JP2016117389A - ハイブリッド車の制御装置 - Google Patents
ハイブリッド車の制御装置 Download PDFInfo
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- JP2016117389A JP2016117389A JP2014257979A JP2014257979A JP2016117389A JP 2016117389 A JP2016117389 A JP 2016117389A JP 2014257979 A JP2014257979 A JP 2014257979A JP 2014257979 A JP2014257979 A JP 2014257979A JP 2016117389 A JP2016117389 A JP 2016117389A
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- Prior art keywords
- voltage battery
- converter
- soc
- engine
- control
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- 238000002485 combustion reaction Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
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- 239000008236 heating water Substances 0.000 description 1
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Abstract
Description
まず、図1に基づいてハイブリッド車の制御システムの概略構成を説明する。
車両の動力源(駆動源)として内燃機関であるエンジン11とモータジェネレータ(以下「MG」と表記する)12とが搭載されている。エンジン11の出力軸(クランク軸)の動力がMG12を介して変速機13に伝達され、この変速機13の出力軸の動力がデファレンシャルギヤ機構14や車軸15等を介して車輪16(駆動輪)に伝達される。変速機13は、複数段の変速段の中から変速段を段階的に切り換える有段変速機であっても良いし、無段階に変速するCVT(無段変速機)であっても良い。
SOC=残容量/満充電容量×100
図3に示すコンバータ制御ルーチンは、ハイブリッドECU33の電源オン期間中に所定周期で繰り返し実行され、特許請求の範囲でいう制御手段としての役割を果たす。
図4のコンバータ制御ルーチンでは、まず、ステップ201で、コースティング走行中であるか否かを判定し、コースティング走行中ではないと判定された場合には、ステップ205に進み、コンバータ通常制御を実行して、DC−DCコンバータ20を通常動作させる。
図6のコンバータ制御ルーチンでは、まず、ステップ301で、コースティング走行中であるか否かを判定し、コースティング走行中ではないと判定された場合には、ステップ305に進み、コンバータ通常制御を実行して、DC−DCコンバータ20を通常動作させる。
図9の補機負荷制御ルーチンでは、まず、ステップ401で、コースティング走行中であるか否かを判定し、コースティング走行中ではないと判定された場合には、ステップ404に進み、補機負荷通常制御を実行して、制限対象の補機負荷を通常動作させる。この場合、例えば、制限対象の補機負荷の消費電力上限値を通常値(例えば車両の状態に応じて算出された値)に設定する。
図10の補機負荷制御ルーチンでは、まず、ステップ501で、コースティング走行中であるか否かを判定し、コースティング走行中ではないと判定された場合には、ステップ505に進み、補機負荷通常制御を実行して、制限対象の補機負荷を通常動作させる。
具体的には、まず、上記(1)式において、V(t) =V0 +αt(αは過去の車速から求めた加速度であり通常負の値)と、θ(t) =θ0 (θ0 は現在の路面勾配)を代入して、下記(2)式を得る。
Tcst =Zsl/Vmin
この後、ステップ603に進み、高圧バッテリ18のSOCの過去の挙動に基づいて、高圧バッテリ18のSOCの下限値到達予測時間Tsoc を次のようにして算出する。
図14の補機負荷制御ルーチンでは、まず、ステップ701で、コースティング走行中であるか否かを判定し、コースティング走行中ではないと判定された場合には、ステップ709に進み、補機負荷通常制御を実行して、制限対象の補機負荷を通常動作させる。
この後、ステップ703に進み、高圧バッテリ18のSOCの過去の挙動に基づいて、高圧バッテリ18のSOCの下限値到達予測時間Tsoc を算出する。
Claims (10)
- 車両の駆動源として搭載されたエンジン(11)及びモータ(12)と、前記エンジン(11)により駆動される発電機(17)と、充放電可能な高圧バッテリ(18)及び低圧バッテリ(21)と、前記高圧バッテリ(18)と前記低圧バッテリ(21)との間に接続されたコンバータ(20)と、前記高圧バッテリ(18)から前記コンバータ(20)を介して供給される電力又は前記低圧バッテリ(21)から供給される電力を消費する補機負荷(46〜52)とを備えたハイブリッド車の制御装置において、
前記高圧バッテリ(18)の充電状態が所定の閾値以下のときに前記コンバータ(20)を停止する又は前記コンバータ(20)の出力を低減するコンバータ制限制御を実行する制御手段(33)を備えていることを特徴とするハイブリッド車の制御装置。 - 前記制御手段(33)は、前記駆動源(11,12)と駆動輪(16)との間の動力伝達を遮断した状態にする動力伝達遮断機能の実行中に前記高圧バッテリ(18)の充電状態が前記閾値以下のときに前記コンバータ制限制御を実行することを特徴とする請求項1に記載のハイブリッド車の制御装置。
- 前記制御手段(33)は、前記低圧バッテリ(21)の状態に応じて前記コンバータ制限制御を変更することを特徴とする請求項1又は2に記載のハイブリッド車の制御装置。
- 前記制御手段(33)は、前記高圧バッテリ(18)の充電状態と車速に応じて前記コンバータ制限制御を変更することを特徴とする請求項1乃至3のいずれかに記載のハイブリッド車の制御装置。
- 車両の駆動源として搭載されたエンジン(11)及びモータ(12)と、前記エンジン(11)により駆動される発電機(17)と、充放電可能な高圧バッテリ(18)及び低圧バッテリ(21)と、前記高圧バッテリ(18)と前記低圧バッテリ(21)との間に接続されたコンバータ(20)と、前記高圧バッテリ(18)から前記コンバータ(20)を介して供給される電力又は前記低圧バッテリ(21)から供給される電力を消費する補機負荷(46〜52)とを備えたハイブリッド車の制御装置において、
前記駆動源(11,12)と駆動輪(16)との間の動力伝達を遮断した状態にする動力伝達遮断機能の実行中に前記高圧バッテリ(18)の充電状態が所定の閾値以下のときに前記補機負荷(46〜52)の少なくとも一つを停止する又は前記補機負荷(46〜52)の少なくとも一つの消費電力を低減する補機負荷制限制御を実行する制御手段(33)を備えていることを特徴とするハイブリッド車の制御装置。 - 前記制御手段(33)は、前記高圧バッテリ(18)の充電状態と車速に応じて前記補機負荷制限制御を変更することを特徴とする請求項5に記載のハイブリッド車の制御装置。
- 車両の駆動源として搭載されたエンジン(11)及びモータ(12)と、前記エンジン(11)により駆動される発電機(17)と、充放電可能な高圧バッテリ(18)及び低圧バッテリ(21)と、前記高圧バッテリ(18)と前記低圧バッテリ(21)との間に接続されたコンバータ(20)と、前記高圧バッテリ(18)から前記コンバータ(20)を介して供給される電力又は前記低圧バッテリ(21)から供給される電力を消費する補機負荷(46〜52)とを備えたハイブリッド車の制御装置において、
前記駆動源(11,12)と駆動輪(16)との間の動力伝達を遮断した状態にする動力伝達遮断機能の実行中に、該動力伝達遮断機能の実行が終了するまでの時間の予測値である継続予測時間を算出すると共に前記高圧バッテリ(18)の充電状態が許容下限値に到達するまでの時間の予測値である下限値到達予測時間を算出する算出手段(33)を有し、前記継続予測時間が前記下限値到達予測時間よりも長い場合に前記コンバータ(20)を停止する又は前記コンバータ(20)の出力を低減するコンバータ制限制御を実行する制御手段(33)を備えていることを特徴とするハイブリッド車の制御装置。 - 車両の駆動源として搭載されたエンジン(11)及びモータ(12)と、前記エンジン(11)により駆動される発電機(17)と、充放電可能な高圧バッテリ(18)及び低圧バッテリ(21)と、前記高圧バッテリ(18)と前記低圧バッテリ(21)との間に接続されたコンバータ(20)と、前記高圧バッテリ(18)から前記コンバータ(20)を介して供給される電力又は前記低圧バッテリ(21)から供給される電力を消費する補機負荷(46〜52)とを備えたハイブリッド車の制御装置において、
前記駆動源(11,12)と駆動輪(16)との間の動力伝達を遮断した状態にする動力伝達遮断機能の実行中に、該動力伝達遮断機能の実行が終了するまでの時間の予測値である継続予測時間を算出すると共に前記高圧バッテリ(18)の充電状態が許容下限値に到達するまでの時間の予測値である下限値到達予測時間を算出する算出手段(33)を有し、前記継続予測時間が前記下限値到達予測時間よりも長い場合に前記補機負荷(46〜52)の少なくとも一つを停止する又は前記補機負荷(46〜52)の少なくとも一つの消費電力を低減する補機負荷制限制御を実行する制御手段(33)を備えていることを特徴とするハイブリッド車の制御装置。 - 前記算出手段(33)は、車速と、路面勾配と、前方車両による制約と、道路環境による制約のうちの少なくとも一つに基づいて前記継続予測時間を算出することを特徴とする請求項7又は8に記載のハイブリッド車の制御装置。
- 前記算出手段(33)は、前記高圧バッテリ(18)の充電状態の過去の挙動に基づいて前記下限値到達予測時間を算出することを特徴とする請求項7乃至9のいずれかに記載のハイブリッド車の制御装置。
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JP2020089031A (ja) * | 2018-11-22 | 2020-06-04 | マツダ株式会社 | 車両の電源制御装置 |
JP7209943B2 (ja) | 2018-11-22 | 2023-01-23 | マツダ株式会社 | 車両の電源制御装置 |
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CN106794837A (zh) | 2017-05-31 |
WO2016098327A1 (ja) | 2016-06-23 |
JP6507625B2 (ja) | 2019-05-08 |
US10160442B2 (en) | 2018-12-25 |
CN106794837B (zh) | 2019-03-08 |
US20170240162A1 (en) | 2017-08-24 |
DE112015005675T5 (de) | 2017-08-24 |
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