JP2020069977A - vehicle - Google Patents

Abstract

To make it possible to reduce a size and a weight of a generator to be used in a hybrid vehicle.SOLUTION: A vehicle is provided, including: an internal combustion engine; a generator; a first switching device and a second switching device that switch transmission of rotational force between the internal combustion engine and wheels, and between the internal combustion engine and the generator, between a connected state and a non-connected state; and a control device that controls operation of the first switching device, the second switching device, and the internal combustion engine. The control device controls driving force to be generated by the internal combustion engine such that the driving force of the internal combustion engine applied to the rotational shaft of the generator becomes a value equal to the first predetermined value or smaller according to states of the first switching device and/or the second switching device.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle including a generator and driven by an internal combustion engine and a motor.

  In a hybrid vehicle (HEV, (Hybrid Electric Vehicle)) having an internal combustion engine and a motor as drive sources, a battery that supplies power to the motor is charged by driving a generator provided in the vehicle by the internal combustion engine. To do.

  FIG. 5 is a diagram showing an example of a configuration of a driving force transmission mechanism to wheels in a conventional hybrid vehicle that uses an engine as power generation power. A conventional vehicle 500 shown in FIG. 5 has an engine 502, a generator 504, and a motor 506. The thick line shown in FIG. 5 schematically shows a rotational force transmission path that transmits rotational force (rotational torque) among the engine 502, the generator 504, the motor 506, and the wheels 508. This rotational force transmission path is composed of, for example, a rotary shaft, a gear, and the like (all not shown).

  The first branching device 510 mutually transmits a rotational force between the engine 502 and / or the wheels 508 and the generator 504. In addition, the second branching device 514 mutually transmits the rotational force between the first branching device 510 and / or the wheel 508 and the motor 506.

  The wheels 508 are driven by the motor 506 and / or the engine 502 by switching the switching device 512, which is a clutch, to the disconnected state or the connected state. The generator 504 always rotates together with the engine 502 to charge the battery 530. The battery 530 is charged by the motor 506 driven by the external force torque from the wheels 508 by disconnecting the switching device 512 and stopping the engine 502 during deceleration or the like.

  In such a hybrid vehicle, generally, the generator 504 is directly connected to the engine 502, and the rotational output of the engine 502, which is an internal combustion engine, is applied to the generator 504 as it is. It is required to be able to operate normally even if an output is applied.

  For example, FIG. 6 and FIG. 7 are diagrams showing an example of the allowable value of the driving force applied to the rotating shaft of the conventionally used generator 504. 6 and 7, the horizontal axis represents the rotation speed (shaft rotation speed) of the rotation axis of the engine 502 connected to the generator 504. Further, the vertical axis of FIG. 6 represents the torque output by the engine 502 toward the generator 504, and the vertical axis of FIG. 7 represents the power (power) output by the engine 502 toward the generator 504.

  In FIG. 6, a broken line 600 indicates the maximum output torque of the engine 502, and a solid line 602 indicates the maximum allowable torque of the generator 504 measured as the torque value output by the engine 502 toward the generator 504 (that is, the generator 504 is The output torque value from the engine 502 corresponding to the maximum allowable torque) is shown. Further, in FIG. 7, a broken line 700 indicates the maximum power (maximum output power) that can be generated in the engine 502, and a solid line 702 indicates the power output measured by the engine 502 toward the generator 504. The maximum power (maximum allowable power) that can be accepted by the machine 504 is shown (that is, the output power value from the engine 502 corresponding to the maximum power that the generator 504 can accept is shown).

  As shown in the figure, the generator 504 of the conventional hybrid vehicle is designed to prevent malfunction such as failure even if the maximum output torque (broken line 600) or the maximum output power (broken line 700) of the engine 502 is applied. A generator having a maximum allowable torque (solid line 602) or a maximum allowable power (solid line 702) having a margin with respect to the maximum output torque (broken line 600) or the maximum output power (broken line 700) is used.

  On the other hand, in a hybrid vehicle, where the battery 530 needs to be charged, the generator 504 does not necessarily have to be driven by the maximum output of the engine 502. That is, from the viewpoint of the charging operation required for the battery 530, the generator 504 that is actually used has an excessive performance, and it is necessary to absorb a large driving force from the engine 502 unnecessarily. And increase the weight.

  BACKGROUND ART Conventionally, as a technique for avoiding unnecessary transmission of driving force from an internal combustion engine to a generator in a hybrid vehicle, it is known to include a clutch that interrupts transmission of rotational force between the internal combustion engine and the generator (Patent Document 1). Reference 1). In this vehicle, when power generation is unnecessary, the clutch is disengaged to reduce the load on the internal combustion engine and the generator, thereby improving fuel efficiency and traveling performance.

  However, the above-mentioned conventional technique teaches that the clutch is controlled only on the basis of necessity of power generation, and when power generation is required and the clutch is connected, the generator is connected to the internal combustion engine. There are still cases where maximum power is applied. That is, the above-mentioned conventional technique has room for improvement in that the size of the generator is optimized while avoiding an excessive load on the generator.

JP, 2017-100590, A

  In view of the above background, it is required to reduce the size and weight of the generator used in the hybrid vehicle.

One aspect of the present invention is a first switching device that switches transmission of rotational force between a wheel and an internal combustion engine between a connected state and a disconnected state, and transmission of rotational force between the internal combustion engine and a generator. A switching device for switching between a connection state and a non-connection state, a control device for controlling the operations of the first switching device and the second switching device and for controlling the operation of the internal combustion engine, and charging by the generator. And a motor driven by the battery, wherein the control device controls a rotating shaft of the generator according to a state of the first switching device and / or the second switching device. The driving force generated by the internal combustion engine is controlled so that the applied driving force of the internal combustion engine becomes a value equal to or smaller than a first predetermined value.
According to another aspect of the present invention, the control device is configured such that when the first switching device is in a non-connection state and the second switching device is in a connection state, the driving force generated by the internal combustion engine is the first driving device. The operation of the internal combustion engine is controlled so that the value becomes equal to or less than a predetermined value.
According to another aspect of the present invention, when the first switching device and the second switching device are in a connected state, the control device applies a required foot axis driving force required from a driving operation of a driver to the wheels. The internal combustion engine is configured such that a driving force obtained by adding a driving force for outputting and a driving force for giving a driving force of a value equal to or less than the first predetermined value to the generator is output from the internal combustion engine. To control.
According to another aspect of the present invention, in a case where the first switching device is in a non-connection state and the second switching device is in a connection state, the control device controls the internal combustion engine in the current state to be the first state. When the 1-switching device is in the connected state, the rotational speed corresponds to the rotational speed that is transmitted to the generator, and the driving force generated by the internal combustion engine is equal to or less than the first predetermined value. The operation of the internal combustion engine is controlled so as to obtain the value.
According to another aspect of the present invention, the driving force is represented by a work rate or a torque, and a value equal to or lower than the first predetermined value is a rotational speed of the internal combustion engine at which the net fuel consumption rate of the internal combustion engine is minimum. Is the value of the work rate or the torque according to.

  According to the present invention, it is possible to reduce the size and weight of a generator used in a hybrid vehicle.

It is a figure which shows the structure of the vehicle which concerns on one Embodiment of this invention. It is a figure which shows an example of the permissible torque which can be added to the rotating shaft of a generator in the vehicle shown in FIG. It is a figure which shows an example of the allowable power which can be added to the rotating shaft of a generator in the vehicle shown in FIG. FIG. 3 is a flowchart showing a procedure of operation of travel control in the vehicle shown in FIG. 1. It is a figure which shows an example of a structure of the conventional vehicle. It is a figure which shows an example of the allowable torque which can be added to the rotating shaft of a generator in the conventional vehicle shown in FIG. It is a figure which shows an example of the permissible power which can be added to the rotating shaft of the generator in the conventional vehicle shown in FIG.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram showing a configuration of a vehicle 100 according to an embodiment of the present invention. The vehicle 100 is, for example, a hybrid vehicle (HEV), and includes an engine 102 that is an internal combustion engine, a generator 104, and a motor 106. The motor 106 operates in two modes, a drive mode that operates as a motor and a power generation mode that performs power generation operation as a generator. The motor 106 drives the wheels 108 in the drive mode, and generates power by the rotational force from the wheels 108 in the power generation mode to perform a regenerative braking operation. The generator 104 normally operates in a power generation mode and is driven by the engine 102. Further, the generator 104 is set to the drive mode when, for example, the motor 106 fails, and can be used to drive the wheels 108. In the present embodiment, the generator 104 and the motor 106 are IPM motors, for example.

  Here, the thick line shown in FIG. 1 schematically shows a rotational force transmission path that transmits rotational force (rotational torque) among the engine 102, the generator 104, the motor 106, and the wheels 108. .. This rotational force transmission path is composed of, for example, a rotary shaft, a gear, and the like (all not shown). Further, a more detailed configuration of this rotational force transmission path is described in Patent Document 1, for example.

  In FIG. 1, the rotational torque output by the engine 102 is transmitted to the wheels 108 via the first branch device 110, the first switching device 112, and the second branch device 114. The first switching device 112 is, for example, a clutch that is controlled by the electronic control device 150 described later, and sets the rotational force transmission path between the first branch device 110 and the second branch device 114 to the connected state and the disconnected state. Switch. That is, the first switching device 112 switches the transmission of the rotational force between the engine 102, which is an internal combustion engine, and the wheels 108 between the connected state and the disconnected state.

  The generator 104 is also connected to the first branch device 110 via a second switching device 118. The first branch device 110 mutually transmits a rotational force between the engine 102 and / or the wheel 108 and the generator 104.

  The second switching device 118 is, for example, a clutch that is controlled by the electronic control device 150 described later, and switches the rotational force transmission path between the first branching device 110 and the generator 104 between the connected state and the disconnected state. That is, the second switching device 118 switches the transmission of the rotational force between the engine 102, which is an internal combustion engine, and the generator 104 between the connected state and the disconnected state.

  The motor 106 is also connected to the second branching device 114 via the third switching device 120. The second branching device 114 mutually transmits the rotational force between the first branching device 110 and / or the wheel 108 and the motor 106.

  The third switching device 120 is, for example, a clutch controlled by the electronic control device 150 described later, and switches the rotational force transmission path between the second branching device 114 and the motor 106 between a connected state and a non-connected state. That is, the third switching device 120 switches the transmission of the rotational force between the motor 106 and the wheel 108 between the connected state and the disconnected state.

  As shown in FIG. 1, the generator 104 is connected to the wheels 108 via the first switching device 112 and the second switching device 118 without passing through the third switching device 120. Further, the motor 106 is connected to the wheels 108 via the third switching device 120 without passing through the first switching device 112 and the second switching device 118.

  The wheel 108 is provided with a hydraulic brake 122 that is a braking device that applies a braking force to the rotation of the wheel 108. The hydraulic brake 122 is, for example, a disc brake, and applies a resistance to the rotation of the wheels 108 by the user's operation of a brake pedal (not shown) to decelerate the vehicle 100.

  The vehicle 100 also includes a battery 130. The battery 130 discharges toward the motor 106 and supplies electric power when the motor 106 operates in the drive mode. Further, the battery 130 is charged by the generator 104 or the motor 106 that operates in the power generation mode.

  In the present embodiment, the generator 104 has a maximum allowable torque measured as a torque value output from the engine 102 toward the generator 104 is less than the maximum output torque of the engine 102, and at least a BSFC bottom torque of the engine 102. It is set to the above value. Here, the BSFC bottom torque is the output torque of the engine 102 that minimizes the BSFC (net fuel consumption rate, brake specific fuel consumption) determined at each rotation speed of the engine 102. In the following, the “maximum allowable torque” of the generator 104 is “the maximum allowable torque measured as a torque value output from the engine 102 toward the generator 104”, that is, the “generator 104” unless otherwise specified. Is an output torque value from the engine 102 that corresponds to the maximum allowable torque.

  FIG. 2 is a diagram showing an example of the maximum allowable torque of the generator 104 used in the present embodiment measured as a torque value output by the engine 102 toward the generator 104. In FIG. 2, the horizontal axis represents the number of rotations of the rotation axis of the engine 102 and the vertical axis represents the torque of the rotation axis of the engine 102. Further, in FIG. 2, the broken line 200 indicates the maximum output torque of the engine 102, and the alternate long and short dash line 202 indicates the BSFC bottom torque of the engine 102. In the example of FIG. 2, the maximum allowable torque of the generator 104 indicated by the solid line 204 is smaller than the maximum output torque of the engine 102 (broken line 200) and has a value equal to or higher than the BSFC bottom torque (dotted line 202). Is set.

  Referring to FIG. 1, vehicle 100 also detects an ignition switch (IG-SW) 140 for starting a traveling operation of vehicle 100, a vehicle speed sensor 142 for detecting a vehicle speed of vehicle 100, and an accelerator pedal operation amount of a user. An accelerator sensor 144 that operates and a brake sensor 146 that detects a brake pedal operation amount of a user are connected.

  As shown in FIG. 1, the vehicle 100 includes an electronic control device 150. The electronic control device 150 controls traveling of the vehicle 100 based on inputs from the IG-SW 140, the vehicle speed sensor 142, the accelerator sensor 144, and the brake sensor 146.

  That is, the electronic control unit 150 operates the engine 102, the generator 104, the motor 106, the first switching device 112, the second switching device 118, the third switching device 120, and the hydraulic brake 122 based on these inputs. The vehicle 100 is controlled to control the traveling of the vehicle 100.

  In the present embodiment, the electronic control device 150 controls the first switching device 112, the second switching device 118, and the third switching device 120 according to the vehicle speed to drive the wheels 108 by the motor 106 or the engine 102. Further, when driving the wheels 108 by the motor 106, the electronic control unit 150 responds to the vehicle speed V and the required foot axis driving force Preq required for the wheels 108 by the driver's driving operation (for example, accelerator operation). Orthogonal control or field weakening control is performed on the motor 106. Here, the foot shaft refers to a rotation shaft that is connected to the wheel 108 and that connects the wheel 108 and the second branching device 114. Orthogonal control refers to energizing the status coil so that the phase of the rotating magnetic field generated in the stator coil of the motor 106 and the rotating phase of the rotor are matched so that the rotating magnetic field is always orthogonal to the magnetic field of the rotor magnet. Controlling the electric current. The field weakening control is performed by adding an additional current Id that generates a magnetic field in a direction parallel to the magnetic field lines of the rotor magnet to the current supplied to the status coil to shift the phase of the rotating magnetic field with respect to the rotation phase of the rotor. It means to do.

  In the present embodiment, the electronic control unit 150 further determines that the driving force from the engine 102 applied to the rotating shaft of the generator 104 is equal to or less than the first predetermined value according to the states of the first switching device 112 and the second switching device 118. The driving force generated by the engine 102 is controlled so that Here, the first predetermined value is set to the maximum allowable torque (solid line 204) of the generator 104 shown in FIG. 2, for example.

  Specifically, the electronic control device 150 includes an input / output unit 152 and a processing device 154. The input / output unit 152 is an input / output interface for exchanging signals between the processing device 154 and a device, a sensor, or a device outside the electronic control device 150.

  The processing device 154 is, for example, a computer having a processor such as a CPU (Central Processing Unit), a ROM (Read Only Memory) in which a program is written, a RAM (Random Access Memory) for temporarily storing data, and the like. Then, the processing device 154 includes, as functional elements (or functional units), the traveling control unit 160, the engine control unit 162, the generator control unit 164, the motor control unit 166, the switching device control unit 168, and the hydraulic brake. And a control unit 170.

  These functional elements included in the processing device 154 are realized by the processing device 154, which is, for example, a computer, executing a program. The computer program can be stored in any computer-readable storage medium.

  Instead of the above, all or some of the functional elements included in the processing device 154 may be configured by hardware including one or more electronic circuit components.

  The engine control unit 162 controls the operation of the engine 102 according to an instruction from the traveling control unit 160 described later, and controls the rotation speed, the output torque, and / or the output power (power) of the engine 102.

  The generator control unit 164 controls the operation of the generator 104 according to an instruction from the traveling control unit 160. In the present embodiment, the generator control unit 164 normally operates the generator 104 in the power generation mode. In addition, for example, when the motor 106 fails, the generator control unit 164 switches the operation mode of the generator 104 to the drive mode according to an instruction from the traveling control unit 160, and enables the generator 104 to run in an emergency.

  The motor control unit 166 controls the operation of the motor 106 according to an instruction from the traveling control unit 160. More specifically, the motor control unit 166 sets the operation mode of the motor 106 to a drive mode in which a rotational force is generated by power supply from the battery 130 and a power generation mode in which electric power is generated by a rotational force given from the engine 102, wheels 108, or the like. The operation mode switching control for switching to and is performed. Further, when operating the motor 106 in the drive mode, the motor control unit 166 controls the rotational force (rotation torque) and the number of rotations generated in the motor 106 to a target value given from the travel control unit 160, for example. At this time, the motor control unit 166 operates the motor 106 by orthogonal control or field weakening control according to an instruction from the traveling control unit 160.

  The switching device control unit 168 performs connection state switching control for switching the first switching device 112, the second switching device 118, and the third switching device 120 between the connected state and the non-connected state according to an instruction from the traveling control unit 160.

  The hydraulic brake control unit 170 controls the operation of the hydraulic brake 122 according to an instruction from the travel control unit 160.

  The traveling control unit 160 instructs the hydraulic brake control unit 170 to operate the hydraulic brake 122 based on the signal from the brake sensor 146. In addition, the traveling control unit 160, based on the signals from the vehicle speed sensor 142 and the accelerator sensor 144, responds to the signal from the accelerator sensor 144 (that is, according to the accelerator pedal operation amount (pressing amount)). The traveling of the vehicle 100 is controlled so that Here, the foot axis driving force corresponding to the signal from the accelerator sensor 144 corresponds to the required foot axis driving force Preq obtained from the driving operation of the driver.

  Specifically, the traveling control unit 160 of the electronic control unit 150, which is a control device, determines the engine based on the current vehicle speed V obtained from the vehicle speed sensor 142 and the required foot axle driving force Preq obtained from the accelerator sensor 144. By using the control unit 162, the generator control unit 164, the motor control unit 166, and the switching device control unit 168, the motor 106 or the engine 102 is switched and used as a drive source of the wheels 108. When the motor 106 is used as the drive source of the wheels 108, the traveling control unit 160 switches the control of the motor 106 to the orthogonal control or the field weakening control based on the vehicle speed V and the required foot axle driving force Preq.

  Further, the traveling control unit 160 sets the driving force from the engine 102 applied to the rotating shaft of the generator 104 to be the first predetermined value or less according to the states of the first switching device 112 and the second switching device 118. The driving force generated by the engine 102 is controlled. As described above, in the present embodiment, for example, the maximum allowable torque of the generator 104 shown by the solid line 204 in FIG. 2 is used as the first predetermined value.

  Specifically, when the first switching device 112 is in the disconnected state and the second switching device 118 is in the connected state, the traveling control unit 160 determines that the driving force generated by the engine 102 is equal to or less than the first predetermined value. The engine 102 is controlled so that the value becomes a value.

  In addition, when the first switching device 112 is in the non-connection state and the second switching device 118 is in the connection state, the traveling control unit 160, for example, the vehicle 100 changes the first switching device 112 from the non-connection state to the connection state. When an operating state in which there is a possibility of switching is performed, the engine 102 will be transmitted to the generator 104 if the first switching device 112 is in the connected state in the current state (the number of rotations (first switching device). The rotational speed of the engine 102 is set so that the rotational speed of the generator 104 becomes a rotational speed corresponding to the rotational speed of the generator 104 (determined by interlocking with the rotational speed of the wheels 108 when 112 is connected). Control. Then, the traveling control unit 160 controls the output of the engine 102 so that the driving force transmitted from the engine 102 to the generator 104 becomes equal to or less than the first predetermined value at the above-described rotation speed.

  Here, in the above-mentioned “operating state in which the first switching device 112 may be switched from the non-connected state to the connected state”, the vehicle speed V is greater than the first predetermined value Vth1 and less than or equal to the second predetermined value Vth2 in the present embodiment. Is the state of being.

  Further, when the first switching device 112 and the second switching device 118 are both in the connected state, the traveling control unit 160 outputs the required foot axis driving force Preq required by the driver's driving operation to the wheels 108. The engine 102 is controlled so that the driving force, which is the sum of the driving force and the driving force for giving the driving force equal to or less than the first predetermined value to the generator 104, is output from the engine 102.

Specifically, the traveling control unit 160 controls the vehicle 100 as follows.
First, the traveling control unit 160 determines whether the state of the vehicle 100 is the first state in which the vehicle speed V of the vehicle 100 is the first predetermined value Vth1 or less. Then, in the first state, the traveling control unit 160 instructs the switching device control unit 168 to bring the first switching device 112 into the disconnected state and connect the second switching device 118 and the third switching device 120. State. At the same time, the traveling control unit 160 instructs the motor control unit 166 to perform orthogonal control on the motor 106 so that the motor 106 drives the wheels 108.

  Here, the first predetermined value Vth1 can be predetermined as the vehicle speed V at which the field weakening control for the motor 106 is started.

  Further, the traveling control unit 160 causes the driving force generated by the engine 102 to be the first predetermined value in response to the first switching device 112 being disconnected and the second switching device 118 being connected due to the above operation. The operation of the engine 102 is controlled so that the BSFC bottom torque is a value equal to or less than the value. At that time, the traveling control unit 160 sets the rotation speed of the engine 102 that generates the BSFC bottom torque to a predetermined rotation speed. The predetermined engine rotation speed is, for example, the rotation speed of the engine 102 determined by being linked to the rotation speed of the wheels 108 when the first switching device 112 is in the connected state at the vehicle speed of the first predetermined value Vth1. If the engine speed is set to the corresponding value, the transition to the second state described later can be smoothly performed.

  As a result, the engine 102 has a BSFC bottom torque (dashed-dotted line 202 in FIG. 2) smaller than the maximum allowable torque of the generator 104 (solid line 204 in FIG. 2) which is the first predetermined value at the above-described predetermined rotation speed. To drive. Therefore, in the vehicle 100, a smaller and lighter generator can be used as the generator 104 as compared with the conventional vehicle in which the generator 104 is designed to allow the maximum output of the engine 102 to be applied. .. Further, in the vehicle 100, the battery 130 can be efficiently charged by operating the engine 102 and driving the generator 104 in the most fuel-efficient state at the predetermined rotation speed.

  In addition, the traveling control unit 160 requires the vehicle speed V to exceed the first predetermined value Vth1 and equal to or less than the second predetermined value Vth2 and to be requested by the driver's driving operation (that is, the accelerator pedal). It is determined whether or not the required foot axle driving force Preq (depending on the operation amount) is equal to or less than a predetermined foot axle driving force Pem that can be generated in the engine 102 that is the internal combustion engine. Then, in the second state, the traveling control unit 160 instructs the switching device control unit 168 to bring the first switching device 112 and the second switching device 118 into the connected state and disconnect the third switching device 120. State. At the same time, the traveling control unit 160 instructs the engine control unit 162 to drive the wheels 108 by the engine 102, which is an internal combustion engine.

  Here, the second predetermined value Vth2 is predetermined as a speed at which the continuous rated foot axle driving force that can be generated by the field-weakening controlled motor 106 is lower than the predetermined foot axle driving force Pem that can be generated in the engine 102. Can be set.

  In addition, the traveling control unit 160 sets the required foot axis driving force Preq required from the driving operation of the driver when both the first switching device 112 and the second switching device 118 are in the connected state by the above operation. The engine 102 is controlled so that a driving force obtained by adding a driving force for outputting to the wheels 108 and a driving force for giving the generator 104 a driving force of a first predetermined value or less is output. Control. Here, the “driving force for giving a driving force equal to or less than the first predetermined value” may be, for example, a torque corresponding to the BSFC bottom torque shown by the one-dot chain line in FIG.

  As a result, in the vehicle 100, even when the engine 102 is used to drive the wheels 108, the driving force applied to the generator 104 is controlled to fall within the range of the first predetermined value or less. A generator that is smaller and lighter than conventional generators can be used as the generator 104 without limiting opportunities.

  Further, the traveling control unit 160 determines that the state of the vehicle 100 is such that the vehicle speed V exceeds the first predetermined value and is equal to or less than the second predetermined value, and the required foot axle driving force Preq exceeds the predetermined foot axle driving force Pem. It is determined whether or not it is in the third state. Then, in the third state, the traveling control unit 160 instructs the switching device control unit 168 to bring the first switching device 112 into the disconnected state and connect the second switching device 118 and the third switching device 120. State. At the same time, the traveling control unit 160 instructs the motor control unit 166 to perform field weakening control on the motor 106 and drive the wheels 108 by the motor 106.

  Further, the traveling control unit 160 causes the driving force generated by the engine 102 to be the first predetermined value in response to the first switching device 112 being disconnected and the second switching device 118 being connected due to the above operation. The operation of the engine 102 is controlled so that the BSFC bottom torque is a value equal to or less than the value. At this time, the traveling control unit 160 determines that the vehicle speed exceeds the first predetermined value Vth1 and is equal to or less than the second predetermined value Vth2, and therefore the first switching device 112 may shift to the connected state (that is, the second state described above). There is a possibility that it will move to)). Then, the traveling control unit 160 determines that the rotation speed of the engine 102 that generates the BSFC bottom torque is the rotation speed according to the current wheel 108, that is, if the first switching device 112 is in the connection state in the current state. Set to the number of revolutions that will be transmitted to the generator 104 (eg, from wheels 108 etc.). As a result, in the vehicle 100, when the first switching device 112 is subsequently switched to the connected state, the rotation speed transmitted from the wheel 108 to the generator 104 matches the rotation speed of the generator 104 up to that point. Therefore, smooth and comfortable running of the vehicle 100 is ensured.

  Further, traveling control unit 160 determines whether the state of vehicle 100 is the fourth state in which vehicle speed V exceeds the second predetermined value. Then, in the fourth state, the traveling control unit 160 instructs the switching device control unit 168 to set the first switching device 112 to the connected state and disconnect the second switching device 118 and the third switching device 120. State. At the same time, the traveling control unit 160 instructs the engine control unit 162 to drive the wheels 108 by the engine 102, which is an internal combustion engine.

  As a result, in the vehicle 100, the wheels 108 can be driven by the engine 102 within a range up to the maximum output thereof, and the driving force of the engine 102 that drives the wheels 108 can be prevented from being directly applied to the generator 104. be able to. As a result, the vehicle 100 uses a smaller generator as the generator 104, as compared to a conventional vehicle in which the generator 104 is designed to allow the maximum output of the engine 102 to be applied. You can

  In addition, when the traveling control unit 160 detects that the deceleration operation is performed by the brake sensor 146, the traveling control unit 160 instructs the switching device control unit 168 to set the first switching device 112 to the non-connection state and the second switching device. 118 and the third switching device 120 are brought into a connected state. At the same time, the traveling control unit 160 instructs the engine control unit 162 to stop the driving of the engine 102, and instructs the motor control unit 166 to set the motor 106 in the power generation mode so that the motor 106 charges the battery 130. To do. As a result, in the vehicle 100, when the deceleration operation is performed, the regenerative operation is performed by the motor 106, and the vehicle fuel consumption can be improved.

  In the vehicle 100 having the above configuration, the engine is controlled so that the drive torque applied from the engine 102 to the generator 104 becomes a value equal to or less than the first predetermined value according to the states of the first switching device 112 and the second switching device 118. The operation of 102 is controlled. As a result, the maximum allowable torque of the generator 104 is sufficient to satisfy the first predetermined value (that is, the torque indicated by the solid line 204 in FIG. 2), and therefore the generator 104 is smaller and lighter in weight than conventional rotary electric machines. Can be used.

  Further, in vehicle 100 having the above configuration, traveling control unit 160 uses the BSFC bottom torque of engine 102 as the driving force that is applied from engine 102 to generator 104 and is equal to or less than the first predetermined value. Therefore, in the vehicle 100, it is possible to efficiently generate power by operating the engine 102 in a fuel-efficient state and driving the generator 104.

  Next, the operation procedure of the traveling control in the vehicle 100 will be described with reference to the flowchart shown in FIG. This operation starts when the power of the electronic control unit 150 is turned on and ends when it is turned off.

  When the operation is started, the traveling control unit 160 determines whether or not the IG-SW 140 is turned on (S100), and when it is not turned on (S100, NO), returns to step S100 and waits for being turned on. To do. On the other hand, when the IG-SW 140 is turned on (S100, YES), the traveling control unit 160 instructs the switching device control unit 168 to instruct the first switching device 112, the second switching device 118, and the third switching device 120. In this order, the connection state is set at predetermined time intervals, and then the first switching device 112 is set to the non-connection state at predetermined time intervals (S102). Accordingly, the traveling control unit 160 can confirm that the operation of each switching device is normal, and can also set the state of each switching device to a state in which the vehicle 100 can start moving. Whether or not each switching device normally operates in response to the setting of the connection state can be detected by, for example, a signal from a sensor (not shown) provided in each switching device. Note that in FIG. 4, setting the connected state for each switching device is represented by “ON”, and setting the disconnected state is represented by “OFF”. For example, “first switching device: ON” shown in step S102 in FIG. 4 means that the first switching device 112 is set to the connected state.

  Next, the traveling control unit 160 determines whether or not the deceleration operation is performed based on the signal from the brake sensor 146 (S104). Then, when the deceleration operation is performed (S104, YES), the traveling control unit 160 instructs the switching device control unit 168 to set the connection state to the third switching device 120 at a predetermined time interval, The setting of the second switching device 118 to the connection state and the setting of the first switching device 112 to the non-connection state are performed in this order (S106). At the same time, the traveling control unit 160 instructs the engine control unit 162 to stop driving the engine 102, and instructs the motor control unit 166 to set the motor 106 in the power generation mode so that the motor 106 charges the battery 130. Is started (S108).

  Subsequently, the traveling control unit 160 determines whether the IG-SW 140 is turned off (S110). When it is turned off (S110, YES), the traveling control unit 160 instructs the switching device control unit 168 to disconnect the first switching device 112, the second switching device 118, and the third switching device 120. The state is set (S112). As a result, even if the vehicle 100 is parked for a long period of time, it is possible to prevent the first switching device 112, the second switching device 118, and the third switching device 120 from being in the so-called clutch-locked state. After that, the traveling control unit 160 returns to step S100 and waits for the IG-SW 140 to be turned on.

  On the other hand, when the IG-SW 140 is not turned off (S110, NO), the traveling control unit 160 returns to step S104 and repeats the processing.

  On the other hand, when the deceleration operation is not performed in step S104 (S104, NO), the traveling control unit 160 determines whether the vehicle speed V is the first predetermined value Vth1 or less based on the signal from the vehicle speed sensor 142. It is determined whether or not (S114). When the vehicle speed V is equal to or lower than the first predetermined value Vth1 (that is, the vehicle 100 is in the first state) (S114, YES), the traveling control unit 160 instructs the switching device control unit 168 to set the predetermined value. At a time interval of, the setting of the connection state for the third switching device 120, the setting of the connection state for the second switching device 118, and the setting of the non-connection state for the first switching device 112 are performed in this order (S116). .. At the same time, the traveling control unit 160 instructs the motor control unit 166 to control the motor 106 by orthogonal control to drive the wheels 108 (S118).

  In addition, the traveling control unit 160 determines that the driving force generated by the engine 102 is the first predetermined value in response to the first switching device 112 being disconnected and the second switching device 118 being connected in step S116. The operation of the engine 102 is controlled so that the BSFC bottom torque is the following value, the generator 104 is driven with the BSFC bottom torque, and charging of the battery 130 is started (S120). At this time, the traveling control unit 160 determines that there is no possibility that the first switching device 112 shifts to the connected state because the vehicle speed is equal to or lower than the first predetermined value Vth1, and the engine that causes the BSFC bottom torque is generated. The rotation speed of 102 is set to a predetermined predetermined rotation speed. After that, the traveling control unit 160 shifts the processing to step S110.

  On the other hand, when the vehicle speed V is not equal to or lower than the first predetermined value Vth1 in step S114 (S114, NO), the traveling control unit 160 determines whether the vehicle speed V is equal to or lower than the second predetermined value Vth2 (S122). Then, when the vehicle speed V is equal to or lower than the second predetermined value Vth2 (S122, YES), the traveling control unit 160 determines, based on the signal from the accelerator sensor 144, that the engine 102 can generate the required foot axle driving force Preq. It is determined whether or not the foot axis driving force Pem is exceeded (S124).

  Then, when Preq exceeds Pem (that is, vehicle 100 is in the third state) (S124, YES), traveling control unit 160 instructs switching device control unit 168, and at a predetermined time interval. , The connection state for the third switching device 120, the connection state for the second switching device 118, and the non-connection state for the first switching device 112 are set in this order (S126). At the same time, the traveling control unit 160 instructs the motor control unit 166 to control the motor 106 by the field weakening control to drive the wheels 108 (S128).

  Further, the traveling control unit 160 determines that the driving force generated by the engine 102 is the first predetermined value in response to the first switching device 112 being disconnected and the second switching device 118 being connected in step S126. The operation of the engine 102 is controlled so that the BSFC bottom torque is the following value, the generator 104 is driven with the BSFC bottom torque, and the charging of the battery 130 is started. At this time, the traveling control unit 160 determines that the vehicle speed exceeds the first predetermined value Vth1 and is equal to or less than the second predetermined value Vth2, and thus the first switching device 112 may shift to the connected state (that is, to the second state). There is a possibility that it will shift). Then, the traveling control unit 160 sets the rotation speed of the engine 102 that generates the BSFC bottom torque to the rotation speed according to the current wheel 108, that is, if the first switching device 112 is in the connection state in the current state. The rotation speed is set to be transmitted from the wheel 108 to the generator 104 (S130). After that, the traveling control unit 160 shifts the processing to step S110.

  On the other hand, when Preq does not exceed Pem in step S124 (that is, the vehicle 100 is in the second state) (S124, NO), the traveling control unit 160 instructs the switching device control unit 168 to set a predetermined value. At time intervals, setting of the connection state for the first switching device 112, setting of the connection state for the second switching device 118, and setting of the non-connection state for the third switching device 120 are performed in this order (S132). In addition, the traveling control unit 160 starts driving the wheels 108 and the generator 104 by the engine 102 in response to the first switching device 112 and the second switching device 118 being both in the connected state in step S132 (S134). ).

  Specifically, the traveling control unit 160 gives a driving force for outputting the required foot axle driving force Preq obtained from the driving operation of the driver to the wheels 108, and gives the generator 104 a torque equal to or less than the first predetermined value. The engine 102 is controlled so that the driving force added to the engine 102 is output from the engine 102. In addition, as long as there is no particular hindrance to the operation of vehicle 100, engine 102 in the above driving state selects a driving point at BSFC bottom torque or higher (that is, high torque side) at each rotation speed. As a result, it is possible to reduce the frequency of using the operating point on the low load side (that is, the low torque side) where the BSFC tends to deteriorate, and it is possible to operate the engine 102 at a more fuel efficient operating point. After step S134, the traveling control unit 160 shifts the processing to step S110.

  On the other hand, when the vehicle speed V exceeds the second predetermined value Vth2 in step S122 (that is, the vehicle 100 is in the fourth state) (S122, NO), the traveling control unit 160 causes the switching device control unit 168. To set the connection state for the first switching device 112, the non-connection state for the second switching device 118, and the non-connection state for the third switching device 120 at predetermined time intervals. , In this order (S136). At the same time, the traveling control unit 160 instructs the engine control unit 162 to drive the wheels 108 by the engine 102 to cause the vehicle 100 to travel (S138). After that, the traveling control unit 160 shifts the processing to step S110.

  The present invention is not limited to the configuration of the above embodiment, and can be implemented in various modes without departing from the scope of the invention.

  For example, in the above embodiment, the traveling control unit 160 controls the torque as the driving force applied from the engine 102 to the generator 104, but the present invention is not limited to this. Instead of or in addition to this, the traveling control unit 160 uses power as the driving force applied from the engine 102 to the rotating shaft of the generator 104, that is, the power input from the engine 102 to the rotating shaft of the generator 104. May be controlled. In this case, the generator 104 may have the maximum allowable power as shown in FIG.

  In FIG. 3, the horizontal axis represents the rotation speed (shaft rotation speed) of the rotation axis of the engine 102 connected to the generator 104, and the vertical axis represents the power (power) output from the engine 102 toward the generator 104. ) Is shown. Further, in FIG. 3, the broken line 300 indicates the maximum output power of the engine 102, and the alternate long and short dash line 302 indicates the BSFC bottom output (power) of the engine 102. A solid line 304 indicates the maximum power (maximum allowable power) allowable by the generator 104, which is measured as the power output from the engine 102 toward the generator 104 (that is, the generator 104 The output power value from the engine 102 corresponding to the maximum allowable power is shown). In the example of FIG. 3, the maximum allowable power of the generator 104 shown by the solid line 304 is smaller than the maximum output power of the engine 102 (broken line 300) and is a value equal to or higher than the BSFC bottom output (dashed line 302). Is set to have.

  In this case, the first predetermined value may be the maximum allowable power of the generator 104 shown in FIG. 3 (solid line 304 in FIG. 3). Further, the driving force generated in the engine 102 in the above-described first state and third state can be the BSFC bottom output instead of the above-mentioned BSFC bottom torque. Similarly, the driving force corresponding to the BSFC bottom torque generated in the engine 102 in the above-described second state can be the driving force corresponding to the BSFC bottom output. Here, the BSFC bottom output refers to the output power (power) of the engine 102 that minimizes the BSFC (net fuel consumption rate, brake specific fuel consumption) determined at each rotation speed of the engine 102.

  As described above, in the vehicle 100 according to the present embodiment, the first switching device 112 that switches the transmission of the rotational force between the wheel 108 and the engine 102 between the connected state and the disconnected state, the engine 102 and the power generation. The second switching device 118 that switches the transmission of the rotational force with the machine 104 between the connected state and the disconnected state. The vehicle 100 also controls an operation of the first switching device 112 and the second switching device 118 and an electronic control device 150 that is a control device that controls the operation of the engine 102, and a battery 130 charged by the generator 104. , A motor 106 driven by the battery 130. Then, the electronic control unit 150 causes the driving force of the engine 102 applied to the rotating shaft of the generator 104 to be a value equal to or less than the first predetermined value according to the state of the first switching device 112 and / or the second switching device 118. First, the driving force generated by the engine 102 is controlled.

  According to this configuration, the driving force applied to the generator 104 is controlled to fall within the range of the first predetermined value or less, so the generator 104 is designed to allow the maximum output of the engine 102 to be applied. A smaller and lighter generator can be used as the generator 104 compared to the conventional vehicle.

  Further, in the vehicle 100, the electronic control unit 150 controls the driving force generated by the engine 102 to be equal to or less than the first predetermined value when the first switching device 112 is not connected and the second switching device 118 is connected. The operation of the engine 102 is controlled so that the value becomes.

  According to this configuration, instead of controlling the driving force applied to the rotating shaft of the generator 104 of the driving force from the engine 102 to be equal to or less than the first predetermined value, the driving force of the engine 102 itself is equal to or less than the first predetermined value. Therefore, the control in the electronic control unit 150 can be simplified.

  Further, in the vehicle 100, when the first switching device 112 and the second switching device 118 are in the connected state, a driving force for outputting the required foot axis driving force Preq required from the driving operation of the driver to the wheels 108. The engine 102 is controlled so that a driving force obtained by adding the driving force for giving the driving force of a value equal to or smaller than the first predetermined value to the generator 104 is output from the engine 102.

  According to this configuration, even when the engine 102 is used to drive the wheels 108, the driving force applied to the generator 104 is controlled so as to fall within the range of the first predetermined value or less. Without limiting the above, a smaller and lighter generator than the conventional one can be used as the generator 104.

  Further, in the vehicle 100, when the first switching device 112 is in the unconnected state and the second switching device 118 is in the connected state, the electronic control unit 150 causes the engine 102 to display the first switching device 112 in the current state. The rotational speed that will be transmitted to the generator 104 if is set to the connected state (the rotational speed of the generator 104 that is determined by interlocking with the rotational speed of the wheels 108 when the first switching device 112 is in the connected state) The engine 102 is controlled so that the rotation speed is equivalent to, and the driving force transmitted from the engine 102 to the generator 104 is equal to or less than the first predetermined value.

  According to this configuration, when the first switching device 112 is subsequently switched to the connected state, the rotation speed transmitted from the wheel 108 matches the rotation speed of the generator 104 up to then, and thus the vehicle 100 is rotated. Smooth and comfortable driving is ensured.

  Further, in the vehicle 100, a value that is equal to or less than the first predetermined value that defines the driving force applied to the generator 104 is a work that minimizes the net fuel consumption rate (BSFC) of the engine 102 according to the rotation speed of the engine 102. It is a value of rate or torque.

  According to this configuration, the generator 104 is driven by operating the engine 102 in the most fuel-efficient state according to the rotation speed of the engine 102, so that the battery 130 can be charged efficiently.

100, 500 ... Vehicle, 102, 502 ... Engine, 104, 504 ... Generator, 106, 506 ... Motor, 108, 508 ... Wheels, 110, 510 ... First branching device, 112 ... First switching device, 114, 514 ... second branching device, 118 ... second switching device, 120 ... third switching device, 130, 530 ... battery, 140 ... ignition switch (IG-SW), 142 ... vehicle speed sensor, 144 ... accelerator sensor, 146 ... brake sensor , 150 ... Electronic control device, 152 ... Input / output unit, 154 ... Processing device, 160 ... Travel control unit, 162 ... Engine control unit, 164 ... Generator control unit, 166 ... Motor control unit, 168 ... Switching device control unit, 170 ... Hydraulic brake control unit, 512 ... Switching device.

Claims (5)

A first switching device that switches the transmission of the rotational force between the wheel and the internal combustion engine between a connected state and a disconnected state;
A second switching device that switches the transmission of the rotational force between the internal combustion engine and the generator between a connected state and a disconnected state;
A control device that controls the operations of the first switching device and the second switching device and controls the operation of the internal combustion engine;
A battery charged by the generator,
A motor driven by the battery,
A vehicle comprising:
According to the state of the first switching device and / or the second switching device, the control device controls the driving force of the internal combustion engine applied to the rotating shaft of the generator to be a value equal to or less than a first predetermined value. Control the driving force generated by the internal combustion engine,
vehicle. When the first switching device is not connected and the second switching device is connected, the control device controls the driving force generated by the internal combustion engine to be a value equal to or less than the first predetermined value. To control the operation of the internal combustion engine,
The vehicle according to claim 1. The control device, when the first switching device and the second switching device are in a connected state, a driving force for outputting a required foot axle driving force required from a driving operation of a driver to the wheel, Controlling the internal combustion engine such that a driving force for adding a driving force of a value equal to or less than the first predetermined value to the generator is output from the internal combustion engine,
The vehicle according to claim 1. The vehicle according to claim 2,
The control device is configured such that the internal combustion engine has a rotational speed that corresponds to the rotational speed that will be transmitted to the generator if the first switching device is connected in the current state, and The operation of the internal combustion engine is controlled so that the driving force generated by the internal combustion engine becomes a value equal to or less than the first predetermined value.
vehicle. The driving force is represented by power or torque,
A value equal to or less than the first predetermined value is a value of power or torque according to the rotation speed of the internal combustion engine, which minimizes the net fuel consumption rate of the internal combustion engine,
The vehicle according to any one of claims 1 to 4.

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