JP2005330818A - Control device for power train equipped with electric supercharger - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a power train equipped with an electric supercharger improving energy efficiency by efficiently performing deceleration regeneration. <P>SOLUTION: The control device for the power train equipped with the electric supercharger includes a motor which can be switched to a drive state by electric power supply from a battery and a state charging the battery by deceleration regeneration, the electric supercharger supercharging by electric power supply from the battery, an engine load detection means, an engine rotation speed detection means, and a control means controlling the motor and the electric supercharger according to the detection results. A battery charging quantity detection means and a target torque establishing means based on engine load and engine rotation speed are included. The control means makes the motor and the electric supercharger into non-operation states if the target torque is under a first condition, makes only the electric supercharger into an operation state if the target torque is under a second condition, makes the motor and the electric supercharger into operation states if the target torque is under a third condition, and drive the motor even under the second condition mentioned above if the charging quantity is a predetermined value or more. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a powertrain control device equipped with an electric supercharger, more specifically, an electric supercharger for increasing engine output and an engine drive motor that performs engine assist. Belongs to the technical field of a powertrain control device configured to switch the driving of the powertrain according to the operating state of the engine.

  Conventionally, superchargers and turbochargers have been well known as means for increasing engine output, but both have the problem of insufficient supercharging pressure in the low engine speed range as a result of the supercharging capacity being greatly affected by the engine speed. There is. In contrast, an electric supercharger that drives a compressor with a motor can control the rotation speed of the compressor without being affected by the rotation speed of the engine, so that it can generate a sufficient boost pressure even in a low rotation speed region. Have.

  On the other hand, in recent years, there is an environment-friendly vehicle equipped with a motor that has both a function as an engine assist source and a function as a generator that is driven and connected to the engine to generate power. Patent Document 1 discloses a power train having both the electric supercharger and a motor generator as the motor. The power train includes a motor generator as the electric supercharger and a drive source. And a battery for supplying electric power. The electric supercharger has a power generation function for generating electric power by driving a turbocharger by exhaust gas, and generates electric power when the supercharger is not driven, and stores the generated electric power in the battery. Further, the motor generator similarly has a power generation function, generates power when not driven, and stores power in the battery. In the middle load region, electric power is supplied from the battery to the electric supercharger to increase the torque by supercharging, and in the high load region, electric power is supplied to the electric supercharger and the motor generator to increase the torque due to supercharging and motor driving. Get assistance.

JP-A-11-332015

  By the way, some power trains as described in Patent Document 1 have a function of charging a battery (deceleration regeneration) using power on the driving wheel side during deceleration for improving energy efficiency. This is configured to drive and connect a motor to a power transmission path from an engine to a drive source, and to perform deceleration regeneration by using the motor as a deceleration brake during deceleration. However, in a state where the battery capacity for deceleration regeneration is not ensured when the battery is fully charged, supplying regenerative power to the battery may cause battery failure. Regeneration is not performed, and the engine brake is used to decelerate.

  Here, in the control of the electric supercharger and the motor generator as disclosed in Patent Document 1, an electric supercharger with relatively low power consumption is used as the main torque assist, so the running state Depending on the case, there are problems that the battery is fully charged, and the opportunity for deceleration regeneration is reduced, the rate of travel using fuel is increased, and energy efficiency is not effectively improved by deceleration regeneration.

  Then, this invention makes it a subject to provide the control apparatus of the power train provided with the electric supercharger which improved energy efficiency by performing deceleration regeneration efficiently.

  In order to solve the above problems, the present invention is configured as follows.

  First, the invention according to claim 1 of the present application is in a state where it is driven and connected to a power transmission path from an engine to a driving wheel and is driven by power supplied from a battery and electric power generated using regenerative power during deceleration. A motor that can be switched to a state in which the battery is stored, an electric supercharger that supercharges intake air of the engine with power supplied from the battery, engine load detection means that detects parameters relating to engine load, Power provided with an electric supercharger having engine speed detection means for detecting a parameter relating to engine speed, and control means for controlling the motor and the electric supercharger in accordance with detection results of both detection means A train control device, a storage amount detection means for detecting a parameter relating to a storage amount of the battery, and an engine detected by the engine load detection means. Target torque setting means for setting a target torque based on the load and the engine speed detected by the engine speed detection means is provided, and the control means has a target torque set by the target torque setting means. In a first state that is equal to or less than a first predetermined value, both the motor and the electric supercharger are inactivated, and a second target torque is greater than the first predetermined value and greater than the first predetermined value. In the second state that is less than or equal to a predetermined value, only the electric supercharger is in the operating state, and in the third state in which the target torque is greater than the second predetermined value, both the motor and the electric supercharger are in the operating state, The battery is configured to drive the motor even in the second state when the charged amount of the battery detected by the charged amount detecting means is greater than or equal to a predetermined value.

  Next, according to a second aspect of the present invention, there is provided a powertrain control device including the electric supercharger according to the first aspect, wherein the control means is configured such that when the storage amount of the battery is equal to or greater than a predetermined amount, The larger the ratio, the larger the ratio of the motor's shared torque to the target torque.

  Next, according to a third aspect of the present invention, there is provided a powertrain control device including the electric supercharger according to the first or second aspect, wherein the powertrain control device is drivably coupled to a power transmission path from the engine to the drive wheels. A motor configured to be able to switch between a state driven by the power supplied from the battery and a state where the power generated using the regenerative power during deceleration is stored in the battery, and the engine by the power supplied from the battery. An electric supercharger that supercharges the intake air, an engine load detection means that detects a parameter related to the engine load, an engine speed detection means that detects a parameter related to the engine speed, and the detection result of both the detection means A control apparatus for a powertrain including an electric supercharger having a motor and a control means for controlling the electric supercharger, the battery being related to a storage amount A storage amount detecting means for detecting a parameter; and a target torque setting means for setting a target torque based on the engine load detected by the engine load detecting means and the engine speed detected by the engine speed detecting means. Provided in the first state where the target torque set by the target torque setting means is equal to or less than a first predetermined value, both the motor and the electric supercharger are inactivated, and the target torque is In the second state larger than the first predetermined value, the motor and the electric supercharger are in the operating state, and in the second state, when the stored amount of the battery detected by the stored amount detecting means is large, the battery is small Compared to the above, the torque sharing of the motor that achieves the target torque is increased, and the torque sharing of the electric supercharger is decreased.

  Next, according to a fourth aspect of the present invention, there is provided a powertrain control device including the electric supercharger according to any one of the first to third aspects, wherein the control means has a predetermined battery charge amount. In the above case, when the motor sharing torque that achieves the target torque is less than the maximum torque, only the motor is driven, and when the motor sharing torque that achieves the target torque is greater than the maximum torque, the electric supercharger and the motor It is characterized by driving.

  According to a fifth aspect of the present invention, there is provided a powertrain control device including the electric supercharger according to any one of the first to fourth aspects, wherein at least one of a motor temperature, an inverter temperature, and a battery temperature is provided. Temperature detecting means for detecting a parameter related to the battery, and when the control means determines that at least one of the motor temperature, the inverter temperature, and the battery temperature is higher than the predetermined temperature, the battery is charged in a state other than the first state. The motor is not driven even if the amount is a predetermined amount or more.

  First, according to the first aspect of the present invention, when the stored amount of the battery is greater than or equal to the predetermined value, the capacity of the battery for deceleration regeneration is configured by driving the motor even in the second state. Can always be secured. As a result, the usage frequency of the motor can be increased, fuel consumption can be suppressed, fuel efficiency can be improved, and energy efficiency can be improved. Note that a motor that generates assist torque by its own rotation consumes a large amount of electric power (about 5 times) as compared with an electric supercharger, so that it is possible to efficiently secure battery capacity.

  Next, according to the second aspect of the present invention, when the storage amount of the battery is greater than or equal to the predetermined value, the ratio of the motor's shared torque that achieves the target torque is increased as the storage amount increases, thereby increasing the power generated by the motor. Since the battery capacity for deceleration regeneration can be secured more quickly by consumption, the state in which deceleration regeneration is not performed can be removed early.

  Next, according to the third aspect of the present invention, when the stored amount of the battery is large, the ratio of the shared torque of the motor that achieves the target torque is increased compared to when the stored amount is small, and the shared torque of the electric supercharger is reduced. By reducing the ratio, the capacity of the battery for deceleration regeneration can be secured, and the same effect as the invention of claim 2 can be obtained.

  Next, according to the invention described in claim 4, when the motor share torque for achieving the target torque is smaller than the maximum torque, only the motor is driven and the share torque of the motor for achieving the target torque is greater than the maximum torque. Sometimes, by driving the electric supercharger and the motor, the discharge efficiency can be increased by the motor, and the state where the deceleration regeneration is not performed as early as possible can be avoided.

  According to the fifth aspect of the present invention, when the motor is driven when the motor temperature, the inverter temperature, or the battery temperature is high, there is a possibility that they may break down due to overheating. When it is determined that the battery is higher, failure of the motor, the inverter, and the battery can be avoided beforehand by not driving the motor even if the storage amount of the battery is greater than or equal to a predetermined value.

  As shown in FIG. 1, the power train 1 according to the present embodiment is mounted on a hybrid vehicle that uses an engine 10 and a drive motor 16 together as a drive source. The powertrain 1 includes an engine 10 that generates a driving force for traveling the vehicle, and a continuously variable transmission 11 that can continuously change the output rotation of the engine 10. The type of continuously variable transmission 11 is not particularly limited. Preferably, for example, a toroidal continuously variable transmission in which a power roller is tiltably interposed between an input disk and an output disk, in particular, a torque converter. These include geared neutral type continuously variable transmissions that do not require adoption. The output torque of the engine 10 is shifted to a predetermined gear ratio by the continuously variable transmission 11 and then transmitted to the left and right drive wheels 13 and 13 through the differential device 12 and the like.

  On the power transmission path 14 between the engine 10 and the drive wheels 13, 13, a connection / disconnection mechanism 15 using, for example, a clutch or the like is disposed, and the drive motor 16 transmits the power transmission via the connection / disconnection mechanism 15. It is connected to the path 14. The drive motor 16 is supplied with electric power from the battery 18 by current control by the inverter 17 and generates a rotational driving force sufficient to run the vehicle. The generated driving force is transmitted via the connection / disconnection mechanism 15. Introduced into the power transmission path 14. The drive motor 16 can function as a generator that generates electric power using the rotational driving force on the power transmission path 14 during deceleration regeneration, and the generated electric power is stored in the battery 18.

  An alternator 19 that is an AC generator is connected to the output shaft of the engine 10 via a belt, a chain, or the like. The alternator 19 is directly driven by the output rotation of the engine 10 to generate electric power, and the generated electric power is stored in the battery 18.

  An electric supercharger 21 that supercharges intake air to increase the output of the engine 10 is provided in the intake passage 20 of the engine 10. The electric supercharger 21 is a supercharger motor 22 that rotationally drives the turbine 23 on the intake passage 20 and pumps intake air in an amount larger than natural intake air of the engine 10 to the combustion chamber. Similarly to the drive motor 16, the electric supercharger 21 is driven by the supply of electric power from the battery 18.

  In the intake passage 20, an intercooler 24 and a throttle valve 25 are arranged in this order downstream of the electric supercharger 21. The throttle valve 25 is an electric type that is driven to open and close by a dedicated actuator 26. A bypass passage (also referred to as a relief passage or a recirculation passage) 27 is provided between the upstream of the electric supercharger 21 and the downstream of the intercooler 24. This passage 27 once exits the intercooler 24 in order to ensure the supercharging capability of the electric supercharger 21 when the intake air flow passing through the turbine 23 of the electric supercharger 21 is small, for example, in the low rotation region. The intake air is returned again to the upstream side of the electric supercharger 21 to secure the intake air flow rate passing through the turbine 23. The bypass passage 27 is provided with a relief valve 28 for adjusting the opening degree of the passage 27 (that is, the circulation amount of intake air passing through the turbine 23).

  As described above, the electric system of the power train 1 has a configuration in which the drive motor 16, the alternator 19, and the motor 22 of the electric supercharger 21 are electrically connected to the battery 18. When the drive motor 16 and the supercharger motor 22 are driven, electric power is supplied from the battery 18, respectively. On the other hand, when the drive motor 16 functions as a generator during deceleration regeneration, and the alternator 19 is an engine. When power generation is performed by the output rotation of 10, the generated power is supplied to the battery 18 and used for charging the battery 18.

  The control unit 40 of the power train 1 detects a signal from the supercharger motor temperature sensor 29 that detects the temperature of the motor 22 of the electric supercharger 21 and the intake air temperature immediately after exiting the intercooler 24 in the intake passage 20. A signal from the intake air temperature sensor 30 to detect, a signal from the intake air pressure sensor 31 to detect the intake air pressure immediately upstream of the throttle valve 25 in the intake passage 20, and an accelerator opening sensor 33 to detect the amount of depression of the accelerator pedal 32 by the driver. , A signal from the water temperature sensor 34 that detects the coolant temperature of the engine 10, a signal from the engine speed sensor 35 that detects the rotation speed of the engine 10, and the temperatures of the drive motor 16, the inverter 17, and the battery 18. Signals from the temperature sensors 36, 37, and 38 to be detected and state quantities relating to the amount of power stored in the battery 18 (eg A signal from the charged amount sensor 39 for detecting a pressure value, a current value, etc.), and based on the input results, the relief valve 28 on the bypass passage 27, the motor 22 of the electric supercharger 21, Current applied to a throttle actuator 26 for opening and closing the throttle valve 25, a continuously variable transmission (more specifically, various solenoids, pressure regulating valves, etc. disposed in a hydraulic control circuit for shift control), and a drive motor 16 Various control signals are output to the control inverter 17 and the like, and output control of the engine 10, torque assist control of the motor 16, or torque increase control of the electric supercharger 21 is executed. Further, when the inverter 17 applies a three-phase AC voltage to the drive motor 16 under the control of the control unit 40, the inverter 17 continuously changes the phase of the AC voltage with respect to the phase of the counter electromotive force generated in the drive motor 16. When the transfer of the AC voltage is advanced with respect to the phase of the counter electromotive force, the drive motor 16 is operated as an electric motor, and when it is delayed, the drive motor 16 is operated as a generator that stores the battery 18.

  Next, a basic control operation of the power train 1 constituting the characteristic part of the present invention will be described with reference to FIG. First, as shown in FIG. 2, in the engine 10, the total low load region and the total high rotation region are set to the natural intake region, that is, the non-supercharging region X. In the natural intake region X, neither the electric supercharger 21 nor the drive motor 16 is driven, and only an output by natural intake of the engine 1 is obtained. Further, the middle rotation high load region is set to the supercharging region Y. In the supercharging region Y, the torque is increased by the electric supercharger 21. However, when the storage amount of the battery 18 is equal to or greater than a predetermined value, torque assist is performed by the drive motor 16. Note that the torque by the drive motor 16 in the present embodiment is converted to the torque of the engine output shaft by multiplying the gear ratio of the transmission 11. The low rotation high load region is set to the motor assist region Z. In the motor assist region Z, in addition to driving the electric supercharger 5, the drive motor 11 is driven as a vehicle power source, and the output torque of the engine 1 is assisted. As described above, when the storage amount of the battery 18 is equal to or less than the predetermined value, the torque increase due to the electric supercharging is preferentially used over the torque assist by the drive motor 16, thereby reducing the burden on the drive motor 16 and the battery 18 ( The increase in heat due to high use frequency) can be reduced, and the drive motor 16 and the battery 18 can be downsized.

  Next, the control of the engine 10, the electric supercharger 21 and the drive motor 16 by the control unit 40 according to the traveling state and the transmission form of the driving force according to the traveling state will be described.

  First, when the vehicle is stopped, the engine 10, the electric supercharger 21, and the drive motor 16 are stopped. However, when the SOC is equal to or lower than the predetermined value and when it is cold, the engine 10 is operated, and the alternator 19 generates power by the rotational torque of the engine 10, and the generated power may be stored in the battery 18. When the alternator 19 is charged, a clutch (not shown) built in the continuously variable transmission 11 is released so that no driving force is transmitted from the engine 10 to the transmission 11, and the engine 10 drives the alternator 19 to charge the battery. .

  On the other hand, at the time of start, the engine 10 and the electric supercharger 21 are stopped, and the drive motor 16 outputs rotational torque. However, at the time of sudden start, the engine 10 and the electric supercharger 21 are operated at a high output after starting.

  When the engine 10 is started, a driving motor (not shown) outputs drive torque to the power transmission path 14 so that the engine 10 is cranked to start the engine 10. Instead of the starter motor, the alternator 19 may be a generator motor, and the engine 10 may be started by driving the generator motor.

  During deceleration when the accelerator opening amount is fully closed while the vehicle is running, the engine 10 is stopped and the drive motor 16 generates electric power by torque that rotates the power transmission path 14 as the vehicle travels inertially. It functions as a generator, and regenerative power generated thereby is stored in the battery 18. At this time, a clutch (not shown) built in the continuously variable transmission 11 is released, and the driving force of the power transmission path 14 is transmitted to the driving motor 16 via the connection / disconnection mechanism 15, whereby the driving motor 16 regenerates electric power. To charge the battery 18.

  In the drive force transmission mode described above, power connection / disconnection control between the engine 10 and the power transmission path 14 is performed using a clutch. However, the present invention is not limited to this, and the N (neutral) range of the transmission, A similar clutch function may be realized by controlling the transition to the D (drive) range.

  Next, a first control example of the power train 1 will be described using the flowchart shown in FIG.

  First, in step S <b> 1, signals detected by the various sensors are input to the control unit 40. In step S2, the target torque To is calculated based on the accelerator opening α and the engine speed Ne. Next, in step S3, the calculated target torque To is compared with the maximum torque Twot (in the X region) obtained by natural intake. If the target torque To is smaller than the natural intake maximum torque Twot, that is, if the target torque To is in the X region shown in FIG. 2, for example, a well-known power train based on the accelerator opening α and the engine speed Ne ( Proceed to control of engine 10 and transmission 11).

  On the other hand, when the target torque To is larger than the natural intake maximum torque Twoot in step S3, that is, when the target torque To is in the Y region or the Z region, the process proceeds to step S4 and the throttle opening TVO is set to 100%. In step S5, the target torque To is compared with the maximum torque increase value Ty obtained by supercharging. When the target torque To is smaller than Ty, that is, when the target torque To is in the Y region, the process proceeds to step S6. In step S6, the charged amount SOC of the battery 18 is compared with a predetermined value (here, charged amount SOC 50%). If the stored amount SOC is smaller than the predetermined value, the process proceeds to step S7. In step S7, the target supercharging speed N of the electric supercharger 21 is set based on the value of (target torque To−natural intake maximum torque Twot). Next, in step S8, after the supercharger 21 is feedback-controlled so that the rotational speed of the turbine 23 of the electric supercharger 21 is N, powertrain control (for example, based on the accelerator opening α and the engine rotational speed Ne). Proceed to well-known control.

  In step S6, when the charged amount SOC of the battery 18 is equal to or greater than a predetermined value, the process proceeds to step S9. In step S9, the motor temperature is compared with the first predetermined value Temp1. When the motor temperature is lower than the first predetermined value Temp1, the process proceeds to step S10, and the motor sharing rate W, which is the shared torque of the drive motor 16 with respect to the target torque To, is determined according to the charged amount SOC. As shown in the map of FIG. 4, the motor sharing rate W is zero when the storage amount SOC is 50% or less, and increases in the storage amount SOC until the storage amount SOC increases from 50% to zero and reaches 90%. When the storage amount SOC is 90% or more, the ratio of the shared torque of the drive motor 16 is set to 100%. Note that the map of the motor sharing ratio W shifts downward as the target torque To increases, and as a result, the storage amount SOC at which motor assist is started is set to a large value, and the map maintains the same gradient. Therefore, the motor sharing ratio W is set so as to decrease overall.

  In step S11, the shared target torque Tm of the drive motor 16 is set to (To-Twot) × W. Next, in step S12, the target torque Tm is compared with the maximum output torque Tmmax of the drive motor 16. When the target torque Tm is larger than the maximum output torque Tmmax, the target torque Tm is set to the maximum output torque Tmmax in step S13, and the process proceeds to step S14. On the other hand, when the target torque To is smaller than the maximum output torque Tmmax in step S12, the process directly proceeds to step S14. In step S14, the target torque Ts due to supercharging of the electric supercharger 21 is set to (To-Twot) -Tm. In step S15, the target supercharging speed N is set according to the target torque Ts by supercharging, and the supercharger 21 is feedback-controlled so that the turbine speed of the electric supercharger 21 becomes N in step S16. Then, the control proceeds to powertrain control (for example, well-known control based on the accelerator opening α and the engine speed Ne).

  When the motor temperature is equal to or higher than the first predetermined value Temp1 in step S9, the process proceeds to step S7 and then to step S8 in order to avoid failure of the drive motor 16 due to heating, and torque due to supercharging without using the drive motor 16 The assist is executed to shift to powertrain control (for example, well-known control based on the accelerator opening α and the engine speed Ne).

  When the target torque To is larger than the maximum torque increase value Ty obtained by supercharging in step S5, that is, when the target torque To is in the Z region, the process proceeds to step S17 and the target supercharging of the electric supercharger 21 is performed. The feed rotation speed N is set to the maximum value. Next, in step S18, the supercharger 21 is feedback-controlled so that the turbine rotational speed of the electric supercharger 21 becomes N. In step S19, the motor temperature is compared with the second predetermined value Temp2. The second predetermined value Temp2 is set to a value larger than the first predetermined value Temp1. This is because the realization of the target torque To is prioritized unless the motor temperature is considerably high. When the motor temperature is lower than the second predetermined value Temp2, the process proceeds to step S20, and the required assist amount by the drive motor 16 is calculated by the target torque To and the assist torque by the electric supercharger 21. The assist torque by the supercharger 21 is estimated from the maximum assist torque obtained by the supercharging of the electric supercharger 21 obtained in advance by experiment or the intake negative pressure. Then, in step S21, the drive motor 16 is driven so that the required assist amount is obtained, and the process proceeds to power train control (for example, well-known control based on the accelerator opening α and the engine speed Ne). In step S19, if the motor temperature is equal to or higher than the second predetermined value Temp2, the process proceeds to step S22 to shift down the continuously variable transmission 11, and powertrain control (for example, accelerator opening α and engine speed) is performed. Proceed to well-known control based on Ne).

  Next, a second control example of the power train 1 will be described using the flowcharts shown in FIGS.

  First, in step S31, signals detected by various sensors are input to the control unit 40. In step S32, the target torque To is calculated based on the accelerator opening α and the engine speed Ne. Next, in step S33, the calculated target torque To and the natural intake maximum torque Two are compared. If the target torque To is smaller than the natural intake maximum torque Twot, that is, if the target torque To is in the X region shown in FIG. 2, for example, a well-known power train based on the accelerator opening α and the engine speed Ne ( Proceed to control of engine 10 and transmission 11).

  On the other hand, when the target torque To is larger than the natural intake maximum torque Twoot in step S33, that is, when the target torque To is in the Y region or the Z region, the process proceeds to step S34 and the throttle opening TVO is set to 100%. Next, the ratio of the shared torque Tob of the electric supercharger 21 is determined in step S35. That is, the turbocharger sharing ratio Kb is determined by the map shown in FIG. 7 in Tob = Kb × (To−Twot). According to this, when the storage amount SOC of the battery 18 is 50% or less, the supercharger sharing ratio Kb is set to 1, and the supercharger sharing ratio Kb starts to decrease from the storage amount SOC of 50%. When the storage amount SOC is between 50% and 90%, the supercharger sharing ratio Kb decreases as the storage amount SOC increases, and when the storage amount SOC is 90% or more, Kb is set to zero. Note that the map shifts upward as the target torque To increases, and as the target torque To increases, the supercharger share ratio Kb starts to decrease, the charged amount SOC increases, and the map maintains the same slope, so the target The supercharger share ratio Kb with respect to the torque To increases as a whole.

  Next, in step S36, the maximum engine torque increase Tbm due to supercharging according to Ne is calculated from the map shown in FIG. 8 except for the region that is not suitable for electric supercharging because surging or knocking occurs. In step S37, the shared torque Tob of the supercharger 21 is compared with the maximum engine torque Tbm caused by supercharging. When the shared torque Tob of the supercharger 21 is equal to or greater than the maximum engine torque Tbm due to supercharging, the process proceeds to step S38, and the turbine rotation target value Nbo of the electric supercharger 21 that sets the maximum engine torque Tbm due to supercharging is set. Proceed to step S40. On the other hand, when the shared torque Tob of the supercharger 21 is smaller than the maximum engine torque Tbm due to supercharging in step S37, the process proceeds to step S39 and the turbine rotation target value of the supercharger 21 at which the engine torque increase amount becomes Tob. Nbo is set and the process proceeds to step S40. In step S40, the supercharger 21 is feedback-controlled so that the turbine speed of the supercharger 21 becomes Nbo.

  In step S41, the current actual engine torque Te is calculated from the turbine speed of the supercharger 21 or the intake pipe pressure. In step S42, the actual engine torque Te is compared with the target torque To. When the actual engine torque Te is larger than the target torque To, powertrain control (for example, well-known control based on the accelerator opening α and the engine speed Ne) is performed. When the actual engine torque Te is smaller than the target torque To The process proceeds to step S43. In step S43, the motor temperature is compared with the third predetermined value Temp3. If the motor temperature is equal to or higher than the third predetermined value Temp, the transmission 11 is shifted down in step S51 to protect the drive motor 16, and the power train is Control (for example, well-known control based on the accelerator opening α and the engine speed Ne) is performed. On the other hand, when the motor temperature is lower than the third predetermined value Temp3, the process proceeds to step S44.

  In step S44, the target assist power amount Pastst is obtained by calculating Pastst = ηt × (To−Te) × Ne. Note that ηt is transmission efficiency. Next, the process proceeds to step S45, and the maximum output Pbat of the battery is calculated from the charged amount SOC of the battery 18 and the battery temperature based on the map shown in FIG. That is, as shown in FIG. 9, in the map set according to the battery temperature, the battery maximum output Pbat increases according to the storage amount SOC. In step S46, the motor maximum output Pmot is calculated from the motor temperature and the inverter temperature based on the map shown in FIG. That is, as shown in FIG. 10, in the map set according to the inverter temperature, the motor maximum output Pmot decreases according to the motor temperature. In step S47, the smaller of Pbat and Pmot × ηmot is set as the maximum assist amount Pa. Note that ηmot is the motor and inverter efficiency. Next, in step S48, the target assist power amount Pastst and the maximum assist amount Pa are compared. When the target assist power amount Past is less than or equal to the maximum assist amount Pa, in step S49, the motor output is set to become the target assist power amount Pastst, and powertrain control (for example, a well-known value based on the accelerator opening α and the engine speed Ne) is set. Control). On the other hand, when the target assist power amount Past is larger than the maximum assist amount Pa in step S48, the motor output is set to the maximum assist amount Pa in step S50, and the transmission 11 is shifted down in step S51. Well-known control based on the degree α and the engine speed Ne).

  In step S51, the target torque To may be realized by further supercharging by the electric supercharger 21 instead of downshifting the transmission 11.

  FIG. 11 shows an example of the sharing ratio between the electric supercharger 21 and the drive motor 16 for the target torque To when the engine usage state shifts from the region X to the region Y in the control examples 1 and 2. As shown in FIG. 11A, when the storage amount SOC is smaller than a predetermined value, supercharging by the electric supercharger 21 occurs when the engine usage region shifts from the region X to the region Y with respect to the target torque To. Only increase torque. On the other hand, as shown in FIG. 11 (b), when the engine usage area shifts from the area X to the area Y by the target torque To when the charged amount SOC is equal to or greater than a predetermined value, the torque is obtained only by the assist by the drive motor 16. increase.

  FIG. 12 shows an example of the sharing ratio between the electric supercharger 21 and the drive motor 16 for the target torque To ′ when the engine use state shifts from the region X to the region Z in the control examples 1 and 2. As shown in FIG. 12 (a), when the storage amount SOC is smaller than a predetermined value, if the engine use region shifts from the region X to the region Z with respect to the target torque To ′, the overcharge by the electric supercharger 21 is performed. The driving motor 16 assists the shortage with priority on feeding. On the other hand, as shown in FIG. 12 (b), when the storage amount SOC is equal to or greater than a predetermined value, the torque assist by the drive motor 16 is prioritized, and the shortage is increased by supercharging the electric supercharger 21. increase.

  As described above, when the storage amount SOC of the battery 18 is equal to or greater than the predetermined value, the drive motor 16 is configured to assist even in the Y region, thereby ensuring the capacity of the battery 18 for deceleration regeneration. I can leave. As a result, the use frequency of the drive motor 18 can be increased, fuel consumption can be suppressed, fuel efficiency can be improved, and energy efficiency can be improved. In addition, since the drive motor 16 that generates assist torque by its own rotation consumes a larger amount of electricity (about 5 times) than the electric supercharger 21, battery capacity can be efficiently secured.

  Further, when the charged amount SOC of the battery 18 is greater than or equal to a predetermined value, the capacity of the battery 18 for deceleration regeneration is ensured by increasing the ratio of the shared torque of the drive motor 16 to the target torque To as the charged amount SOC increases. Can be performed more quickly, so that the state in which the deceleration regeneration is not performed can be removed at an early stage.

  When the shared torque of the drive motor 16 for achieving the target torque To is smaller than the maximum torque obtained by the motor 16, only the drive motor 16 is driven, and the shared torque of the drive motor 16 for achieving the target torque To is maximum. When the torque is larger than the torque, the electric supercharger 21 and the drive motor 16 are driven, so that the discharge efficiency of the battery 18 can be increased and the state where the deceleration regeneration is not performed as early as possible can be avoided.

  Furthermore, if the drive motor 16 is driven when the temperature of the drive motor 16, the inverter 17 or the battery 18 is high, these may be damaged due to overheating, so it has been determined that these temperatures are higher than a predetermined temperature. In some cases, failure of the drive motor 16, the inverter 17, and the battery 18 can be avoided beforehand by not driving the drive motor 16 even if the storage amount SOC of the battery 18 is greater than or equal to a predetermined value.

  The present invention provides a control apparatus for a power train including an electric supercharger that is improved in energy efficiency by efficiently performing deceleration regeneration. The present invention relates to a powertrain control device equipped with an electric supercharger, more specifically, an electric supercharger for increasing engine output and an engine drive motor that performs engine assist. This is widely suitable for the technical field of a powertrain control device that is configured to switch the drive according to the operating state of the engine.

It is a control system figure of a powertrain concerning an embodiment of the invention. It is a map which shows the control area | region of the engine of the said vehicle. It is a flowchart which shows the 1st control example of the power train which concerns on embodiment of this invention. It is a map which shows the motor share ratio of the drive motor with respect to the target torque according to the electrical storage amount of a battery. It is a flowchart which shows the 2nd example of control of the power train which concerns on embodiment of this invention. It is a flowchart which shows the 2nd example of control. It is a map which shows the motor share ratio of the supercharging by the electric supercharger with respect to the target torque according to the electrical storage amount of a battery. It is a map which shows the maximum engine torque increase amount by supercharging according to an engine speed. It is a map which shows the battery maximum output according to an electrical storage amount and battery temperature. It is a map which shows the motor maximum output according to motor temperature and inverter temperature. It is the graph which showed the example of the share ratio of the assist torque of an electric supercharger and a drive motor when an engine use area | region transfers to X area | region from Y area | region. It is the graph which showed the example of the share ratio of the assist torque of an electric supercharger and a drive motor when an engine use area | region transfers to X area | region from X area | region.

Explanation of symbols

1 Powertrain 10 Engine 13 Drive Wheel 14 Power Transmission Path 16 Motor (Drive Motor)
18 battery 21 electric supercharger 33 engine load detection means (accelerator opening sensor)
35 Engine speed detection means (engine speed sensor)
36 Motor temperature sensor (motor temperature detection means)
39 Storage amount detection means (storage amount sensor)
40 Control means, target torque setting means (control unit)

Claims (5)

  It is configured to be switchable between a state where it is driven and connected to the power transmission path from the engine to the drive wheels and driven by the power supplied from the battery, and a state where the power generated using the regenerative power during deceleration is stored in the battery. A motor, an electric supercharger that supercharges intake air of the engine with the power supplied from the battery, an engine load detection means that detects a parameter related to the engine load, and an engine speed detection means that detects a parameter related to the engine speed And a control device for a power train comprising a control means for controlling the motor and the electric supercharger according to the detection results of the two detection means, the power train control device comprising: A storage amount detecting means for detecting a parameter; an engine load detected by the engine load detecting means; and an engine speed detecting means. Target torque setting means for setting a target torque based on the output engine speed is provided, and the control means is a first torque whose target torque set by the target torque setting means is not more than a first predetermined value. In the first state, both the motor and the electric supercharger are inactivated, and in the second state where the target torque is greater than the first predetermined value and less than or equal to a second predetermined value greater than the first predetermined value. In the third state where only the electric supercharger is in an operating state and the target torque is larger than the second predetermined value, both the motor and the electric supercharger are in an operating state and detected by the charged amount detecting means. A control apparatus for a power train provided with an electric supercharger, characterized in that the motor is driven even in the second state when the storage amount of the battery is greater than or equal to a predetermined value.   2. The electric supercharger according to claim 1, wherein, when the storage amount of the battery is equal to or greater than a predetermined value, the control unit increases the ratio of the motor's shared torque to the target torque as the storage amount increases. Equipped with a powertrain control device.   It is configured to be switchable between a state where it is driven and connected to the power transmission path from the engine to the drive wheels and driven by the power supplied from the battery, and a state where the power generated using the regenerative power during deceleration is stored in the battery. A motor, an electric supercharger that supercharges intake air of the engine with the power supplied from the battery, an engine load detection means that detects a parameter related to the engine load, and an engine speed detection means that detects a parameter related to the engine speed And a control device for a power train comprising a control means for controlling the motor and the electric supercharger according to the detection results of the two detection means, the power train control device comprising: A storage amount detecting means for detecting a parameter; an engine load detected by the engine load detecting means; and an engine speed detecting means. Target torque setting means for setting a target torque based on the output engine speed is provided, and the control means is a first torque whose target torque set by the target torque setting means is not more than a first predetermined value. In the first state, both the motor and the electric supercharger are deactivated, and in the second state where the target torque is larger than the first predetermined value, the motor and the electric supercharger are activated, and the second state In the configuration, when the amount of storage of the battery detected by the storage amount detecting means is large, the torque shared by the motor that achieves the target torque is increased and the torque shared by the electric supercharger is decreased compared to when the amount is small A powertrain control device comprising an electric supercharger.   The control means drives the motor only when the battery charge amount is less than or equal to the maximum torque when the battery share torque is smaller than the maximum torque, and the motor share torque to achieve the target torque is greater than the maximum torque. 4. The control apparatus for a power train provided with the electric supercharger according to claim 1, wherein the electric supercharger and the motor are driven when the electric supercharger is large. A temperature detecting means for detecting a parameter relating to at least one of the motor temperature, the inverter temperature, and the battery temperature is provided, and the control means determines that at least one of the motor temperature, the inverter temperature, and the battery temperature is higher than a predetermined temperature. The power provided with the electric supercharger according to any one of claims 1 to 4, wherein the motor is not driven even in a state other than the first state, even if the storage amount of the battery is a predetermined amount or more. Train control device.

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