JP7393872B2 - 駆動システム - Google Patents
駆動システム Download PDFInfo
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- JP7393872B2 JP7393872B2 JP2019052708A JP2019052708A JP7393872B2 JP 7393872 B2 JP7393872 B2 JP 7393872B2 JP 2019052708 A JP2019052708 A JP 2019052708A JP 2019052708 A JP2019052708 A JP 2019052708A JP 7393872 B2 JP7393872 B2 JP 7393872B2
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- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
-
- 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
- B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
- B60W2510/244—Charge state
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/92—Hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/52—Engine fuel consumption
-
- 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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Description
1.実施の形態(燃料消費率に基づいてパワースプリット駆動モードとエンジン直結駆動モードとの切り替えが行われる動力伝達機構を有する車両駆動システムの例)
1.1 車両駆動システムの概略構成
1.2 車両駆動システムにおける駆動モード
1.3 車両駆動システムにおける制御
1.4 車両駆動システムの作用効果
2.変形例
[1.1 車両駆動システム100の概略構成]
図1は、本開示の一実施の形態に係る車両駆動システム100における動力伝達系の概略構成例を、模式的に表したものである。車両駆動システム100は、エンジン1とモータジェネレータ(MG)2とを備えたハイブリッド車両(以下、単に「車両」という。)に搭載され、その車両の駆動を行うものである。図1に示したように、車両駆動システム100は、エンジン1と、MG2と、動力伝達機構3と、制御部4と、バッテリ5と、出力部6とを備えている。
エンジン1は、ガソリンなどの燃料を燃焼させることによりエンジン駆動力を発生する内燃機関である。エンジン1と動力伝達機構3との間には、エンジン1の駆動力によって回転するエンジン出力軸11が設けられている。エンジン出力軸11は、エンジン1と接続された第1の端部と、動力伝達機構3と接続された第2の端部とを有している。なお、エンジン1は、本開示の「エンジン」に対応する一具体例である。
MG2は、バッテリ5から供給される電力を用いることにより、車両の駆動を行うためのモータ駆動力を発生する駆動源である。また、MG2は、エンジン1からのエンジン駆動力を用いて駆動することにより、バッテリ5の充電を行うことができる発電機でもある。MG2には、MG2における回転子と一体となって回転する入出力軸21と、その入出力軸21に固定されたギヤ22とが設けられている。MG2は、例えば三相交流タイプの交流同期モータである。但し、MG2は、交流同期モータに限定されるものではなく、交流誘導モータまたは直流モータであってもよい。なお、MG2は、本開示の「モータジェネレータ」に対応する一具体例である。
動力伝達機構3は、第1の駆動モードとしてのパワースプリットモード(以下、PS駆動モードという。)と、第2の駆動モードとしてのエンジン直結駆動モードとを選択可能に構成されている。PS駆動モードでは、動力伝達機構3は、エンジン1において生成されるエンジン駆動力およびMG2において生成されるモータ駆動力の双方を出力部6へ伝達するようになっている。エンジン直結駆動モードでは、動力伝達機構3は、エンジン駆動力およびモータ駆動力のうちエンジン駆動力のみを出力部6へ伝達するようになっている。なお、PS駆動モードおよびエンジン直結駆動モードについては、それぞれ後に詳述する。また、動力伝達機構3は、本開示の「動力伝達機構」に対応する一具体例である。
車両駆動システム100における制御部4は、CAN(Controller Area Network)40と、エンジンコントロールユニット(以下、単に「ECU」という。)41と、ハイブリッド車コントロールユニット(以下、単に「HEV-ECU」という。)42と、パワーコントロールユニット(以下「PCU」という)43とをさらに備えている。
出力部6は、出力軸61と、その出力軸61に固定されて出力軸61を回転中心として回転可能なギヤ62およびギヤ63を有し、動力伝達機構3を介して伝達されるエンジン駆動力およびモータ駆動力のうちの少なくとも一方(以下、単に駆動力という。)を出力するようになっている。具体的には、出力軸61は、例えばフロントディファレンシャル60と接続されており、動力伝達機構3を介して伝達される駆動力をフロントディファレンシャル60に伝達するようになっている。フロントディファレンシャル60は、出力軸61により伝達される駆動力によって回転駆動する。なお、出力部6は、本発明の「出力部」に対応する一具体例である。
次に、図2から図4を参照して、車両駆動システム100において選択可能な駆動モードについて説明する。本実施の形態の車両駆動システム100は、図2に示した第1の駆動モードとしてのPS駆動モードと、第2の駆動モードとしてのエンジン直結駆動モードと、第3の駆動モードとしての電気駆動モードとを取り得るようになっている。図2A,図2Bは、PS駆動モードの動力伝達経路を説明するための概略図であり、図2Cは、図2A,図2BのPS駆動モードにおけるクラッチC0~C3の状態を記載した表である。図3A,図3Bは、エンジン直結駆動モードの動力伝達経路を説明するための概略図であり、図3Cは、図3A,図3Bのエンジン直結駆動モードにおけるクラッチC0~C3の状態を記載した表である。図4A,図4Bは、電気駆動モードの動力伝達経路を説明するための概略図であり、図4Cは、図4A,図4Bの電気駆動モードにおけるクラッチC0~C3の状態を記載した表である。なお、図2A、図3Aおよび図4Aでは、いずれも低速ギヤ37を選択した場合の動力伝達経路を表し、図2B、図3Bおよび図4Bでは、いずれも高速ギヤ38を選択した場合の動力伝達経路を表している。
次に、図5を参照して、車両駆動システム100における制御フローについて説明する。図5は、車両駆動システム100における制御フローを説明するための流れ図の一例である。図5に示した一連の制御は、例えばHEV-ECU42を含む制御部4により実行される。
このように、本実施の形態の車両駆動システム100およびそれを備えた車両によれば、制御部4が、燃料消費率FC1と燃料消費率FC2との比較に基づいてPS駆動モードを選択するようにしているので、エンジン1による燃料消費量が低減される。すなわち、例えばエンジン直結駆動モードからPS駆動モードへの移行要求があったとき、制御部4は、PS駆動モードへの移行時におけるエンジン1の動作点を予測し、その予測したエンジン1の動作点での燃料消費率FC1を算出する。そこで、PS駆動モードにおける燃料消費率FC1がエンジン直結駆動モードにおける燃料消費率FC2よりも低いとき、または燃料消費率FC1が燃料消費率FC2よりも低くなると予測されるときに、PS駆動モードを選択するように動力伝達機構3が制御される。したがって、車両駆動システム100およびそれを備えた車両では、より燃料消費率の低い駆動モードでの駆動が実現され、燃費向上が期待できる。
以上、実施の形態を挙げて本開示を説明したが、本開示はこれらの実施の形態等に限定されず、種々の変形が可能である。
Claims (4)
- 車両を駆動する駆動システムであって、
エンジン駆動力を発生するエンジンと、
モータ駆動力を発生するモータジェネレータと、
前記エンジン駆動力および前記モータ駆動力のうちの少なくとも一方を出力する出力部と、
前記エンジン駆動力および前記モータ駆動力の双方を前記出力部へ伝達する第1の駆動モードと、前記エンジン駆動力および前記モータ駆動力のうち前記エンジン駆動力のみを前記出力部へ伝達する第2の駆動モードとを選択可能に構成された動力伝達機構と、
前記第1の駆動モードにおける前記エンジンの第1の燃料消費率が前記第2の駆動モードにおける前記エンジンの第2の燃料消費率よりも低いとき、または前記第1の燃料消費率が前記第2の燃料消費率よりも低くなると予測されるときに、前記第1の駆動モードを選択するように前記動力伝達機構を制御する制御部と
を備え、
前記制御部は、
前記車両の走行速度が第1の速度以下の場合には、前記第1の燃料消費率と前記第2の燃料消費率との大小関係に関わらず前記車両の走行速度のみに基づき前記第1の駆動モードを選択し、要求出力に対応する要求充放電量が、前記モータジェネレータに電力を供給するバッテリの放電量上限値と比べて所定値より大きい場合、前記第1の駆動モードを選択するように前記動力伝達機構を制御する
駆動システム。 - エンジン駆動力を発生するエンジンと、
モータ駆動力を発生するモータジェネレータと、
前記エンジン駆動力および前記モータ駆動力のうちの少なくとも一方を出力する出力部と、
前記エンジン駆動力および前記モータ駆動力の双方を前記出力部へ伝達する第1の駆動モードと、前記エンジン駆動力および前記モータ駆動力のうち前記エンジン駆動力のみを前記出力部へ伝達する第2の駆動モードとを選択可能に構成された動力伝達機構と、
前記第1の駆動モードにおける前記エンジンの第1の燃料消費率が前記第2の駆動モードにおける前記エンジンの第2の燃料消費率よりも低いとき、または前記第1の燃料消費率が前記第2の燃料消費率よりも低くなると予測されるときに、前記第1の駆動モードを選択するように前記動力伝達機構を制御する制御部と、
前記モータジェネレータを駆動する電力を供給するバッテリと
を備え、
前記制御部は、
要求出力に対応する要求充放電量が、前記バッテリにおける放電量上限よりも第1の値以上大きいと判定されるとき、または要求出力に対応する要求充放電量が、前記バッテリにおける放電量上限よりも第1の値以上大きくなると予測されるときに、前記第2の駆動モードから前記第1の駆動モードへ切り替えるように前記動力伝達機構を制御する
駆動システム。 - エンジン駆動力を発生するエンジンと、
モータ駆動力を発生するモータジェネレータと、
前記エンジン駆動力および前記モータ駆動力のうちの少なくとも一方を出力する出力部と、
前記エンジン駆動力および前記モータ駆動力の双方を前記出力部へ伝達する第1の駆動モードと、前記エンジン駆動力および前記モータ駆動力のうち前記エンジン駆動力のみを前記出力部へ伝達する第2の駆動モードとを選択可能に構成された動力伝達機構と、
前記第1の駆動モードにおける前記エンジンの第1の燃料消費率が前記第2の駆動モードにおける前記エンジンの第2の燃料消費率よりも低いとき、または前記第1の燃料消費率が前記第2の燃料消費率よりも低くなると予測されるときに、前記第1の駆動モードを選択するように前記動力伝達機構を制御する制御部と、
前記モータジェネレータを駆動する電力を供給するバッテリと
を備え、
前記制御部は、
要求出力に対応する要求充放電量が、前記バッテリにおける放電量上限よりも第2の値以上小さいと判定されるとき、または要求出力に対応する要求充放電量が、前記バッテリにおける放電量上限よりも第2の値以上小さい予測されるときに、前記第2の駆動モードを選択するように前記動力伝達機構を制御する
駆動システム。 - 前記制御部は、
前記第1の燃料消費率が前記第2の燃料消費率よりも低いことが所定時間に亘って継続して判定されたとき、または前記第1の燃料消費率が前記第2の燃料消費率よりも低くなることが所定時間に亘って継続して予測されるときに、前記第1の駆動モードを選択するように前記動力伝達機構を制御する
請求項1記載の駆動システム。
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