WO1999047801A1 - Vehicule hybride - Google Patents
Vehicule hybride Download PDFInfo
- Publication number
- WO1999047801A1 WO1999047801A1 PCT/JP1999/001398 JP9901398W WO9947801A1 WO 1999047801 A1 WO1999047801 A1 WO 1999047801A1 JP 9901398 W JP9901398 W JP 9901398W WO 9947801 A1 WO9947801 A1 WO 9947801A1
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- engine
- torque
- motor generator
- air
- hybrid vehicle
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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
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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
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- 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
- B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
- F01N3/0842—Nitrogen oxides
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
- F02D41/028—Desulfurisation of NOx traps or adsorbent
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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
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
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- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/48—Drive Train control parameters related to transmissions
- B60L2240/486—Operating parameters
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0604—Throttle position
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/30—Auxiliary equipments
- B60W2510/305—Power absorbed by auxiliaries
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0616—Position of fuel or air injector
- B60W2710/0622—Air-fuel ratio
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/105—Output torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
- F01N2570/04—Sulfur or sulfur oxides
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/24—Control of the engine output torque by using an external load, e.g. a generator
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- 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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- 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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- 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
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- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/945—Characterized by control of gearing, e.g. control of transmission ratio
Definitions
- the present invention relates to a control device for a hybrid vehicle having an engine and an electric motor, and a control method therefor.
- the power generated by the engine is converted to electric energy directly or by a generator, and the electric energy is converted to mechanical energy by a motor or stored in a battery ⁇ energy using only a battery
- the mileage can be made longer than electric vehicles that supply electricity.
- Japanese Patent Application Laid-Open No. 9-37410 discloses a configuration including an engine, a power distribution mechanism, and a motor generator.
- the hybrid vehicle when the required driving torque is large, the hybrid vehicle is driven by the engine and a part of the engine power is distributed to a motor generator for vehicle speed assistance, which is made to function as a generator. Drive torque is increased by assisting torque from the motor.
- High-efficiency operation can be achieved by combining the engine and the transmission, selecting a small gear (or a gear ratio for a continuously variable gear ratio), and operating in a region where the engine torque is as high as possible ; Since the vehicle is already operating near the maximum torque, there is no excess torque at the time of acceleration, the feeling of acceleration is poor, and there is a problem that the drivability is reduced.
- a first object of the present invention is to provide a hybrid vehicle of an engine-electric motor that enables high-efficiency operation without increasing the capacity of a motor and a battery.
- a second object of the present invention is to ensure operability during high-efficiency operation. Disclosure of the invention
- the first objective can be achieved by expanding the high-efficiency operating region by lean burn, increasing the operation of the engine at low torque, and reducing the motor operation by the battery.
- Lean burn has the advantage of reducing bombing loss by opening the throttle valve.
- the intake valve amount may be controlled by controlling the intake valve timing as a method of reducing the engine bombing loss at low torque.
- the second purpose can be realized by selecting a region with a large engine speed and ensuring a sufficient torque to operate with the required engine output. For example, a change in the accelerator opening determines whether the driver emphasizes fuel efficiency or drivability, and selects an engine operating area with a large excess torque when emphasizing drivability. . In areas where the engine speed is high, fuel efficiency is worse than the maximum efficiency point, but priority is given to drivability. BRIEF DESCRIPTION OF THE FIGURES
- FIG. 1 shows a system diagram of the present invention.
- FIG. 2 shows a system diagram of the present invention.
- FIG. 3 is a diagram illustrating the operation of the present invention.
- FIG. 4 is a diagram illustrating the operation of the present invention. ⁇
- FIG. 5 is a diagram for explaining the operation of the present invention.
- Fig. 6 shows the configuration of the engine.
- FIG. 7 is a diagram illustrating the operation of the conventional system.
- FIG. 8 is a diagram for explaining the operation of the present invention.
- FIG. 9 shows an example of the air-fuel ratio and EGR control.
- FIG. 10 shows an example of the air flow control method.
- FIG. 11 shows an example of the air-fuel ratio and EGR control.
- FIG. 12 shows an example of a combustion control method.
- FIG. 13 is a diagram illustrating the operation of the conventional system.
- FIG. 14 is a diagram for explaining the operation of the present invention.
- FIG. 15 shows another embodiment of the present invention.
- FIG. 16 shows the drive torque control during the transition.
- FIG. 18 shows a block diagram of the present invention.
- FIG. 19 shows another embodiment of the system of the present invention.
- FIG. 20 shows a block diagram of the present invention.
- FIG. 21 is a diagram for explaining the operation of the present invention.
- FIG. 22 shows another embodiment of the present invention.
- FIG. 23 shows an operation example of the NOx catalyst.
- FIG. 24 shows an operation example of the NOx catalyst.
- FIG. 25 shows a block diagram of the present invention.
- FIG. 26 shows a flow chart of the present invention.
- FIG. 27 is a diagram for explaining the operation of the present invention.
- FIG. 28 illustrates the effect of the present invention.
- FIG. 29 shows another embodiment of the present invention.
- FIG. 30 shows another embodiment of the present invention.
- FIG. 31 shows the operation of the continuously variable transmission.
- FIG. 32 shows a block diagram of the present invention.
- FIG. 33 shows an explanatory diagram of the operation of the present invention.
- FIG. 34 shows another embodiment of the present invention.
- FIG. 35 shows another embodiment of the present invention.
- FIG. 36 is a diagram for explaining the operation of the present invention.
- FIG. 37 shows a drive circuit for the injection valve.
- FIG. 38 shows the drive current waveform.
- FIG. 39 shows another embodiment of the present invention.
- FIG. 1 shows the configuration of the present invention.
- Engine 8 1 and drive assist motor It consists of a generator 81, a differential motor generator 83, a power distribution mechanism 82, a battery 87, and inverters 84, 85.
- the engine 81 is desirable for the engine 81 to be a direct injection engine that can control the output of the engine by the air-fuel ratio. In-cylinder injection engines can directly inject fuel into the cylinders and control the air-fuel mixture, thus enabling super lean-lean operation.
- the drive wheels 88 are driven by an engine 81, a drive assist motor generator 81, and a differential motor generator 83. Controls the distribution of drive torque to maximize engine efficiency.
- the engine and motor are optimally controlled by a control control unit (not shown).
- Fig. 2 shows a configuration example of the power distribution mechanism 82.
- the output is distributed by gears 8 2 a-8 2 h.
- the output of the engine is transmitted to 82 f via gear 82 a, and drive wheels 88 are driven by 82 g and 82 h.
- the axis of the motor generator (hereinafter MG) 81 is coaxial with the gear 82h, and the output of the gear is transmitted as it is when no electricity is applied to the MG.
- the MG 83 operates as a motor and drives the gear 82 c, the rotation of the gear 82 g is added, and the rotation of the drive shaft is increased, enabling operation at a high vehicle speed.
- Electricity of the battery 87 drives an MG 81 for driving assistance via the inverter 81, and drives a MG for differential via the inverter 85.
- FIG. 3 shows a case in which the basic operation of the present invention is performed at vehicle speed assistance.
- the output from the engine 80 is transmitted to the drive wheels 88 through gears 82a, 82e, 82d, 82g.
- the driving assist MG81 acts as a generator
- the generated MG83 acts as a motor with the generated electric power.
- MG83 rotates gear 82 c, the output rotation of gear 82 g can be increased. Wear.
- FIG. 4 shows a case where the basic operation of the present invention is driven by a drive torque.
- the output from the engine 80 is transmitted to the drive wheels 88 through gears 82a, 82e, 82d and 82g.
- part of the engine torque is distributed by the power distribution mechanism 82, and the differential MG 83 for vehicle speed assistance is driven.
- the drive torque can be controlled by distributing the engine power by the power distribution mechanism 82 and optimally controlling the MG 81 for torque assistance and the MG83 for vehicle speed assistance.
- Fig. 5 shows the relationship between vehicle speed and drive torque. If a drive torque larger than the engine torque is required at the same engine output, the torque drive MG is operated as a motor, and the engine torque and the motor torque are combined to increase the drive torque. On the other hand, if the vehicle speed is required, the torque assist MG is operated as a generator, and the differential MG for vehicle speed assistance is operated as a motor to assist the vehicle speed. As a result, it is possible to change the driving torque and the vehicle speed at the same output even with one engine operating point.
- the differential gear has been described as an example of the power distribution mechanism, but another mechanism such as a planetary gear mechanism may be used.
- Fig. 6 shows an example of the configuration of the engine. Air is sucked into the engine 13 through the air amount detection sensor 7, the throttle valve 10, the intake pipe 11 and the intake valve 16. The amount of air can be controlled by changing the opening of the throttle valve 10 and the opening of the intake valve 16. The air amount is measured by an air amount detection sensor 7 (the pressure in the intake pipe and the pressure in the cylinder are detected by the intake pipe pressure sensor 31 and the cylinder pressure sensor 42, respectively, as necessary. Sole By applying a voltage from the drive circuit 30 to the nodes 18 and 19, the movable section 22 moves by the action of electromagnetic force, and the intake valve 16 connected to the section opens and closes. The drive circuit may be built in the engine control unit 12. Exhaust valve 17 operates in a similar manner.
- Fuel is supplied from injector 1, which can inject fuel directly into the cylinder.
- the injector is driven by the drive circuit 32.
- the throttle valve is opened and closed by a motor 9, and its opening is detected by a throttle sensor 8.
- the accelerator opening ⁇ is detected by an accelerator opening sensor (not shown), and the intake and exhaust valves are controlled based on at least the accelerator opening sensor signal.
- the control device 12 controls the throttle valve, the intake / exhaust valve, and the like based on the signal of the sensor.
- the air-fuel mixture in the cylinder can be directly controlled, and the operation with the air-fuel mixture having a large air-fuel ratio, that is, the lean burn operation, is possible.
- Fig. 7 shows the torque and fuel consumption characteristics of the engine.
- the fuel consumption rate is low and fuel consumption is good in the large area of the engine shaft torque. This is because as the shaft torque increases, the opening of the throttle valve increases, and the pumping loss decreases.
- the best point of fuel economy is lower than the throttle valve is fully open because the air-fuel ratio is set to be high in this engine. By operating the engine so that it is in the middle and high load range, the efficiency of the engine can be increased.
- the bombing loss Is increased, the motor is operated. For this reason, in the conventional hybrid system, the operation by the motor is increased, and it is necessary to frequently control the charge and discharge of the motor and to increase the size of the battery.
- FIG. 8 shows a method of operating the engine according to the present invention. If the air-fuel ratio is increased as compared to the stoichiometric (14.7), such as 20 or 40, the torque during full-open operation will decrease. At this time, the opening of the throttle valve is increased, and the pumping loss can be reduced, so that fuel efficiency can be improved even in an operating region where the engine torque is low. As a result, the motor operation is reduced, the motor can be used with a small motor, and the battery can be made smaller. For example, the engine is operated at an air-fuel ratio of 40, and when the engine output becomes necessary, the air-fuel ratio is changed to be smaller and the torque is increased. When the air-fuel ratio is smaller than 20, the engine is operated with stoichiometry (14.7).
- Fig. 9 shows the addition of target air-fuel ratio and EGR to engine torque and engine speed.
- low load super lean burn operation with an air-fuel ratio of 40 or more is performed to reduce fuel consumption.
- the air-fuel ratio becomes 20 to 40 with EGR added, the air-fuel ratio stoichiometric (14.7) with EGR added, and when the load further increases, the EGR is not added.
- N 0 X can be reduced by adding EGR.
- the throttle valve is fully open, to increase engine output, stop the EGR, draw more air into the cylinder, and Burn the charge.
- FIG. 10 shows an example of controlling the air flow pattern in the engine.
- In an operation with an air-fuel ratio of 20 to 40 and an EGR added when the load is increased if the air-fuel mixture is concentrated too much around the spark plug, oxygen will be insufficient, and smoke will easily occur. Therefore, the flow in the cylinder is swirled so that the mixture in the cylinder is not excessively concentrated.
- the swirl flow is effective in promoting the mixing of air and fuel because the flow is easily preserved even when the piston approaches the compression top dead center.
- EGR EGR added
- swirl flow is used.
- the load further increases, it is necessary to introduce a large amount of air in order to increase the output in the operating state where the EGR is not added, and without having to provide resistance to the intake valves and intake pipes, the shape of the intake pipe It is a flow that can be done.
- Fig. 11 shows another embodiment in which the target air-fuel ratio and the EGR are added to the engine torque and the engine speed.
- the engine torque and engine speed are low, so-called low load, super lean burn operation with an air-fuel ratio of 80 to 40 is performed to reduce fuel consumption.
- Operation with EGR added at an air-fuel ratio of 20 to ⁇ ⁇ ⁇ with increasing load EGR added at an air-fuel ratio stoichiometric (14.7)
- NOX can be reduced by adding EGR.
- the throttle valve With the throttle valve fully open, the engine output is increased to stop the EGR, draw more air into the cylinder, and burn more fuel.
- Fig. 12 shows an example of combustion control.
- compression ignition is caused by the compression heat of the piston instead of flame propagation from the spark plug.
- the air-fuel mixture is ignited at each point, combustion with a very thin air-fuel mixture such as the air / fuel ratio of 80, which has a short propagation distance, becomes possible.
- t acceleration operation to perform combustion by a homogeneous air-fuel mixture is mixed homogeneously air and fuel in the cylinder when to further reduce the air-fuel ratio
- Fig. 13 shows how to control the engine at that time.
- point A or point B can be selected.
- point A where there is little bombing loss.
- the motor becomes large.
- the throttle valve opening is small, so the bombing loss increases and fuel efficiency deteriorates.
- there is a margin to the maximum torque there is no motor assist (or even a small motor), and a sufficient acceleration feeling can be obtained.
- FIG. 14 shows an example of control in the present invention.
- the throttle valve opening By operating at an air-fuel ratio of 40, the throttle valve opening can also be increased at point B, so that the pumping loss can be reduced and fuel efficiency can be improved. At this time, there is room for the maximum engine torque, so a feeling of acceleration can be obtained.
- point B Point B is selected in the driving area where the cost is slightly lower but driving performance is important.
- the driver's orientation for example, when the frequency of change in the accelerator opening is high, it is determined that drivability is important, and when the change in the accelerator opening is small and steady driving is being performed, fuel efficiency is determined to be important. For example, it can be determined using data of the accelerator opening at least.
- FIG. 15 shows another operation example of the present invention.
- the air-fuel ratio of 40, 20 and 15 is changed stepwise without linearly changing.
- the control of the air-fuel ratio is simplified.
- the air-fuel ratio in which NO X is generated between the air-fuel ratios of 20 and 15 can be avoided, it is effective in terms of exhaust measures.
- the throttle opening is controlled by a motor or the like to eliminate torque steps.
- the drive shaft is provided with a motor, as shown in FIG. 16, when the drive torque is to be controlled in accordance with the accelerator opening, first, the torque is controlled precisely by the motor. When the torque exceeds a certain value, the air-fuel ratio of the engine is switched from 40 to 20. At this time, since there is a step in the torque, it is possible to adjust the torque of the motor so that there is no step in the driving torque. In this case, since the response to the target torque differs between the engine and the motor, the transient torque response is controlled by a dynamic engine and motor model.
- FIG. 17 shows a block diagram of the present invention.
- the target drive torque is calculated from signals such as the accelerator opening, vehicle speed, battery capacity, brake, and air conditioner.
- the target drive torque is obtained by distributing the re-engine torque and motor torque by the distributed drive torque calculation means and opening the throttle. Degree, air-fuel ratio, vehicle speed assist MG control, and torque assist MG control are performed.
- In idle mode the engine is stopped, and during deceleration, the re-energy is actively collected by the torque assist MG and stored in the battery.
- the throttle valve opening is large, so the engine brake is likely to be less effective. Therefore, apply the brake with the torque assist MG to prevent the driver from feeling uncomfortable.
- the throttle valve or the intake valve of the engine may be closed to apply the engine brake.
- FIG. 18 shows another embodiment. Judgment of the driving state from data such as accelerator opening and vehicle speed, and judgment of fuel efficiency or drivability, and engine torque control.
- fuel efficiency is important, drive with good fuel efficiency, which does not have sufficient torque.
- drivability is emphasized, drive with sufficient torque that slightly deteriorates fuel efficiency is performed.
- FIG. 19 shows another embodiment of the present invention. Equipped with a transmission (stepped or stepless) at the output of the drive motor. Based on the result of the target drive torque calculation means, determine the distribution of engine torque and motor torque and calculate the gear ratio.
- the drive torque is controlled by the gear ratio, and the torque during each speed change stage is controlled by the aforementioned torque assist MG and the differential MG for vehicle speed assistance.
- the aforementioned torque assist MG and the differential MG for vehicle speed assistance.
- Driving is possible. This makes it possible to control the drive torque with the stepped gear and MG.
- FIG. 22 shows another embodiment of the present invention.
- a lean NOx catalyst 35a is used to purify NOx during lean burn combustion. Lean burn luck At the time of rotation, since the inside of the exhaust pipe is excessive in oxygen, that is, an oxidizing atmosphere, NOx cannot be reduced with a normal three-way catalyst. The clean catalyst allows NO x to be adsorbed on the catalyst and can be reduced by the unburned hydrocarbons in the exhaust during the rich operation even in a oxidizing atmosphere.
- the engine is equipped with in-cylinder injection and a variable intake / exhaust valve. However, it is also effective for lean burn by intake port injection.
- N 0 X purification rate with lean N 0 indicates a change in the purification rate of X catalyst t time to a time passing in the second 3 Figure is reduced. This is because the amount of NOX adsorbed on the catalyst increases as the operation continues, and it is released without being adsorbed.
- the adsorbed NOx is reduced by the unburned hydrocarbons, and the purification rate is improved again.
- the N 0 X adsorption amount is estimated from data such as the air-fuel ratio, the intake air amount, the engine speed, and the fuel injection timing. Estimate the degree of deterioration.
- a NOX sensor is installed at the outlet of the N ⁇ X catalyst, or a NOX sensor or oxygen concentration sensor is installed at the inlet and outlet, and the adsorption operation of the NOX catalyst and the degree of SOx deterioration are determined, and the regeneration operation is performed. Controls motor torque.
- Figure 26 shows the flowchart.
- Fig. 27 shows the share of the engine and motor in the drive torque.
- the engine is mainly driven.
- the motor torque is adjusted so that the engine torque is reduced and there is no torque step.
- the regeneration operation of S0X requires a comparatively long time for the litch operation, so the fuel consumption is greatly deteriorated. May be performed.
- FIG. 29 shows another embodiment of the present invention.
- An engine 80 capable of varying the air-fuel ratio is provided with a continuously variable transmission 100 capable of continuously varying the speed ratio and a torque assist motor generator 81.
- the engine can reduce bombing loss by lean burn. In-cylinder injection is desirable because it can increase the air-fuel ratio during lean burn, but intake port injection may also be used.
- Engine stop A clutch 150 is provided to disconnect the motor generator 81 and the engine 80 in order to operate the motor sometimes.
- FIG. 30 shows the configuration of the continuously variable transmission 100 and the motor generator 81.
- a motor can be integrated with the drive shaft for motor assistance.
- the arrangement of the motor can be made compact.
- Fig. 31 shows the relationship between vehicle speed and drive shaft torque.
- the gear ratio can be changed continuously, so that the drive shaft torque can be changed continuously. This eliminates the need for torque multiplication by a torque converter as in the case of a stepped transmission, and can avoid deterioration in the transmission efficiency of the torque converter. Further, the drive torque can be continuously controlled with respect to the engine torque.
- FIG. 32 shows a block diagram of the present invention. Calculate the gear ratio and the distribution drive torque for the target drive torque, and calculate the engine torque and the motor torque. Calculate the air-fuel ratio and throttle opening to improve efficiency according to engine torque and rotation speed. When the engine torque is low, disengage the clutch and control the torque assist motor. The gear ratio of the continuously variable transmission is controlled based on the target gear ratio.
- an efficient air-fuel ratio is selected based on the engine torque and the number of revolutions as shown in Figs.
- the air-fuel ratio of about 25 is the limit of the lean operation.
- FIG. 33 shows another embodiment of the present invention.
- the timing of the intake valve is changed, the amount of intake air is changed, and the engine is operated to reduce the bombing loss. Therefore, the intake valve control may be performed. Furthermore, bombing loss may be reduced by exhaust gas recirculation (EGR).
- FIG. 34 shows another embodiment of the present invention.
- a motor generator 300 is provided between the in-cylinder injection engine 80 and the transmission 100. The transmission is connected to drive wheels 8.
- the motor generator 300 as a motor, has a starting force assist during engine start and acceleration, and a torque fluctuation suppression function that absorbs engine torque fluctuations. In addition, it can be operated as a generator, recover energy during deceleration operation, generate power by driving the engine, and supply necessary power.
- the motor generator 300 is connected to a battery 303 via an inverter 8.
- the battery 303 has a voltage of, for example, 42 V.
- a DC-DC converter 303 for step-down is connected to the battery 303 and connected to the battery 309.
- the battery 309 has a voltage of, for example, 14 V.
- the battery 309 is connected to another electric auxiliary machine 304-306.
- a DC-DC converter 308 for boosting may be provided in the battery 303 to drive the drive circuit 30 for the electromagnetic intake and exhaust valves.
- a drive circuit 310 for the fuel injection valve 302 is connected to the battery 303, for example, to drive the fuel injection valve.
- a fuel pressure of 100 atm is required, and a response of a valve opening / closing time of 1 ms or less is required. Therefore, a voltage of 40 V or more must be supplied.
- a DC-DC converter for driving the fuel injection valve which increases the cost.
- the use of a 42 V battery eliminates the need for a DC-DC converter in the fuel injector drive circuit, simplifies the circuit, and allows the circuit to be formed on the same base as the engine control unit. Become. Also, by increasing the voltage, the current can be reduced even when driving other electric actuators as compared with 14 V, which is also effective in reducing the size of the actuator.
- FIG. 35 shows another embodiment of the present invention.
- An alternator 84 for generating, for example, 42 V is provided in the engine.
- Starter 3 2 1 is provided separately. With such a configuration, it is possible to supply 42 V without significantly changing the layout of the conventional engine.
- FIG. 36 shows an example of the configuration of the motor generator 300.
- the rotor 400 is connected between the engine 80 and the transmission 100.
- a permanent magnet 410 is attached to the rotor.
- the inverter 84 and the battery 303 are connected to the coil of the stator 402, and operate as a motor or a generator by controlling the inverter.
- FIG. 37 shows an example of a drive circuit for the injection valve.
- Injection valve coil 410 controls the voltage from battery 303 by switches (such as MOS-FET) 409,408.
- switches such as MOS-FET
- FIG. 39 shows another embodiment of the present invention, in which two alternators 320 and 323 having different generated voltages are provided.
- voltages of 14 V and 42 V can be generated, and a step-down DC-DC converter or the like can be eliminated.
- Industrial applicability it is possible to provide a hybrid vehicle of an engine-electric motor that enables high-efficiency operation without increasing the capacity of a motor and a battery, and to ensure drivability during high-efficiency operation. It is possible. These can be realized by expanding the high-efficiency operating range by lean burn, increasing the operation of the engine at low torque, and reducing the motor operation by the battery. Since the throttle valve is opened during lean burn, there is an advantage that bombing loss can be reduced. In this case, as a method of reducing the engine bombing loss at low torque, the intake valve timing may be controlled to control the intake air amount.
- a change in the accelerator opening determines whether the driver places importance on fuel efficiency or drivability, and selects an engine operation region with a large margin torque when placing importance on drivability.
- fuel efficiency is slightly worse than the highest efficiency point, but it is possible to improve drivability.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Automation & Control Theory (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Description
Claims
Priority Applications (7)
Application Number | Priority Date | Filing Date | Title |
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JP2000536965A JP4269517B2 (ja) | 1998-03-19 | 1999-03-19 | ハイブリッド自動車及びそのシステム並びに制御装置及び制御方法 |
DE69942448T DE69942448D1 (de) | 1998-03-19 | 1999-03-19 | Hybridfahrzeug |
EP99909263A EP1065362B1 (en) | 1998-03-19 | 1999-03-19 | Hybrid car |
US09/891,273 US20010037905A1 (en) | 1998-03-19 | 2001-06-27 | Hybrid car |
US10/060,147 US6702053B2 (en) | 1998-03-19 | 2002-02-01 | Hybrid car |
US10/195,562 US6991052B2 (en) | 1998-03-19 | 2002-07-16 | Hybrid car |
US11/326,458 US7441617B2 (en) | 1998-03-19 | 2006-01-06 | Hybrid car |
Applications Claiming Priority (2)
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JP6976198 | 1998-03-19 | ||
JP10/69761 | 1998-03-19 |
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US09646521 A-371-Of-International | 2000-11-27 | ||
US09/891,273 Division US20010037905A1 (en) | 1998-03-19 | 2001-06-27 | Hybrid car |
Publications (1)
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WO1999047801A1 true WO1999047801A1 (fr) | 1999-09-23 |
Family
ID=13412119
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/JP1999/001398 WO1999047801A1 (fr) | 1998-03-19 | 1999-03-19 | Vehicule hybride |
Country Status (5)
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US (4) | US20010037905A1 (ja) |
EP (1) | EP1065362B1 (ja) |
JP (1) | JP4269517B2 (ja) |
DE (1) | DE69942448D1 (ja) |
WO (1) | WO1999047801A1 (ja) |
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WO2002049868A1 (de) * | 2000-12-21 | 2002-06-27 | Robert Bosch Gmbh | Verfahren zum betrieb eines verbrennungsmotors |
US6986335B2 (en) | 2000-12-21 | 2006-01-17 | Robert Bosch Gmbh | Method for operating an internal combustion engine |
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WO2008091019A1 (ja) * | 2007-01-26 | 2008-07-31 | Toyota Jidosha Kabushiki Kaisha | 圧縮着火式内燃機関の排気浄化装置 |
Also Published As
Publication number | Publication date |
---|---|
US7441617B2 (en) | 2008-10-28 |
DE69942448D1 (de) | 2010-07-15 |
US6702053B2 (en) | 2004-03-09 |
US20020070060A1 (en) | 2002-06-13 |
EP1065362B1 (en) | 2010-06-02 |
US20060113130A1 (en) | 2006-06-01 |
EP1065362A4 (en) | 2006-07-26 |
US6991052B2 (en) | 2006-01-31 |
US20010037905A1 (en) | 2001-11-08 |
EP1065362A1 (en) | 2001-01-03 |
JP4269517B2 (ja) | 2009-05-27 |
US20020175011A1 (en) | 2002-11-28 |
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