JP2017007361A - Power generation control device for vehicle - Google Patents

Power generation control device for vehicle Download PDF

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Publication number
JP2017007361A
JP2017007361A JP2015121302A JP2015121302A JP2017007361A JP 2017007361 A JP2017007361 A JP 2017007361A JP 2015121302 A JP2015121302 A JP 2015121302A JP 2015121302 A JP2015121302 A JP 2015121302A JP 2017007361 A JP2017007361 A JP 2017007361A
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Prior art keywords
vehicle
power generation
motor generator
speed
vehicle speed
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JP2015121302A
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JP6485242B2 (en
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輝明 渡辺
Teruaki Watanabe
輝明 渡辺
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スズキ株式会社
Suzuki Motor Corp
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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
    • B60K6/48—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
    • 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
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • 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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • 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
    • 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
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0616—Position of fuel or air injector
    • B60W2710/0627—Fuel flow rate
    • 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
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—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
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • 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
    • B60W2710/24—Energy storage means
    • B60W2710/242—Energy storage means for electrical energy
    • B60W2710/248—Current for loading or unloading
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • 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

A vehicle power generation control device capable of improving fuel consumption is provided.
When it is determined that the fuel is being cut to stop the supply of fuel to the engine (step S1), the ECU determines whether the vehicle speed is equal to or lower than the regenerative limit vehicle speed (step S3). When it is determined that the vehicle speed is equal to or lower than the regenerative limit vehicle speed, the ECU enters a regenerative power generation limit mode that limits power generation by regeneration of the motor generator (step S4), and reduces the voltage of the power regenerated by the motor generator.
[Selection] Figure 2

Description

  The present invention relates to a vehicle power generation control device.

  Conventionally, when the vehicle is decelerating, a fuel cut is performed to stop the supply of fuel to the engine. In a hybrid vehicle equipped with an engine and a motor generator as drive sources, when the vehicle is decelerating, the battery is charged with the electric power obtained by regenerating the kinetic energy during deceleration when the vehicle is decelerated.

  For such a vehicle, for example, when the vehicle is decelerating at a low vehicle speed range and the fuel cut is not executed, the regeneration is stopped when the operation of the brake is detected. Thus, Patent Document 1 proposes a technique for suppressing hunting of the engine rotational speed of the engine in a low vehicle speed range.

  In addition, when the vehicle is accelerated, the fuel cut is stopped and the fuel supply to the engine is restarted, and the regeneration is stopped after being delayed from the stop of the fuel cut. Patent Document 2 proposes a technique that uses as a regenerative torque.

JP 2003-062111 A JP 2002-166754 A

  However, in the conventional technique as proposed in Patent Document 1, regeneration is stopped when fuel cut is not being performed. Therefore, depending on the state of the vehicle, power is generated by the output of the engine after stopping regeneration. However, in order to satisfy the power generation voltage of the motor generator when the fuel cut is stopped, it is necessary to supply a large amount of fuel to the engine, resulting in a problem that fuel consumption deteriorates.

  Moreover, since the conventional technique proposed in Patent Document 2 stops the fuel cut before stopping the regeneration, there is a problem that the fuel efficiency effect due to the regeneration is lowered and the fuel efficiency is deteriorated.

  Therefore, the present invention has been made to solve such a problem, and an object thereof is to provide a vehicle power generation control device capable of improving fuel efficiency.

  One aspect of the vehicle power generation control device according to the present invention that solves the above problems is provided in a vehicle having an internal combustion engine and a motor generator, and the vehicle speed is equal to or less than a predetermined fuel supply return vehicle speed when the vehicle is decelerating. A fuel supply stop unit that stops the supply of fuel to the internal combustion engine, and by causing the motor generator to regenerate the electric power generated by driving the motor generator by the output of the internal combustion engine and the kinetic energy at the time of deceleration of the vehicle A power generation control device for a vehicle including a generated power control unit that controls generated power, wherein the generated power control unit has a vehicle speed higher than a fuel supply return vehicle speed when the vehicle is decelerating. The voltage of the electric power regenerated by the motor generator is reduced on condition that the vehicle speed is less than or equal to the set regeneration limit vehicle speed.

  The present invention can provide a vehicle power generation control device capable of improving fuel consumption.

FIG. 1 is a configuration diagram showing a main part of a vehicle equipped with a vehicle power generation control device according to a first embodiment of the present invention. FIG. 2 is a flowchart showing a regenerative power generation permission determination operation of the vehicle power generation control device according to the first embodiment of the present invention. FIG. 3 is a flowchart showing a regenerative power generation execution operation of the vehicle power generation control device according to the first embodiment of the present invention. FIG. 4 is a conceptual diagram for explaining the operation of the vehicular power generation control device according to the first embodiment of the present invention. FIG. 5 is a flowchart showing a regenerative power generation execution operation of the vehicular power generation control device according to the second embodiment of the present invention. FIG. 6 is a conceptual diagram for explaining the operation of the vehicular power generation control device according to the second embodiment of the present invention.

  Embodiments of the present invention will be described below with reference to the drawings.

(First embodiment)
Hereinafter, a vehicle equipped with the vehicle power generation control device according to the first embodiment of the present invention will be described.

  As shown in FIG. 1, a vehicle 1 includes an internal combustion engine type engine 2, a motor generator 4 that rotates an output shaft of the engine 2 via a belt 3 and the like, and a transmission that changes the power output by the engine 2. 5, an ECU (Electronic Control Unit) 6, and a battery 7 as a power storage device.

  The engine 2 is formed with a plurality of cylinders. In the present embodiment, the engine 2 is configured to perform a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for each cylinder.

  The motor generator 4 functions as an electric motor that rotates the output shaft of the engine 2 by being driven by electric power supplied from the battery 7. Further, the motor generator 4 functions as a generator that generates electric power for charging the battery 7 by being driven by the output shaft of the engine 2.

  The ECU 6 includes a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory for storing backup data, an input port, and an output port. It is composed of units.

  The ROM of the computer unit stores a program for causing the computer unit to function as the ECU 6 along with various constants and maps. That is, when the CPU executes a program stored in the ROM using the RAM as a work area, the computer unit functions as the ECU 6 in the present embodiment.

  The input port of the ECU 6 includes a vehicle speed sensor 11 that detects the speed of the vehicle 1, a speed ratio sensor 12 that detects the speed ratio of the transmission 5, and a current sensor 13 that detects a current flowing into and out of the battery 7. Various sensors are connected.

  The gear ratio sensor 12 detects the rotational speeds of the input shaft and the output shaft of the transmission 5, for example. The ECU 6 calculates the transmission ratio of the transmission 5 from the ratio of the rotational speeds of the input shaft and the output shaft of the transmission 5 detected by the transmission ratio sensor 12.

  In addition to the motor generator 4, various control objects including an injector 21 that supplies fuel to the engine 2 are connected to the output port of the ECU 6. The ECU 6 controls various control objects based on information obtained from various sensors.

  For example, the ECU 6 functions as a fuel supply stop unit 30 that stops the supply of fuel to the engine 2 until the speed of the vehicle 1 becomes equal to or lower than a predetermined fuel supply return vehicle speed when the vehicle 1 is decelerating. The fuel supply return vehicle speed is a speed at which the supply of fuel to the engine 2 is started so that the engine 2 does not stall, and the value thereof is an adaptive value determined experimentally in advance.

  The ECU 6 generates power control for controlling electric power generated by driving the motor generator 4 by the output of the engine 2 and electric power generated by causing the motor generator 4 to regenerate kinetic energy during deceleration of the vehicle 1. Part 31 is configured.

  For example, the ECU 6 controls the voltage of the electric power generated by the motor generator 4 by controlling the excitation current for driving the motor generator 4.

  The ECU 6 sets the voltage of the electric power regenerated by the motor generator 4 on the condition that the speed of the vehicle 1 is lower than the regenerative limit vehicle speed set higher than the fuel supply return vehicle speed when the vehicle 1 is decelerating. It is supposed to decrease.

  Specifically, the ECU 6 sets the target voltage when the speed of the vehicle 1 becomes the fuel supply return vehicle speed on the condition that the speed of the vehicle 1 is equal to or lower than the regeneration limit vehicle speed when the vehicle 1 is decelerating. Thus, the voltage of the electric power regenerated by the motor generator 4 is reduced.

  The ROM of the ECU 6 stores a regeneration limit vehicle speed map in which the gear ratio of the transmission 5 is associated with the regeneration limit vehicle speed. The ECU 6 configures a regeneration limit vehicle speed setting unit 32 that refers to the regeneration limit vehicle speed map and determines the regeneration limit vehicle speed from the gear ratio of the transmission 5 obtained from the detection result of the speed ratio sensor 12.

  As described above, when the speed of the vehicle 1 is higher than the regenerative limit vehicle speed when the vehicle 1 is decelerating, the ECU 6 permits power generation by regeneration of the motor generator 4 and substantially increases the excitation current of the motor generator 4. As a maximum value, the motor generator 4 regenerates the kinetic energy at the time of deceleration of the vehicle 1 to generate electric power.

  On the other hand, when the vehicle 1 is decelerating and the speed of the vehicle 1 is less than or equal to the regenerative limit vehicle speed, the ECU 6 limits power generation due to regeneration of the motor generator 4 and the motor generator according to the driving state of the vehicle 1. 4 is controlled so that the voltage of the electric power generated by the motor generator 4 is controlled so that the target voltage is obtained when the speed of the vehicle 1 reaches the fuel supply return vehicle speed.

  The regenerative power generation permission determination operation by the ECU 6 configured as described above will be described with reference to FIG. The regenerative power generation permission determination operation described below is repeatedly executed until the ECU 6 is stopped after the start of the ECU 6 is completed.

  First, the ECU 6 determines whether or not a fuel cut for stopping the fuel supply to the engine 2 is in progress (step S1). If it is determined that the fuel is being cut, the ECU 6 refers to the regeneration limit vehicle speed map and determines the regeneration limit vehicle speed from the gear ratio of the transmission 5 obtained from the detection result of the speed ratio sensor 12 (step S2). ).

  Next, the ECU 6 determines whether or not the vehicle speed detected by the vehicle speed sensor 11 is less than or equal to the regeneration limit vehicle speed (step S3). If it is determined in step S1 that the fuel cut is not being performed, or if it is determined in step S3 that the vehicle speed detected by the vehicle speed sensor 11 is equal to or less than the regenerative limit vehicle speed, the ECU 6 is caused by regeneration of the motor generator 4. The regenerative power generation restriction mode for restricting power generation is entered (step S4), and the regenerative power generation permission determination operation is terminated.

  If it is determined in step S3 that the vehicle speed detected by the vehicle speed sensor 11 is not less than or equal to the regenerative limit vehicle speed, the ECU 6 enters a regenerative power generation permission mode for permitting power generation by regeneration of the motor generator 4 (step S5). The permission determination operation is terminated.

  Next, the regenerative power generation execution operation by the ECU 6 will be described with reference to FIG. Note that the regenerative power generation execution operation described below may be executed by the ECU 6 after the regenerative power generation permission determination operation described with reference to FIG. 2 is executed, or in parallel with the regenerative power generation permission determination operation by the ECU 6. It may be executed repeatedly.

  First, the ECU 6 determines whether or not the regenerative power generation permission mode is set (step S11). If it is determined that the regenerative power generation permission mode is set, the ECU 6 executes regenerative power generation by causing the motor generator 4 to regenerate kinetic energy when the vehicle 1 is decelerated, with the excitation current of the motor generator 4 as a substantial maximum value. (Step S12), the regenerative power generation execution operation is terminated.

  If it is determined that the mode is not the regenerative power generation permission mode, the ECU 6 limits the power generation by the regeneration of the motor generator 4 and controls the excitation current of the motor generator 4 according to the operation state of the vehicle 1 to The weak power generation for controlling the voltage of the electric power generated by the motor generator 4 is executed so that the target voltage at the time when the fuel supply return vehicle speed is reached (step S13), and the regenerative power generation execution operation is terminated.

  The operation of the regenerative power generation permission determination operation and the regenerative power generation execution operation described above will be described with reference to FIG.

  In the graph denoted by reference numeral 50, the vertical axis represents the vehicle speed, and the horizontal axis represents the time. In the graph denoted by reference numeral 51, the vertical axis represents the voltage of the electric power generated by the motor generator 4, and the horizontal axis represents the time. Moreover, the broken line shown with the code | symbol 52 has shown the change of the voltage of the electric power generated by the motor generator 4 by the conventional control for comparison.

  FIG. 4 shows a state in which the vehicle 1 is decelerated and a fuel cut is being executed. That is, the vehicle 1 has decelerated from a time outside the figure prior to the time t1, and the fuel cut is executed.

  When the speed of the vehicle 1 becomes equal to or lower than the regenerative limit vehicle speed at time t1, the ECU 6 changes from the regenerative power generation permission mode to the regenerative power generation limit mode, and the target voltage when the speed of the vehicle 1 becomes the fuel supply return vehicle speed at time t2. Thus, the voltage of the electric power generated by the motor generator 4 is controlled.

  For the purpose of preventing torque fluctuations due to sudden fluctuations in the power generation load by the motor generator 4, the ECU 6 gradually brings the voltage of the electric power generated by the motor generator 4 closer to the target voltage by integral control.

  As indicated by an arrow 53 in FIG. 4, when the speed of the vehicle 1 becomes the fuel supply return vehicle speed at time t2, the voltage of the electric power generated by the motor generator 4 is lower than that in the conventional control. Therefore, the amount of fuel required to maintain the voltage of the electric power generated by the motor generator 4 when the fuel cut is stopped is reduced.

  As described above, in the present embodiment, when the vehicle 1 is decelerating, the motor generator 4 is conditioned on the condition that the speed of the vehicle 1 becomes equal to or lower than the regeneration limit vehicle speed set higher than the fuel supply return vehicle speed. The voltage of the electric power regenerated by is reduced.

  In particular, in the present embodiment, when the vehicle 1 is decelerating, the speed of the vehicle 1 is fueled on the condition that the speed of the vehicle 1 is equal to or less than the regeneration limit vehicle speed set higher than the fuel supply return vehicle speed. The voltage of the electric power regenerated by the motor generator 4 is reduced so as to be the target voltage when the supply return vehicle speed is reached.

  For this reason, the present embodiment reduces the amount of fuel required to set the voltage of the power generated by the motor generator 4 to the target voltage when the fuel cut is stopped, and the speed of the vehicle 1 supplies the fuel. When the return vehicle speed is reached and idling of the engine 2 is started, fluctuations in the load can be suppressed.

  In the present embodiment, since the regeneration limit vehicle speed is set according to the gear ratio of the transmission 5, the regeneration limit vehicle speed can be optimally set with respect to the gear ratio of the transmission 5.

(Second Embodiment)
As for the second embodiment of the present invention, differences from the first embodiment of the present invention will be described. Since this embodiment can be realized by the same hardware configuration as that of the first embodiment of the present invention, this embodiment will be described with reference to FIG.

  This embodiment is different from the first embodiment of the present invention in the program stored in the ROM of the ECU 6. Specifically, in this embodiment, in addition to the function of ECU 6 in the first embodiment of the present invention, ECU 6 has a speed of vehicle 1 that is less than or equal to the regenerative limit vehicle speed when vehicle 1 is decelerating. In addition, when the power generation control execution condition in which the storage amount of the battery 7 is equal to or less than the predetermined storage amount is not satisfied, the motor generator 4 has a function of prohibiting power generation. The predetermined accumulation amount is an adaptive value determined experimentally in advance.

  In the present embodiment, the ECU 6 calculates the amount of electricity stored in the battery 7 by integrating the current detected by the current sensor 13.

  The regenerative power generation permission determination operation by the ECU 6 configured as described above is the same as the regenerative power generation permission determination operation described with reference to FIG.

  Next, the regenerative power generation execution operation by the ECU 6 will be described with reference to FIG. Note that the regenerative power generation execution operation described below may be executed by the ECU 6 after the regenerative power generation permission determination operation described with reference to FIG. 2 is executed, or in parallel with the regenerative power generation permission determination operation by the ECU 6. It may be executed repeatedly.

  First, the ECU 6 determines whether or not the regenerative power generation permission mode is set (step S21). If it is determined that the regenerative power generation permission mode is set, the ECU 6 executes regenerative power generation by causing the motor generator 4 to regenerate kinetic energy when the vehicle 1 is decelerated, with the excitation current of the motor generator 4 as a substantial maximum value. (Step S22), the regenerative power generation execution operation is terminated.

  If it is determined that the regenerative power generation permission mode is not set, the ECU 6 determines whether or not the power generation control execution condition is satisfied (step S23). When it is determined that the power generation control execution condition is satisfied, the ECU 6 limits power generation by regeneration of the motor generator 4 and controls the excitation current of the motor generator 4 according to the operation state of the vehicle 1. Weak power generation is performed to control the voltage of the power generated by the motor generator 4 so that the speed of the vehicle 1 becomes the target voltage when the fuel supply return vehicle speed is reached (step S24), and the regenerative power generation execution operation is terminated. To do.

  When it is determined that the power generation control execution condition is not satisfied, the ECU 6 prohibits the motor generator 4 from generating power (step S25) and ends the regenerative power generation execution operation.

  The operation of the regenerative power generation permission determination operation and the regenerative power generation execution operation described above will be described with reference to FIG.

  In the graph denoted by reference numeral 60, the vertical axis represents the vehicle speed, and the horizontal axis represents time. In the graph denoted by reference numeral 61, the vertical axis represents the voltage of the electric power generated by the motor generator 4, and the horizontal axis represents the time. Moreover, the broken line shown with the code | symbol 62 has shown the change of the voltage of the electric power generated by the motor generator 4 by the conventional control for comparison.

  FIG. 6 shows a state in which the vehicle 1 is decelerated and a fuel cut is being executed. That is, the vehicle 1 has decelerated from a time outside the figure prior to time t11, and fuel cut is being executed.

  If the power generation control execution condition is not satisfied when the speed of the vehicle 1 becomes equal to or lower than the regenerative limit vehicle speed at time t11, the ECU 6 enters a power generation prohibition mode that prohibits the motor generator 4 from generating power. .

  In the power generation prohibition mode, the ECU 6 gradually reduces the voltage of the electric power generated by the motor generator 4 to 0 by integral control for the purpose of preventing torque fluctuation due to sudden fluctuation of the power generation load by the motor generator 4. It has become.

  When the speed of the vehicle 1 becomes the fuel supply return vehicle speed at time t12, and then the power generation control execution condition is satisfied at time t13, the ECU 6 enters the regenerative power generation restriction mode, and the voltage of the power generated by the motor generator 4 is set as the target voltage. Control to be.

  As indicated by an arrow 63 in FIG. 6, when the speed of the vehicle 1 becomes the fuel supply return vehicle speed at time t12, the voltage of the electric power generated by the motor generator 4 is lower than that in the conventional control. Therefore, the amount of fuel required to maintain the voltage of the electric power generated by the motor generator 4 when the fuel cut is stopped is reduced.

  As described above, the present embodiment provides the same effects as those of the first embodiment of the present invention, and the motor generator 4 generates power when the amount of power stored in the battery 7 is greater than the predetermined amount of storage. Forbidden, overcharging of the battery 7 can be prevented.

  As mentioned above, although embodiment of this invention was disclosed, it is clear that a change can be added to this embodiment, without deviating from the scope of the present invention. The embodiments of the present invention are disclosed on the assumption that equivalents to which such changes are made are included in the invention described in the claims.

1 vehicle 2 engine (internal combustion engine)
4 Motor generator 5 Transmission 7 Battery (power storage device)
30 Fuel supply stop unit 31 Power generation control unit 32 Regenerative limit vehicle speed setting unit

Claims (4)

  1. Provided in a vehicle having an internal combustion engine and a motor generator;
    A fuel supply stop unit that stops the supply of fuel to the internal combustion engine until the speed of the vehicle is equal to or lower than a predetermined fuel supply return vehicle speed when the vehicle is decelerating;
    A generated power control unit that controls electric power generated by driving the motor generator by the output of the internal combustion engine and electric power generated by causing the motor generator to regenerate kinetic energy during deceleration of the vehicle; A vehicular power generation control device comprising:
    The generated power control unit is regenerated by the motor generator on the condition that when the vehicle is decelerating, the speed of the vehicle is less than or equal to a regenerative limit vehicle speed set higher than the fuel supply return vehicle speed. A vehicle power generation control device that reduces the voltage of electric power.
  2. The vehicle further includes a transmission for shifting the power output by the internal combustion engine,
    The vehicle power generation control device according to claim 1, further comprising a regenerative restriction vehicle speed setting unit configured to set the regenerative restriction vehicle speed according to a gear ratio of the transmission.
  3.   The generated power control unit sets a target when the vehicle speed becomes the fuel supply return vehicle speed on condition that the speed of the vehicle is equal to or lower than the regeneration limit vehicle speed when the vehicle is decelerating. The vehicular power generation control device according to claim 1 or 2, wherein the voltage of electric power regenerated by the motor generator is reduced so as to be a voltage.
  4. The vehicle further includes a power storage device that stores electric power generated by the motor generator,
    The generated power control unit satisfies a power generation control execution condition in which when the vehicle is decelerating, the speed of the vehicle is equal to or less than the regeneration limit vehicle speed, and the charged amount of the power storage device is equal to or less than a predetermined accumulated amount. The vehicle power generation control device according to any one of claims 1 to 3, wherein the motor generator is prohibited from generating power when the motor generator is not operating.
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JP2015121302A JP6485242B2 (en) 2015-06-16 2015-06-16 Vehicle power generation control device
DE102016210396.2A DE102016210396A1 (en) 2015-06-16 2016-06-13 Power generation control unit for a vehicle
CN201610425290.3A CN106256630B (en) 2015-06-16 2016-06-15 Power generation control device for vehicle

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