JP2007168789A - Controller of hybrid car - Google Patents

Controller of hybrid car Download PDF

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Publication number
JP2007168789A
JP2007168789A JP2007032930A JP2007032930A JP2007168789A JP 2007168789 A JP2007168789 A JP 2007168789A JP 2007032930 A JP2007032930 A JP 2007032930A JP 2007032930 A JP2007032930 A JP 2007032930A JP 2007168789 A JP2007168789 A JP 2007168789A
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JP
Japan
Prior art keywords
motor
command value
torque
engine
battery
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
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JP2007032930A
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Japanese (ja)
Inventor
Masashi Nakamura
Shoichi Sasaki
誠志 中村
正一 佐々木
Original Assignee
Toyota Motor Corp
トヨタ自動車株式会社
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Priority to JP2007032930A priority Critical patent/JP2007168789A/en
Publication of JP2007168789A publication Critical patent/JP2007168789A/en
Pending legal-status Critical Current

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    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6286Control systems for power distribution between ICE and other motor or motors
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y02T10/7077Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors on board the vehicle

Abstract

In a control device for a hybrid vehicle, an increase in battery temperature is effectively suppressed, and a decrease in various performances of the vehicle is suppressed.
A control device for a hybrid vehicle having an engine and a motor / generator (MG) as a drive source includes a temperature detection unit that detects a temperature of a battery that is a power source of the MG, and a temperature of the battery that is detected by the temperature detection unit. HV-ECU (hybrid control unit) that determines a torque command value of MG based on the time change of the MG. The HV-ECU controls to reduce the output torque of the MG when the degree of time increase of the battery temperature exceeds a predetermined threshold. However, the HV-ECU does not control the MG within a predetermined time from the rise of the total output torque of the engine and the motor. Control so as not to reduce the output torque.
[Selection] Figure 5

Description

  The present invention relates to a control apparatus for a hybrid vehicle having an engine and a motor as drive sources, and more particularly to a technique that can improve the life of a battery serving as a power source for the motor.

  When a battery for a motor of a hybrid vehicle exceeds an allowable temperature, problems such as electrode plate deterioration and liquid leakage may occur. Therefore, conventionally, a temperature detection unit for detecting the temperature of the battery is provided, and an allowable power value allowed for charging and discharging of the battery is derived at the detected temperature at that time, and the input power of the inverter obtained from the allowable power value is calculated. There has been proposed one that suppresses a battery temperature rise by determining a torque command value of a motor based on an allowable value (Patent Document 1).

JP 2001-112110 A

  However, in the above prior art, when the power consumption of the battery is large, such as when the vehicle is accelerating or decelerating (during regeneration), the temperature may rapidly increase and reach the upper limit temperature. It was. Further, in the above prior art, although the upper limit temperature is not exceeded, the state near the temperature continues and the deterioration of the battery progresses, or the performance of the vehicle is deteriorated by suppressing the rise of the battery temperature. Sometimes happened.

  An object of the present invention is to effectively suppress an increase in battery temperature and suppress a decrease in various performances of a vehicle.

  A hybrid vehicle control device according to the present invention is a hybrid vehicle control device having an engine and a motor as drive sources, and includes a temperature detection unit that detects a temperature of a battery serving as a power source of the motor, a driving state of the vehicle, and / or With respect to the temporary torque command value of the motor according to the running state, the motor torque command value is reduced by the amount corresponding to the time change of the battery temperature detected by the temperature detection unit from the temporary torque command value. And a controller that determines the motor torque command value from the temporary torque command value within a predetermined time from the rise of the total output torque of the engine and the motor.

  A hybrid vehicle control device according to the present invention is a hybrid vehicle control device having an engine and a motor as drive sources, and includes a temperature detection unit that detects a temperature of a battery serving as a power source of the motor, a driving state of the vehicle, and / or With respect to the temporary torque command value of the motor according to the running state, the motor torque command value is reduced by the amount corresponding to the time change of the battery temperature detected by the temperature detection unit from the temporary torque command value. And a control unit that determines an output torque command value of the engine in accordance with a driving state and / or a traveling state of the vehicle, and the control unit has a predetermined value from a rise of the total output torque of the engine and the motor. Increase the engine torque command value so that the amount of decrease in motor torque from the temporary torque command value is compensated for within the time. The features.

  In the control apparatus for a hybrid vehicle of the present invention, the control unit is preferably configured to determine a torque command value so that the torque of the motor becomes lower as the degree of time increase of the battery temperature increases. The controller preferably determines the temporary torque command value of the motor in accordance with the acceleration request amount of the vehicle, and the controller is configured to control the battery temperature when the battery temperature rises over time. It is also preferable that the motor torque is reduced as compared with the case where the threshold value is not exceeded, and the amount of reduction is changed according to the elapsed time from the rise of the total output torque of the engine and the motor.

  The present invention has an effect that it is possible to more effectively suppress the temperature rise of the battery and to suppress the deterioration of various performances of the vehicle.

  Preferred embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a main configuration of a hybrid control apparatus 10 according to the present embodiment.

  As shown in FIG. 1, an engine 12 (for example, a gasoline engine) and a motor (for example, a motor / generator; hereinafter referred to as MG) 14 are mounted as drive sources in the hybrid vehicle. The sum of the output torque Te of the engine 12 and the output torque Tm of the MG 14 is the total driving torque T (= Te + Tm) of the vehicle. In the present embodiment, the case where a motor / generator having a function as a generator is used as the MG 14 is exemplified, but the present invention is also applicable to a vehicle provided with a separate generator.

  The power of MG 14 is supplied from battery 16 via inverter 18. A motor control unit (hereinafter referred to as MG-ECU) 20 controls the output torque Tm of MG 14 by controlling inverter 18.

  An engine control unit (hereinafter referred to as engine ECU) 22 controls the fuel injection amount, ignition timing, throttle opening, and the like of the engine 12. Further, the engine 12 is equipped with a variable output torque mechanism (for example, a variable valve system or an electronically controlled throttle), and the engine ECU 22 controls this according to the driving state and the traveling state, and the engine 12 is appropriately selected. The output torque Te can be increased or decreased. This torque control is used to compensate for the reduced motor torque Tm in order to suppress the temperature rise of the battery 16.

  The hybrid control unit (hereinafter referred to as HV-ECU) 24 includes various parameters (for example, engine speed, requested acceleration amount [for example, accelerator depression amount], vehicle, etc.) Speed, deceleration request amount (for example, brake pedal ON / OFF and depression amount, shift stage, steering angle, etc.) are acquired. Further, the HV-ECU 24 acquires the battery temperature tb from the temperature sensor 26 provided in the battery 16.

  And HV-ECU24 respond | corresponds to the said parameter, battery temperature tb, and the time change (for example, battery temperature change in a predetermined time interval) with reference to the map (information) hold | maintained, for example. An engine torque Te and a motor torque Tm are acquired.

  FIG. 2 is a diagram illustrating an example of a temporal change in the temperature of the battery 16. As shown in FIG. 2, even if the temperature tb0 of the battery 16 detected at a certain time is the same, the reached temperatures tb1s and tb2s differ depending on the magnitude of the time changes Δtb1 and Δtb2 of the temperature at that time, and the time rise is large The upper limit temperature may be exceeded. Therefore, the HV-ECU 24 according to the present embodiment generates the engine torque Te and the motor torque Tm for preventing the upper limit temperature from being reached based on the time change of the battery temperature in addition to the battery temperature tb acquired in each case. get. Thereby, it is possible to more reliably prevent the battery temperature from exceeding the upper limit temperature (allowable temperature), and to extend the life of the battery 16.

  The HV-ECU 24 obtains the temporary engine torque Te ′ and the temporary motor torque Tm ′ corresponding to the above parameters without considering the temperature tb and temperature change of the battery 16, and uses them as the battery temperature tb and / or its time. You may make it acquire engine torque Te and motor torque Tm by correct | amending based on a change. That is, when the battery temperature tb and / or its change over time (for example, the degree of time rise) is less than a predetermined threshold (that is, when reaching the upper limit temperature [allowable temperature] of the battery temperature is not predicted), the temporary engine torque Te ′ and provisional motor torque Tm ′ are directly used as engine torque Te and motor torque Tm, and on the other hand, when battery temperature tb and / or its change over time exceeds a threshold (that is, reaching the upper limit temperature [allowable temperature] of battery temperature) Is predicted), the temporary engine torque Te ′ and the temporary motor torque Tm ′ are corrected according to the battery temperature tb and / or its change over time with reference to the map, and the corrected values are used as the engine torque. Te and motor torque Tm may be used.

  The HV-ECU 24 inputs a torque command value Te * corresponding to the engine torque Te to the engine ECU 22 and inputs a torque command value Tm * corresponding to the motor torque Tm to the MG-ECU 20. The engine ECU 22 controls the engine 12 based on the torque command value Te *, and the MG-ECU 20 controls the inverter 18 based on the torque command value Tm *.

  Before describing the control according to the present embodiment, a case where only the limit control of the motor torque Tm and the engine torque Te is performed by the HV-ECU 24 will be described as a reference example with reference to FIGS.

  FIG. 3 is a diagram showing temporal changes in the total drive torque (T, T1, T2), the engine torque Te, and the motor torque (Tm, Tm1, Tm2) in a certain driving state (or running state). (A) is a diagram when the motor torque Tm is not limited (normal state), and (b) is a diagram when the motor torque Tm is limited according to the temperature Tb of the battery 16 and its change over time. is there. The horizontal axis is time, and the vertical axis is torque.

  When the temperature tb of the battery 16 and its change over time (time increase degree) are sufficiently small and the motor torque Tm is not limited, an acceleration request (depressing the accelerator) is made as shown in FIG. Then, the total driving torque T is set to a stepped shape that rises sharply from time ts. At this time, since the engine torque Te increases gently, the step-like total driving torque T is realized by setting the motor torque Tm in the hatched region of FIG.

  On the other hand, when the temperature tb of the battery 16 and / or its time change (time increase degree) is large and exceeds a predetermined threshold set for them, the MG 14 outputs the motor torque Tm of FIG. When the temperature tb of the battery 16 may reach the upper limit temperature, the motor torque Tm is limited as shown in FIG. 3B to suppress the power consumption of the battery 16. The motor torque (Tm1 [upwardly hatched], Tm2 [shaded]) is smaller than that in (a) (Tm> Tm1> Tm2), and the engine torque Te is the same as in (a). T1 and T2 are smaller than in the case of (a) (T> T1> T2). Thus, by reducing the motor torque Tm, the power consumption of the battery 16 is reduced, the temperature rise is suppressed, and the effect that the life is extended is obtained. Note that, as the motor torque Tm increases, the power consumption of the battery 16 increases and the temperature tb increases. In this embodiment, the motor torque Tm decreases as the temperature tb of the battery 16 or the degree of time rise increases. To do.

  FIG. 4 is a diagram showing temporal changes in total drive torque (T, T11, T12), engine torque Te, and motor torque (Tm, Tm11, Tm12) in an operation state (or running state) different from FIG. . FIG. 4 shows an example in which the required acceleration amount (for example, accelerator depression amount) is larger than that in FIG. In the case of FIG. 3A, the motor torque Tm is output until the engine torque Te reaches a predetermined value from the time of rising, and the output of the motor torque Tm is stopped when the engine torque Te reaches the predetermined value. Yes. On the other hand, if the requested acceleration amount is large, the total drive torque T needs to be increased correspondingly. Therefore, in the case of FIG. 4A, the motor torque Tm is added to the engine torque Te even after startup. In this way, the motor torque Tm is continuously output. Also in this figure, (a) is a diagram when the motor torque Tm is not limited, and (b) is a case when the motor torque Tm is limited according to the temperature tb of the battery 16 and its change over time. FIG. The horizontal axis is time, and the vertical axis is torque.

  When the temperature tb of the battery 16 and its change over time (degree of time increase) are sufficiently small and the motor torque Tm is not limited, as shown in FIG. 4A, an acceleration request (depressing the accelerator) is performed at a certain time. ), The total driving torque T is set to a stepped shape that rises sharply from time ts. At this time, since the engine torque Te increases gently, the step-like total driving torque T is realized by setting the motor torque Tm in the hatching region of FIG.

  On the other hand, when the temperature tb of the battery 16 and / or its time change (degree of time rise) is large and exceeds a predetermined threshold set for the battery 16 and the MG 14 outputs the motor torque Tm of FIG. When the temperature tb may reach the upper limit temperature, the motor torque Tm is limited as shown in FIG. 4B to suppress the power consumption of the battery 16. The motor torque (Tm11 [rightward hatching, Tm12 [shaded]) is smaller than that in (a) (Tm> Tm11> Tm12), and the engine torque Te is the same as in (a), so the total drive torque T11 and T12 are smaller than in the case of (a) (T> T11> T12). Thus, since the power consumption of the battery 16 is reduced by reducing the motor torque Tm, an increase in the temperature of the battery 16 is suppressed, and the life of the battery 16 is increased. Even in this case, the motor torque Tm is reduced as the temperature tb of the battery 16 or the degree of time rise thereof is higher.

  Now, comparing the case of FIG. 4B and the case of FIG. 3B, it can be seen that the time-varying characteristics of the motor torque limited to suppress the temperature rise of the battery 16 are different. Specifically, for example, in the case of FIG. 4B, when a predetermined time elapses from the rising time ts and the engine torque Te reaches a predetermined value (time t1), the motor torque (Tm11, Tm12). ), And the motor torque Tm when the time change of the temperature of the battery 16 is small and the motor torque (Tm11, Tm12) when the time change exceeds a predetermined threshold are different values. . On the other hand, in the case of FIG. 3B, the motor torques Tm1 and Tm2 are zero regardless of the time change of the temperature of the battery 16 at the time t1 when the same time has elapsed from the rising time ts. In other words, in the present embodiment, the motor torque Tm (the limit amount) is not determined on a one-to-one basis with respect to the detected temperature tb of the battery 16 and / or its change over time, but the driving state and / or traveling of the vehicle. The motor torque Tm (the limit amount) is appropriately determined according to the state (for example, the requested acceleration amount).

  Next, an example in which the HV-ECU 24 according to the present embodiment is combined with the limit control of the motor torque Tm and the engine torque Te and the control not to limit the torque will be described with reference to FIGS.

  FIG. 5 shows the total driving torque (T21, T22), engine torque Te, and motor torque (Tm21, Tm22) when the same operating state (or running state) as FIG. It is a figure which shows a time-dependent change. FIG. 5 is a diagram when the motor torque Tm is limited in accordance with the temperature tb of the battery 16 and its change over time. The case where the motor torque Tm is not limited is the same as that shown in FIG. The horizontal axis represents time, and the vertical axis represents torque, and the notation is the same as in FIGS.

  As shown in FIG. 5, in this case, even when an abnormality is detected in the temperature tb of the battery 16 and its change over time, the motor torque Tm at the rise of the total drive torque T (within a predetermined time from the start of the rise). I am trying not to restrict it. If the motor torque Tm is limited from the start of the rise of the total drive torque T as in the case of FIG. 4B, the acceleration performance from the vehicle stop state deteriorates. By not limiting the motor torque Tm within a predetermined time from the start time ts), it can be suppressed. This also provides an effect that it is difficult for the driver to feel a sense of discomfort associated with the decrease in the acceleration performance. Note that after a predetermined time has elapsed since the start of rising ts, the motor torque Tm is limited as in FIG.

  FIG. 6 shows the total drive torque (T31, T32), engine torque Te, and motor torque (Tm31, Tm32) when control is performed with different logic for the same operating state (or traveling state) as in FIG. 4 and FIG. It is a figure which shows a time-dependent change. FIG. 6 is a diagram in the case where the motor torque Tm is limited according to the temperature tb of the battery 16 and its change over time. The case where the motor torque Tm is not limited is the same as that shown in FIG. The horizontal axis represents time, and the vertical axis represents torque, and the notation is the same as in FIGS.

  As shown in FIG. 6, in this case, the HV-ECU 24 causes the engine 12 to output an engine torque Te1 that is larger than the engine torque Te in the case of FIG. 5, thereby driving the total drive by limiting the motor torques Tm31 and Tm32. The decrease in torque T31, T32 is compensated. By doing so, it is possible to suppress a decrease in acceleration performance from the vehicle stop state even during a period in which the motor torque Tm is limited. This also provides an effect that it is difficult for the driver to feel a sense of discomfort associated with the decrease in the acceleration performance. In this case, the motor torque Tm is also limited after a predetermined time has elapsed from the rising start ts, as in FIG.

  As described above, according to the present embodiment, since the motor output torque is limited based on not only the temperature of the battery but also the time change (especially the degree of time rise) of the temperature, the temperature rise of the battery Can be suppressed more effectively, and the lifetime can be extended. In addition, by appropriately controlling the motor output torque according to the driving state and running state of the vehicle, the time from the start of start-up, etc., it is possible to suppress the reduction in various performances of the vehicle due to the limitation of the motor torque. Can do.

It is a block diagram which shows the structure of the principal part of the hybrid control apparatus concerning embodiment of this invention. It is a figure which shows the difference in the reached temperature by the time change of the temperature of a battery. It is a figure which shows the reference example in the case of performing only torque limitation control. It is a figure which shows another reference example in the case of performing only torque limitation control. It is a figure which shows the Example of the control which does not perform torque limitation control and torque limitation by the hybrid control apparatus concerning embodiment of this invention. It is a figure which shows another Example of the control which does not perform torque limitation control and torque limitation by the hybrid control apparatus concerning embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Hybrid control apparatus, 12 Engine, 14 Motor, 16 Battery, 18 Inverter, 20 MG-ECU (motor control part), 22 Engine ECU (engine control part), 24 HV-ECU (hybrid control part), 26 Temperature sensor.

Claims (5)

  1. A control device for a hybrid vehicle having an engine and a motor as drive sources,
    A temperature detection unit for detecting the temperature of the battery serving as a motor power supply;
    With respect to the temporary torque command value of the motor corresponding to the driving state and / or running state of the vehicle, the motor torque is increased by the amount corresponding to the time change of the battery temperature detected by the temperature detection unit from the temporary torque command value. A controller that determines a motor torque command value by lowering,
    The controller does not lower the motor torque command value from the temporary torque command value within a predetermined time from the rise of the total output torque of the engine and the motor;
    A hybrid vehicle control device.
  2. A control device for a hybrid vehicle having an engine and a motor as drive sources,
    A temperature detection unit for detecting the temperature of the battery serving as a motor power supply;
    With respect to the temporary torque command value of the motor corresponding to the driving state and / or running state of the vehicle, the motor torque is increased by the amount corresponding to the time change of the battery temperature detected by the temperature detection unit from the temporary torque command value. A control unit that determines a motor torque command value by reducing the motor torque command value and determines an output torque command value of the engine according to a driving state and / or a traveling state of the vehicle,
    The control unit increases the engine torque command value so as to compensate for the amount of decrease in motor torque from the temporary torque command value within a predetermined time from the rise of the total output torque of the engine and motor.
    A hybrid vehicle control device.
  3. The hybrid vehicle control device according to claim 1 or 2,
    The control unit determines a torque command value so that the torque of the motor decreases as the degree of time increase in battery temperature increases;
    A hybrid vehicle control device.
  4. A control device for a hybrid vehicle according to any one of claims 1 to 3,
    The control unit determines a temporary torque command value of a motor according to a requested acceleration amount of the vehicle.
  5. A control device for a hybrid vehicle according to any one of claims 1 to 4,
    When the time rise in battery temperature exceeds a predetermined threshold, the control unit reduces the motor torque as compared with the case where the threshold does not exceed the threshold, and further reduces the amount of increase of the total output torque of the engine and the motor. Change according to the elapsed time since
    A hybrid vehicle control device.
JP2007032930A 2007-02-14 2007-02-14 Controller of hybrid car Pending JP2007168789A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010143363A (en) * 2008-12-18 2010-07-01 Nissan Motor Co Ltd Control device for hybrid car
WO2014162830A1 (en) * 2013-04-03 2014-10-09 日産自動車株式会社 Device for controlling drive force of left and right motor-driven vehicle wheels

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010143363A (en) * 2008-12-18 2010-07-01 Nissan Motor Co Ltd Control device for hybrid car
WO2014162830A1 (en) * 2013-04-03 2014-10-09 日産自動車株式会社 Device for controlling drive force of left and right motor-driven vehicle wheels
JPWO2014162830A1 (en) * 2013-04-03 2017-02-16 日産自動車株式会社 Driving force control device for left and right motor drive wheels

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