JP2015093536A - Drive control device - Google Patents

Drive control device Download PDF

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Publication number
JP2015093536A
JP2015093536A JP2013232816A JP2013232816A JP2015093536A JP 2015093536 A JP2015093536 A JP 2015093536A JP 2013232816 A JP2013232816 A JP 2013232816A JP 2013232816 A JP2013232816 A JP 2013232816A JP 2015093536 A JP2015093536 A JP 2015093536A
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engine
torque
drive
power generation
value
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伊藤　智
Satoshi Ito
智 伊藤
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Suzuki Motor Corp
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Suzuki Motor Corp
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Priority to JP2013232816A priority Critical patent/JP2015093536A/en
Priority to CN201410602305.XA priority patent/CN104627162B/en
Priority to IN3179DE2014 priority patent/IN2014DE03179A/en
Priority to DE201410016318 priority patent/DE102014016318A1/en
Publication of JP2015093536A publication Critical patent/JP2015093536A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/038—Limiting the input power, torque or speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/029—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
    • B60W2050/0295—Inhibiting action of specific actuators or systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • 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

Abstract

PROBLEM TO BE SOLVED: To prevent degradation of exhaust gas and fuel cost of a hybrid vehicle by controlling driving of an engine when occurrence of abnormality at a power generating system is identified.SOLUTION: A drive control device includes a power generating motor which is connected to an engine and generates power by driving of the engine, and a control means which controls driving of the engine based on an actual torque value which is a torque that is occurring at the power generating motor and a torque command value which is issued to the power generating motor.

Description

この発明は排ガス悪化や燃費悪化の防止を図る駆動制御装置に関するものである。   The present invention relates to a drive control device that prevents exhaust gas deterioration and fuel consumption deterioration.

エンジン出力を電力に変換することが出来る機構（以下、「発電システム」という。）を搭載した車両が知られている。
発電システムには、モータジェネレータ（「ＭＧ」または「電動発電機」ともいう。）が用いられる。
モータジェネレータとして、例えば、発電を行うための「発電用モータ」や走行を行うための「走行用モータ（「駆動用モータ」ともいう。）」などが知られている（例えば、特許文献１）。 A vehicle equipped with a mechanism (hereinafter referred to as “power generation system”) that can convert engine output into electric power is known.
A motor generator (also referred to as “MG” or “motor generator”) is used in the power generation system.
As a motor generator, for example, a “power generation motor” for generating power and a “travel motor (also referred to as“ drive motor ”)” for traveling are known (for example, Patent Document 1). .

特開２００８−９２７０８号公報JP 2008-92708 A

ところで、発電システムは、所望の発電電力が得られるように、エンジンに負荷（以下、「発電負荷」という。）を与えて駆動させ、そのエンジンの駆動によって得られる回転運動を発電用モータが受けることによって発電を行うことができる。   By the way, in the power generation system, a load (hereinafter referred to as “power generation load”) is applied to the engine and driven so that desired generated power can be obtained, and the power generation motor receives the rotational motion obtained by driving the engine. It is possible to generate electricity.

このとき、発電用モータが所望のトルクを発生させることが出来なくなると、エンジンに与えられる発電負荷が目標負荷よりも過大または過小となってしまい、エンジン回転数は目標回転数へのトレースを行うことができなくなる。
これにより、排ガス性能や燃費性能が悪化してしまうという不都合が生じる恐れがある。
なお、ここで、目標回転数とは、排ガス性能や燃費性能が良好となるときのエンジン回転数のことであり、この目標回転数となるようにエンジンに与えられる負荷を目標負荷という。 At this time, if the power generation motor can no longer generate a desired torque, the power generation load applied to the engine becomes larger or smaller than the target load, and the engine speed is traced to the target speed. I can't do that.
As a result, there may be a disadvantage that exhaust gas performance and fuel consumption performance are deteriorated.
Here, the target rotational speed is the engine rotational speed when the exhaust gas performance and the fuel consumption performance are good, and a load applied to the engine so as to be the target rotational speed is called a target load.

そこで、この発明は、発電システムに異常が発生したことを判定したら、エンジンの駆動を制御することによって、排ガスの出力や燃料消費の悪化を防止することを目的とする。   Accordingly, an object of the present invention is to prevent the deterioration of exhaust gas output and fuel consumption by controlling the engine drive when it is determined that an abnormality has occurred in the power generation system.

この発明は、エンジンと接続され、当該エンジンの駆動により発電を行う発電用モータと、この発電用モータで発生しているトルクである実トルク値と前記発電用モータに対して指令されるトルク指令値とに基づいて、前記エンジンの駆動を制御する制御手段と、を有することを特徴とする。   The present invention relates to a power generation motor that is connected to an engine and generates power by driving the engine, an actual torque value that is a torque generated by the power generation motor, and a torque command that is commanded to the power generation motor And control means for controlling the driving of the engine based on the value.

この発明によれば、発電システムに異常が発生したことを判定したら、エンジンの駆動を制御するため、排ガス悪化及び燃費悪化につながる故障を検出することができ、排ガス悪化及び燃費悪化を防ぐことが可能となる。
また、発電システムに異常が発生したことを判定したら、燃料カットやスロットル一定制御、エンジン出力制限などの制御を実施することにより、排ガス悪化を最小限に抑えることができる。また、排ガス悪化が惹起している状態で走行する事態を防ぐことができる。 According to the present invention, when it is determined that an abnormality has occurred in the power generation system, the engine drive is controlled, so that a failure leading to exhaust gas deterioration and fuel consumption deterioration can be detected, and exhaust gas deterioration and fuel consumption deterioration can be prevented. It becomes possible.
If it is determined that an abnormality has occurred in the power generation system, exhaust gas deterioration can be minimized by performing control such as fuel cut, constant throttle control, and engine output restriction. In addition, it is possible to prevent the vehicle from traveling in a state where exhaust gas deterioration has occurred.

図１は駆動制御装置の異常判定制御用フローチャートである。（実施例１）FIG. 1 is a flowchart for abnormality determination control of the drive control device. Example 1 図２は駆動制御装置の概略構成図である。（実施例１）FIG. 2 is a schematic configuration diagram of the drive control device. Example 1 図３は駆動制御装置の概略構成図である。（実施例２）FIG. 3 is a schematic configuration diagram of the drive control device. (Example 2)

以下図面に基づいてこの発明の実施例を詳細に説明する。   Embodiments of the present invention will be described below in detail with reference to the drawings.

図１及び図２はこの発明の実施例を示すものである。
図２において、１はシリーズ型ハイブリッド車両の駆動制御装置である。
この駆動制御装置１の発電システムの構成は、図２に示す如く、エンジン２と、駆動用モータ（「ＭＧ１」とも記載する。）３と、前記エンジン２に接続され、当該エンジン２の駆動により発電を行う発電用モータ（「ＭＧ２」とも記載する。）４と、高電圧バッテリ（「Ｂ」とも記載する。）５と、車両を統合的に制御する制御手段（「ＣＣ」とも記載する。）６とを有している。
このとき、制御手段６は、前記発電用モータ４で発生しているトルクである実トルク値と発電用モータ４に対して指令されるトルク指令値とに基づいて、前記エンジン２の駆動を制御する構成とする。 1 and 2 show an embodiment of the present invention.
In FIG. 2, reference numeral 1 denotes a drive control device for a series hybrid vehicle.
As shown in FIG. 2, the configuration of the power generation system of the drive control device 1 is connected to the engine 2, a drive motor (also referred to as “MG1”) 3, and the engine 2, and is driven by the engine 2. A power generation motor (also referred to as “MG2”) 4 that generates power, a high-voltage battery (also referred to as “B”) 5, and control means (“CC”) that controls the vehicle in an integrated manner are also described. ) 6.
At this time, the control means 6 controls the driving of the engine 2 based on the actual torque value that is the torque generated by the power generation motor 4 and the torque command value that is commanded to the power generation motor 4. The configuration is as follows.

詳述すれば、制御手段６は、高電圧バッテリ５の充電状態や駆動用モータ３の消費電力等を元に発電電力を決定する。
そして、制御手段６は、この発電電力を満足しつつ、前記エンジン２の排ガス性能や燃費性能を最大化（良好に）するようなエンジン目標回転数およびトルク指令値を決定し、エンジン２ヘトルク指令値を出力するトルク指令を行う。
このとき、前記トルク指令値は、エンジン２を最も効率良く運転できる目標回転数およびトルクに基づいて設定される。
なお、エンジン２を最も効率良く運転できる目標回転数およびトルクは、一例として、排ガス性能や燃費性能が良好となるときのエンジン回転数およびトルクを目標としたものである。
また、目標回転数へのトレースは、制御手段６が発電用モータ４へのトルク指令値を変化させることにより実現している。
しかし、故障が発生したり、熱によって駆動が制限されたりすると、発電用モータ４は制御手段６のトルク指令に従うことができず、エンジン回転数は目標回転数ヘトレースできなくなるため、排ガスや燃費が悪化してしまうおそれがある。 More specifically, the control means 6 determines the generated power based on the state of charge of the high voltage battery 5, the power consumption of the drive motor 3, and the like.
Then, the control means 6 determines an engine target rotational speed and a torque command value that maximize (excellently) the exhaust gas performance and fuel consumption performance of the engine 2 while satisfying the generated power. A torque command that outputs a value is issued.
At this time, the torque command value is set based on a target rotational speed and torque that can operate the engine 2 most efficiently.
Note that the target engine speed and torque at which the engine 2 can be operated most efficiently are, for example, the engine engine speed and torque when exhaust gas performance and fuel economy performance are good.
The tracing to the target rotational speed is realized by the control means 6 changing the torque command value to the power generation motor 4.
However, if a failure occurs or the drive is limited by heat, the power generation motor 4 cannot follow the torque command of the control means 6, and the engine speed cannot be traced to the target speed, so that exhaust gas and fuel consumption are reduced. There is a risk of getting worse.

そこで、制御手段６は、実トルク値とトルク指令値とを比較し、両者の差が所定の閾値τｔｈより大きい場合に、エンジン２の駆動を制御する。
具体的には、実トルク値とトルク指令値とを比較する際には、両者の差の絶対値を求め、この絶対値と所定の閾値τｔｈとを比較する。 Therefore, the control means 6 compares the actual torque value with the torque command value, and controls the driving of the engine 2 when the difference between the two is larger than a predetermined threshold value τth.
Specifically, when comparing the actual torque value and the torque command value, the absolute value of the difference between the two is obtained, and this absolute value is compared with a predetermined threshold value τth.

また、制御手段６は、実トルク値とトルク指令値との差が所定の閾値τｔｈより大きい場合、発電の状態に異常があると判定し、当該異常が判定されたら、前記エンジン２の駆動を制御する。
なお、異常が発生したことを判定する回数を加算する判定カウンタＣの機能を有し、この判定カウンタＣが予め設定される判定カウンタ上限値Ｃｔｈを超えた場合に異常が発生したことを確定し、エンジン２の駆動を制御する構成とする。 Further, when the difference between the actual torque value and the torque command value is larger than the predetermined threshold value τth, the control means 6 determines that there is an abnormality in the power generation state, and when the abnormality is determined, drives the engine 2. Control.
It has a function of a determination counter C that adds the number of times that it is determined that an abnormality has occurred. When this determination counter C exceeds a preset determination counter upper limit value Cth, it is determined that an abnormality has occurred. The driving of the engine 2 is controlled.

また、制御手段６によるエンジン２の駆動の制御として、具体的には、制御手段６は、エンジン２に噴出される燃料を停止する制御を行う（燃料カット）。
また、制御手段６は、エンジン２の吸気系に設けられたスロットル弁（図示せず）の開度を一定に維持する制御を行う（スロットル一定制御）。
また、制御手段６は、エンジン２のトルクを当該エンジン２の目標回転数に近づけるよう調整する制御を行う（エンジンの出力制限）。
これらの制御（燃料カット、スロットル一定制御、エンジンの出力制限）は、いずれか１つのみを実行してもよいし、各制御を組み合わせて実行してもよい。 Further, as control of the driving of the engine 2 by the control means 6, specifically, the control means 6 performs control to stop the fuel injected to the engine 2 (fuel cut).
Further, the control means 6 performs control to maintain a constant opening of a throttle valve (not shown) provided in the intake system of the engine 2 (constant throttle control).
Further, the control means 6 performs control to adjust the torque of the engine 2 so as to approach the target rotational speed of the engine 2 (engine output limitation).
Any one of these controls (fuel cut, constant throttle control, engine output restriction) may be executed, or the controls may be executed in combination.

駆動制御装置１は、以下の機能を実行可能である。
（１）実トルク値の検出
発電用モータ４の出力電流等から実トルク値を算出する。
実トルク値の算出は発電用モータ４が行ってもよいし、前記制御手段６が行ってもよい。
（２）トルク比較による異常判定
制御手段６は、発電用モータ４へのトルク指令値と算出した実トルク値とを比較し、比較の結果、両者の差が所定の閾値τｔｈより大きい場合に、発電システムに異常が発生したことを判定する。
（３）異常判定時の制御
発電システムの異常が判定されたら、制御手段６は、エンジン２の駆動を制御する。 The drive control device 1 can execute the following functions.
(1) Detection of actual torque value The actual torque value is calculated from the output current of the power generation motor 4 and the like.
The actual torque value may be calculated by the power generation motor 4 or the control means 6.
(2) Abnormality determination by torque comparison The control means 6 compares the torque command value for the power generation motor 4 with the calculated actual torque value, and if the result of the comparison is that the difference between the two is greater than a predetermined threshold τth, It is determined that an abnormality has occurred in the power generation system.
(3) Control at the time of abnormality determination When the abnormality of the power generation system is determined, the control means 6 controls the driving of the engine 2.

図１は、駆動制御装置１の異常判定の制御フローチャートである。   FIG. 1 is a control flowchart of abnormality determination of the drive control device 1.

駆動制御装置１の制御プログラムがスタート（１０１）すると、
「判定カウンタＣ → ０」
の処理（１０２）に移行する。
処理（１０２）は、異常の判定回数を加算する判定カウンタＣを「０（ゼロ）」にリセットするステップである。
処理（１０２）の後には、異常判定実施条件が成立しているか否かの判断（１０３）に移行する。
異常判定実施条件が成立しているか否かの判断（１０３）がＮＯの場合は、判断（１０３）がＹＥＳになるまで判断（１０３）を繰り返し行う。
異常判定実施条件が成立しているか否かの判断（１０３）がＹＥＳの場合は、
｜トルク指令値−実トルク値｜＞τｔｈ
の判断（１０４）に移行する。
判断（１０４）は、実トルク値とトルク指令値とを比較し、両者の差の絶対値が所定の閾値τｔｈより大きいか否かを判断するステップである。
判断（１０４）がＮＯ、つまり、両者の差の絶対値が所定の閾値τｔｈより小さい場合は、処理（１０２）に戻る。
判断（１０４）がＹＥＳ、つまり、両者の差の絶対値が所定の閾値τｔｈより大きい場合は、
「判定カウンタＣ → Ｃ＋１」
の処理（１０５）に移行する。
処理（１０５）は、異常が発生したことをの判定した回数を測定するために、前回の判定カウンタＣに「１」を加算して新たな判定カウンタＣを設定するステップである。
その後、
Ｃ＞Ｃｔｈ
の判断（１０６）に移行する。
判断（１０６）は、異常が発生したことを判定した回数を加算した判定カウンタＣの測定値と予め設定される判定カウンタ上限値Ｃｔｈとを比較するステップである。
判断（１０６）がＮＯの場合は、判定カウンタＣの測定値が判定カウンタ上限値Ｃｔｈを超えておらず異常の発生は確定されない。そして、判断（１０３）に戻る。
判断（１０６）がＹＥＳの場合は、判定カウンタＣの測定値が判定カウンタ上限値Ｃｔｈを超えたことによって、異常が発生したことを確定する（１０７）。
異常が発生したことを確定（１０７）したら、エンジン２の駆動を制御する（１０８）。
エンジン２の駆動制御は、以下の処理の少なくとも１つが行われる。
（１）エンジン２に噴出される燃料を停止する制御（燃料カット）
（２）スロットル弁の開度を一定に維持する制御（スロットル一定制御）
（３）エンジン２のトルクを目標回転数に近づけるよう調整する制御（エンジンの出力制限） When the control program of the drive control device 1 starts (101),
"Judgment counter C → 0"
The process proceeds to (102).
The process (102) is a step of resetting a determination counter C that adds the number of times of abnormality determination to “0 (zero)”.
After the process (102), the process proceeds to a determination (103) as to whether or not an abnormality determination execution condition is satisfied.
If the determination (103) of whether or not the abnormality determination execution condition is satisfied is NO, the determination (103) is repeatedly performed until the determination (103) becomes YES.
If the determination (103) of whether or not the abnormality determination execution condition is satisfied is YES,
｜ Torque command value-actual torque value ｜ ＞ τth
The process proceeds to (104).
The determination (104) is a step of comparing the actual torque value with the torque command value and determining whether or not the absolute value of the difference between the two is greater than a predetermined threshold value τth.
If the determination (104) is NO, that is, if the absolute value of the difference between the two is smaller than the predetermined threshold τth, the processing returns to the processing (102).
If the determination (104) is YES, that is, if the absolute value of the difference between the two is larger than the predetermined threshold τth,
"Judgment counter C → C + 1"
The process proceeds to (105).
The process (105) is a step of setting a new determination counter C by adding “1” to the previous determination counter C in order to measure the number of times it has been determined that an abnormality has occurred.
after that,
C> Cth
The process proceeds to (106).
The determination (106) is a step of comparing the measured value of the determination counter C obtained by adding the number of times it is determined that an abnormality has occurred with a predetermined determination counter upper limit value Cth.
When the determination (106) is NO, the measured value of the determination counter C does not exceed the determination counter upper limit value Cth, and the occurrence of abnormality is not determined. And it returns to judgment (103).
If the determination (106) is YES, it is determined that an abnormality has occurred due to the measured value of the determination counter C exceeding the determination counter upper limit value Cth (107).
When it is determined that an abnormality has occurred (107), the drive of the engine 2 is controlled (108).
In the drive control of the engine 2, at least one of the following processes is performed.
(1) Control to stop fuel injected into engine 2 (fuel cut)
(2) Control to keep the throttle valve opening constant (constant throttle control)
(3) Control for adjusting the torque of the engine 2 so as to approach the target rotational speed (engine output limitation)

このように、駆動制御装置１の制御手段６は、発電用モータ４で発生しているトルクである実トルク値と前記発電用モータ４に対して指令されるトルク指令値とに基づいて、エンジン２の駆動を制御することによって、排ガス悪化及び燃費悪化につながる故障を検出して排ガス悪化及び燃費悪化を防ぐことができる。   As described above, the control means 6 of the drive control device 1 is based on the actual torque value that is the torque generated by the power generation motor 4 and the torque command value that is commanded to the power generation motor 4. By controlling the driving of No. 2, it is possible to detect a failure that leads to exhaust gas deterioration and fuel consumption deterioration and prevent exhaust gas deterioration and fuel consumption deterioration.

また、トルク指令値は、前記エンジン２を最も効率良く運転できる目標回転数およびトルクに基づいて設定されるため、排ガス性能や燃費性能が良好となるときのエンジン回転数でエンジン２を運転することが可能となり、排ガス悪化及び燃費悪化の防止に寄与し得る。   Further, since the torque command value is set based on the target rotational speed and torque that can operate the engine 2 most efficiently, the engine 2 is operated at the engine rotational speed when the exhaust gas performance and the fuel efficiency performance are good. Can contribute to the prevention of exhaust gas deterioration and fuel consumption deterioration.

また、制御手段６は、実トルク値と前記トルク指令値とを比較し、両者の差が所定の閾値τｔｈより大きい場合に、燃料カットやスロットル一定制御、エンジン出力制限などを実施し、排ガス悪化を最小限に抑えることができる。   Further, the control means 6 compares the actual torque value with the torque command value, and if the difference between the two is larger than a predetermined threshold value τth, the control means 6 performs fuel cut, throttle constant control, engine output restriction, etc. Can be minimized.

また、制御手段６は、実トルク値とトルク指令値との差が所定の閾値τｔｈより大きい場合、発電の状態に異常があると判定する。   Further, when the difference between the actual torque value and the torque command value is larger than the predetermined threshold value τth, the control means 6 determines that the power generation state is abnormal.

図３に、本発明の実施例２を示す。
実施例２において、実施例１と同一機能を果たす箇所には、同一符号を付与する。 FIG. 3 shows a second embodiment of the present invention.
In the second embodiment, parts having the same functions as those in the first embodiment are denoted by the same reference numerals.

実施例１は、シリーズ型ハイブリッド車両の前記駆動制御装置１について説明したが、実施例２は、パラレル型ハイブリッド車両の駆動制御装置１１について説明する。   In the first embodiment, the drive control device 1 for a series hybrid vehicle has been described. In the second embodiment, the drive control device 11 for a parallel hybrid vehicle will be described.

駆動制御装置１１の発電システムは、図３に示す如く、エンジン２と、変速機（「ＴＭ」とも記載する。）１２と、エンジン２と変速機１２とに接続するアシスト用モータ（「ＭＧ」とも記載する。）１３と、高電圧バッテリ（「Ｂ」とも記載する。）５と、車両を統合的に制御する制御手段（「ＣＣ」とも記載する。）１４とを有している。
制御手段１４は、高電圧バッテリ５の充電状態やユーザからの加減速要求を元に発電電力を決定し、その発電電力を満足しつつ、前記エンジン２の排ガス性能や燃費性能が良好となるときのエンジン目標回転数およびトルクを決定し、エンジン２ヘトルク指令を行う。
そして、エンジン回転数の目標回転数へのトレースは、変速機１２による変速とアシスト用モータ１３のトルク変化とを組み合わせることにより実現する。
パラレル型ハイブリッド車両の駆動制御装置１１のシステムにおいて、アシスト用モータ１３が制御手段１４のトルク指令値に従えない場合に、エンジン回転数は目標回転数ヘトレースできなくなるため、実施例１にて説明した異常判定の制御と同様の制御が効果的である。
また、実施例２の構成では、変速機１２のみでエンジン回転数を制御できるため、異常が発生したことを確定した場合に制御モードを切り替えれば排ガス性能の低下及び燃費性能の低下を最小限に抑えつつ、正常状態に近い走行が可能である。
これにより、排ガス悪化及び燃費悪化につながる故障を検出して排ガス悪化及び燃費悪化を防ぐことができる。 As shown in FIG. 3, the power generation system of the drive control device 11 includes an engine 2, a transmission (also referred to as “TM”) 12, and an assist motor (“MG”) connected to the engine 2 and the transmission 12. 13, a high-voltage battery (also referred to as “B”) 5, and a control means (also referred to as “CC”) 14 for controlling the vehicle in an integrated manner.
The control means 14 determines the generated power based on the state of charge of the high-voltage battery 5 and the acceleration / deceleration request from the user, and when the exhaust gas performance and fuel consumption performance of the engine 2 become satisfactory while satisfying the generated power The engine target rotational speed and torque are determined, and a torque command is issued to the engine 2.
The tracing of the engine speed to the target speed is realized by combining the speed change by the transmission 12 and the torque change of the assist motor 13.
In the system of the drive control device 11 for the parallel type hybrid vehicle, the engine speed cannot be traced to the target speed when the assist motor 13 cannot follow the torque command value of the control means 14, so that it has been described in the first embodiment. The same control as the abnormality determination control is effective.
Further, in the configuration of the second embodiment, the engine speed can be controlled only by the transmission 12, so that when the control mode is switched when it is determined that an abnormality has occurred, the deterioration of the exhaust gas performance and the deterioration of the fuel consumption performance are minimized. It is possible to run close to normal while suppressing.
Thereby, the failure which leads to exhaust gas deterioration and fuel consumption deterioration can be detected, and exhaust gas deterioration and fuel consumption deterioration can be prevented.

１ 駆動制御装置
２ エンジン
３ 駆動用モータ（「ＭＧ１」とも記載する。）
４ 発電用モータ（「ＭＧ２」とも記載する。）
５ 高電圧バッテリ（「Ｂ」とも記載する。）
６ 制御手段（「ＣＣ」とも記載する。） DESCRIPTION OF SYMBOLS 1 Drive control apparatus 2 Engine 3 Drive motor (it describes also as "MG1")
4 Motor for power generation (also described as “MG2”)
5 High voltage battery (also referred to as “B”)
6 Control means (also described as “CC”)

Claims (7)

エンジンと接続され、当該エンジンの駆動により発電を行う発電用モータと、この発電用モータで発生しているトルクである実トルク値と前記発電用モータに対して指令されるトルク指令値とに基づいて、前記エンジンの駆動を制御する制御手段と、を有することを特徴とする駆動制御装置。   Based on a power generation motor that is connected to an engine and generates power by driving the engine, an actual torque value that is a torque generated by the power generation motor, and a torque command value that is commanded to the power generation motor And a control means for controlling the drive of the engine. 前記制御手段は、前記実トルク値と前記トルク指令値とを比較し、両者の差が所定の閾値より大きい場合に、前記エンジンの駆動を制御することを特徴とする請求項１に記載の駆動制御装置。   2. The drive according to claim 1, wherein the control unit compares the actual torque value with the torque command value, and controls the drive of the engine when a difference between the two is larger than a predetermined threshold value. Control device. 前記制御手段は、前記実トルク値と前記トルク指令値との差が所定の閾値より大きい場合、前記発電の状態に異常があると判定し、当該異常が判定されたら、前記エンジンの駆動を制御することを特徴とする請求項２に記載の駆動制御装置。   When the difference between the actual torque value and the torque command value is greater than a predetermined threshold, the control means determines that the power generation state is abnormal, and controls the engine drive when the abnormality is determined. The drive control apparatus according to claim 2, wherein: 前記制御手段は、前記エンジンに噴出される燃料を停止する制御を行うことを特徴とする請求項１〜３のいずれか１つに記載の駆動制御装置。   The drive control device according to any one of claims 1 to 3, wherein the control means performs control to stop fuel injected into the engine. 前記エンジンは、吸気系にスロットル弁を有し、前記制御手段は、前記スロットル弁の開度を一定に維持する制御を行うことを特徴とする請求項１〜４のいずれか１つに記載の駆動制御装置。   5. The engine according to claim 1, wherein the engine has a throttle valve in an intake system, and the control unit performs control to maintain a constant opening of the throttle valve. Drive control device. 前記制御手段は、前記エンジンのトルクを当該エンジンの目標回転数に近づけるよう調整する制御を行うことを特徴とする請求項１〜５のいずれか１つに記載の駆動制御装置。   The drive control apparatus according to claim 1, wherein the control unit performs control to adjust the torque of the engine to be close to a target rotational speed of the engine. 前記トルク指令値は、前記エンジンを最も効率良く運転できる目標回転数およびトルクに基づいて設定されることを特徴とする請求項５〜６のいずれか１つに記載の駆動制御装置。   The drive control device according to any one of claims 5 to 6, wherein the torque command value is set based on a target rotational speed and a torque capable of operating the engine most efficiently.
JP2013232816A 2013-11-11 2013-11-11 Drive control device Pending JP2015093536A (en)

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