋彦
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Toyota Motor Corp
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Toyota Motor Corp
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Supercharger (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the reduction in driving force of a vehicle by the reduction in charging degree of a storage battery while utilizing the responsiveness of electric drive. <P>SOLUTION: In a hybrid vehicle, a supercharger driven also by an auxiliary electric motor is provided in an internal combustion engine, and the degree of driving the supercharger by the auxiliary electric motor is controlled based on the magnitude of the power required for the drive of the vehicle and the charging state of the storage battery. <P>COPYRIGHT: (C)2004,JPO

Description

【０００１】
【発明の属する技術分野】
本発明はハイブリッド車に係り、特にその内燃機関が過給機を備え、該過給機が電動機によっても駆動されるようになっているハイブリッド車に関する改良に係わる。
【０００２】
【従来の技術】
内燃機関による駆動と電動機による駆動とを織り交ぜて車輌駆動を行うハイブリッド車は、大気汚染と地球温暖化の問題に対処する車輌として注目されている。ハイブリッド車については種々の観点からのその性能の向上を図る発明がなされているが、バッテリの充電度（ＳＯＣ）との関係については、例えば特開２０００−３２４６１５に高速定常走行時に於けるバッテリの過充電を防止すべく、ハイブリッド車の高速定常走行時にバッテリの充電度が所定値を越えたときにはシステムメインリレーをオフとし、バッテリとモータＭＧ１、ＭＧ２の駆動回路を遮断し、その上でモータＭＧ１のモータリング回転数を所定数だけ増大させることでモータＭＧ１の消費電力を大きくし、モータＭＧ２で発生した電力がモータＭＧ１で十分に消費されるようにし、またモータＭＧ１の回転数を増大させる処理を繰り返すことでモータＭＧ２の逆起電圧をバッテリの電圧とほぼ同じにし、アシスト要求があったときモータＭＧ１による内燃機関へのトルクアシストを時間遅れなくスムーズに行うことを可能にする如き発明が提案されている。
【０００３】
一方、内燃機関の排気により吸気を加圧する過給機に電動機または電動発電機を組み込むことが、例えば特開平１１−１８２２５６或いは特開２０００−４５８１２に記載されている通り知られている。特に特開２０００−４５８１２に於いては、エンジンの燃費効率を高めるべく発電電動機を組み込んだ過給機を備えた内燃機関に於いて、内燃機関に要求される等出力特性上、システムとして最も燃費の良い回転数を選択し、その回転数から要求トルクを決定し、選択された回転数を維持するように車速との関係から変速機の変速比を求め、要求トルクとなるように過給機の電動発電機を発電機または電動機として切り換え、かつその容量を制御することが提案されている。
【０００４】
【発明が解決しようとする課題】
ハイブリッド車に於いては、車輌の運転状態と蓄電器の充電状態とに応じて内燃機関の作動と電動発電機の作動とが種々の組合せにて行われるが、車輌の急加速時や急な登坂開始時の如く車輌の動力要求が急増した場合、それに対する応答の速さや繊細さの点で電動出力の増大によって対応するのが有利である。
【０００５】
しかし、そのような制御設定がなされたままであると、蓄電器の充電度（ＳＯＣ）が低下しているとき電動駆動力の増大が得にくくなり、車輌の加速性能や登坂性能に問題が生ずる。
【０００６】
本発明は、上記の問題に着目し、この点に於いてハイブリッド車を更に改良することを課題としている。
【０００７】
【課題を解決するための手段】
上記の課題を解決するものとして、本発明は、内燃機関と主電動機と蓄電器とを備え、前記内燃機関が発生する動力と前記主電動機が前記蓄電器より供給される電流によって発生する動力とにより駆動されるよう構成されたハイブリッド車にして、前記内燃機関は排気の他に補助電動機によっても駆動される過給機を備えており、前記過給機を前記補助電動機により駆動する度合を車輌の駆動に求められる動力の大きさと前記蓄電器の充電状態とに基づいて制御する補助電動機制御手段を有することを特徴とするハイブリッド車を提案するものである。
【０００８】
上記の如きハイブリッド車は、前記蓄電器の充電状態が比較的良好な第一の充電状態にあるときには、車輌の駆動に要求される或る所定値の動力を或る第一の分配比にて前記内燃機関と前記主電動機とに分担させ、前記蓄電器の充電状態が前記第一の充電状態に比して劣る或る第二の充電状態にあるときには、前記補助電動機により過給率を高めて前記内燃機関が発生する動力を増大させ、前記第一の分配比の場合より前記内燃機関の動力分担比が大きくなる第二の分配比にて同じ所要動力を前記内燃機関と前記主電動機とに分担させるよう、前記蓄電器の充電状態に応じて前記内燃機関と前記主電動機とに分担させる動力の分配比を修正する手段を有していてよい。
【０００９】
或いはまた、上記の如きハイブリッド車は、前記蓄電器の充電状態に対応して前記主電動機により発生させる動力の最大値を定めておき、前記主電動機に求められる動力がその時の前記蓄電器の充電状態に対応する前記発生動力最大値を越えるとき、その差分を前記内燃機関により賄うよう前記補助電動機を作動させる手段を有していてよい。
【００１０】
上記いずれの場合にも前記補助電動機は前記蓄電器より供給される電流により作動されても、或いは前記蓄電器とは別に設けられた補助蓄電器より供給される電流により作動されるようになっていてもよい。
【００１１】
【発明の作用及び効果】
上記の如く内燃機関と主電動機と蓄電器とを備え、内燃機関が発生する動力と主電動機が蓄電器より供給される電流によって発生する動力とにより駆動されるよう構成されたハイブリッド車に於いて、内燃機関が排気の他に補助電動機によっても駆動される過給機を備えているとき、過給機を補助電動機により駆動する度合を車輌の駆動に求められる動力の大きさと蓄電器の充電状態とに基づいて制御する補助電動機制御手段が設けられていれば、車輌の要求駆動力が急増したとき、蓄電器の充電状態が良好であれば蓄電器の電流により電動機を作動させ或は作動中のその出力を増大させることによりそれに対処し、蓄電器の充電状態があまり良くなければ補助電動機を作動させて内燃機関の過給率を高めることにより機関出力の急増を図るよう、蓄電器の充電状態に応じてハイブリッド車の出力制御を最適化することができる。
【００１２】
その場合に、蓄電器の充電状態が比較的良好な第一の充電状態にあるときには、車輌の駆動に要求される或る所定値の動力を或る第一の分配比にて内燃機関と主電動機とに分担させ、蓄電器の充電状態が前記第一の充電状態に比して劣る或る第二の充電状態にあるときには、補助電動機により過給率を高めて内燃機関が発生する動力を増大させ、前記第一の分配比の場合より内燃機関の動力分担比が大きくなる第二の分配比にて同じ所要動力を内燃機関と主電動機とに分担させるよう、蓄電器の充電状態に応じて内燃機関と主電動機とに分担させる動力の分配比を修正するようになっていれば、車輌の急加速時や登坂開始時に於ける車輌の駆動性能が改善されるだけでなく、機関駆動と電動駆動とが併用される運転域全体にわたる車輌の駆動性能を蓄電器の充電度により影響されにくいものにすることができる。
【００１３】
また蓄電器の充電状態に対応して主電動機により発生させる動力の最大値を定めておき、主電動機に求められる動力がその時の蓄電器の充電状態に対応する発生動力最大値を越えるとき、その差分を内燃機関により賄うよう補助電動機を作動させるようになっていれば、蓄電器の充電状態が許す限り駆動力増大の要求に対し応答がより速やかな主電動機にて対応し、駆動力増大要求がその時の蓄電器の充電状態により許される電動駆動力の増大範囲を越えたときのみ、内燃機関の過給率増大による機関出力増大により対処するようにすることができる。
【００１４】
以上にいずれの場合にも補助電動機は任意の電源により駆動されてよい。補助電動機が主電動機と同じ蓄電器により駆動されるときには、該蓄電器の充電状態の低下は勿論補助電動機の駆動にも影響はするが、補助電動機による過給機の補助駆動に要する電力は僅かであり、蓄電器の蓄電状態が多少低下しても補助電動機の過給アシスト性能は殆ど影響されない。また主電動機の作動に並行して補助電動機が作動されれば、その分主電動機の出力は低下するが、これは補助電動機による過給アシストによって機関出力が増大することにより打ち消し可能である。また補助電動機に対し別途補助蓄電器が設けられていればこの問題は全く生じない。かかる補助蓄電器は補助電動機が電動発電機として構成されているときには、内燃機関の通常運転時にそれを適宜発電機として作動させることにより充電されてよく、或いはまた主たる蓄電器の充電状態が良好なときこれより適宜電流を与えられることにより充電されてもよい。
【００１５】
【発明の実施の形態】
図１は本発明によるハイブリッド車の駆動部の構成を一つの実施例について示す概略図である。図示の実施例に於いては、内燃機関（ＥＮＧ）１０、電動発電機（Ｍ／Ｇ）１２、トランスミッション（ＴＭ）１４、車輪（Ｗ）１６がこの順に直列に接続されている。内燃機関１０はターボ式の過給機１８を備えており、その圧縮機ロータ２０は排気タービン２２により駆動されるとともに電動機２４によっても駆動され得るようになっている。電動発電機１２はインバータ（ＩＮＶ）２６を介して蓄電器（ＢＡＴ）２８と接続されて、電動機２４はインバータ（ＩＮＶ）３０を介して蓄電器２８と接続されている。
【００１６】
インバータ２６および３０は電子制御ユニット３２によりその作動が制御されている。電動発電機１２が電動機として作動すべきときには、インバータ２６は蓄電器２８からの直流電流を交流電流に変換して電動発電機１２へ供給し、電動発電機１２が発電機として作動するときには、インバータ２６は電動発電機１２が発電した交流電流を直流に変換して蓄電器２８へ供給する。また内燃機関の過給を電動機２４によって補助をすべきときには、インバータ３０は蓄電器２８からの直流電流を交流電流に変換して電動機２４へ供給するよう作動する。尚、電動機２４は電動発電機であってもよい。また電動機あるいは電動発電機２４は直流にて作動するものであってもよく、その場合にはインバータ３０に代えて適当な電流制御器が用いられてよい。
【００１７】
電子制御ユニット３２は機関回転数センサ３４より機関回転数に関する信号、車速センサ３６より車速に関する信号、過給機回転数センサ３８より過給機回転数に関する信号、アクセル開度センサ４０よりアクセルペダル４２の踏み込み深さに関する信号をそれぞれ供給されるほか、図には示されていない諸々のセンサやアクチュエータ等よりその他の信号４４を供給され、これら各種の入力信号に基づいて制御演算を行い、内燃機関１０、電動発電機１２、トランスミッション１４、電動機２４の作動を制御し、その一環として本発明によるハイブリッド車としての制御を行う。
【００１８】
図１の実施例に示す構成をに於いては、補助電動機２４は主電動機１２と同じ蓄電器２８からの電流により作動されるようになっているが、これに代えて補助電動機２４に対し別途に補助蓄電器が設けられてもよい。図２にはそのような変更例が示されている。この場合、蓄電器（ＢＡＴｍ）２８は専ら電動発電機１２のために作動し、補助電動機２４は補助蓄電器（ＢＡＴａ）２９よりインバータ３０を経て供給される電流により作動され、またそれが電動発電機として構成されて発電作用を行うときには、インバータ０を経てを補助蓄電器２９を充電するようになっている。また補助蓄電器２９は適宜蓄電器２８よりスイッチ（ＳＷ）３１を経て充電されようになっていてよい。
【００１９】
図３は本発明によるハイブリッド車の一つの実施例をその発明に係る過給機電動制御の観点から示すフローチャートである。ハイブリッド車の駆動構成は図１または図２に示したようなものであってよい。制御が開始されるとステップ１０に於いて、特にアクセルペダル踏み込み量Ｌおよび蓄電器２８の充電度ＳＯＣを含む各種データの読み込みが行われる。
【００２０】
次いでステップ２０に於いて、アクセルペダル踏み込み量Ｌと蓄電器充電度ＳＯＣとに対応して内燃機関１０が受け持つべき動力ＰＥと電動発電機１２が受け持つべき動力ＰＭとが、予め用意された複数のマップの中からそのときの車輌運転状態に対応して選択された図に例示する如きマップによりそれぞれ算出される。ステップ２０のマップ例に於いては、特性線ＰＥはアクセルペダル踏み込み量Ｌに対して内燃機関が受け持つべき機関出力ＰＥを算出する特性線であり、特性線ＰＭのＳＯＣ１００は蓄電器２８の充電度が１００％であるときアクセルペダル踏み込み量Ｌに対して電動発電機１２が受け持つべき電動出力ＰＭを算出する特性線である。電動出力の特性線は蓄電器のＳＯＣが１００％より低下するにつれて図中いくつかの破線にて示す如く同じアクセルペダル踏み込み量に対しても低下するよう設定されている。
【００２１】
この実施例によれば、今例えば蓄電器のＳＯＣが８０％に下がったときには、アクセルペダルがＬ１まで踏み込まれたとき、電動発電機１２が受け持つべき動力をＰＭ８０１の値にとどめ、それにより不足する動力（ＰＭ１００１−ＰＭ８０１）を内燃機関の出力増大にて補うべく、ステップ３０に於いて、図示の如きマップを参照し、Ｌ１とＳＯＣ＝８０％に対応して、過給機アシスト電動機３８へ供給すべき電流ＩＴＡの大きさが求められる。
【００２２】
次いでステップ４０にてその大きさのＩＴＡ電流による電動機３８の駆動が行われ、過給機１８による内燃機関の過給効果を高め、機関出力を増大させて電動発電機１２に於ける出力低下を補う。
【００２３】
図４は本発明によるハイブリッド車の他の一つの実施例をその発明に係る過給機電動制御の観点から示す図３と同様のフローチャートである。ハイブリッド車の駆動構成は図１または図２に示したようなものであってよい。この実施例に於いても制御が開始されると、ステップ１１０に於いて、特にアクセルペダル踏み込み量Ｌおよび蓄電器２８の充電度ＳＯＣを含む各種データの読み込みが行われる。
【００２４】
次いでステップ１２０に於いて、アクセルペダル踏込み量Ｌに対応して内燃機関１０が受け持つべき動力ＰＥと電動発電機１２が受け持つべき動力ＰＭとが予め用意され図に例示された如きマップによりそれぞれ算出される。
【００２５】
次いでステップ１３０に於いて、その時の蓄電器２８の充電度ＳＯＣに基づいて電動発電機１２を電動機として作動させる場合の許容最大出力ＰＭｍａｘが図示の如きマップを参照して算出される。
【００２６】
次いでステップ１４０に於いて、ステップを１３０にて求められた許容最大出力ＰＭｍａｘとステップ１２０にて求められた電動機分担出力ＰＭの差ＰＭｅ＝ＰＭｍａｘ−ＰＭが求められる。
【００２７】
次いでステップ１５０にてＰＭｅが負であるか否かが判断される。答がイエスとときには制御はステップ１６０へ進み、図示の如きマップを参照してＰＭｅの絶対値の大きさに応じて図示の如く増大する過給機アシスト電動機２４に対する駆動電流ＩＴＡの大きさが求められる。ステップ１５０の答がノーであるときには制御はステップ１７０へ進み、ＩＴＡの値は０とされる。
【００２８】
次いでステップ１８０に於いて上に求められたＩＴＡの値に基づいて過給機アシスト電動機２４への通電が行われ、それに相当した機関の出力増大が図られる。
【００２９】
以上に於いては本発明をいくつかの実施例について詳細に説明したが、本発明がこれらの実施例にのみ限られるものではなく、本発明の範囲内にて他に種々の実施例が可能であることは当業者にとって明らかであろう。
【図面の簡単な説明】
【図１】本発明によるハイブリッド車の駆動構成を一つの実施例について示すブロック図。
【図２】図１に示すハイブリッド車の駆動構成の一部を変更した実施例を示すブロック図。
【図３】本発明によるハイブリッド車に於ける過給機電動制御の一つの実施例を示すフローチャート。
【図４】本発明によるハイブリッド車に於ける過給機電動制御の他の一つの実施例を示すフローチャート。
【符号の説明】
１０…内燃機関
１２…電動発電機
１４…トランスミッション
１６…車輪
１８…過給機
２０…ターボ圧縮機
２２…排気タービン
２４…補助電動機
２６…インバータ
２８、２９…蓄電器
３０…インバータ
３１…スイッチ
３２…電子制御装置
３４…機関回転数センサ
３６…車速センサ
３８…過給機回転数センサ
４０…アクセルペダルセンサ
４２…アクセルペダル
４４…その他の信号[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a hybrid vehicle, and more particularly to an improvement related to a hybrid vehicle in which an internal combustion engine includes a supercharger, and the supercharger is driven by an electric motor.
[0002]
[Prior art]
A hybrid vehicle that drives a vehicle by interweaving driving by an internal combustion engine and driving by an electric motor is attracting attention as a vehicle that addresses the problems of air pollution and global warming. Although inventions have been made to improve the performance of hybrid vehicles from various viewpoints, the relationship with the state of charge (SOC) of the battery is described in, for example, JP-A-2000-324615. In order to prevent overcharging, when the state of charge of the battery exceeds a predetermined value during steady-state high-speed running of the hybrid vehicle, the system main relay is turned off, the battery and the drive circuits of the motors MG1 and MG2 are cut off, and the motor MG1 The process of increasing the power consumption of the motor MG1 by increasing the motoring rotation speed of the motor MG1 by a predetermined number so that the power generated by the motor MG2 is sufficiently consumed by the motor MG1 and increasing the rotation speed of the motor MG1 Is repeated to make the back electromotive voltage of the motor MG2 substantially equal to the battery voltage. Such makes it possible to smoothly invention without delay torque assist to the internal combustion engine by the motor MG1 time has been proposed time.
[0003]
On the other hand, it is known to incorporate an electric motor or a motor generator into a supercharger that pressurizes intake air with exhaust gas from an internal combustion engine, as described in, for example, JP-A-11-182256 or JP-A-2000-45812. In particular, in Japanese Patent Application Laid-Open No. 2000-45812, in an internal combustion engine provided with a supercharger incorporating a generator motor in order to improve the fuel efficiency of the engine, the most fuel efficient system is provided due to the equal output characteristics required for the internal combustion engine. The required torque is determined from the number of rotations, and the transmission ratio is determined from the relationship with the vehicle speed so as to maintain the selected number of rotations. It has been proposed to switch the motor generator as a generator or a motor and control its capacity.
[0004]
[Problems to be solved by the invention]
In a hybrid vehicle, the operation of the internal combustion engine and the operation of the motor generator are performed in various combinations according to the operating state of the vehicle and the state of charge of the battery. It is advantageous to respond to a sudden increase in the power demand of the vehicle, such as at the start, by increasing the power output in terms of the speed of response and the sensitivity.
[0005]
However, if such a control setting is maintained, it is difficult to increase the electric driving force when the state of charge (SOC) of the battery is low, which causes a problem in the acceleration performance and the climbing performance of the vehicle.
[0006]
The present invention focuses on the above problems, and has as its object to further improve a hybrid vehicle in this regard.
[0007]
[Means for Solving the Problems]
In order to solve the above-described problems, the present invention includes an internal combustion engine, a main motor, and a capacitor, and is driven by motive power generated by the internal combustion engine and motive power generated by a current supplied from the capacitor. The internal combustion engine is provided with a supercharger driven by an auxiliary motor in addition to the exhaust gas, and the degree of driving the supercharger by the auxiliary motor is controlled by driving the vehicle. A hybrid vehicle having auxiliary motor control means for performing control based on the magnitude of power required for the battery and the state of charge of the battery.
[0008]
In the hybrid vehicle as described above, when the state of charge of the battery is in the relatively good first state of charge, the power of a certain predetermined value required for driving the vehicle is supplied at the first distribution ratio at a certain first distribution ratio. The internal combustion engine and the main motor are shared, and when the state of charge of the battery is in a certain second state of charge that is inferior to the first state of charge, the auxiliary motor increases the supercharging rate to increase the supercharging rate. The power required by the internal combustion engine is increased, and the same required power is shared between the internal combustion engine and the main motor at a second distribution ratio in which the power sharing ratio of the internal combustion engine is larger than in the case of the first distribution ratio. In order to perform the above operation, there may be provided means for correcting a distribution ratio of power to be shared between the internal combustion engine and the main motor in accordance with a state of charge of the battery.
[0009]
Alternatively, in the hybrid vehicle as described above, the maximum value of the power generated by the main motor is determined in accordance with the state of charge of the battery, and the power required for the main motor is changed to the state of charge of the battery at that time. Means may be provided for operating the auxiliary motor so that the difference is covered by the internal combustion engine when the corresponding generated power exceeds the maximum value.
[0010]
In any of the above cases, the auxiliary motor may be operated by a current supplied from the battery, or may be activated by a current supplied from an auxiliary battery provided separately from the battery. .
[0011]
Function and effect of the present invention
In a hybrid vehicle including the internal combustion engine, the main motor, and the battery as described above, the hybrid vehicle is configured to be driven by the power generated by the internal combustion engine and the power generated by the current supplied from the battery. When the engine is equipped with a supercharger driven by an auxiliary motor in addition to the exhaust gas, the degree of driving the supercharger by the auxiliary motor is based on the magnitude of power required for driving the vehicle and the state of charge of the battery. If the required driving force of the vehicle suddenly increases, and if the state of charge of the battery is good, the motor is operated by the current of the battery or the output during operation is increased if the required driving force of the vehicle is rapidly increased. If the state of charge of the battery is not very good, the auxiliary motor is activated to increase the supercharging rate of the internal combustion engine, thereby achieving a rapid increase in engine output. Cormorants, it is possible to optimize the output control of the hybrid vehicle according to the state of charge of the storage battery.
[0012]
In this case, when the state of charge of the battery is in the relatively good first state of charge, the internal combustion engine and the main motor are driven at a certain first distribution ratio by a certain predetermined value of power required for driving the vehicle. When the state of charge of the battery is in a certain second state of charge that is inferior to the first state of charge, the auxiliary motor increases the supercharging rate to increase the power generated by the internal combustion engine. The internal combustion engine according to the state of charge of the battery so that the same required power is shared between the internal combustion engine and the main motor at the second distribution ratio in which the power distribution ratio of the internal combustion engine is larger than in the case of the first distribution ratio. If the distribution ratio of the power shared between the motor and the main motor is modified, not only the driving performance of the vehicle at the time of rapid acceleration of the vehicle or at the start of climbing a slope is improved, but also the engine drive and the electric drive Driving the vehicle over the entire driving range The ability can be made to be hardly affected by the charging of the capacitor.
[0013]
Further, the maximum value of the power generated by the main motor is determined in accordance with the state of charge of the battery, and when the power required for the main motor exceeds the maximum value of the generated power corresponding to the state of charge of the battery at that time, the difference is calculated. If the auxiliary motor is operated so as to be covered by the internal combustion engine, the main motor that responds more quickly to the request for increasing the driving force as long as the state of charge of the battery allows, responds to the request for increasing the driving force at that time. Only when the electric drive power exceeds the range of increase in the electric driving force allowed by the state of charge of the battery, it is possible to cope with the increase in the engine output due to the increase in the supercharging rate of the internal combustion engine.
[0014]
As described above, in any case, the auxiliary motor may be driven by an arbitrary power supply. When the auxiliary motor is driven by the same battery as the main motor, the power of the auxiliary motor is affected by the auxiliary motor as well as the reduction of the state of charge of the battery. Even if the storage state of the storage battery is slightly reduced, the supercharging assist performance of the auxiliary motor is hardly affected. Further, when the auxiliary motor is operated in parallel with the operation of the main motor, the output of the main motor is reduced correspondingly, but this can be canceled by increasing the engine output due to supercharging assist by the auxiliary motor. This problem does not occur at all if an auxiliary electric storage device is separately provided for the auxiliary electric motor. When the auxiliary electric motor is configured as a motor generator, the auxiliary electric storage device may be charged by appropriately operating it as a generator during a normal operation of the internal combustion engine, or may be charged when the main electric storage device is in a good state of charge. The battery may be charged by more appropriately giving a current.
[0015]
BEST MODE FOR CARRYING OUT THE INVENTION
FIG. 1 is a schematic diagram showing the configuration of a drive unit of a hybrid vehicle according to the present invention for one embodiment. In the illustrated embodiment, an internal combustion engine (ENG) 10, a motor generator (M / G) 12, a transmission (TM) 14, and wheels (W) 16 are connected in series in this order. The internal combustion engine 10 has a turbocharger 18, and its compressor rotor 20 is driven by an exhaust turbine 22 and also by an electric motor 24. The motor generator 12 is connected to a battery (BAT) 28 via an inverter (INV) 26, and the motor 24 is connected to the battery 28 via an inverter (INV) 30.
[0016]
The operations of the inverters 26 and 30 are controlled by an electronic control unit 32. When the motor generator 12 is to operate as a motor, the inverter 26 converts DC current from the battery 28 into AC current and supplies it to the motor generator 12, and when the motor generator 12 operates as a generator, the inverter 26 Converts the alternating current generated by the motor generator 12 into a direct current and supplies the direct current to the battery 28. Further, when the supercharging of the internal combustion engine is to be assisted by the electric motor 24, the inverter 30 operates to convert the direct current from the battery 28 into an alternating current and supply the alternating current to the electric motor 24. Note that the motor 24 may be a motor generator. Further, the electric motor or the electric motor generator 24 may be operated by direct current, and in that case, an appropriate current controller may be used instead of the inverter 30.
[0017]
The electronic control unit 32 receives a signal related to the engine speed from the engine speed sensor 34, a signal related to the vehicle speed from the vehicle speed sensor 36, a signal related to the supercharger speed from the supercharger speed sensor 38, and an accelerator pedal 42 from the accelerator opening sensor 40. In addition to the signals relating to the depression depth of the internal combustion engine, other signals 44 are supplied from various sensors and actuators (not shown), and the control operation is performed based on these various input signals. 10, the operation of the motor generator 12, the transmission 14, and the motor 24 are controlled, and as a part thereof, control as a hybrid vehicle according to the present invention is performed.
[0018]
In the configuration shown in the embodiment of FIG. 1, the auxiliary motor 24 is operated by a current from the same battery 28 as the main motor 12, but instead of this, the auxiliary motor 24 is separately provided. An auxiliary storage device may be provided. FIG. 2 shows such a modification. In this case, the battery (BATm) 28 is operated exclusively for the motor generator 12, and the auxiliary motor 24 is operated by the current supplied from the auxiliary battery (BATa) 29 via the inverter 30, which is used as the motor generator. When the power generation operation is performed by the configuration, the auxiliary storage device 29 is charged via the inverter 0. The auxiliary battery 29 may be charged from the battery 28 via a switch (SW) 31 as appropriate.
[0019]
FIG. 3 is a flowchart showing one embodiment of the hybrid vehicle according to the present invention from the viewpoint of supercharger electric control according to the present invention. The drive configuration of the hybrid vehicle may be as shown in FIG. 1 or FIG. When the control is started, in step 10, various data including the accelerator pedal depression amount L and the state of charge SOC of the battery 28 are read.
[0020]
Next, in step 20, a plurality of maps prepared in advance are provided for the power PE to be taken by the internal combustion engine 10 and the power PM to be taken by the motor generator 12 in accordance with the accelerator pedal depression amount L and the state of charge SOC. Are respectively calculated by the map as exemplified in the figure selected according to the vehicle driving state at that time. In the example of the map in step 20, the characteristic line PE is a characteristic line for calculating the engine output PE to be taken by the internal combustion engine with respect to the accelerator pedal depression amount L, and the SOC 100 of the characteristic line PM indicates the degree of charge of the battery 28. This is a characteristic line for calculating the motor output PM to be taken by the motor generator 12 with respect to the accelerator pedal depression amount L when it is 100%. The characteristic line of the electric power output is set so that as the SOC of the battery falls below 100%, the accelerator pedal depression amount decreases as shown by several broken lines in the figure.
[0021]
According to this embodiment, when the drops now for example 80% SOC of the battery is when the accelerator pedal is depressed to L1, it kept the power to the motor generator 12 is responsible to PM80 1 value, insufficient thereby order to compensate for power (PM100 1 -PM80 1) at the output increase of the internal combustion engine, in step 30, referring to such map shown, corresponding to L1 and SOC = 80%, supercharger assisting electric motor 38 The magnitude of the current ITA to be supplied to the power supply is determined.
[0022]
Next, at step 40, the electric motor 38 is driven by the ITA current of that magnitude, the supercharging effect of the supercharger 18 on the internal combustion engine is increased, the engine output is increased, and the output reduction at the motor generator 12 is reduced. compensate.
[0023]
FIG. 4 is a flowchart similar to FIG. 3 showing another embodiment of the hybrid vehicle according to the present invention from the viewpoint of supercharger electric control according to the present invention. The drive configuration of the hybrid vehicle may be as shown in FIG. 1 or FIG. When the control is started in this embodiment as well, in step 110, various data including the accelerator pedal depression amount L and the state of charge SOC of the battery 28 are read.
[0024]
Next, at step 120, the power PE to be taken by the internal combustion engine 10 and the power PM to be taken by the motor generator 12 are prepared in advance in accordance with the accelerator pedal depression amount L, and are respectively calculated by a map as illustrated in the figure. You.
[0025]
Next, at step 130, the allowable maximum output PMmax when the motor generator 12 is operated as a motor is calculated based on the state of charge SOC of the battery 28 at that time with reference to a map as shown.
[0026]
Next, at step 140, a difference PMe = PMmax-PM between the allowable maximum output PMmax obtained at step 130 and the electric motor shared output PM obtained at step 120 is obtained.
[0027]
Next, at step 150, it is determined whether PMe is negative. When the answer is yes, the control proceeds to step 160, and the magnitude of the drive current ITA for the supercharger assist motor 24, which increases as shown in the figure according to the magnitude of the absolute value of PMe, is obtained with reference to the map as shown. Can be If the answer to step 150 is no, control proceeds to step 170 where the value of ITA is set to zero.
[0028]
Next, in step 180, the supercharger assist motor 24 is energized based on the value of ITA obtained above, and the output of the engine is correspondingly increased.
[0029]
Although the present invention has been described in detail with reference to some embodiments, the present invention is not limited to these embodiments, and various other embodiments are possible within the scope of the present invention. Will be apparent to those skilled in the art.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a drive configuration of a hybrid vehicle according to one embodiment of the present invention.
FIG. 2 is a block diagram showing an embodiment in which a part of the drive configuration of the hybrid vehicle shown in FIG. 1 is modified.
FIG. 3 is a flowchart showing one embodiment of supercharger electric control in a hybrid vehicle according to the present invention.
FIG. 4 is a flowchart showing another embodiment of the electric control of the supercharger in the hybrid vehicle according to the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 ... Internal combustion engine 12 ... Motor generator 14 ... Transmission 16 ... Wheel 18 ... Supercharger 20 ... Turbo compressor 22 ... Exhaust turbine 24 ... Auxiliary motor 26 ... Inverters 28 and 29 ... Electric storage 30 ... Inverter 31 ... Switch 32 ... Electronics Control device 34 Engine speed sensor 36 Vehicle speed sensor 38 Supercharger speed sensor 40 Accelerator pedal sensor 42 Accelerator pedal 44 Other signals

Claims (5)

内燃機関と主電動機と蓄電器とを備え、前記内燃機関が発生する動力と前記主電動機が前記蓄電器より供給される電流によって発生する動力とにより駆動されるよう構成されたハイブリッド車にして、前記内燃機関は排気の他に補助電動機によっても駆動される過給機を備えており、前記過給機を前記補助電動機により駆動する度合を車輌の駆動に求められる動力の大きさと前記蓄電器の充電状態とに基づいて制御する補助電動機制御手段を有することを特徴とするハイブリッド車。A hybrid vehicle comprising an internal combustion engine, a main motor, and a storage device, wherein the hybrid vehicle is configured to be driven by power generated by the internal combustion engine and power generated by a current supplied from the storage device; The engine is provided with a supercharger driven by an auxiliary motor in addition to the exhaust gas.The degree of driving the supercharger by the auxiliary motor is a magnitude of power required for driving a vehicle and a state of charge of the battery. A hybrid vehicle having auxiliary motor control means for performing control on the basis of the following. 前記蓄電器の充電状態が比較的良好な第一の充電状態にあるときには、車輌の駆動に要求される或る所定値の動力を或る第一の分配比にて前記内燃機関と前記主電動機とに分担させ、前記蓄電器の充電状態が前記第一の充電状態に比して劣る或る第二の充電状態にあるときには、前記補助電動機により過給率を高めて前記内燃機関が発生する動力を増大させ、前記第一の分配比の場合より前記内燃機関の動力分担比が大きくなる第二の分配比にて同じ所要動力を前記内燃機関と前記主電動機とに分担させるよう、前記蓄電器の充電状態に応じて前記内燃機関と前記主電動機とに分担させる動力の分配比を修正する手段を有することを特徴とする請求項１に記載のハイブリッド車。When the state of charge of the battery is in a relatively good first state of charge, the internal combustion engine and the main motor are driven by a certain predetermined value of power required for driving the vehicle at a certain first distribution ratio. When the state of charge of the battery is in a certain second state of charge that is inferior to the first state of charge, the power generated by the internal combustion engine is increased by increasing the supercharging rate by the auxiliary motor. Charging the power storage device so that the same required power is shared between the internal combustion engine and the main motor at a second distribution ratio at which the power distribution ratio of the internal combustion engine is larger than that at the first distribution ratio. 2. The hybrid vehicle according to claim 1, further comprising a unit that corrects a distribution ratio of power to be shared between the internal combustion engine and the main motor according to a state. 3. 前記蓄電器の充電状態に対応して前記主電動機により発生させる動力の最大値を定めておき、前記主電動機に求められる動力がその時の前記蓄電器の充電状態に対応する前記発生動力最大値を越えるとき、その差分を前記内燃機関により賄うべくその出力を高めるよう前記補助電動機を作動させる手段を有することを特徴とする請求項１に記載のハイブリッド車。When the maximum value of the power generated by the main motor is determined according to the state of charge of the battery, and when the power required for the main motor exceeds the maximum value of the generated power corresponding to the state of charge of the battery at that time. 2. The hybrid vehicle according to claim 1, further comprising means for operating the auxiliary motor so as to increase the output so that the difference is covered by the internal combustion engine. 前記補助電動機は前記蓄電器より供給される電流により作動されることを特徴とする請求項１〜３のいずれかに記載のハイブリッド車。The hybrid vehicle according to any one of claims 1 to 3, wherein the auxiliary motor is operated by a current supplied from the battery. 前記補助電動機は前記蓄電器とは別に設けられた補助蓄電器より供給される電流により作動されることを特徴とする請求項１〜３のいずれかに記載のハイブリッド車。The hybrid vehicle according to any one of claims 1 to 3, wherein the auxiliary motor is operated by a current supplied from an auxiliary battery provided separately from the battery.
JP2002240721A 2002-08-21 2002-08-21 Exhaust/electric supercharging type hybrid vehicle Pending JP2004076687A (en)

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CN112428979A (en) * 2019-08-09 2021-03-02 丰田自动车株式会社 Control device and control method for hybrid vehicle
US11634114B2 (en) * 2019-08-12 2023-04-25 Hyundai Motor Company Apparatus and method for controlling hybrid vehicle having electric superchargers
JP2022015053A (en) * 2020-07-08 2022-01-21 トヨタ自動車株式会社 Control device of vehicle
JP7400646B2 (en) 2020-07-08 2023-12-19 トヨタ自動車株式会社 Vehicle control device

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