JP2017094835A - Hybrid-vehicular regenerative electric power volume control system, hybrid vehicle, and hybrid-vehicular regenerative electric power volume control method - Google Patents

Hybrid-vehicular regenerative electric power volume control system, hybrid vehicle, and hybrid-vehicular regenerative electric power volume control method Download PDF

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JP2017094835A
JP2017094835A JP2015227570A JP2015227570A JP2017094835A JP 2017094835 A JP2017094835 A JP 2017094835A JP 2015227570 A JP2015227570 A JP 2015227570A JP 2015227570 A JP2015227570 A JP 2015227570A JP 2017094835 A JP2017094835 A JP 2017094835A
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electric energy
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JP6686384B2 (en
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竜 山角
Ryu Yamakado
竜 山角
晃浩 稲村
Akihiro Inamura
晃浩 稲村
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Isuzu Motors Ltd
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    • 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
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • 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
    • 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
    • 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
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid-vehicular regenerative electric power volume control system, a hybrid vehicle, and a hybrid-vehicular regenerative electric power volume control method, which are capable of increasing a regenerative electric power volume of a motor-generator and sufficiently securing a charge amount of a battery connected to the motor-generator via an inverter while the vehicle travels on a down-hill road, thus improving fuel economy.SOLUTION: In a case where a traveling spot of a hybrid vehicle is down-hill with its road inclination G equal to or more than a predetermined set inclination threshold G1, control is performed to calculate a target generative electric power volume Et, that is, a target value of a regenerative electric power volume of a motor-generator 31, by adding a correction regenerative electric power volume Ec set as a positive function of a magnitude being a down inclination G at a traveling spot to a basic regenerative electric power volume Eb that is regenerative electric power volume set on the basis of a travel state of the vehicle.SELECTED DRAWING: Figure 3

Description

本発明は、ハイブリッド車両の回生電力量制御システム、ハイブリッド車両及びハイブリッド車両の回生電力量制御方法に関し、更に詳しくは、車両走行用の動力源であるエンジン及びモータージェネレーターと、制御装置と、を有するハイブリッドシステムを備えたハイブリッド車両の回生電力量制御システム、ハイブリッド車両及びハイブリッド車両の回生電力量制御方法に関する。   The present invention relates to a regenerative electric energy control system for a hybrid vehicle, a hybrid vehicle, and a regenerative electric energy control method for a hybrid vehicle. More specifically, the present invention includes an engine and a motor generator, which are power sources for running a vehicle, and a control device. The present invention relates to a regenerative electric energy control system for a hybrid vehicle including a hybrid system, a hybrid vehicle, and a regenerative electric energy control method for a hybrid vehicle.

近年、燃費向上及び環境対策などの観点から、車両の運転状態に応じて複合的に制御されるエンジン及びモータージェネレーターを有するハイブリッドシステムを備えたハイブリッド車両（以下「ＨＥＶ」という。）が注目されている。このＨＥＶにおいては、車両の加速時や発進時には、モータージェネレーターによる駆動力のアシストが行われる一方で、慣性走行時や始動時にはモータージェネレーターによる回生発電が行われる（例えば、特許文献１を参照）。   In recent years, a hybrid vehicle (hereinafter referred to as “HEV”) including a hybrid system having an engine and a motor generator that are controlled in combination according to the driving state of the vehicle has attracted attention from the viewpoint of improving fuel efficiency and environmental measures. Yes. In this HEV, when the vehicle is accelerated or started, the driving force is assisted by the motor generator, while regenerative power generation is performed by the motor generator at the time of inertia traveling or starting (see, for example, Patent Document 1).

このＨＥＶが慣性走行しているときにおける、モータージェネレーターによる回生電力量の目標値（目標回生電力量）は、従来、ＨＥＶの走行状態（エンジンの燃料噴射量、エンジン回転数、車速等）に基づいて設定されてきた。なお、慣性走行とは、運転者がアクセルペダルを踏まずに（アクセルオフで）エンジンブレーキを効かせながら走行していることである。   The target value of the regenerative electric energy by the motor generator (target regenerative electric energy) when the HEV is traveling inertially is conventionally based on the HEV driving condition (engine fuel injection amount, engine speed, vehicle speed, etc.). Has been set. The inertia traveling means that the driver travels while applying the engine brake without pressing the accelerator pedal (when the accelerator is off).

しかしながら、ＨＥＶが下り勾配の道路を走行しているときに、その道路の下り勾配の大きさによっては、モータージェネレーターによる回生電力量を未だ大きくする余地が残っていた。   However, when the HEV is traveling on a downhill road, there is still room for increasing the amount of regenerative power generated by the motor generator depending on the downgrade of the road.

また、ハイブリッド車両の回生発電に関連する技術として、降坂時の勾配度に応じて自動変速機の変速比を低レシオ化または低シフト化するとともに、減速の程度に応じて決定された回生量を所定に減少させるハイブリッド車両の回生制御装置が提案されている（例えば、特許文献２参照）。   In addition, as a technology related to regenerative power generation of hybrid vehicles, the ratio of the automatic transmission is reduced or shifted according to the degree of gradient when descending the slope, and the regenerative amount determined according to the degree of deceleration A regenerative control device for a hybrid vehicle that reduces the predetermined amount has been proposed (see, for example, Patent Document 2).

しかしながら、上記のハイブリッド車両の回生制御装置では、降坂時の勾配度に応じて回生量を所定に減少させているので、すなわち、勾配度が大きくなるにつれて回生可能な量も大きくなるにもかかわらず、その回生可能な量の多くを無駄に捨てていることとなり、結果として、燃費の向上を図ることができないという問題がある。   However, in the above-described regenerative control device for a hybrid vehicle, the regenerative amount is reduced to a predetermined value in accordance with the gradient when descending, that is, the amount that can be regenerated increases as the gradient increases. Therefore, much of the amount that can be regenerated is wasted, and as a result, there is a problem that fuel consumption cannot be improved.

特開２００２−２３８１０５号公報JP 2002-238105 A 特開２０００−１０２１１０号公報JP 2000-102110 A

本発明の目的は、ハイブリッド車両が下り勾配の道路を走行しているときに、モータージェネレーターによる回生電力量を大きくすることができ、モータージェネレーターにインバーターを介して接続されるバッテリーの充電量を十分に確保することができ、その結果として燃費を向上させることができるハイブリッド車両の回生電力量制御システム、ハイブリッド車両及びハイブリッド車両の回生電力量制御方法を提供することにある。   An object of the present invention is to increase the amount of regenerative electric power generated by a motor generator when a hybrid vehicle is traveling on a downhill road, and to sufficiently charge a battery connected to the motor generator via an inverter. It is desirable to provide a regenerative electric energy control system for a hybrid vehicle, a hybrid vehicle, and a regenerative electric energy control method for a hybrid vehicle that can be ensured at the same time.

上記の目的を達成する本発明のハイブリッド車両の回生電力量制御システムは、車両走行用の動力源であるエンジン及びモータージェネレーターと、制御装置と、を有するハイブリッドシステムを備えたハイブリッド車両の回生電力量制御システムにおいて、前記制御装置が、前記ハイブリッド車両の走行地点の道路勾配が予め設定された設定勾配閾値以上の下り勾配である場合に、前記モータージェネレーターの回生電力量の目標値である目標回生電力量を、前記ハイブリッド車両の走行状態に基づいて設定される回生電力量である基本回生電力量に、前記走行地点の下り勾配の大きさの正関数として設定される補正回生電力量を加算して算出する制御を行うように構成される。   The regenerative electric energy control system for a hybrid vehicle according to the present invention that achieves the above-described object provides a regenerative electric energy for a hybrid vehicle including a hybrid system including an engine and a motor generator that are power sources for driving the vehicle, and a control device. In the control system, when the road gradient of the travel point of the hybrid vehicle is a downward gradient that is equal to or greater than a preset gradient threshold, the target regenerative power that is a target value of the regenerative power amount of the motor generator The amount is added to the basic regenerative power amount that is the regenerative power amount set based on the traveling state of the hybrid vehicle, and the corrected regenerative power amount that is set as a positive function of the magnitude of the downward slope of the travel point. It is configured to perform control to calculate.

また、上記のハイブリッド車両の回生電力量制御システムにおいて、前記制御装置が、前記ハイブリッド車両の走行地点の道路勾配が前記設定勾配閾値以上の下り勾配である場合に、前記モータージェネレーターの目標回生電力量と、前記モータージェネレーターにインバーターを介して接続されるバッテリーの充電量の合計値である合計電力量が、前記バッテリーに充電できる量の最大値である最大充電量値以上となったときには、前記合計電力量が前記最大充電量値未満となるように、前記目標回生電力量を減少させる制御を行うように構成される。   Further, in the above regenerative electric energy control system for a hybrid vehicle, when the control device has a road gradient at a travel point of the hybrid vehicle that is a downward gradient equal to or greater than the set gradient threshold, the target regenerative electric energy of the motor generator And when the total amount of power, which is the total amount of charge of the battery connected to the motor generator via an inverter, is equal to or greater than the maximum amount of charge that is the maximum amount of charge that can be charged to the battery, the total amount Control is performed to reduce the target regenerative power amount so that the power amount is less than the maximum charge amount value.

また、上記の目的を達成する本発明のハイブリッド車両は、上記のハイブリッド車両の回生電力量制御システムを備えて構成される。   Moreover, the hybrid vehicle of the present invention that achieves the above object is configured to include the regenerative electric energy control system for the hybrid vehicle.

また、上記の目的を達成する本発明のハイブリッド車両の回生電力量制御方法は、車両走行用の動力源であるエンジン及びモータージェネレーターを有するハイブリッドシステムを備えたハイブリッド車両の回生電力量制御方法において、前記ハイブリッド車両の走行地点の道路勾配が予め設定された設定勾配閾値以上の下り勾配である場合に、前記モータージェネレーターの回生電力量の目標値である目標回生電力量を、前記ハイブリッド車両の走行状態に基づいて設定される回生電力量である基本回生電力量に、前記走行地点の下り勾配の大きさの正関数として設定される補正回生電力量を加算して算出する制御を行うことを特徴とする方法である。   A regenerative electric energy control method for a hybrid vehicle of the present invention that achieves the above object is a method for controlling the regenerative electric energy of a hybrid vehicle including a hybrid system having an engine and a motor generator as a power source for vehicle travel. When the road gradient of the travel point of the hybrid vehicle is a downward gradient that is equal to or greater than a preset gradient threshold, a target regenerative power amount that is a target value of the regenerative power amount of the motor generator is determined as a travel state of the hybrid vehicle. Control is performed by adding a correction regenerative power amount set as a positive function of the magnitude of the downward slope of the travel point to a basic regenerative power amount that is set based on It is a method to do.

また、上記のハイブリッド車両の回生電力量制御方法において、前記ハイブリッド車両の走行地点の道路勾配が前記設定勾配閾値以上の下り勾配である場合に、前記モータージェネレーターの目標回生電力量と、前記モータージェネレーターにインバーターを介して接続されるバッテリーの充電量の合計値である合計電力量が、前記バッテリーに充電できる量の最大値である最大充電量値以上となったときには、前記合計電力量が前記最大充電量値未満となるように、前記目標回生電力量を減少させる制御を行うことを特徴とする方法である。   Further, in the above regenerative electric energy control method for a hybrid vehicle, when the road gradient of the travel point of the hybrid vehicle is a downward gradient equal to or greater than the set gradient threshold, the target regenerative electric energy of the motor generator and the motor generator When the total power amount that is the total charge amount of the battery connected to the battery via the inverter becomes equal to or greater than the maximum charge amount value that is the maximum value that can be charged to the battery, the total power amount is In this method, control is performed to reduce the target regenerative power amount so as to be less than a charge amount value.

本発明のハイブリッド車両の回生電力量制御システム、ハイブリッド車両及びハイブリッド車両の回生電力量制御方法によれば、ハイブリッド車両が急な下り勾配の道路を走行しているときに、その下り勾配が大きくなるにつれて、モータージェネレーターの回生電力量の目標値（目標回生電力量）を大きくするので、モータージェネレーターにインバーターを介して接続されるバッテリーの充電量を十分に確保することができる。その結果、バッテリーへの充電のためのエンジンの燃料噴射を抑制でき、さらに、上り勾配の道路でのモータージェネレーターのアシスト機会を増加することができ、燃費を向上させることができる。   According to the regenerative electric energy control system for a hybrid vehicle, the hybrid vehicle, and the regenerative electric energy control method for a hybrid vehicle according to the present invention, when the hybrid vehicle is traveling on a steep downhill road, the downgrade is increased. Accordingly, since the target value (target regenerative power amount) of the regenerative power amount of the motor generator is increased, the charge amount of the battery connected to the motor generator via the inverter can be sufficiently secured. As a result, the fuel injection of the engine for charging the battery can be suppressed, and further the motor generator assist opportunities on the uphill road can be increased, thereby improving the fuel consumption.

また、モータージェネレーターによる回生電力量をバッテリーに充電すると、バッテリーの充電量が過剰になると予測される場合には、モータージェネレーターによる目標回生電力量を減少補正するので、バッテリーへの過剰な充電を防止して、バッテリーの耐久性を向上させることができる。   In addition, if it is predicted that the amount of battery charge will be excessive when the battery is charged with regenerative power from the motor generator, the target regenerative power by the motor generator will be corrected to decrease, thus preventing excessive charging of the battery. Thus, the durability of the battery can be improved.

本発明の実施形態からなるハイブリッド車両の回生電力量制御システムを備えたハイブリッド車両の構成図である。1 is a configuration diagram of a hybrid vehicle including a regenerative electric energy control system for a hybrid vehicle according to an embodiment of the present invention. 本発明の実施形態からなるハイブリッド車両の回生電力量制御方法の制御フローの前半を示す図である。It is a figure which shows the first half of the control flow of the regeneration electric energy control method of the hybrid vehicle which consists of embodiment of this invention. 本発明の実施形態からなるハイブリッド車両の回生電力量制御方法の制御フローの後半を示す図である。It is a figure which shows the second half of the control flow of the regeneration electric energy control method of the hybrid vehicle which consists of embodiment of this invention. 道路勾配と補正回生電力量との相関関係を示す図である。It is a figure which shows the correlation with a road gradient and correction | amendment regenerative electric energy. 車重と設定勾配閾値との相関関係を示す図である。It is a figure which shows the correlation of a vehicle weight and a setting gradient threshold value.

以下に、本発明の実施の形態について、図面を参照して説明する。図１は、本発明の実施形態からなるハイブリッド車両の回生電力量制御システムを備えたハイブリッド車両を示す。   Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a hybrid vehicle equipped with a regenerative electric energy control system for a hybrid vehicle according to an embodiment of the present invention.

このハイブリッド車両（以下「ＨＥＶ」という。）は、普通乗用車のみならず、バスやトラック、ピックアップトラックなどを含む車両であり、車両の運転状態に応じて複合的に制御されるエンジン１０及びモータージェネレーター３１を有するハイブリッドシステム３０を備えている。   The hybrid vehicle (hereinafter referred to as “HEV”) is a vehicle including not only a normal passenger car but also a bus, a truck, a pickup truck, and the like, and an engine 10 and a motor generator that are controlled in combination according to the driving state of the vehicle. A hybrid system 30 having 31 is provided.

エンジン１０においては、エンジン本体１１に形成された複数（この例では４個）の気筒１２内における燃料の燃焼により発生した熱エネルギーにより、クランクシャフト１３が回転駆動される。このエンジン１０には、ディーゼルエンジンやガソリンエンジンが用いられる。クランクシャフト１３の回転動力は、クランクシャフト１３の一端部に接続するクラッチ１４（例えば、湿式多板クラッチなど）を通じてトランスミッション２０に伝達される。   In the engine 10, the crankshaft 13 is rotationally driven by thermal energy generated by the combustion of fuel in a plurality (four in this example) of cylinders 12 formed in the engine body 11. The engine 10 is a diesel engine or a gasoline engine. The rotational power of the crankshaft 13 is transmitted to the transmission 20 through a clutch 14 (for example, a wet multi-plate clutch) connected to one end of the crankshaft 13.

トランスミッション２０には、ＨＥＶの運転状態と予め設定されたマップデータとに基づいて決定された目標変速段へ、変速用アクチュエーター（図示しない）を用いて自動的に変速するＡＭＴやＡＴが用いられている。なお、トランスミッション２０は、ＡＭＴのような自動変速式に限るものではなく、ドライバーが手動で変速するマニュアル式であってもよい。   The transmission 20 uses an AMT or AT that automatically shifts to a target shift speed determined based on the HEV operating state and preset map data using a shift actuator (not shown). Yes. The transmission 20 is not limited to an automatic transmission type such as AMT, and may be a manual type in which a driver manually changes gears.

トランスミッション２０で変速された回転動力は、プロペラシャフト２２を通じてデファレンシャル２３に伝達され、一対の駆動輪２４にそれぞれ駆動力として分配される。   The rotational power changed by the transmission 20 is transmitted to the differential 23 through the propeller shaft 22 and distributed to each of the pair of drive wheels 24 as drive power.

ハイブリッドシステム３０は、モータージェネレーター３１と、そのモータージェネレーター３１に順に電気的に接続するインバーター３５、高電圧バッテリー３２、ＤＣ／ＤＣコンバーター３３及び低電圧バッテリー３４とを有している。   The hybrid system 30 includes a motor generator 31, an inverter 35, a high voltage battery 32, a DC / DC converter 33, and a low voltage battery 34 that are electrically connected to the motor generator 31 in order.

高電圧バッテリー３２としては、リチウムイオンバッテリーやニッケル水素バッテリーなどが好ましく例示される。また、低電圧バッテリー３４には鉛バッテリーが用いられる。   Preferred examples of the high voltage battery 32 include a lithium ion battery and a nickel metal hydride battery. The low voltage battery 34 is a lead battery.

ＤＣ／ＤＣコンバーター３３は、高電圧バッテリー３２と低電圧バッテリー３４との間における充放電の方向及び出力電圧を制御する機能を有している。また、低電圧バッテリー３４は、各種の車両電装品３６に電力を供給する。   The DC / DC converter 33 has a function of controlling the charge / discharge direction and the output voltage between the high voltage battery 32 and the low voltage battery 34. The low voltage battery 34 supplies power to various vehicle electrical components 36.

このハイブリッドシステム３０における種々のパラメーター、例えば、電流値、電圧値やＳＯＣ値などは、ＢＭＳ（バッテリーマネジメントシステム）３９により検出される。   Various parameters in the hybrid system 30 such as a current value, a voltage value, and an SOC value are detected by a BMS (battery management system) 39.

モータージェネレーター３１は、回転軸３７に取り付けられた第１プーリー１５とエンジン本体１１の出力軸であるクランクシャフト１３の他端部に取り付けられた第２プーリー１６との間に掛け回された無端状のベルト状部材１７を介して、エンジン１０との間で動力を伝達する。なお、２つのプーリー１５、１６及びベルト状部材１７の代わりに、ギヤボックスなどを用いて動力を伝達することもできる。また、モータージェネレーター３１に接続するエンジン本体１１の出力軸は、クランクシャフト１３に限るものではなく、例えばエンジン本体１１とトランスミッション２０の間の伝達軸やプロペラシャフト２２であっても良い。   The motor generator 31 is an endless shape wound around a first pulley 15 attached to the rotating shaft 37 and a second pulley 16 attached to the other end of the crankshaft 13 which is an output shaft of the engine body 11. Power is transmitted to and from the engine 10 via the belt-shaped member 17. Note that power can be transmitted using a gear box or the like instead of the two pulleys 15 and 16 and the belt-like member 17. Further, the output shaft of the engine main body 11 connected to the motor generator 31 is not limited to the crankshaft 13, and may be a transmission shaft or the propeller shaft 22 between the engine main body 11 and the transmission 20, for example.

このモータージェネレーター３１は、エンジン本体１１を始動するスターターモーター（図示せず）の代わりに、クランキングを行う機能を有していてもよい。   The motor generator 31 may have a function of cranking instead of a starter motor (not shown) that starts the engine body 11.

これらのエンジン１０及びハイブリッドシステム３０は、制御装置８０により制御される。具体的には、ＨＥＶの発進時や加速時には、ハイブリッドシステム３０は高電圧バッテリー３２から電力を供給されたモータージェネレーター３１により駆動力の少なくとも一部をアシストする一方で、慣性走行時や制動時においては、モータージェネレーター３１による回生発電を行い、余剰の運動エネルギーを電力に変換して高電圧バッテリー３２を充電する。   The engine 10 and the hybrid system 30 are controlled by the control device 80. Specifically, at the time of HEV start or acceleration, the hybrid system 30 assists at least a part of the driving force by the motor generator 31 supplied with power from the high voltage battery 32, while at the time of inertia traveling or braking. Performs regenerative power generation by the motor generator 31, converts surplus kinetic energy into electric power, and charges the high voltage battery 32.

本発明のハイブリッド車両の回生電力量制御システムは、車両走行用の動力源であるエンジン１０及びモータージェネレーター３１と、制御装置８０と、を有するハイブリッドシステム３０を備えたシステムである。   The regenerative electric energy control system for a hybrid vehicle according to the present invention is a system including a hybrid system 30 having an engine 10 and a motor generator 31 that are power sources for driving the vehicle, and a control device 80.

そして、制御装置８０が、ハイブリッド車両の走行地点の道路勾配Ｇが実験等により予め設定された設定勾配閾値Ｇ１以上の下り勾配である場合に、モータージェネレーター３１の回生電力量の目標値である目標回生電力量Ｅｔを、ハイブリッド車両の走行状態（エンジン１０の燃料噴射量、エンジン回転数、車速等）に基づいて設定される回生電力量である基本回生電力量Ｅｂに、走行地点の下り勾配Ｇの大きさの正関数として設定される補正回生電力量Ｅｃを加算して算出する制御を行うように構成する。すなわち、目標回生電力量Ｅｔ＝基本回生電力量Ｅｂ＋補正回生電力量Ｅｃとするとともに、この補正回生電力量Ｅｃを、走行地点の下り勾配Ｇが小さいときには小さくなるように、走行地点の下り勾配Ｇが大きいときには大きくなるように、設定する。   Then, when the road gradient G at the travel point of the hybrid vehicle is a downward gradient equal to or greater than a preset gradient threshold G1 set by experiments or the like, the control device 80 is a target that is a target value of the regenerative electric energy of the motor generator 31. The regenerative power amount Et is changed to the basic regenerative power amount Eb, which is a regenerative power amount set based on the traveling state of the hybrid vehicle (fuel injection amount of the engine 10, engine speed, vehicle speed, etc.) The correction regenerative electric energy Ec which is set as a positive function of the magnitude of is added and calculated. That is, the target regenerative electric energy Et = basic regenerative electric energy Eb + corrected regenerative electric energy Ec, and the corrected regenerative electric energy Ec is decreased when the down gradient G of the travel point is small. Set to be large when is large.

ここで、道路勾配Ｇは、例えば、ＥＳＣシステム（横滑り防止システム）に搭載されている加速度センサー（Ｇセンサ−）、輪速センサー、ジャイロセンサー等の各種センサーの検出値を用いて推定算出したり、あるいは、ハイブリッド車両にナビゲーションシステムが搭載されている場合には、このナビゲーションシステムに登録されている道路勾配情報を用いたりして算出する。   Here, the road gradient G is estimated and calculated using detection values of various sensors such as an acceleration sensor (G sensor), a wheel speed sensor, and a gyro sensor mounted on the ESC system (side slip prevention system), for example. Alternatively, when the navigation system is mounted on the hybrid vehicle, the calculation is performed by using road gradient information registered in the navigation system.

また、この設定勾配閾値Ｇ１は、ハイブリッド車両に加わる重力加速度による前進方向の力が走行抵抗以上になり、エンジン１０及びモータージェネレーター３１からの駆動力が無くても、減速しない勾配に選定される。   Further, the set gradient threshold G1 is selected so that the force in the forward direction due to the gravitational acceleration applied to the hybrid vehicle is equal to or greater than the running resistance and the vehicle does not decelerate even if there is no driving force from the engine 10 and the motor generator 31.

より詳細には、この設定勾配閾値Ｇ１は、図５に示すような車重と設定勾配閾値Ｇ１の相関関係を設定した制御マップを用いて、ハイブリッド車両の車重を基に算出される。ハイブリッド車両の車重が軽いほど設定勾配閾値Ｇ１は大きくなり、車重が重いほど設定勾配閾値Ｇ１は小さくなる。   More specifically, the set gradient threshold value G1 is calculated based on the vehicle weight of the hybrid vehicle using a control map in which the correlation between the vehicle weight and the set gradient threshold value G1 is set as shown in FIG. The set gradient threshold value G1 increases as the vehicle weight of the hybrid vehicle decreases, and the set gradient threshold value G1 decreases as the vehicle weight increases.

また、設定勾配閾値Ｇ１の大きさに基づいて補正回生電力量Ｅｃは変化する。図４に示すように、ハイブリッド車両の車重をａ、ｂ、ｃ（ａ＞ｂ＞ｃ）として、それぞれの車重に対応する設定勾配閾値Ｇ１をＧ１ａ、Ｇ１ｂ、Ｇ１ｃとし、それぞれの設定勾配閾値Ｇ１に対応する補正回生電力量Ｅｃを示す線をＬａ、Ｌｂ、Ｌｃとした場合、車重が大きくなるにつれて、補正回生電力量Ｅｃが大きくなることが分かる。   Further, the corrected regenerative electric energy Ec changes based on the magnitude of the set gradient threshold G1. As shown in FIG. 4, the vehicle weight of the hybrid vehicle is set to a, b, c (a> b> c), the set gradient threshold G1 corresponding to each vehicle weight is set to G1a, G1b, G1c, and each set gradient is set. When the lines indicating the corrected regenerative electric energy Ec corresponding to the threshold G1 are La, Lb, and Lc, it can be seen that the corrected regenerative electric energy Ec increases as the vehicle weight increases.

なお、ハイブリッド車両がオートクルーズ走行する場合には、従来は、運転者により設定された設定車速度で一定走行するように、モータージェネレーター３１による回生電力量（回生トルク）の目標回生量Ｅｔを基本回生電力量Ｅｂに設定しているが、本発明では、道路勾配Ｇが設定勾配閾値Ｇ１以上の下り勾配である場合には、走行地点の下り勾配Ｇの大きさの正関数として補正回生電力量Ｅｃを設定して、目標回生電力量Ｅｔ（＝Ｅｂ＋Ｅｃ）を算出するフィードフォワード制御を行う。   When the hybrid vehicle travels by auto-cruise, conventionally, the target regeneration amount Et of the regenerative electric energy (regenerative torque) by the motor generator 31 is basically set so that the vehicle travels constantly at the set vehicle speed set by the driver. Although the regenerative electric energy Eb is set, in the present invention, when the road gradient G is a downward gradient equal to or greater than the set gradient threshold G1, the corrected regenerative electric energy is used as a positive function of the magnitude of the downward gradient G at the travel point. Ec is set, and feedforward control for calculating the target regenerative electric energy Et (= Eb + Ec) is performed.

なお、オートクルーズは、特に高速道路を走行する際に使用されており、運転者によってオートクルーズ作動スイッチ（図示しない）が投入された場合に、制御装置８０が、ＨＥＶを自動走行させて予定通りに運行させる走行モードである。   Autocruise is used especially when traveling on a highway. When an autocruise operation switch (not shown) is turned on by a driver, the control device 80 causes HEV to automatically travel as planned. This is a driving mode for operating the vehicle.

このオートクルーズにおける走行モードとしては、エンジン走行、アシスト走行、モータ走行、及び惰性走行を、走行路の勾配、ハイブリッド車両の車重などのパラメーターに基づいて適時選択して、ハイブリッド車両の車速を予め設定された目標速度範囲に維持してＨＥＶを自動走行させるモードや、先行車両に追従するように適時選択して、ＨＥＶに先行車を追従させるモードを例示できる。   As the travel mode in this auto cruise, engine travel, assist travel, motor travel, and inertia travel are selected in a timely manner based on parameters such as the gradient of the travel path and the vehicle weight of the hybrid vehicle, and the vehicle speed of the hybrid vehicle is determined in advance. Examples include a mode in which the HEV is automatically driven while maintaining the set target speed range, and a mode in which the HEV is made to follow the preceding vehicle by appropriately selecting to follow the preceding vehicle.

また、上記のハイブリッド車両の回生電力量制御システムにおいて、制御装置８０が、ハイブリッド車両の走行地点の道路勾配Ｇが設定勾配閾値Ｇ１以上の下り勾配である場合に、モータージェネレーター３１の目標回生電力量Ｅｔと、モータージェネレーター３１にインバーター３５を介して接続される高電圧バッテリー３２の充電量Ｅｓの合計値である合計電力量Ｅ（＝Ｅｔ＋Ｅｓ）が、高電圧バッテリー３２に充電できる量の最大値である最大充電量値Ｅｓｍａｘ以上となった（Ｅ≧Ｅｓｍａｘ）ときには、合計電力量Ｅが最大充電量値Ｅｓｍａｘ未満となるように、目標回生電力量Ｅｔを減少させる制御を行うように構成する。この充電量ＥｓはＢＭＳ３９により検出され、充電量Ｅｓの検出値のデータはＢＭＳ３９または制御装置８０に記憶させる。   Further, in the above-described hybrid vehicle regenerative power control system, when the control device 80 has a downward gradient equal to or greater than the set gradient threshold G1 at the travel point of the hybrid vehicle, the target regenerative power amount of the motor generator 31 is obtained. The total electric energy E (= Et + Es), which is the total value of Et and the charge amount Es of the high voltage battery 32 connected to the motor generator 31 via the inverter 35, is the maximum amount that can be charged to the high voltage battery 32. When the maximum charge amount value Esmax is equal to or greater than (E ≧ Esmax), control is performed to reduce the target regenerative power amount Et so that the total power amount E becomes less than the maximum charge amount value Esmax. The charge amount Es is detected by the BMS 39, and the data of the detected value of the charge amount Es is stored in the BMS 39 or the control device 80.

次に、上記のハイブリッド車両の回生電力量制御システムを基にした、本発明のハイブリッド車両の回生電力量制御方法について、図２、図３の制御フローを参照しながら説明する。図２の制御フローは、車両の始動時等で、図３の制御フローを実施する前に、上級の制御フローから呼ばれて実施され、実施後に、上級の制御フローに戻る制御フローとして示している。図３の制御フローは、車両の慣性走行時や始動時等、モータージェネレーター３１による回生発電制御を行うときに、予め設定した制御時間が経過する毎に上級の制御フローから呼ばれて実施され、実施後に上級の制御フローに戻る制御フローとして示している。   Next, a regenerative electric energy control method for a hybrid vehicle according to the present invention based on the above-described hybrid vehicle regenerative electric energy control system will be described with reference to the control flow of FIGS. The control flow shown in FIG. 2 is called from the advanced control flow before starting the control flow shown in FIG. 3 at the start of the vehicle or the like, and is shown as a control flow that returns to the advanced control flow after the execution. Yes. The control flow of FIG. 3 is called and executed from an advanced control flow every time a preset control time elapses when performing regenerative power generation control by the motor generator 31, such as at the time of inertial running or starting of the vehicle, It is shown as a control flow that returns to an advanced control flow after implementation.

図２の制御フローについて説明する。図２の制御フローがスタートすると、ステップＳ１０にて、ハイブリッド車両の車重を取得して、この取得した車重の情報を制御装置８０に記憶させる。この車重の取得方法は、車両重量計（図示しない）等を用いて車重を検出する方法でもよいし、車両の寸法等に係る各種パラメーターを用いて車重を推定する方法でもよい。また、発進時や変速時に駆動輪２４に伝達される駆動力が走行抵抗に等しくなるとして車重を推定する方法でもよい。   The control flow of FIG. 2 will be described. When the control flow in FIG. 2 starts, the vehicle weight of the hybrid vehicle is acquired in step S10, and the acquired vehicle weight information is stored in the control device 80. The vehicle weight acquisition method may be a method of detecting the vehicle weight using a vehicle weigh scale (not shown) or the like, or a method of estimating the vehicle weight using various parameters related to the dimensions of the vehicle. Alternatively, the vehicle weight may be estimated by assuming that the driving force transmitted to the drive wheels 24 at the time of starting or shifting is equal to the running resistance.

そして、ステップＳ１０の制御を実施後、ステップＳ２０に進み、ステップＳ２０にて、図５に示すような車重と設定勾配閾値Ｇ１の相関関係を設定した制御マップを用いて、ステップＳ１０で取得した車重の情報を基に、設定勾配閾値Ｇ１を算出して、制御装置８０に記憶させる。ステップＳ２０の制御を実施後、リターンに進み、本制御フローを終了して、上級の制御フローに戻る。なお、この設定勾配閾値Ｇ１としては、例えば、ハイブリッド車両の車重が２５ｔの場合には、２％の勾配を例示できる。   Then, after carrying out the control of step S10, the process proceeds to step S20. In step S20, the control map in which the correlation between the vehicle weight and the set gradient threshold value G1 as shown in FIG. 5 is used is obtained in step S10. Based on the vehicle weight information, the set gradient threshold G1 is calculated and stored in the control device 80. After executing the control of step S20, the process proceeds to return, ends the present control flow, and returns to the advanced control flow. In addition, as this setting gradient threshold value G1, when the vehicle weight of a hybrid vehicle is 25t, a gradient of 2% can be illustrated, for example.

図３の制御フローについて説明する。図３の制御フローがスタートすると、ステップＳ３０にて、高電圧バッテリー３２の充電量ＥｓをＢＭＳ３９または制御装置８０より読み込むとともに、ハイブリッド車両の走行状態（エンジン１０の燃料噴射量、エンジン回転数、車速等）に基づいて基本回生電力量Ｅｂを推定算出する。ステップＳ３０の制御を実施後、ステップＳ４０に進む。   The control flow of FIG. 3 will be described. When the control flow of FIG. 3 starts, in step S30, the charge amount Es of the high voltage battery 32 is read from the BMS 39 or the control device 80, and the running state of the hybrid vehicle (the fuel injection amount of the engine 10, the engine speed, the vehicle speed). Etc.), the basic regenerative electric energy Eb is estimated and calculated. After performing the control of step S30, the process proceeds to step S40.

ステップＳ４０にて、ハイブリッド車両の走行地点の道路勾配ＧがステップＳ２０で算出した設定勾配Ｇ１以上か否かを判定する。この道路勾配Ｇの算出は、ステップＳ３０またはステップＳ４０で行う。ステップＳ４０にて、道路勾配Ｇが設定勾配Ｇ１未満であると判定した場合（ＮＯ）は、ステップＳ８０に進み、ステップＳ８０にて、基本回生電力量Ｅｂを目標回生電力量Ｅｔ（＝Ｅｂ）に設定する。ステップＳ８０の制御を実施後、ステップＳ９０に進み、目標回生電力量Ｅｔ分のモータージェネレーター３１による回生発電制御を実施する。ステップＳ９０の制御を実施後、リターンに進み、本制御フローを終了して、上級の制御フローに戻る。   In step S40, it is determined whether or not the road gradient G at the travel point of the hybrid vehicle is greater than or equal to the set gradient G1 calculated in step S20. This road gradient G is calculated in step S30 or step S40. When it is determined in step S40 that the road gradient G is less than the set gradient G1 (NO), the process proceeds to step S80, and in step S80, the basic regenerative power amount Eb is changed to the target regenerative power amount Et (= Eb). Set. After performing the control in step S80, the process proceeds to step S90, and regenerative power generation control by the motor generator 31 for the target regenerative power amount Et is performed. After executing the control of step S90, the process proceeds to return, ends the present control flow, and returns to the advanced control flow.

一方、ステップＳ４０にて、道路勾配Ｇが設定勾配Ｇ１以上であると判定した場合（ＹＥＳ）は、ステップＳ５０に進み、ステップＳ５０にて、走行地点の下り勾配Ｇの大きさの正関数として設定される補正回生電力量Ｅｃを算出するとともに、この補正回生電力量Ｅｃと、ステップＳ３０で読み込みまたは算出した充電量Ｅｓ及び基本回生電力量Ｅｂを用いて、目標回生電力量Ｅｔ（＝Ｅｂ＋Ｅｃ）及び合計電力量Ｅ（＝Ｅｔ＋Ｅｓ）を算出する。ステップＳ５０の制御を実施後、ステップＳ６０に進む。   On the other hand, if it is determined in step S40 that the road gradient G is greater than or equal to the set gradient G1 (YES), the process proceeds to step S50, and is set as a positive function of the magnitude of the downward gradient G at the travel point in step S50. The corrected regenerative electric energy Ec is calculated, and the target regenerative electric energy Et (= Eb + Ec) is calculated using the corrected regenerative electric energy Ec, the charge amount Es read and calculated in step S30, and the basic regenerative electric energy Eb. The total electric energy E (= Et + Es) is calculated. After performing the control in step S50, the process proceeds to step S60.

ステップＳ６０にて、ステップＳ５０で算出した合計電力量Ｅが最大充電量値Ｅｓｍａｘ以上であるか否かを判定する。ステップＳ６０にて、合計電力量Ｅが最大充電量値Ｅｓｍａｘ未満であると判定した場合（ＮＯ）には、ステップＳ９０に進み、目標回生電力量Ｅｔ分のモータージェネレーター３１による回生発電制御を実施する。ステップＳ９０の制御を実施後、リターンに進み、本制御フローを終了して、上級の制御フローに戻る。   In step S60, it is determined whether or not the total power amount E calculated in step S50 is greater than or equal to the maximum charge amount value Esmax. If it is determined in step S60 that the total power amount E is less than the maximum charge amount value Esmax (NO), the process proceeds to step S90, and regenerative power generation control by the motor generator 31 for the target regenerative power amount Et is performed. . After executing the control of step S90, the process proceeds to return, ends the present control flow, and returns to the advanced control flow.

一方、ステップＳ６０にて、合計電力量Ｅが最大充電量値Ｅｓｍａｘ以上であると判定した場合（ＹＥＳ）には、ステップＳ７０に進み、ステップＳ７０にて、合計電力量Ｅが最大充電量値Ｅｓｍａｘ未満となるように、目標回生電力量Ｅｔを減少させる制御（補正）を行う。ステップＳ７０の制御を実施後、ステップＳ９０に進み、目標回生電力量Ｅｔ分のモータージェネレーター３１による回生発電制御を実施する。ステップＳ９０の制御を実施後、リターンに進み、本制御フローを終了して、上級の制御フローに戻る。   On the other hand, when it is determined in step S60 that the total power amount E is equal to or greater than the maximum charge amount value Esmax (YES), the process proceeds to step S70, and in step S70, the total power amount E is the maximum charge amount value Esmax. Control (correction) is performed to reduce the target regenerative electric energy Et so as to be less than the value. After performing the control in step S70, the process proceeds to step S90, and regenerative power generation control by the motor generator 31 for the target regenerative electric energy Et is performed. After executing the control of step S90, the process proceeds to return, ends the present control flow, and returns to the advanced control flow.

以上のように、上記のハイブリッド車両の回生電力量制御システムを基にした、本発明のハイブリッド車両の回生電力量制御方法は、車両走行用の動力源であるエンジン１０及びモータージェネレーター３１を有するハイブリッドシステム３０を備えたハイブリッド車両の回生電力量制御方法において、ハイブリッド車両の走行地点の道路勾配Ｇが予め設定された設定勾配閾値Ｇ１以上の下り勾配である場合に、モータージェネレーター３１の回生電力量の目標値である目標回生電力量Ｅｔを、ハイブリッド車両の走行状態に基づいて設定される回生電力量である基本回生電力量Ｅｂに、走行地点の下り勾配Ｇの大きさの正関数として設定される補正回生電力量Ｅｃを加算して算出する制御を行うことを特徴とする方法である。   As described above, the regenerative electric energy control method for a hybrid vehicle according to the present invention based on the above-described regenerative electric energy control system for a hybrid vehicle is a hybrid having the engine 10 and the motor generator 31 that are power sources for driving the vehicle. In the regenerative electric energy control method for a hybrid vehicle provided with the system 30, when the road gradient G of the traveling point of the hybrid vehicle is a downward gradient equal to or greater than a preset gradient threshold G1, the regenerative electric energy of the motor generator 31 is set. The target regenerative power amount Et, which is a target value, is set as a positive function of the magnitude of the downward gradient G of the travel point to the basic regenerative power amount Eb, which is a regenerative power amount set based on the traveling state of the hybrid vehicle. In this method, the control is performed by adding and calculating the corrected regenerative electric energy Ec.

また、上記のハイブリッド車両の回生電力量制御方法において、ハイブリッド車両の走行地点の道路勾配Ｇが設定勾配閾値Ｇ１以上の下り勾配である場合に、モータージェネレーター３１の目標回生電力量Ｅｔと、モータージェネレーター３１にインバーター３５を介して接続される高電圧バッテリー３２の充電量Ｅｓの合計値である合計電力量Ｅ（＝Ｅｔ＋Ｅｓ）が、高電圧バッテリー３２に充電できる量の最大値である最大充電量値Ｅｓｍａｘ以上となったときには、合計電力量Ｅが最大充電量値Ｅｓｍａｘ未満となるように、目標回生電力量Ｅｔを減少させる制御を行うことを特徴とする方法である。   Further, in the above regenerative electric energy control method for the hybrid vehicle, when the road gradient G at the travel point of the hybrid vehicle is a downward gradient equal to or greater than the set gradient threshold G1, the target regenerative electric energy Et of the motor generator 31 and the motor generator The maximum charge amount value that is the maximum amount of charge that can be charged in the high-voltage battery 32 is the total power amount E (= Et + Es) that is the total value of the charge amount Es of the high-voltage battery 32 connected to the inverter 31 via the inverter 35. In this method, control is performed to reduce the target regenerative electric energy Et so that the total electric energy E becomes less than the maximum charge amount value Esmax when the value is equal to or greater than Esmax.

本発明のハイブリッド車両の回生電力量制御システム、ハイブリッド車両及びハイブリッド車両の回生電力量制御方法によれば、ハイブリッド車両が急な下り勾配の道路を走行しているときに、その下り勾配が大きくなるにつれて、モータージェネレーター３１の回生電力量の目標値（目標回生電力量）Ｅｔを大きくするので、モータージェネレーター３１にインバーター３５を介して接続される高電圧バッテリー３２の充電量を十分に確保することができる。その結果、高電圧バッテリー３２への充電のためのエンジン１０の燃料噴射を抑制でき、さらに、上り勾配の道路でのモータージェネレーター３１のアシスト機会を増加することができ、燃費を向上させることができる。   According to the regenerative electric energy control system for a hybrid vehicle, the hybrid vehicle, and the regenerative electric energy control method for a hybrid vehicle according to the present invention, when the hybrid vehicle is traveling on a steep downhill road, the downgrade is increased. Accordingly, the target value (target regenerative power amount) Et of the regenerative power amount of the motor generator 31 is increased, so that a sufficient charge amount of the high voltage battery 32 connected to the motor generator 31 via the inverter 35 can be secured. it can. As a result, fuel injection of the engine 10 for charging the high voltage battery 32 can be suppressed, and further, the opportunity for assisting the motor generator 31 on an uphill road can be increased, thereby improving fuel efficiency. .

また、モータージェネレーター３１による回生電力量を高電圧バッテリー３２に充電すると、高電圧バッテリー３２の充電量が過剰になると予測される場合には、モータージェネレーター３１による目標回生電力量Ｅｔを減少補正するので、高電圧バッテリー３２への過剰な充電を防止して、高電圧バッテリー３２の耐久性を向上させることができる。   In addition, when the high voltage battery 32 is charged with the regenerative power amount by the motor generator 31, if the charge amount of the high voltage battery 32 is predicted to be excessive, the target regenerative power amount Et by the motor generator 31 is corrected to decrease. In addition, excessive charging of the high voltage battery 32 can be prevented, and the durability of the high voltage battery 32 can be improved.

加えて、特に、ハイブリッド車両がバスやトラックなどの大型車両の場合には、積荷や乗客数によって車重が大きく変動するので、車重に応じて設定勾配閾値Ｇ１や補正回生電力量Ｅｃを設定することが望ましい。   In addition, especially when the hybrid vehicle is a large vehicle such as a bus or truck, the vehicle weight varies greatly depending on the load and the number of passengers, so the set gradient threshold G1 and the corrected regenerative electric energy Ec are set according to the vehicle weight. It is desirable to do.

このように、車重に応じて設定勾配閾値Ｇ１や補正回生電力量Ｅｃを設定することで、車重が比較的重い場合には、モータージェネレーター３１の回生電力量をより増加させることができるので、燃費の向上に有利になる。また、車重が比較的軽い場合には、回生による過剰な制動力によってハイブリッド車両が減速し過ぎることを回避できるので、ドライバビリティの向上に有利になる。   Thus, by setting the set gradient threshold G1 and the corrected regenerative electric energy Ec according to the vehicle weight, the regenerative electric energy of the motor generator 31 can be further increased when the vehicle weight is relatively heavy. This is advantageous for improving fuel economy. Further, when the vehicle weight is relatively light, it is possible to avoid that the hybrid vehicle is excessively decelerated due to excessive braking force due to regeneration, which is advantageous in improving drivability.

１０ エンジン
１１ エンジン本体
３０ ハイブリッドシステム
３１ モータージェネレーター
３２ 高電圧バッテリー（バッテリー）
３５ インバーター
８０ 制御装置
Ｅｔ 目標回生電力量
Ｅｂ 基本回生電力量
Ｅｃ 補正回生電力量
Ｅｓ 高電圧バッテリーの充電量
Ｅｓｍａｘ 高電圧バッテリーの充電量の最大値
Ｅ 高電圧バッテリーの充電量と目標回生電力量の合計電力量 10 Engine 11 Engine body 30 Hybrid system 31 Motor generator 32 High voltage battery (battery)
35 Inverter 80 Control device Et Target regenerative power amount Eb Basic regenerative power amount Ec Corrected regenerative power amount Es High-voltage battery charge amount Esmax Maximum value of high-voltage battery charge amount E High-voltage battery charge amount and target regenerative power amount Total power

Claims (5)

車両走行用の動力源であるエンジン及びモータージェネレーターと、制御装置と、を有するハイブリッドシステムを備えたハイブリッド車両の回生電力量制御システムにおいて、
前記制御装置が、
前記ハイブリッド車両の走行地点の道路勾配が予め設定された設定勾配閾値以上の下り勾配である場合に、
前記モータージェネレーターの回生電力量の目標値である目標回生電力量を、前記ハイブリッド車両の走行状態に基づいて設定される回生電力量である基本回生電力量に、前記走行地点の下り勾配の大きさの正関数として設定される補正回生電力量を加算して算出する制御を行うように構成されるハイブリッド車両の回生電力量制御システム。 In a regenerative electric energy control system for a hybrid vehicle comprising a hybrid system having an engine and a motor generator, which are power sources for driving the vehicle, and a control device,
The control device is
When the road gradient of the travel point of the hybrid vehicle is a downward gradient equal to or higher than a preset gradient threshold,
The target regenerative power amount that is the target value of the regenerative power amount of the motor generator is changed to the basic regenerative power amount that is the regenerative power amount that is set based on the running state of the hybrid vehicle, and the magnitude of the downward slope of the travel point A regenerative electric energy control system for a hybrid vehicle configured to perform control for adding and calculating a corrected regenerative electric energy set as a positive function of 前記制御装置が、
前記ハイブリッド車両の走行地点の道路勾配が前記設定勾配閾値以上の下り勾配である場合に、
前記モータージェネレーターの目標回生電力量と、前記モータージェネレーターにインバーターを介して接続されるバッテリーの充電量の合計値である合計電力量が、前記バッテリーに充電できる量の最大値である最大充電量値以上となったときには、前記合計電力量が前記最大充電量値未満となるように、前記目標回生電力量を減少させる制御を行うように構成される請求項１に記載のハイブリッド車両の回生電力量制御システム。 The control device is
When the road gradient of the travel point of the hybrid vehicle is a downward gradient equal to or greater than the set gradient threshold,
The maximum amount of charge that is the maximum amount of charge that can be charged to the battery, the total amount of power that is the sum of the amount of charge of the target regenerative power of the motor generator and the amount of charge of the battery connected to the motor generator via an inverter. 2. The regenerative electric energy of the hybrid vehicle according to claim 1, configured to perform a control to decrease the target regenerative electric energy so that the total electric energy becomes less than the maximum charge amount value when the above becomes the above. Control system. 請求項１または２に記載のハイブリッド車両の回生電力量制御システムを備えたハイブリッド車両。   A hybrid vehicle comprising the regenerative electric energy control system for a hybrid vehicle according to claim 1. 車両走行用の動力源であるエンジン及びモータージェネレーターを有するハイブリッドシステムを備えたハイブリッド車両の回生電力量制御方法において、
前記ハイブリッド車両の走行地点の道路勾配が予め設定された設定勾配閾値以上の下り勾配である場合に、
前記モータージェネレーターの回生電力量の目標値である目標回生電力量を、前記ハイブリッド車両の走行状態に基づいて設定される回生電力量である基本回生電力量に、前記走行地点の下り勾配の大きさの正関数として設定される補正回生電力量を加算して算出する制御を行うことを特徴とするハイブリッド車両の回生電力量制御方法。 In a method for controlling regenerative electric energy of a hybrid vehicle including a hybrid system having an engine and a motor generator as a power source for vehicle travel,
When the road gradient of the travel point of the hybrid vehicle is a downward gradient equal to or higher than a preset gradient threshold,
The target regenerative power amount that is the target value of the regenerative power amount of the motor generator is changed to the basic regenerative power amount that is the regenerative power amount that is set based on the running state of the hybrid vehicle, and the magnitude of the downward slope of the travel point A regenerative electric energy control method for a hybrid vehicle, wherein control is performed by adding and calculating a corrected regenerative electric energy set as a positive function of the hybrid vehicle. 前記ハイブリッド車両の走行地点の道路勾配が前記設定勾配閾値以上の下り勾配である場合に、
前記モータージェネレーターの目標回生電力量と、前記モータージェネレーターにインバーターを介して接続されるバッテリーの充電量の合計値である合計電力量が、前記バッテリーに充電できる量の最大値である最大充電量値以上となったときには、前記合計電力量が前記最大充電量値未満となるように、前記目標回生電力量を減少させる制御を行うことを特徴とする請求項４に記載のハイブリッド車両の回生電力量制御方法。 When the road gradient of the travel point of the hybrid vehicle is a downward gradient equal to or greater than the set gradient threshold,
The maximum amount of charge that is the maximum amount of charge that can be charged to the battery, the total amount of power that is the sum of the amount of charge of the target regenerative power of the motor generator and the amount of charge of the battery connected to the motor generator via an inverter. 5. The regenerative power amount of the hybrid vehicle according to claim 4, wherein when the above is reached, control is performed to reduce the target regenerative power amount so that the total power amount is less than the maximum charge amount value. Control method.
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