WO2013084682A1 - Dispositif de commande pour véhicule automobile et procédé de commande de ce dispositif - Google Patents

Dispositif de commande pour véhicule automobile et procédé de commande de ce dispositif Download PDF

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Publication number
WO2013084682A1
WO2013084682A1 PCT/JP2012/079602 JP2012079602W WO2013084682A1 WO 2013084682 A1 WO2013084682 A1 WO 2013084682A1 JP 2012079602 W JP2012079602 W JP 2012079602W WO 2013084682 A1 WO2013084682 A1 WO 2013084682A1
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Prior art keywords
state
braking
control
braking force
storage device
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PCT/JP2012/079602
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English (en)
Japanese (ja)
Inventor
東谷幸祐
浅川雅信
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本田技研工業株式会社
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Publication of WO2013084682A1 publication Critical patent/WO2013084682A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B60L15/2018—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking for braking on a slope
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18118—Hill holding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L2240/10—Vehicle control parameters
    • B60L2240/32—Driving direction
    • 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
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • B60L2240/642—Slope of road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/04—Hill descent control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/06—Hill holder; Start aid systems on inclined road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/604—Merging friction therewith; Adjusting their repartition
    • 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
    • B60W2520/06—Direction of travel
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector position
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a control device and a control method for an electric vehicle that applies a braking force to the vehicle by regenerative braking and friction braking.
  • the operation outline as a comparative example at the time of this switchback is shown in the time chart of FIG. 6A.
  • the shift operation is performed from the R position to the D position at time ta.
  • the motor torque is switched from the power running side to the regenerative side at time tb
  • the motor is decelerated in the regenerative braking state, stops at time tc, the motor rotation speed is changed from the reverse rotation side to the normal rotation side, and the traveling direction of the electric vehicle moves backward. Reverse from direction to forward direction.
  • the traveling direction in the state where the shift position is retracted at the R position (the motor rotation speed is the reverse rotation side and the motor torque is the power running side). Is switched from the R position to the D position at the time ta, and when the motor torque is about to switch from the power running side to the regeneration side at the time tb, the battery is fully charged.
  • regenerative braking is not applied, in other words, regenerative braking is restricted (referred to as regenerative restriction), and as a result, cooperative control between regenerative braking and friction braking may be required.
  • the present invention has been made in consideration of such problems, and an object thereof is to provide a control device and a control method for an electric vehicle in which regenerative braking is applied at the time of switchback regardless of the state of charge of the power storage device.
  • An electric vehicle control device is an electric vehicle control device that travels using the power of an electric motor driven by electric power from a power storage device and applies a braking force by friction braking and / or regenerative braking by the electric motor. , Control of the braking force for the host vehicle based on the determination result of the full charge state determination unit and the full charge state determination unit for determining whether or not the state of charge of the power storage device is a full charge state while traveling on a slope A braking force control unit configured to perform braking when the charging state of the power storage device is not fully charged during traveling on the slope.
  • the regenerative braking is prohibited and the braking control is applied to the host vehicle by the friction braking, and the regenerative braking
  • the braking force is applied by any one of the exception control that releases the prohibition and permits the regenerative braking and applies the braking force to the host vehicle by the regenerative braking, and reduces the forward direction of the host vehicle. Due to the vehicle operation of the driver who reverses from the hill direction to the uphill direction, when the moving direction of the host vehicle is in the reverse direction and the shift position is in the switchback state, the control of the braking force is performed. The principle control is switched to the exception control.
  • the electric vehicle control method controls an electric vehicle that travels using the power of an electric motor driven by electric power from a power storage device and applies a braking force by friction braking and / or regenerative braking by the electric motor.
  • a full charge state determination step for determining whether or not the state of charge of the power storage device is a full charge state while traveling on a slope, and a braking force for the host vehicle is controlled based on the determination result of the full charge state
  • a braking force control step that applies a braking force to the host vehicle by regenerative braking when the charging state of the power storage device is not fully charged during traveling on the slope.
  • the principle of prohibiting the regenerative braking and applying a braking force to the host vehicle by the friction braking when the state of charge of the power storage device is fully charged while traveling on the slope The braking force is applied by one of the control and the exception control in which the prohibition of the regenerative braking is canceled and the regenerative braking is permitted and the braking force is applied to the host vehicle by the regenerative braking. If the driver's vehicle operation that reverses the forward direction of the vehicle from the downhill direction to the uphill direction causes the vehicle to move backward and the shift position is switched to the forward position, the control is performed. The power control is switched from the principle control to the exception control.
  • the full-charge state determination unit sets the full-charge state to a first full-charge state (remaining capacity smaller than the electrochemical full-charge state of the power storage device).
  • the braking force control unit applies a braking force to the host vehicle by the regenerative braking when the charging state of the power storage device is not the first full charging state during traveling on the slope.
  • the principle control for prohibiting the regenerative braking and applying a braking force to the host vehicle by the friction braking; and Regenerative braking The storage device is overcharged and deteriorated by controlling the braking force by any one of the exception control that releases the prohibition, permits the regenerative braking, and applies the braking force to the host vehicle by the regenerative braking. Therefore, regenerative braking can be permitted at the time of switchback, so that the life of the power storage device can be extended and the merchantability can be further improved.
  • the braking force control unit limits the regenerative side torque value of the electric motor to a zero value, and the host vehicle remains forward.
  • the driver's vehicle operation reverses the moving direction of the own vehicle from the downhill direction to the uphill direction, when the moving direction of the own vehicle is in the reverse direction and the shift position is in the switchback state.
  • the regenerative braking is performed even in the fully charged state. Since the vehicle decelerates and stops and moves forward while the vehicle is applied, regenerative braking can be applied during switchback regardless of the state of charge of the power storage device.
  • the full charge state is preferably set in advance to a value smaller than the electrochemical full charge state of the power storage device in anticipation of regeneration at the time of switchback.
  • FIG. 1 is a block diagram of an embodiment of a control device that implements an electric vehicle control method according to the present invention.
  • FIG. It is a time chart explaining the operation
  • FIG. 6A is a time chart for explaining the operation when reversing the traveling direction while decelerating by regenerative braking at the time of switchback, and FIG. 6B requires complicated cooperative control of regenerative braking and friction braking at the time of switchback. It is a time chart explaining the operation
  • FIG. 1 is a schematic block diagram of an electric vehicle (also referred to as own vehicle) 10 according to this embodiment.
  • the electric vehicle 10 includes an electric motor 12 that generates power, and the rotating shaft of the electric motor 12 is connected to the wheel 16 via a transmission 14 and the like.
  • a friction brake 18 for applying a friction braking force is engaged with the wheel 16.
  • the motor 12 is connected to an inverter 20 (power converter) via a three-phase connection, and the inverter 20 is connected to a power storage device 22, and a motor that controls the motor 12 by controlling the drive of the inverter 20.
  • An ECU (Electronic Control Unit) 24 is connected.
  • the power storage device 22 is an energy storage, and a lithium ion secondary battery, a nickel hydride secondary battery, a capacitor, or the like can be used. In this embodiment, a lithium ion secondary battery is used.
  • the power storage device 22 has a built-in charge / discharge circuit 60 for controlling or limiting the charge / discharge current. While controlling the charging / discharging current of the charging / discharging circuit 60, the SOC detection unit 72 that detects the SOC (state of charge) that is the state of charge of the power storage device 22 and the regeneration limit that limits the charging current (regeneration amount)
  • a battery ECU 26 including a unit 74 is connected to the power storage device 22. The state of charge SOC of the power storage device 22 detected by the battery ECU 26 is supplied to the motor ECU 24.
  • the motor ECU 24 includes an accelerator opening degree ⁇ in which the operation amount of the accelerator pedal 28 is detected by the operation amount sensor 30, a brake operation amount B in which the operation amount of the brake pedal 32 is detected by the operation amount sensor 34, and a shift lever 36.
  • the vehicle speed Vs detected by the vehicle speed sensor 40 the motor rotational speed Nm detected by a rotational speed sensor such as a resolver constituting the electric motor 12, and the motor rotational direction (forward direction, stop, reverse direction) Md, etc. And are respectively supplied.
  • the navigation ECU 42 is also connected to the motor ECU 24, and the position, altitude, etc. of the host vehicle 10 on the map are supplied from the navigation ECU 42.
  • a brake ECU 50 is further connected to the motor ECU 24.
  • a brake operation amount B is supplied from the operation amount sensor 34 of the brake pedal 32 to the brake ECU 50, and a braking force by friction braking is applied to the wheel 16 via the fluid pressure modulator 52 and the friction brake 18.
  • the motor ECU 24 applies a braking force for braking the wheel 16 by the regenerative braking of the motor 12 by causing the power storage device 22 to collect the regenerative power of the motor 12 through the inverter 20.
  • the motor ECU 24, the brake ECU 50, and the battery ECU 26 perform coordinated control of the braking force due to regenerative braking and the braking force due to friction braking.
  • Each of the motor ECU 24, the battery ECU 26, the navigation ECU 42, and the brake ECU 50 is a computer including a microcomputer, and includes a CPU (central processing unit), a ROM (including EEPROM), and a RAM (random access). Memory), other input / output devices such as A / D converters and D / A converters, timers as timers, etc., and the CPU reads out and executes programs recorded in the ROM And function as various function realization units (function realization means) such as a control unit, a calculation unit, and a processing unit.
  • a CPU central processing unit
  • ROM including EEPROM
  • RAM random access
  • Memory random access memory
  • other input / output devices such as A / D converters and D / A converters, timers as timers, etc.
  • the CPU reads out and executes programs recorded in the ROM And function as various function realization units (function realization means) such as a control unit, a calculation unit, and a processing unit.
  • the battery ECU 26, the motor ECU 24, and the brake ECU 50 are communicably connected, for example, using data mutually through a communication line (not shown) related to a communication network such as CAN (Controller Area Network).
  • a communication network such as CAN (Controller Area Network).
  • the communication network may be a wireless network.
  • the battery ECU 26 functions as the SOC detection unit 72 that detects the state of charge SOC (remaining capacity) of the power storage device 22 and is charged from the electric motor 12 to the power storage device 22 through the inverter 20. It functions as a regeneration limiting unit 74 that limits a regenerative current (also referred to as a regeneration amount).
  • the navigation ECU 42 functions as an altitude detection unit or the like.
  • the motor ECU 24 functions as a traveling path detection unit that detects whether the road is a slope (downhill or climbing road) or a flat road based on altitude information from the navigation ECU 42 and the power storage device 22 during traveling on the slope.
  • the fully charged state determination unit 62 may be provided in the battery ECU 26, and the regeneration limiting unit 74 of the battery ECU 26 may be provided in the motor ECU 24.
  • the braking force control unit 64 of the motor ECU 24 basically applies to the host vehicle 10 by the regenerative braking of the electric motor 12 when the state of charge SOC of the power storage device 22 is not fully charged during traveling on the slope.
  • the regenerative braking of the electric motor 12 is prohibited and the friction braking by the friction brake 18 is performed automatically.
  • the braking force is applied by the control.
  • the braking force control unit 64 causes the host vehicle 10 to operate due to the driver's operation of the shift lever 36 (shift operation from the reverse position R to the forward position D) that reverses the forward direction of the own vehicle 10 from the downhill direction to the uphill direction.
  • the switch direction of 10 is the reverse direction and the shift position SP is the forward position D
  • the brake force control function is switched from the principle control to the exception control.
  • the time chart of FIG. 2 shows, as an example, a downhill (downhill road) from a parking lot such as a home located on a hill at a forward position D of a shift position SP (downhill), and a shop located under the hill.
  • a downhill downhill road
  • the shift position SP is set to the parking position P
  • the accelerator pedal is moved from the parking lot of the store or the like to the reverse position R.
  • the shift position SP detected by the motor ECU 24 and the traveling direction of the host vehicle 10 (which can be detected by the motor rotation direction Md of normal rotation or reverse rotation), altitude, and the motor ECU 24 through the battery ECU 26.
  • the full charge state depicted in the item of the charge state SOC may be the electrochemical full charge state of the power storage device 22, but when charged more than the electrochemical full charge state Since the deterioration of the power storage device 22 is accelerated, the first full charge state (also referred to as a deemed full charge state), which is a remaining capacity smaller than the electrochemical full charge state, is set.
  • the traveling direction (forward direction, backward direction, or stop) of the host vehicle 10 can be detected by the motor rotation direction Md or the like. If the motor rotation direction Md is the forward rotation direction, the traveling direction corresponds to the forward direction. If the motor rotation direction Md is the reverse direction, the traveling direction corresponds to the backward direction. When the motor rotation speed Nm is 0 or the motor rotation direction Md indicates stop, the traveling direction is set to the stop state.
  • the fully charged state determination unit 62 determines that the state of charge is not in the fully charged state (here, the first fully charged state) from time t0 to time t3. Is controlled in the regenerative state, and the power storage device 22 is charged, so the state of charge SOC gradually increases.
  • the braking force control unit 64 stops the inverter 20 and passes through the regeneration limiting unit 74.
  • the charge / discharge circuit 60 charging of the power storage device 22 by regeneration from the electric motor 12 is stopped. Thereby, regenerative braking is prohibited between time t3 and time t5.
  • the host vehicle 10 is stopped (stopped) at time t5 by operating the brake pedal 32 from time t4.
  • the shift position 36 is operated from the forward position D to the parking position P by operating the shift lever 36.
  • FIG. 3 shows a regenerative amount (also referred to as a regenerative amount or a regenerative limit value), that is, a charging current characteristic 100 with respect to the value of the state of charge SOC of the power storage device 22.
  • a regenerative amount also referred to as a regenerative amount or a regenerative limit value
  • the regenerative amount is limited to be smaller.
  • the charge state SOC is limited to the value of the first fully charged state by limiting earlier than the switchback regeneration amount characteristic 100sb, while the switch state regeneration amount characteristic 100sb
  • the limit is relaxed to the value of the storage device regeneration limit (of the state of charge SOC).
  • the regenerative limit value indicated by a one-dot chain line is a characteristic corresponding to the regenerative amount characteristics 100, 100ap, and 100sb of FIG. From time t0 to time t1, all of the regenerative current from the electric motor 12 is regenerated (charged) to the power storage device 22, but from the time t1, the regeneration side motor torque is regenerated along the regeneration amount characteristics 100 and 100ap.
  • the state of charge SOC is limited to the limit value and the state of charge SOC becomes the value of the first fully charged state at time t3
  • the braking force control unit 64 regenerates the power storage device 22 through the charge / discharge circuit 60 via the regeneration limit unit 74.
  • the flow of current (charging current) is blocked from time t3 to time t5 (may be time t6).
  • the shift position SP is switched from the parking position P to the reverse position R in order to return from the parking lot of the store below the hill to the house above the hill, and the accelerator pedal 28 is stepped forward at the time t8.
  • the parked vehicle 10 is once moved backward, and the shift position SP is switched from the reverse position R to the forward position D at the time t9 in the reverse state.
  • the braking force control unit 64 of the motor ECU 24 determines that the host vehicle 10 is in the switchback state, and the characteristics 100 of the regeneration amount shown in FIG. Switching from the regeneration amount characteristic 100ap when the pedal is released to the regeneration amount characteristic 100sb at the time of switchback. That is, the limit of the state of charge SOC is switched from the fully charged state shown in FIG. 2 to the value of the power storage device regeneration limit (see also FIG. 3).
  • the motor rotation speed Nm starts to increase from time t9 (the rotation speed in the reverse rotation direction decreases). Therefore, the motor torque moves from the power running side to the regeneration side, and moves from the power running side to the regeneration side at time t10.
  • the motor rotation speed Nm gradually approaches (decreases) the zero value from the time point t10 to the time point t11, regeneration occurs in the electric motor 12, and the regenerative portion is used as the charge state SOC for the power storage device regeneration limit. Is regenerated (charged) in the power storage device 22 that has been switched to (changed).
  • the regeneration side motor torque can be generated from the time point t10 to the time point t11 when the vehicle speed Vs becomes zero.
  • the host vehicle 10 smoothly decelerates and stops. That is, as shown in FIG. 6A, at the time of switchback, the traveling direction is always reversed after the vehicle is decelerated by the regenerative operation regardless of the value of the state of charge SOC.
  • FIG. 4 shows a control flowchart of the regeneration side motor torque controlled cooperatively by the motor ECU 24 and the battery ECU 26.
  • step S1 after time t0, based on the current motor rotation speed Nm and the regenerative power limit value (regeneration amount in FIG. 3), a corresponding map (not shown) is searched to determine the regeneration side motor torque limit value.
  • step S2 it is determined whether or not the state of charge SOC is in a fully charged state, in this case, the first fully charged state. If not in the fully charged state (step S2: NO), regeneration is performed in step S3. Braking is permitted, and in step S4, the regeneration side motor torque limit value calculated in step S1 is set as the regeneration side motor torque limit final value (for example, the period from time t0 to time t3 in FIG. 2 corresponds). ).
  • step S2 determines whether or not. If it is determined in step S2 that the state of charge SOC is in the fully charged state (first fully charged state) (step S2: YES), the shift position SP corresponds to the motor rotation direction Md in step S5. It is determined whether or not.
  • Step S5 When the shift position SP is the forward position D and the motor rotation direction Md is normal rotation, and when the shift position SP is the reverse position R and the motor rotation direction Md is reverse rotation, both are determined to be compatible (Ste S5: YES), in other cases, that is, when the shift position SP is the forward position D and the motor rotation direction Md is reverse, and when the shift position SP is the reverse position R and the motor rotation direction Md is normal rotation In this case, it is determined that they do not correspond to each other (step S5: NO).
  • step S2 YES
  • step S6 regenerative braking is prohibited in step S6, and the regenerative motor torque limit final value is set to 0 [Nm] in step S7 (period from time t3 to time t5). Corresponding to).
  • step S5 as shown in the period from time t9 to time t11, it is determined that the shift position SP (SP ⁇ D: forward position) does not correspond to the motor rotation direction Md (reverse rotation). If (step S5: NO), it is determined at the time of switchback.
  • step S8 regenerative braking is permitted in step S8, and the maximum value that the state of charge SOC can take is determined from the value of the fully charged state (first fully charged state) shown in FIGS.
  • step S9 the regeneration side motor torque limit final value is set to the switchable executable motor torque limit value (in the time chart of FIG. 2, the broken line in the motor torque item). Corresponding to the “regenerative amount necessary for switchback”).
  • the switchback control for switching the traveling direction of the host vehicle 10 from backward to forward is performed by switching the shift position SP from the reverse position R to the forward position D and operating the accelerator pedal 28 from time t8.
  • the regeneration (charging) is permitted even when the power storage device 22 is nearly fully charged.
  • the first full charge threshold for prohibiting regeneration is set to be small in advance in anticipation of regeneration due to switchback.
  • the braking force generated by regenerative braking can be achieved by simply depressing the accelerator pedal 28 at the time of switchback. Is applied to the wheel 16 and the vehicle 10 can be stopped and moved forward. In other words, the switchback can be performed smoothly without depending on the state of charge of the power storage device 22.
  • the vehicle travels using the power of the electric motor 12 driven by the electric power from the power storage device 22, and the braking force is generated by the friction braking by the friction brake 18 and / or the regenerative braking by the electric motor 12.
  • a fully charged state determination step for determining whether or not the charged state of the power storage device 22 is a fully charged state (including the vicinity of the fully charged state) during traveling on a slope road (step S2).
  • a braking force control step (steps S2 to S9) for controlling the braking force on the host vehicle 10 based on the determination result of the fully charged state.
  • step S3 the state of charge of the power storage device 22 is not fully charged.
  • step S3 a braking force is applied to the host vehicle 10 by the regenerative braking.
  • step S6 the regenerative braking is prohibited.
  • step S7 Control to apply braking force to the vehicle (step S7), and prohibition of the regenerative braking is released to permit the regenerative braking (step S8).
  • Exception control to apply braking force to the host vehicle 10 by the regenerative braking The driver's vehicle operation, in this case a shift operation (time point t9), is applied by the control of any one of (Step S9) and reverses the forward direction of the host vehicle 10 from the downhill direction to the uphill direction.
  • Step S9 a shift operation
  • the braking force is controlled in principle (step S6). Since switching from S7) to exception control (steps S8 and S9) is performed, at the time of switchback, regenerative braking is applied simply by depressing the accelerator pedal 28, the deceleration is smoothly performed, the host vehicle 10 is stopped, and the vehicle is further advanced. be able to.
  • the full-charge state determination unit 62 sets the full-charge state to a first full-charge state (deemed full-charge state) that is smaller than the electrochemical full-charge state of the power storage device 22, and a braking force control unit 64, when the state of charge of the power storage device 22 is not the first fully charged state during traveling on the slope, the braking force is applied to the host vehicle 10 by the regenerative braking, and the power storage device 22 is applied during traveling on the slope.
  • the charging state of the vehicle is the first fully charged state
  • the regenerative braking is prohibited and the principle control for applying the braking force to the host vehicle 10 by the friction braking and the regenerative braking prohibition are canceled and the regenerative braking is disabled.
  • the power storage device 22 Since the braking force is controlled by any one of the exceptional control that permits braking and applies braking force to the host vehicle 10 by the regenerative braking, the power storage device 22 is deteriorated by overcharge. Without It is possible to allow the regenerative braking at the time of switchback, Hakare an extended service life of the power storage device, it is possible to improve marketability.
  • Step S2 YES
  • Step S5 NO
  • the power control is switched from the principle control by friction braking using the friction brake 18 to the exception control (steps S8 and S9) by regenerative braking of the electric motor 12, deceleration by regenerative braking cannot be performed at the time of switchback. It is possible to prevent the need for complicated cooperative control with friction braking.
  • the full charge state exceeds the electrochemical full charge state of power storage device 22 in which power storage device 22 deteriorates (corresponding to the value of the power storage device regeneration limit in FIG. 5).
  • the power storage device regeneration limit at the time of switchback is set to the excessive power storage device regeneration as shown by the characteristic 100 sb ′ so that regenerative braking is applied by preventing complex cooperative control with friction braking. Setting the limit value is also included in the present invention.
  • the shift position SP is in the forward parking state of the parking position P, the charging facility (including homes, public facilities, commercial facilities, etc.) is charged to the fully charged state, and after the fully charged state Then, the shift position SP is set to the reverse position R and the accelerator pedal 28 is operated to move backward, the shift position SP is set to the forward position D during the reverse movement, and the operation of the accelerator pedal 28 is continued, and the host vehicle 10 is moved backward.
  • the regenerative braking can be obtained at the time of switchback in the case of making a transition to a forward state through a stop.
  • a switchback state in which the moving direction of the host vehicle 10 is the backward direction and the shift position SP is the forward position D is caused by the driver's vehicle operation that reverses the forward direction of the own vehicle 10 from the downhill direction to the uphill direction.
  • the switching of the braking force control from the principle control by friction braking using the friction brake 18 to the exception control by regenerative braking of the electric motor 12 includes a case where the shift operation is not caused.
  • the host vehicle 10 is stopped when the shift position SP reaches the uphill road after traveling down a long downhill road at the forward position D, and the vehicle 10 moves down again, the movement of the own vehicle 10 Since the direction is the reverse direction and the shift position SP is the forward position D (also referred to as a switchback state in this case), simply by depressing the accelerator pedal 28, the control is switched to exception control and regenerative braking is applied. From the stop to a forward state (starting on a slope and traveling on the uphill road). In this traveling state, the shift operation is not performed.
  • the shift position SP is the forward position D and the vehicle is traveling downhill on a downhill road
  • the host vehicle 10 is turned 180 ° and the front part of the vehicle body is turned upward, and the brake pedal 32 is stepped on to temporarily stop.
  • the moving direction of the host vehicle 10 is the backward direction and the shift position SP is the forward position D (this state is also a switchback). Therefore, it is similarly switched to exception control, and regenerative braking is applied, and the host vehicle 10 can be moved from a stopped state to a forward state (starting on a slope). Even in this traveling state, the shift operation is not performed.
  • the shift position SP is the forward position D and the vehicle is traveling downhill on the downhill road
  • the vehicle 10 is turned 180 ° and the front of the vehicle body is turned upward
  • the shift position SP is set to the parking position P and an ignition switch ( The main switch) is turned off
  • the vehicle is parked
  • the ignition switch is turned on again
  • the shift position SP is shifted from the parking position P to the forward position D
  • the accelerator pedal 28 is depressed to generate a slope.
  • the moving direction of the vehicle 10 is the reverse direction and the shift position SP is the forward position D (this state is also referred to as a switchback state)
  • the control is similarly switched to the exception control.
  • the electric vehicle 10 starting and running with the electric motor 12 is described as an example.
  • the electric vehicle according to the present invention includes at least a hybrid vehicle including an internal combustion engine that starts with the electric motor 12, and a plug. Needless to say, in-hybrid vehicles and fuel cell vehicles are included.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention porte sur un dispositif de commande pour un véhicule automobile (10) et sur un procédé pour le commander, dans lesquels, pendant une inversion de marche, une décélération peut être générée par un freinage par récupération indépendamment de l'état de charge d'un dispositif de stockage d'électricité (22). Même lorsque le dispositif de stockage d'électricité (22) est dans un état entièrement chargé (y compris un état presque entièrement chargé) dans lequel le freinage par récupération est généralement interdit (étape S2 : OUI), si le véhicule (10) est mis dans un état d'inversion de marche dans lequel le véhicule roule en marche arrière (sens de rotation du moteur inversé), et si une position de changement de rapport est dans une position avant (D) (étape S5 : NON), la commande pour la force de freinage est commutée de la commande générale basée sur le freinage par friction qui utilise un frein à friction (18) à une commande exceptionnelle (étapes S8, S9) basée sur un freinage par récupération qui utilise un moteur (12).
PCT/JP2012/079602 2011-12-09 2012-11-15 Dispositif de commande pour véhicule automobile et procédé de commande de ce dispositif WO2013084682A1 (fr)

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JP2015131559A (ja) * 2014-01-13 2015-07-23 本田技研工業株式会社 電動車両の制動制御装置
JP2015131560A (ja) * 2014-01-13 2015-07-23 本田技研工業株式会社 電動車両の制動制御装置
JP2015143061A (ja) * 2014-01-31 2015-08-06 株式会社小松製作所 作業車両及び作業車両の制御方法
KR20150134529A (ko) * 2014-05-22 2015-12-02 주식회사 만도 차량 제어 장치 및 그 제어 방법
JP2015233387A (ja) * 2014-06-10 2015-12-24 本田技研工業株式会社 電動車両の充電制御装置
JPWO2017047071A1 (ja) * 2015-09-16 2018-07-12 三菱自動車工業株式会社 回生ブレーキ制御装置
JP2020089103A (ja) * 2018-11-27 2020-06-04 スズキ株式会社 電動車両のトルク制御装置
JP2021002980A (ja) * 2019-06-24 2021-01-07 本田技研工業株式会社 車両用走行制御装置
EP3778288A1 (fr) * 2019-08-13 2021-02-17 Kabushiki Kaisha Toyota Jidoshokki Véhicule industriel

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JP2015131560A (ja) * 2014-01-13 2015-07-23 本田技研工業株式会社 電動車両の制動制御装置
JP2015131559A (ja) * 2014-01-13 2015-07-23 本田技研工業株式会社 電動車両の制動制御装置
JP2015143061A (ja) * 2014-01-31 2015-08-06 株式会社小松製作所 作業車両及び作業車両の制御方法
WO2015114979A1 (fr) * 2014-01-31 2015-08-06 株式会社小松製作所 Véhicule de travail et procédé de commande de véhicule de travail
CN105658493A (zh) * 2014-01-31 2016-06-08 株式会社小松制作所 作业车辆及作业车辆的控制方法
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KR20150134529A (ko) * 2014-05-22 2015-12-02 주식회사 만도 차량 제어 장치 및 그 제어 방법
JP2015233387A (ja) * 2014-06-10 2015-12-24 本田技研工業株式会社 電動車両の充電制御装置
JPWO2017047071A1 (ja) * 2015-09-16 2018-07-12 三菱自動車工業株式会社 回生ブレーキ制御装置
JP2020089103A (ja) * 2018-11-27 2020-06-04 スズキ株式会社 電動車両のトルク制御装置
JP7279345B2 (ja) 2018-11-27 2023-05-23 スズキ株式会社 電動車両のトルク制御装置
JP2021002980A (ja) * 2019-06-24 2021-01-07 本田技研工業株式会社 車両用走行制御装置
EP3778288A1 (fr) * 2019-08-13 2021-02-17 Kabushiki Kaisha Toyota Jidoshokki Véhicule industriel
JP2021035064A (ja) * 2019-08-13 2021-03-01 株式会社豊田自動織機 産業用車両
JP7383929B2 (ja) 2019-08-13 2023-11-21 株式会社豊田自動織機 産業用車両

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