WO2013114571A1 - 車両制御装置 - Google Patents
車両制御装置 Download PDFInfo
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- WO2013114571A1 WO2013114571A1 PCT/JP2012/052162 JP2012052162W WO2013114571A1 WO 2013114571 A1 WO2013114571 A1 WO 2013114571A1 JP 2012052162 W JP2012052162 W JP 2012052162W WO 2013114571 A1 WO2013114571 A1 WO 2013114571A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
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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
- B60K6/46—Series type
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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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/0205—Diagnosing or detecting failures; Failure detection models
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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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/0225—Failure correction strategy
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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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/038—Limiting the input power, torque or speed
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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
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
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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
- B60W2710/08—Electric propulsion units
- B60W2710/086—Power
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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
Definitions
- the present invention relates to a vehicle control device that controls, for example, a hybrid vehicle.
- the engine and the motor are controlled so that the required torque Tr * is output to the drive shaft, and when the abnormality is determined, the wet time limit power Pew that limits the required power is output from the engine,
- a technique for controlling the engine and the motor so that the required torque Tr * is output to the drive shaft is disclosed (for example, Patent Document 1 below). .
- the above conventional method is based on the idea that if the air-fuel ratio sensor is abnormal, the required power during normal operation is changed to a single limited power at the time of flooding. There is a problem that it cannot be controlled. Power control and torque control during normal operation are complicated, and even if it is an abnormality, the degree of abnormality varies depending on various control situations, so multiple protection levels are set instead of a single protection level. It is desirable to perform protection operation coordination.
- the present invention has been made in view of the above, and an object of the present invention is to provide a vehicle control device that can perform protection operation coordination in which a plurality of protection levels are set.
- the present invention provides an engine, an engine controller that controls the operation of the engine, a generator connected to the engine, and AC power output by the generator.
- a vehicle drive system comprising: a converter that converts DC to desired DC power; a load device that operates by receiving DC power supplied from the converter; and a rotational speed detector that detects the rotational speed of the generator
- a vehicle control device configured to be able to control the operations of the engine controller and the converter, and is provided with a host controller that comprehensively controls the engine controller and the converter,
- An engine power generation command generator for generating an engine power generation command for operating the engine to drive the generator and outputting the generated power to the engine controller Receiving a plurality of notch information included in the engine power generation command, selecting a torque corresponding to the size of the notch, and outputting the selected torque to the converter as a generator torque command;
- the generator torque command generator monitors abnormal operation of the engine based on the engine power generation command and a detection signal of the rotation speed detector
- FIG. 1 is a diagram illustrating a configuration example of a vehicle drive system including a vehicle control device according to a first embodiment.
- FIG. 2 is a diagram showing an example of an internal configuration for achieving the operation of the generator torque command generation unit shown in FIG.
- FIG. 3 is a diagram illustrating an example of drive control characteristics of the engine included in the engine controller.
- FIG. 4 is a diagram illustrating an example of operation transition in the vehicle control device according to the first embodiment.
- FIG. 5 is a time chart showing an example of the operation transition shown in FIG.
- FIG. 6 is a diagram illustrating an example of operation transition in the vehicle control device according to the second embodiment.
- FIG. 7 is a time chart showing an example of the operation transition shown in FIG.
- FIG. 1 is a diagram showing a configuration example of a vehicle drive system including a vehicle control device according to Embodiment 1 of the present invention, and shows a configuration when applied to a series hybrid type engine system.
- the vehicle drive system according to the first embodiment includes an engine 1, an engine controller 2, a generator 3, a converter 4, a speed sensor 5 as a rotational speed detector, a host controller 6, and a load device. 7.
- the vehicle control device according to the first embodiment includes the generator 3, the converter 4, and the host controller 6.
- the vehicle control device may include a part of the engine 1, the engine controller 2, the speed sensor 5, and the load device 7.
- the engine 1 consumes fuel and outputs a rotational force as an internal combustion engine in accordance with a fuel injection amount command 2a instructed by the engine controller 2.
- the rotating shaft of the engine 1 is directly connected to the rotating shaft of the generator 3, and the rotational force of the engine 1 is directly transmitted to the generator 3.
- the generator 3 is generally a three-phase AC generator, the output terminal of the stator three-phase winding is connected to the converter 4, and the output of the mechanical torque from the engine 1 is converted to the three-phase AC power.
- the converter 4 converts the three-phase AC power supplied from the generator 3 into DC power and supplies it to the load device 7.
- the components of the load device 7 are not shown, for example, an inverter device that converts DC power into AC power, a battery that stores DC power, an electric motor that drives a vehicle, and an output of the electric motor that decelerates the wheel shaft. Consists of a transmission reducer and the like.
- the host controller 6 includes a generator torque command generation unit 10 and an engine power generation command generation unit 11, and the entire engine 1, engine controller 2, generator 3 and converter 4. It has a function to coordinate and control the operation in an integrated manner.
- the engine power generation command generation unit 11 outputs an engine power generation command 11 a for operating the engine 1 and driving the generator 3 to the engine controller 2.
- the engine controller 2 adjusts the fuel injection amount command 2a according to the level of the engine power generation command 11a, and the engine 1 is driven.
- An example of the drive control characteristics of the engine 1 included in the engine controller 2 is shown in FIG. In FIG. 3, the horizontal axis represents the rotational speed of the engine rotation shaft, and the vertical axis represents the load torque that can be output.
- the engine power generation command is set in a plurality of stages, and is controlled so as to rotate at a higher speed when a larger engine power generation output is required.
- the example of FIG. 3 shows a case where the engine power generation command is set in three stages (3 notches: 1N, 2N, 3N).
- the notch rotates at the maximum speed determined by the characteristics of each notch, and when the load torque increases, The fuel injection is increased and the output torque is increased in accordance with the speed-torque characteristics determined in (1), and the engine is operated with the same output torque in proportion to the load torque.
- Mechanical output [W] is the product of speed and output torque. For this reason, the higher the speed and the larger the output torque, the larger the mechanical output [W] can be obtained. As a result, a large electric power can be obtained via the generator 3 and the converter 4. Therefore, in the example of FIG. 3, the engine power generation command generation unit 11 outputs the engine power generation command 3N to the engine controller 2 when a larger power generation is required, and a small power generation is required. In this case, the engine power generation command 1N is output.
- the generator torque command generation unit 10 receives the notch information 11b included in the engine power generation command 11a output from the engine power generation command generation unit 11 toward the engine controller 2.
- the generator torque command generator 10 selects a torque corresponding to the size of the notch, and outputs the selected torque to the converter 4 as a generator torque command 10a.
- the operating points of speed and torque in the engine 1 and the generator 3 are determined according to each level of the engine power generation command, and the power generation operation is performed at each operating point indicated by a circle (“ ⁇ ”) in FIG. continue.
- the host controller 6 obtains desired generated power by controlling the speed and torque of the engine 1 and the generator 3.
- the generator torque command generator 10 can be configured as shown in FIG. 2, for example. The detailed configuration of the torque command generator 10 will be described later.
- the generator torque command generator 10 constantly monitors the detection signal 5a of the speed sensor 5 that detects the rotational shaft speeds of the engine 1 and the generator 3.
- the abnormality determination speed K1 is set as a determination threshold value for each command level of the engine power generation command generation unit 11, that is, for each notch.
- the engine 1 may not be able to generate a mechanical output as instructed by the engine controller 2 due to a malfunction or failure of a component part.
- the engine controller 2 detects malfunction or failure based on sensor information installed in various components of the engine 1 (not shown), narrows the fuel injection amount, and shifts to the protection mode.
- FIG. 4 shows an example of output torque characteristics when such output restriction is performed.
- FIG. 4 shows an excerpt of the operating status of the engine power generation command 2N in FIG.
- the output torque of the generator 1 is higher than the output torque of the engine 1 because the output torque of the engine 1 is reduced and reduced.
- the balance between the output torque of the engine 1 and the output torque of the generator 3 is lost, and the difference between the output torque of the generator 3 and the output torque of the engine 1 is reduced to the rotation shafts of the engine 1 and the generator 3. Acts as a deceleration torque, and the rotational speed is reduced.
- This situation is illustrated by (1) in FIG. 4, and the operating point P on the engine output torque curve K2 at the time of sound leaves K2 and shifts to the left.
- the generator torque command generation unit 10 recognizes the abnormality of the engine 1 and tentatively selects a zero torque command value as the generator torque command, and 0 [Nm ]. This transition is indicated by (2) in FIG.
- the generator torque command is lower than the engine output torque curve K3 (the torque output curve for the protection mode of the engine 1) during protection, the output torque of the generator 3 and the output torque of the engine 1 are opposite to (1).
- the rotational speed is accelerated to return to the original.
- the generator torque command generation unit 10 outputs the torque command value for abnormal time set in advance in a plurality of stages.
- the abnormal torque command value 1 having the lowest value among the preset abnormal torque command values is applied.
- the operation point (3) is shifted to in FIG.
- the application time T of the abnormal torque command value 1 in this transition period is set in advance, and if the rotational speed does not fall below the abnormality determination speed after the time T has elapsed, the generator torque command generation unit 10 is abnormal.
- the magnitude of the hourly torque command value is raised to the next largest level, and the operation point (4) is shifted to in FIG.
- the rotation speed is not lower than the abnormality determination speed after the time T has elapsed, the magnitude of the abnormality torque command value is increased to the next highest level. Thus, unless the rotation speed is lower than the abnormality determination speed, the abnormal torque command value is gradually increased.
- the abnormal torque command value at a certain stage exceeds the output torque in the protection mode on the engine 1 side, the difference between the output torque of the generator 3 and the output torque of the engine 1 again becomes the engine and the generator. Acts as a deceleration torque to the rotation axis of the motor, and the rotational speed is reduced. As a result, since the rotational speed again falls below the abnormality determination speed K1, the generator torque command generator 10 recognizes again the abnormality of the engine 1. This state is indicated by an operating point (5) in FIG.
- the generator torque command at the operating point (5) in this example is the N-th abnormal torque command value
- the generator torque command generator 10 is applied under the generated engine protection mode situation.
- the generator torque command generator 10 recognizes the engine abnormality again, and again reduces the rotational speed by narrowing the generator torque command to the lowest value of the torque command for abnormality, and then stores the above.
- the N-1 stage abnormal torque command value as the limit value of the generator torque is output, and the operation is continued. In the example of FIG. 4, the operation is continued at the operating point (4).
- the generator torque command generation unit 10 includes a healthy torque command generation unit 100, a zero torque command generation unit 101, an abnormal torque command generation unit 102, a rotation speed abnormality detection unit 103, and a switching unit 104. And a change rate limiting unit 105.
- the torque command value at the time of sound output from the sound torque command generator 100 is selected by the switching unit 104 and output as the generator torque command 10a.
- the abnormality determination speed K1 described above is set in the rotation speed abnormality detection unit 103 for each engine notch condition.
- the rotation speed abnormality detection unit 103 monitors the engine notch information 11b and the speed detection signal 5a, and outputs a signal to the switching unit 104 when determining that the speed detection signal 5a is lower than the abnormality determination speed K1.
- the switching unit 104 selects and outputs the zero torque command value (0 [Nm]) output from the zero torque command generation unit 101.
- the torque command values are sequentially selected and output from the lower torque command values.
- the rotation speed abnormality detection unit 103 detects the abnormality again, the rotation speed abnormality detection unit 103 detects the generator torque in the engine protection mode that has occurred.
- the M-1 stage abnormal torque command value is selected and stored as a limit value, and a switching signal is output to the switching unit 104 so that the M-1 stage abnormal torque command value is finally generated as a generator. Output as torque command 10a.
- the change rate limiting unit 105 avoids torque change on a step and smoothly applies torque to the generator when the value of the generator torque command 10a described above is switched. Limit the rate of change.
- FIG. 5 is a time chart showing the above-mentioned operation transition, with the horizontal axis indicating time, and the vertical axis indicating engine speed (generator speed), abnormality determination speed, and generator torque. Yes.
- this time chart will be described with reference to FIGS. 1, 4 and 5 as appropriate.
- step (a) First, when some abnormality occurs in the engine 1, an abnormality in the engine 1 due to a decrease in the rotational speed of the generator 3 is detected, and the generator torque command is reduced (narrowed down) (step (a)). At this time, the operating point changes from (1) to (2) (see FIG. 4). [2] Next, the generator torque command is gradually increased, and the torque limit value that can be applied to the engine 1 is also sequentially recorded (step (b)). At this time, the operating point changes as in (3), (4), and (5). [3] When the operating point transitions to (5), the rotational speed of the generator 3 decreases, and the abnormality of the engine 1 is detected again.
- step (c) the generator torque command is reduced again, and the operating point shifts to (2) (step (c)).
- step (d) Of the generator torque command as the torque limit value recorded in step (b), 1 of the generator torque command in which a decrease in the rotational speed of the generator 3 is detected when the generator torque command is gradually increased. The immediately preceding recorded value is selected as the torque limit value, and the torque limit value is applied as a generator torque command (step (d)). As a result, the operating point changes to (4).
- step (d) in the case of FIG. 4, in the case of the abnormal torque command value 2
- a decrease in rotational speed is not detected in the process of step (b). Therefore, the engine 1 and the generator 3 can be stably operated at this operating point.
- the generator torque command generation unit 10 causes the generator 3 to operate when the engine 1 and the engine controller 2 are shifted to the protection mode.
- the magnitude of the torque command that can be applied was searched, and the torque below the limit value obtained as a result was selected and output to continue the operation.
- the power supply to the motor load that drives the vehicle can be continued with a limited amount, and the vehicle can be moved to the nearest maintainable garage or stop.
- Embodiment 2 when the output of the engine 1 is reduced due to an abnormality on the engine 1 side, the torque command value for abnormality is gradually increased from a small value as a search for a limit torque value that can be applied by the generator 3. I explained the method of going up. On the other hand, the abnormal torque command value may be decreased stepwise from a large value. In the second embodiment, this method will be described with reference to FIGS. 1, 6, and 7. FIG. Note that the operation up to the transition to the protection mode due to part malfunction of the component parts is the same as in the first embodiment, and the description thereof is omitted.
- FIG. 6 shows an excerpt of the operating status of the engine power generation command 2N in FIG.
- the output torque of the engine 1 is reduced and reduced, so that the difference between the output torque of the generator 3 and the output torque of the engine 1 is the rotational axis of the engine 1 and the generator 3. Acts as a deceleration torque to the motor, and the rotational speed is reduced.
- This situation is illustrated in FIG. 6 by (1), and the operating point P on the healthy engine output torque curve K2 leaves K2 and shifts to the left as in the first embodiment. become.
- the generator torque command generation unit 10 recognizes an abnormality in the engine 1 and temporarily narrows the generator torque command to a zero torque command value (0 [Nm]). .
- This transition is indicated by (2) in FIG.
- the generator torque command is lower than the engine output torque curve K3 (the torque output curve for the protection mode of the engine 1) during protection, the output torque of the generator 3 and the output torque of the engine 1 are opposite to (1).
- the rotational speed is accelerated to return to the original.
- the operations up to the above-described rotation speed return operation are the same as those in the first embodiment.
- the generator torque command generation unit 10 outputs the torque command value for abnormal time set in advance in a plurality of stages.
- the application is performed from the highest abnormality torque command value M among the M abnormality torque command values set in advance.
- the operation point (A) is shifted to.
- the output torque of the generator 3 again The difference from the output torque of the engine 1 acts as a deceleration torque to the rotation shafts of the engine 1 and the generator 3, and the rotation speed is reduced.
- the generator torque command generator 10 recognizes the abnormality of the engine 1 again, and the generator torque command is reduced to the zero torque command value (0 [Nm]). Narrow down.
- the generator torque command generation unit 10 selects and outputs the abnormal torque command value (M ⁇ 1) having the next highest torque value as the abnormal torque command value. To do. As a result, in FIG. 6, the operation point (B) is shifted to.
- an abnormal torque command value (M-2) is selected and output
- the operation point (C) is shifted to in FIG.
- the selected (M ⁇ 1) stage torque output is smaller than the output torque of the engine 1, so that the rotational speed is stabilized.
- the generator torque command generation unit 10 determines the torque command level currently being output as the limit value of the generator torque. It recognizes that, and continues to output the torque command value at the time of abnormality as it is to continue the power generation operation.
- the generator torque command generation unit 10 increases the torque command value for abnormal time from the high value until the rotational speed of the generator 3 does not fall below the abnormality determination speed K1. Control to select automatically. When the output reduction due to the output restriction in the protection mode of the engine 1 is low, an effect is obtained that the search for the limit torque that can be output to the generator 3 can be completed earlier than in the first embodiment.
- FIG. 7 is a time chart showing the above operation transition, with the horizontal axis indicating time, and the vertical axis indicating engine speed (generator speed), abnormality determination speed, and generator torque. Yes.
- the time chart will be described with reference to FIGS. 1, 6 and 7 as appropriate.
- step (a) First, when some abnormality occurs in the engine 1, an abnormality in the engine 1 due to a decrease in the rotational speed of the generator 3 is detected, and the generator torque command is reduced (narrowed down) (step (a)). At this time, the operating point changes from (1) to (2) (see FIG. 6). [2] Next, an abnormal torque command value M is applied as a generator torque command, and the operating point shifts to (A) (step (b)). [3] When the operating point transitions to (A), the rotational speed of the generator 3 decreases and an abnormality of the engine 1 is detected again. As a result, the generator torque command is reduced again, and the operating point shifts to (2) (step (c)).
- the abnormal torque command value (M ⁇ 1) having the next highest torque value is applied as the generator torque command after the abnormal torque command value M selected in step (b), and the operation is performed.
- the operating point (B) is an operating point at which a decrease in the rotational speed of the generator 3 is detected, similarly to the operating point (A), the generator torque command is reduced again.
- the generator torque command generator 10 rotates the generator 3 when the engine 1 and the engine controller 2 are shifted to the protection mode. Until the number does not fall below the abnormality determination speed K1, the control for selecting the abnormal torque command value for the generator 3 in a stepwise manner from the high value is performed. Even when the torque is narrowed down, the torque that can be applied on the generator 3 side is searched, and the operation can be continued with the torque value, and the power supply to the motor load that drives the vehicle is continued with a limited amount. And the vehicle can be moved to the nearest maintainable garage or stop.
- the present invention is useful as a vehicle control apparatus that can perform protection operation coordination in which a plurality of protection levels are set.
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- Automation & Control Theory (AREA)
- Human Computer Interaction (AREA)
- General Health & Medical Sciences (AREA)
- Biomedical Technology (AREA)
- Health & Medical Sciences (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
図1は、本発明の実施の形態1に係る車両制御装置を含む車両駆動システムの一構成例を示す図であり、シリーズハイブリッド方式のエンジンシステムに適用した場合の構成を示している。図1に示すように、実施の形態1に係る車両駆動システムは、エンジン1、エンジン制御器2、発電機3、コンバータ4、回転速度検出器としての速度センサ5、上位制御器6および負荷装置7を備えて構成される。これらの構成部のうち、実施の形態1に係る車両制御装置は、発電機3、コンバータ4および上位制御器6を有して構成される。なお、車両制御装置として、エンジン1、エンジン制御器2、速度センサ5および負荷装置7の一部を含んで構成されていても構わない。
[2]つぎに、発電機トルク指令が順次漸増され、エンジン1に印加可能なトルク限界値も順次記録される(ステップ(b))。このとき、動作点は(3),(4),(5)のように推移する。
[3]動作点が(5)に推移すると、発電機3の回転速度が低下して再度、エンジン1の異常が検知される。その結果、発電機トルク指令は再度低減され、動作点は(2)に推移する(ステップ(c))。
[4]ステップ(b)で記録したトルク限界値としての発電機トルク指令のうち、発電機トルク指令を漸増したときに、発電機3の回転速度の低下が検知された発電機トルク指令の1つ手前の記録値をトルク限界値として選択し、当該トルク限界値を発電機トルク指令として印加する(ステップ(d))。その結果、動作点は(4)に推移する。
[5]なお、ステップ(d)で印加する発電機トルク指令(図4の例であれば、異常時用トルク指令値2)は、ステップ(b)の処理において、回転速度の低下が検知されないことが保証されているので、この動作点にてエンジン1および発電機3を安定的に動作させることが可能となる。
実施の形態1では、エンジン1側の異常によりエンジン1の出力が絞られた場合において、発電機3が印加可能な限界トルク値の探索として、異常時用トルク指令値を小さい値から段階的に上げて行く手法について説明した。一方、異常時用トルク指令値を大きい値から段階的に下げて行くようにしてもよい。実施の形態2では、この手法について、図1、図6および図7の図面を参照して説明する。なお、構成部品の一部不調等により保護モードに遷移するまでの動作は実施の形態1と同様でありその説明を省略する。
[2]つぎに、発電機トルク指令として異常時用トルク指令値Mが印加され、動作点は(A)に推移する(ステップ(b))。
[3]動作点が(A)に推移すると、発電機3の回転速度が低下して再度、エンジン1の異常が検知される。その結果、発電機トルク指令は再度低減され、動作点は(2)に推移する(ステップ(c))。
[4]次いで、発電機トルク指令として、ステップ(b)にて選択された異常時用トルク指令値Mの次にトルク値の高い異常時用トルク指令値(M-1)が印加され、動作点は(B)に推移する(ステップ(d))。
[5]ここで、動作点(B)は、動作点(A)と同様に、発電機3の回転速度の低下が検知される動作点であるため、発電機トルク指令の低減が再度実行され、動作点は(2)に推移する(ステップ(e))。
[6]次いで、発電機トルク指令として、ステップ(d)にて選択された異常時用トルク指令値(M-1)の次にトルク値の高い異常時用トルク指令値(M-2)が印加され、動作点は(C)に推移する(ステップ(e))。
[7]その後は、図6のところで説明したように、回転速度の異常判定が起こらない時間を計測し、その計測値が予め設定された時間閾値Tを超えていれば、現在出力中のトルク指令(異常時用トルク指令値(M-2))を継続して出力し、発電動作を継続させる。
2 エンジン制御器
2a 燃料噴射量指令
3 発電機
4 コンバータ
5 速度センサ
5a 検知信号
6 上位制御器
7 負荷装置
10 発電機トルク指令生成部
10a 発電機トルク指令
11 エンジン発電指令生成部
11a エンジン発電指令
11b ノッチ情報
100 健全時トルク指令生成部
101 零トルク指令生成部
102 異常時用トルク指令生成部
103 回転数異常検知部
104 切替部
105 変化率制限部
Claims (4)
- エンジンと、エンジンの動作を制御するエンジン制御器と、前記エンジンに連結される発電機と、前記発電機が出力する交流電力を所望の直流電力に変換するコンバータと、前記コンバータから直流電力の供給を受けて動作する負荷装置と、前記発電機の回転速度を検出する回転速度検出器と、を備えた車両駆動システムに適用され、前記エンジン制御器および前記コンバータの動作を制御可能に構成される車両制御装置であって、
前記エンジン制御器および前記コンバータを統括的に制御する上位制御器が設けられ、
前記上位制御器は、
前記エンジンを動作させて前記発電機を駆動するためのエンジン発電指令を生成して前記エンジン制御器に出力するエンジン発電指令生成部と、
前記エンジン発電指令に含まれる複数段階のノッチ情報を受領し、ノッチの大きさに応ずるトルクを選択し、選択したトルクを発電機トルク指令として前記コンバータに出力する発電機トルク指令生成部と、
を備え、
前記発電機トルク指令生成部は、前記エンジン発電指令および前記回転速度検出器の検出信号に基づいて前記エンジンの異常動作を監視しておき、
前記エンジンの異常動作を検知した場合には、前記発電機トルク指令として予め設定された異常時用トルク指令値の最低値に切替え、その後、前記発電機トルク指令を漸増させ、
前記エンジンの異常動作を再度検知したときの発電機トルク指令の大きさをトルク限界値として記録した後、
前記発電機トルク指令を、前記トルク限界値より小さな値の異常時用トルク指令値に切り替える
ことを特徴とする車両制御装置。 - 前記上位制御器には、予めM段(Mは自然数)の異常時用トルク指令値が設定されており、
前記発電機トルク指令生成部は、
前記エンジンの異常動作を検知後に前記発電機トルク指令を漸増させる場合には、最小段の異常時用トルク指令値を前記発電機トルク指令として選択し、
前記選択した異常時用トルク指令値の次に小さな段の異常時用トルク指令値を選択しつつ前記エンジンの異常動作の監視を継続し、
K番目(KはMよりも小さな自然数)に小さな段の異常時用トルク指令値を印加した際に前記エンジンの異常動作を検知したときには、K-1番目に小さな異常時用トルク指令値を発電機トルク指令として選択する
ことを特徴とする請求項1に記載の車両制御装置。 - エンジンと、エンジンの動作を制御するエンジン制御器と、前記エンジンに連結される発電機と、前記発電機が出力する交流電力を所望の直流電力に変換するコンバータと、前記コンバータから直流電力の供給を受けて動作する負荷装置と、前記発電機の回転速度を検出する回転速度検出器と、を備えた車両駆動システムに適用され、前記エンジン制御器および前記コンバータの動作を制御可能に構成される車両制御装置であって、
前記エンジン制御器および前記コンバータを統括的に制御する上位制御器が設けられ、
前記上位制御器は、
前記エンジンを動作させて前記発電機を駆動するためのエンジン発電指令を生成して前記エンジン制御器に出力するエンジン発電指令生成部と、
前記エンジン発電指令に含まれる複数段階のノッチ情報を受領し、ノッチの大きさに応ずるトルクを選択し、選択したトルクを発電機トルク指令として前記コンバータに出力する発電機トルク指令生成部と、
を備え、
前記発電機トルク指令生成部は、前記エンジン発電指令および前記回転速度検出器の検出信号に基づいて前記エンジンの異常動作を監視しておき、
前記エンジンの異常動作を検知した場合には、前記発電機トルク指令として所定の異常時用トルク指令値を選択して前記コンバータに出力し、
その後、再度のエンジンの異常動作を検知した場合には、前記所定の異常時用トルク指令値よりも小さな異常時用トルク指令値に切り替える
ことを特徴とする車両制御装置。 - 前記上記制御器には、予めM段(Mは自然数)の異常時用トルク指令値が設定されており、
前記発電機トルク指令生成部は、
前記エンジンの異常動作を最初に検知した場合には、前記発電機トルク指令として前記M段の異常時用トルク指令値のうちの最大値を選択して前記コンバータに出力し、
その後、再度のエンジンの異常動作を検知した場合には、前記M段の異常時用トルク指令値の中から前回選択した異常時用トルク指令値よりも小さな異常時用トルク指令値に切り替え、
その後更に、再度のエンジンの異常動作を検知した場合には、前記M段の異常時用トルク指令値の中から前回および前々回に選択した異常時用トルク指令値よりも小さな異常時用トルク指令値に更に切り替える
ことを特徴とする請求項3に記載の車両制御装置。
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