WO2013153597A1 - 車両の発電装置および車両の発電制御方法 - Google Patents
車両の発電装置および車両の発電制御方法 Download PDFInfo
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- WO2013153597A1 WO2013153597A1 PCT/JP2012/059673 JP2012059673W WO2013153597A1 WO 2013153597 A1 WO2013153597 A1 WO 2013153597A1 JP 2012059673 W JP2012059673 W JP 2012059673W WO 2013153597 A1 WO2013153597 A1 WO 2013153597A1
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- deceleration
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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
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
- B60K6/485—Motor-assist 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
- B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
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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
- B60W2510/0614—Position of fuel or air injector
- B60W2510/0623—Fuel flow rate
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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
- B60W2510/08—Electric propulsion units
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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
- B60W2510/08—Electric propulsion units
- B60W2510/081—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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/10—Change speed gearings
- B60W2510/1005—Transmission ratio engaged
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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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal 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
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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
- B60W2710/10—Change speed gearings
- B60W2710/1038—Output speed
- B60W2710/1044—Output speed change rate
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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
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/10—Longitudinal speed
- B60W2720/106—Longitudinal acceleration
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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
- 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
- Y10S903/93—Conjoint control of different elements
Definitions
- the present invention relates to a vehicle power generation device and a vehicle power generation control method, and more particularly to a vehicle power generation device for improving energy recovery efficiency for recovering kinetic energy as electrical energy when the vehicle is decelerated, and improving vehicle fuel efficiency.
- the present invention relates to a vehicle power generation control method.
- a vehicle As a technique for reducing the fuel consumption of a vehicle, a vehicle has been developed that stops fuel injection and recovers kinetic energy of the vehicle as electric power by regenerative power generation when there is no acceleration request by operating an accelerator pedal when the vehicle decelerates. In such a vehicle, it is important to set the power generation torque to an appropriate value in order to obtain as much regenerative power generation as possible while preventing the vehicle from feeling excessively slow during regenerative power generation.
- the target deceleration is set to be larger as the vehicle speed is higher, and the power generation amount of the generator is controlled so that the actual deceleration becomes the target deceleration. It is described that the maximum fuel consumption improvement effect is achieved by collecting deceleration energy by power generation and setting an optimal fuel stop time.
- the target deceleration is set to be larger as the vehicle speed is higher in consideration of the running resistance with respect to the vehicle speed.
- the vehicle speed transition during actual running of the vehicle is not uniform.
- the amount of regenerative power generated during deceleration accompanied by fuel stop increases, but on the other hand, because the deceleration increases, the vehicle speed falls below the vehicle speed intended by the driver. there is a possibility. In that case, since the driver performs an accelerator operation to re-accelerate, the fuel stop is released and the regenerative power generation is also ended, and the amount of fuel used increases.
- FIG. 6 is a diagram showing the relationship between the target deceleration at a specific vehicle speed and the estimated fuel reduction amount due to regenerative power generation.
- the horizontal axis represents the target deceleration
- the vertical axis represents the estimated fuel reduction amount.
- a solid line 60 indicates the transition of the estimated fuel reduction amount with respect to the target deceleration. As indicated by the solid line 60, the value of the estimated fuel reduction amount differs greatly for each target deceleration, and the change is complicated. Therefore, it is not easy to determine the target deceleration that maximizes the fuel reduction amount.
- the estimated fuel reduction amount is the maximum.
- the target deceleration cannot always be set for the deceleration corresponding to the point 63 in FIG.
- an object of the present invention is to provide a vehicle power generation device and a power generation control method capable of maximizing the amount of fuel reduction by regenerative power generation during deceleration accompanied by fuel stop and improving the fuel efficiency of the vehicle.
- the present invention relates to an internal combustion engine as a power source of a vehicle, a rotating electrical machine that transfers power between the internal combustion engine, and can variably control the power generation amount according to an input command power generation amount, the internal combustion engine, and the rotation
- a power generation device for a vehicle mounted on a vehicle including a transmission that transmits power of the electric machine to a drive shaft of the vehicle, the rotation speed detecting means for detecting the rotation speed of the rotary electric machine, and the rotary electric machine
- the output voltage acquisition means for detecting the output voltage of the vehicle, the transmission ratio detection means for detecting the transmission ratio of the transmission, the vehicle speed detection means for detecting the vehicle speed of the vehicle, and the command power generation amount to the rotating electrical machine.
- a target deceleration calculation that calculates a target deceleration according to the vehicle speed detected by the vehicle speed detection means using a target deceleration map in which a target deceleration is set for each vehicle speed.
- Stage the target deceleration calculated by the target deceleration calculating means, the rotational speed detected by the rotational speed detecting means, and the speed ratio detected by the speed ratio detecting means,
- Command power generation torque calculating means for calculating command power generation torque, the command power generation torque calculated by the command power generation torque calculation means, the rotation speed detected by the rotation speed detection means, and detected by the output voltage acquisition means
- Commanded power generation amount calculation means for calculating the command power generation amount to be input to the rotating electrical machine based on the output voltage that has been output
- the target deceleration map includes the target deceleration map when the vehicle is decelerated with a fuel stop.
- the vehicle power generation device is calculated based on a vehicle speed transition in accordance with an actual traveling state of the vehicle detected by a vehicle speed
- the present invention relates to an internal combustion engine as a power source of a vehicle, a rotating electrical machine that transfers power between the internal combustion engine, and can variably control the power generation amount according to an input command power generation amount, the internal combustion engine, and the rotation
- a power generation device for a vehicle mounted on a vehicle including a transmission that transmits power of the electric machine to a drive shaft of the vehicle, the rotation speed detecting means for detecting the rotation speed of the rotary electric machine, and the rotary electric machine
- the output voltage acquisition means for detecting the output voltage of the vehicle, the transmission ratio detection means for detecting the transmission ratio of the transmission, the vehicle speed detection means for detecting the vehicle speed of the vehicle, and the command power generation amount to the rotating electrical machine.
- a target deceleration calculation that calculates a target deceleration according to the vehicle speed detected by the vehicle speed detection means using a target deceleration map in which a target deceleration is set for each vehicle speed.
- Stage the target deceleration calculated by the target deceleration calculating means, the rotational speed detected by the rotational speed detecting means, and the speed ratio detected by the speed ratio detecting means,
- Command power generation torque calculating means for calculating command power generation torque, the command power generation torque calculated by the command power generation torque calculation means, the rotation speed detected by the rotation speed detection means, and detected by the output voltage acquisition means
- Commanded power generation amount calculation means for calculating the command power generation amount to be input to the rotating electrical machine based on the output voltage that has been output
- the target deceleration map includes the target deceleration map when the vehicle is decelerated with a fuel stop.
- the vehicle power generation device is calculated based on a vehicle speed transition in accordance with an actual traveling state of the vehicle detected by a vehicle speed detecting means. Therefore, the target deceleration that maximizes the estimated fuel reduction amount can be calculated, and the generator output can be set based on the target deceleration. As a result, the amount of fuel saved by the vehicle is maximized, and the fuel efficiency of the vehicle can be improved.
- FIG. 1 is a configuration diagram of a vehicle including a vehicle power generation device according to Embodiment 1 of the present invention. It is a deceleration distribution map calculated from the vehicle speed transition at the time of deceleration accompanying the fuel stop of the vehicle, for explaining the method of calculating the target deceleration map in the first embodiment of the present invention.
- FIG. 3 is a deceleration distribution diagram in a vehicle speed Vs section of the deceleration distribution diagram shown in FIG. 2. It is a graph which shows the example of a calculation result of estimated fuel stop time amount explaining the method of target deceleration map calculation in Embodiment 1 of this invention.
- FIG. 1 is a configuration diagram of a vehicle including a vehicle power generation device according to Embodiment 1 of the present invention.
- the vehicle includes an internal combustion engine 1 as a power source of the vehicle, a generator (rotating electric machine) 2, and a transmission 3.
- the vehicle is provided with a plurality of wheels 30 and a drive axle 31 connected to the wheels 30.
- the generator 2 is provided with a rotating shaft 40
- the internal combustion engine 1 is provided with a rotating shaft 41.
- a belt 42 is wound around the rotary shafts 40 and 41.
- the transmission 3 is provided with an input shaft 50 and an output shaft 51.
- the vehicle power generation device includes a vehicle speed detection unit 21 that detects a vehicle speed using a vehicle speed sensor or the like, a transmission ratio detection unit 22 that detects a transmission ratio of the transmission 3, and a rotational speed of the generator 2.
- the vehicle power generation device includes a control device 10.
- the generator 2 transmits and receives rotational power to and from the internal combustion engine 1 via a belt 42 that is hung on the rotary shafts 40 and 41.
- the transmission 3 transmits power between the internal combustion engine 1 and the generator 2 and the drive axle 31 of the vehicle.
- the power generator 2 can variably control the power generation amount according to a command Duty input from the control device 10.
- the control device 10 includes a deceleration fuel stop determination unit 110, a target deceleration calculation unit 101, a command power generation torque calculation unit 102, and a command duty calculation unit 103. When it is determined that the vehicle is decelerating with fuel stop, the control device 10 calculates a command duty and outputs it to the generator 2.
- the internal combustion engine control means (not shown) performs deceleration accompanied by fuel stop based on vehicle speed information and accelerator pedal operation input, and the deceleration-time fuel stop determination means 110 determines that the vehicle is decelerating with fuel stop by the internal combustion engine control means. Get information about whether or not there is.
- the target deceleration calculation unit 101 uses the target deceleration map to input the vehicle speed input from the vehicle speed detection unit 21 when the deceleration fuel stop determination unit 110 determines that the vehicle is decelerating with fuel stop. Based on the above, the target deceleration is calculated.
- the target deceleration map is calculated based on the vehicle speed transition in accordance with the actual traveling state of the vehicle based on the vehicle speed and the deceleration. Specifically, the target deceleration map is calculated for each vehicle speed based on the vehicle speed detected by the vehicle speed detection means 21 and the deceleration obtained from the vehicle speed when the vehicle is decelerating with fuel stop.
- Calculate the deceleration distribution by counting the frequency of deceleration, calculate the estimated fuel reduction amount based on the deceleration distribution, and calculate the deceleration that maximizes the estimated fuel reduction amount for each vehicle speed. It is calculated by setting as. A method for calculating the target deceleration map will be described later.
- the command power generation torque calculation means 102 is a gear ratio input from the gear ratio acquisition means 22, a rotation speed of the generator 2 input from the rotation speed acquisition means 23, and a target reduction input from the target deceleration calculation means 101.
- the command power generation torque is calculated based on the speed.
- the gear ratio detection means 22 calculates a ratio of rotational speeds input from two rotational speed sensors (not shown) provided on the input shaft 50 and the output shaft 51 of the transmission 3, respectively. To obtain the gear ratio.
- the rotational speed acquisition means 23 acquires the rotational speed of the generator 2 using a rotational speed sensor (not shown) provided in the generator 2.
- the command duty calculation unit 103 is input from the rotation speed of the generator 2 input from the rotation speed acquisition unit 23, the output voltage of the generator 2 input from the output voltage acquisition unit 24, and the command generation torque calculation unit 102.
- the command duty is calculated based on the command power generation torque.
- the command duty thus calculated is input to the generator 2.
- the power generation amount of the generator 2 is set so as to be the target deceleration calculated by the target deceleration calculation means 101 at the time of deceleration accompanied by the fuel stop.
- FIG. 2 is a deceleration distribution diagram used for calculating a target deceleration map used by the target deceleration calculation means 101.
- the deceleration is calculated from the vehicle speed transition (the amount of change in the vehicle speed) at the time of deceleration accompanied by the fuel stop of the vehicle. Specifically, the deceleration is obtained by differentiating the amount of change in the vehicle speed.
- the axis 1 indicates the vehicle speed
- the axis 2 indicates the deceleration
- the axis 3 indicates the vehicle speed represented by the axis 1 and the frequency of the deceleration represented by the axis 2.
- FIG. 7 is a flowchart showing processing for obtaining the deceleration distribution, which is executed by the target deceleration calculating means 101.
- the process of FIG. 7 is repeatedly executed at a predetermined time interval ⁇ t while the vehicle is traveling, and calculates a deceleration distribution.
- step S100 it is determined whether the vehicle is decelerating based on the vehicle speed Vs. If the vehicle is decelerating, the process proceeds to step S101. If the vehicle is not decelerating, the process is terminated.
- step S101 information is acquired from the internal combustion engine control means (not shown) as to whether or not the fuel is stopped during deceleration. If the fuel has been stopped, the process proceeds to step S110. If the fuel has not been stopped, the process ends.
- step S110 the vehicle deceleration ⁇ is calculated based on the amount of change in the vehicle speed Vs over a certain period, and the process proceeds to step S111.
- step S111 using the deceleration distribution table TBL dec indicating the relationship between the vehicle speed Vs and the deceleration ⁇ , an index value indicating the corresponding element on the deceleration distribution table TBL dec of the vehicle speed Vs and the deceleration ⁇ is obtained. .
- the deceleration distribution table TBL dec represents a deceleration distribution in a table shape, and has a vehicle speed axis (see axis 1 in FIG. 2) and a deceleration axis (see axis 2 in FIG. 2). As shown in FIG. 2, the vehicle speed axis and the deceleration axis are divided by a preset class width to define each class.
- the index indicating the class of the vehicle speed Vs is i Vs
- the index indicating the class of the deceleration ⁇ is i ⁇
- each index is calculated by the following equations (1) and (2), respectively. Proceed to processing.
- step S112 the value of the element of the deceleration distribution table TBL dec indicated by the index obtained in step S111 is counted as in the following equation (3), and the process ends.
- TBL dec (i Vs , i ⁇ ) TBL dec (i Vs , i ⁇ ) + ⁇ t (3)
- FIG. 3 is a cross-sectional view showing a cross section of the deceleration distribution diagram shown in FIG. 2 cut at a specific vehicle speed Vs.
- the horizontal axis shows the deceleration
- the vertical axis shows the frequency of each deceleration.
- the target deceleration D 1 is the deceleration when the vehicle deceleration is larger than the deceleration that the driver intended, by performing the accelerator depression operation by the driver for reacceleration In addition to returning from the fuel stop, regenerative power generation cannot be performed.
- the larger the target deceleration the greater the amount of regenerative power generation per hour that can be regenerated.
- FIG. 4 shows the relationship between the target deceleration rate ⁇ * and the estimated fuel stop time amount at a specific vehicle speed Vs.
- the horizontal axis represents the target deceleration rate ⁇ *
- the vertical axis represents the estimated fuel stop time amount t FC (Vs, ⁇ * ) corresponding to each target deceleration rate ⁇ * .
- point D N indicates the deceleration in the non-power generation state in the vehicle speed Vs.
- the estimated fuel stop time amount t FC (Vs, ⁇ * ) corresponding to each target deceleration rate ⁇ * is larger than the target deceleration rate ⁇ * in the deceleration distribution diagram as shown in FIG. It is obtained by integrating the frequency of the area.
- FIG. 5 shows the relationship between the target deceleration rate ⁇ * and the estimated regenerative power generation amount at a specific vehicle speed Vs.
- the horizontal axis represents the target deceleration rate ⁇ *
- the vertical axis represents the estimated regenerative power generation amount P (Vs, ⁇ * ) corresponding to each target deceleration rate ⁇ * .
- the point D N indicates the deceleration in the non-power generation state in the vehicle speed Vs.
- a method for obtaining the estimated regenerative power generation amount P (Vs, ⁇ * ) at the target deceleration rate ⁇ * will be described.
- the rotational speed N ALT of the generator 2 at the vehicle speed Vs is calculated by the following equation (4)
- the command torque T * of the generator 2 corresponding to the target deceleration rate ⁇ * is calculated by the following equation (5). .
- N ALT Vs ⁇ ((R TM ⁇ R FG ⁇ R PLY ) / R TIRE ) (4)
- T * M ⁇ ( ⁇ * - ⁇ dec) ⁇ (R TIRE / (R TM ⁇ R FG ⁇ R PLY)) (5)
- R TIRE is the tire diameter of the wheel 30
- R PLY is the pulley ratio between the generator 2 and the internal combustion engine 1
- R TM is the transmission ratio of the transmission 3
- R FG is the final reduction ratio
- M is the vehicle Indicates weight.
- alpha dec denotes a deceleration D N at the time of no power.
- ⁇ dec is obtained by measuring the vehicle speed transition at the time of inertia deceleration of the actual vehicle.
- the power generation amount of the generator 2 per unit time when the rotation speed of the generator 2 is N ALT and the command torque of the generator 2 is T * is a characteristic map of the generator 2 shown in FIG. Seek and ask.
- the horizontal axis represents the power generation torque (command torque) of the generator 2
- the vertical axis represents the power generation amount of the generator 2.
- 70 indicates the relationship between the power generation torque and the power generation amount when the rotation speed is small
- 71 indicates the rotation speed.
- the relationship between the power generation torque and the power generation amount at the middle is shown
- 72 shows the relationship between the power generation torque and the power generation amount when the rotation speed is high.
- the power generation amount of the generator 2 per unit time is obtained from the characteristic map of FIG. 13 using the rotation speed and the power generation torque.
- an estimated regenerative power generation amount P (Vs, ⁇ * ) is calculated by multiplying the generated power generation amount of the generator 2 per unit time by a time amount capable of regenerative power generation.
- the amount of time during which regenerative power generation is possible is obtained by integrating the regions where the deceleration is larger than the target deceleration rate ⁇ * (point D 1 ).
- the relationship between the target deceleration and the estimated regenerative power generation amount as shown in FIG. 5 is obtained.
- ⁇ Qf k FC ⁇ t FC (Vs, ⁇ * ) + k P ⁇ P (Vs, ⁇ * ) (6)
- k FC is a fuel stop time amount evaluation coefficient and represents a coefficient indicating the influence of the fuel stop time amount on the fuel reduction amount.
- k FC is determined in advance as a fuel consumption amount per unit time when there is no load.
- k p is a power generation amount evaluation coefficient and represents a coefficient indicating the influence of the regenerative power generation amount on the fuel reduction amount. For example, when generating power with fuel consumption, a value obtained by dividing the power generation amount from the fuel amount increased by power generation in advance Determine.
- FIG. 6 shows the relationship between the target deceleration rate ⁇ * and the estimated fuel reduction amount at a specific vehicle speed Vs.
- the horizontal axis represents the target deceleration rate ⁇ *
- the vertical axis represents the estimated fuel reduction amount corresponding to each target deceleration rate ⁇ * .
- the point D N indicates the deceleration in the non-power generation state in the vehicle speed Vs
- a solid line 60 shows the estimated fuel reduction ⁇ Qf calculated.
- a dotted line 61 indicates a calculation result of the estimated fuel reduction amount based on the fuel stop time amount (that is, k FC ⁇ t fc (Vs, ⁇ * )), and a dotted line 62 indicates the calculation result of the estimated fuel reduction amount based on the regenerative power generation amount. Indicated (ie, k p ⁇ P (Vs, ⁇ * )), a point 63 indicates a point at which the estimated fuel reduction amount ⁇ Qf (solid line 60) is maximized.
- the target deceleration rate ⁇ * that maximizes the estimated fuel reduction amount ⁇ Qf is set to the target deceleration rate at the vehicle speed Vs. That is, in FIG. 6, the target deceleration is set to the deceleration value corresponding to the point 63.
- the target deceleration at which the estimated fuel reduction amount ⁇ Qf is maximized is obtained for other vehicle speed regions in the same manner as described above, and the target deceleration used by the target deceleration calculation means 101 in FIG. Calculate the map.
- FIG. 8 is a flowchart showing processing for calculating a target deceleration map in target deceleration calculation means 101 provided in the vehicle power generation apparatus according to Embodiment 1 of the present invention.
- the execution timing of performing the process of FIG. 8 is not limited, for example, it is executed when the traveling of the vehicle is finished and the internal combustion engine 1 is stopped by operating the ignition switch.
- step S200 the processing up to step S201 is repeatedly executed for the number of elements of the vehicle speed axis of the deceleration distribution table TBL dec .
- step S203 the process proceeds to step S203, and if not completed, the process proceeds to step S210.
- the index on the corresponding vehicle speed axis is i Vs.
- the range of the vehicle speed axis including these elements is a normal vehicle speed range, that is, 0 km / h to 160 km / h. It may be determined as appropriate during the period.
- the processing from step S200 to step S201 is repeatedly executed for each vehicle speed within the predetermined range of the vehicle speed axis determined in this manner (for each index i Vs indicating the class of vehicle speed).
- step S210 the process up to the process of step S211 is repeatedly executed for the number of elements of the deceleration axis in the deceleration distribution table TBL dec , and when the process is completed for all the elements to be executed, step S210 is executed.
- the process proceeds to S202, and if not completed, the process proceeds to step S212.
- the index on the deceleration axis corresponding to i alpha In the above description, it has been described that it is repeatedly executed for the number of elements of the vehicle speed axis of the deceleration distribution table TBL dec .
- the range of the deceleration axis including these elements may be appropriately determined as a normal deceleration range or the like. Good.
- the processing from step S210 to step S211 is repeatedly executed for each target deceleration set sequentially within the predetermined range of the deceleration axis thus determined (for each index i ⁇ indicating the class of deceleration). It is.
- step S212 an estimated fuel stop time amount T (i ⁇ ) is calculated from the deceleration distribution table TBL dec according to the following equation (7), and the process proceeds to step S213.
- step S213 the regenerative power generation amount p (i Vs , i ⁇ ) per unit time is calculated by the above-described method for calculating the power generation amount of the power generator 2 per unit time (see the characteristic map of the power generator 2 shown in FIG. 13). Is calculated, and the process proceeds to step S214.
- step S214 the estimated regenerative power generation amount P is calculated by multiplying the estimated fuel stop time amount T (i ⁇ ) calculated in step S212 by the regenerative power generation amount p (i Vs , i ⁇ ) calculated in step S213. (I ⁇ ) is calculated, and the process proceeds to step S215.
- step S215 an estimated fuel reduction amount ⁇ Qf (in accordance with the following equation (8) from the estimated fuel stop time amount T (i ⁇ ) calculated in step S212 and the estimated regenerative power generation amount P (i ⁇ ) calculated in step S214. i ⁇ ) is calculated, and the process proceeds to step S211.
- ⁇ Qf (i ⁇ ) k FC ⁇ T (i ⁇ ) + k P ⁇ P (i ⁇ ) (8)
- k FC is a fuel stop time amount evaluation coefficient, and represents a coefficient indicating the influence of the fuel stop time amount on the fuel reduction amount.
- k p is a power generation amount evaluation coefficient and represents a coefficient indicating the influence of the regenerative power generation amount on the fuel reduction amount.
- step S211 if the processes of steps S212 to S215 are not completed for all the elements to be executed on the deceleration axis of the deceleration distribution table TBL dec , the process proceeds to the process of step S210 as an iterative process.
- step S202 the estimated fuel reduction ⁇ Qf calculated in step S215 (i alpha) extracts the i alpha to the maximum, according i alpha is the target decrease in the vehicle speed target deceleration indicated i Vs of the target deceleration map showing The speed is set, and the process proceeds to step S201.
- ⁇ Qf (i ⁇ ) are zero at the relevant vehicle speed, that is, if the relevant vehicle speed is not reached during traveling, the target deceleration with respect to the relevant vehicle speed axis is not changed. , Etc. are added. By doing in this way, the change of the target deceleration which is not intended can be prevented.
- step S201 if the processes of steps S210 to S202 are not completed for all the elements to be executed on the vehicle speed axis of the deceleration distribution table TBL dec , the process proceeds to the process of step S200 as a repetitive process.
- step S203 the value of the used deceleration distribution table TBL dec is deleted, and the current series of processes is terminated.
- the target deceleration map used in the target deceleration calculation means 101 in FIG. 1 can be obtained.
- the commanded power generation amount that is transmitted and received between the internal combustion engine 1 as the power source of the vehicle and the internal combustion engine and input. It is mounted on a vehicle including a generator (rotary electric machine) 2 capable of variably controlling the amount of power generation according to (command duty), and a transmission 3 for transmitting the power of the internal combustion engine 1 and the generator 2 to the drive shaft of the vehicle.
- the vehicle power generation device includes a rotation speed detection means 23 for detecting the rotation speed of the generator 2, an output voltage acquisition means 24 for detecting the output voltage of the generator 2, and a gear ratio of the transmission 3.
- a gear ratio detection unit 22 a vehicle speed detection unit 21 that detects the vehicle speed of the vehicle, and a control device 10 that inputs a command power generation amount (command Duty) to the generator 2 are provided.
- the control device 10 uses a target deceleration map in which a target deceleration is set for each vehicle speed, a target deceleration calculation unit 101 that calculates a target deceleration according to the vehicle speed detected by the vehicle speed detection unit 21, and a target deceleration calculation.
- Command power generation torque calculation for calculating the command power generation torque based on the target deceleration calculated by the means 101, the rotation speed detected by the rotation speed detection means 23, and the speed ratio detected by the speed ratio detection means 22.
- a command power generation amount calculation means 103 for calculating a command power generation amount (command Duty) to be input to 2.
- the target deceleration map is calculated based on the vehicle speed transition in accordance with the actual traveling state of the vehicle detected by the vehicle speed detection means 21 when the vehicle is decelerated with the fuel stopped.
- a target deceleration can be set for each vehicle speed, and the regenerative power generation amount can be set so that the target deceleration is achieved, and the target deceleration that matches the trend of the driver's speed transition for each individual vehicle
- regenerative power generation can be performed so that the fuel reduction effect is optimal.
- the target deceleration calculation means 101 includes a deceleration determination means (S100, FIG. 7) for determining whether or not the vehicle is decelerating based on the vehicle speed detected by the vehicle speed detection means 21, and a deceleration determination means.
- a deceleration determination means S100, FIG. 7 for determining whether or not the vehicle is decelerating based on the vehicle speed detected by the vehicle speed detection means 21, and a deceleration determination means.
- the target deceleration map calculating means (S202, FIG. 8) for calculating the target deceleration map is set as the standard deceleration
- the target deceleration is set for each vehicle speed
- the target deceleration Regenerative power generation can be set so that the fuel reduction effect is optimized by updating to the target deceleration map that matches the trend of the driver's speed transition for each individual vehicle. It can be performed.
- Embodiment 2 the estimated fuel reduction amount ⁇ Qf is calculated for all elements of the deceleration axis, and the target deceleration that maximizes the estimated fuel reduction amount ⁇ Qf is calculated. .
- the estimated fuel reduction amount ⁇ Qf is calculated only for the currently set target deceleration and the deceleration in the vicinity thereof, thereby reducing the arithmetic processing and regenerating the regeneration.
- the target deceleration map is gradually updated so that the amount of fuel reduction by power generation increases.
- FIG. 9 is a flowchart showing processing for calculating a target deceleration map in the vehicle power generation apparatus according to Embodiment 2 of the present invention. Portions corresponding to those in the flowchart shown in FIG. 8 of the first embodiment are denoted by the same reference numerals, and processing of different portions (that is, step S210A) will be mainly described below.
- step S200 the process up to the process of step S201 is repeatedly executed for the number of elements of the vehicle speed axis of the deceleration distribution table TBL dec .
- These processes are basically the same as those in the first embodiment. If the process has been completed for all the elements to be executed, the process proceeds to step S203, and if not completed, the process proceeds to step S210A. At that time, the index on the corresponding vehicle speed axis is i Vs.
- step S210A the process up to the process of step S211 is performed by using an element (i ⁇ ) indicating the current target deceleration on the deceleration axis of the deceleration distribution table TBL dec and one element before and after that element ( Iterate over i ⁇ -1, i ⁇ +1).
- the process proceeds to step S202. Otherwise, the process proceeds to step S212. Proceed with In this case, the index on the deceleration axis corresponding to i alpha.
- the present invention is not limited to one element before and after the element indicating the target deceleration, but a plurality of elements before and after (for example, two elements before and after (i ⁇ -2, i ⁇ -1, i ⁇ , i ⁇ +1, i ⁇ +2) and three elements before and after (i ⁇ -3, i ⁇ -2, i ⁇ -1, i ⁇ , i ⁇ +1, i ⁇ +2, i ⁇ +3), etc.)
- the processing after S212 can be executed.
- step S211 the process proceeds to step S210A as repetitive processing.
- steps S202, S201, and S203 Since the processing of steps S202, S201, and S203 is the same as that of steps S202, S201, and S203 of the first embodiment, the description thereof is omitted here.
- the present embodiment is currently set. Since the estimated fuel reduction amount ⁇ Qf is calculated only for the target deceleration and the nearby deceleration, it gradually approaches the target deceleration at which the fuel reduction amount due to regenerative power generation gradually increases. Since the amount of change in the target deceleration during the current travel does not increase from the deceleration, it is possible to reduce a sense of incongruity for the driver. Further, by calculating the estimated fuel reduction amount ⁇ Qf only for the deceleration in the vicinity of the currently set target deceleration, the processing for calculating the target deceleration map is reduced by reducing the necessary calculation amount. Can do.
- Embodiment 3 In the vehicle power generation device according to the second embodiment described above, all the decelerations calculated at the time of deceleration accompanied by fuel stop are counted as the deceleration distribution, whereas in the vehicle power generation device according to the third embodiment, the fuel is generated. Even when deceleration accompanied by a stop, if the deceleration increases significantly, the deceleration during the deceleration is not calculated, so the deceleration distribution is not affected. As a result, the target deceleration is prevented from being set excessively due to the deceleration caused by a panic brake or the like.
- FIG. 10 is a flowchart showing processing for calculating a target deceleration map in the vehicle power generation apparatus according to Embodiment 3 of the present invention. Portions corresponding to those in the flowchart shown in FIG. 7 of the first embodiment are given the same reference numerals. 7 differs from the flow in FIG. 7 in that steps S100A and S101A are provided instead of steps S100 and S101 in FIG. 7, respectively, and in FIG. 10, steps S102, S103, S113, S114 is added. In the following description, processing of parts different from FIG. 7 will be mainly described.
- step S100A it is determined whether the vehicle is decelerating based on the vehicle speed Vs. If the vehicle is decelerating, the process proceeds to step S101A. If not decelerating, the process proceeds to step S114.
- step S101A it is determined whether or not the fuel is stopped at the time of deceleration. If the fuel is stopped, the process proceeds to step S110. If the fuel is not stopped, the process proceeds to step S114. .
- step S110 the vehicle deceleration ⁇ is calculated based on the amount of change in the vehicle speed Vs, and the process proceeds to step S102.
- step S102 when the deceleration ⁇ obtained in step S110 is greater than or equal to the previous deceleration, the process proceeds to step S113. Otherwise, the process proceeds to step S113. The process proceeds to step S103.
- step S103 if the deceleration increase large determination is not set, the process proceeds to step S111. If the deceleration increase large determination is set, the current process is terminated.
- step S113 the deceleration increase large determination is set, and the current process is terminated.
- step S114 the deceleration increase large determination set is cleared, and the current process is terminated.
- the same effect as that of the first embodiment can be obtained, and furthermore, in this embodiment, the fuel is stopped.
- the deceleration distribution is not calculated. For example, there is a sudden increase in deceleration due to factors such as panic braking.
- Embodiment 4 FIG.
- the target deceleration map is formed for each vehicle, whereas in the vehicle power generation device according to the fourth embodiment, the driver identification for identifying the driver is performed.
- a target deceleration map is calculated for each driver based on the driver identification information acquired by means (not shown).
- the driver identification means identifies the driver using the function. You just have to do it. Specifically, a target deceleration map is formed for each driving position corresponding to each driver, and when the driver moves the driving position by the switch operation, the driver is selected. The target deceleration map corresponding to the driving position selected by the switch operation is identified and used.
- the driver identification means is not limited to the above example. For example, an IC card reader is provided in the vehicle, and the driver is identified by reading information on an IC card carried by each driver. You may do it. Alternatively, the driver may be identified by inputting a unique identification number (ID) or a password on the operation screen of the device using a car navigation device. Alternatively, the driver may be identified by biometric authentication.
- the same effects as those of the first embodiment can be obtained. Since the driver identifying means for identifying is provided, and the individual target deceleration map is calculated for each driver based on the driver identification result by the driver identifying means, the same vehicle Even when the driver is driving, it is possible to set the regenerative power generation amount at which the fuel reduction amount is optimal for each driver.
- Embodiment 5 FIG.
- the fuel stop time amount evaluation coefficient k FC and the power generation amount evaluation coefficient k p are assumed to be constant values.
- the fuel stop time amount evaluation coefficient k FC is obtained from the fuel injection amount in the no-load state of the vehicle, and the power generation amount during power generation with fuel use and the fuel usage amount due to power generation
- the power generation evaluation coefficient k p is obtained from the amount of increase.
- FIG. 11 is a flow chart illustrating a process for calculating the fuel stop time amount evaluation coefficient k FC, executes at predetermined time intervals when the internal combustion engine drive.
- step S300 it is determined whether or not there is an accelerator pedal input. If there is an accelerator pedal input, the current process is terminated. If there is no accelerator pedal input, the process proceeds to step S301.
- step S301 the presence / absence of fuel injection is determined. If there is no fuel injection, the current process is terminated. If the fuel injection is present, the process proceeds to step S310.
- step S310 the fuel injection amount ⁇ Qf per unit time is calculated from the fuel injection amount acquired by the fuel injection amount acquisition means (not shown), and the process proceeds to step S302.
- step S302 the presence or absence of power generation by the generator 2 is determined. If power generation is present, the current process is terminated. If there is no power generation, the process proceeds to step S320.
- step S320 by the following formula (9), and it updates the fuel stop time amount evaluation coefficient k FC, the present process is ended.
- a indicates a filter constant.
- FIG. 12 is a flowchart showing a process for calculating the power generation amount evaluation coefficient k p and is executed at predetermined time intervals when the internal combustion engine is driven.
- step S300 it is determined whether or not there is an accelerator pedal input. If there is an accelerator pedal input, the current process is terminated, and if there is no accelerator pedal input, the process proceeds to step S301.
- step S301 the presence / absence of fuel injection is determined. If there is no fuel injection, the current process is terminated. If the fuel injection is present, the process proceeds to step S310.
- step S310 the fuel injection amount ⁇ Qf per unit time is calculated from the fuel injection amount acquired by the fuel injection amount acquisition means (not shown), and the process proceeds to step S302.
- step S302 it is determined whether or not the generator 2 generates power. If there is no power generation, the current process is terminated. If power generation is present, the process proceeds to step S330.
- step S330 the power generation amount ⁇ P per unit time is acquired from the power generation amount of the power generator 2 acquired by the power generation amount acquisition means (not shown), and the process proceeds to step S331.
- step S331 the power generation amount evaluation coefficient k p is updated from the following equation (10), and the current process ends.
- b represents a filter constant
- the same effect as in the first embodiment can be obtained, and furthermore, in this embodiment, the fuel stop time amount evaluation is performed.
- the coefficient k FC is calculated based on the fuel injection amount when there is no accelerator pedal operation
- the power generation amount evaluation coefficient k p is calculated based on the power generation amount and fuel injection amount of the generator 2 when there is no accelerator pedal operation.
- the optimal target deceleration map can be formed even for fluctuating factors (environmental changes) such as differences in oil and lubricant deterioration, and the amount of regenerative power generation that optimizes the fuel reduction effect of regenerative power generation should be set Can do.
- Embodiment 6 In the vehicle power generation device according to the sixth embodiment, a target deceleration map obtained from a predetermined deceleration distribution is set as an initial value.
- FIG. 14 is a graph showing an example of a target deceleration map and a deceleration distribution set as initial values in the vehicle power generation device of the sixth embodiment.
- the horizontal axis indicates the vehicle speed
- the vertical axis indicates the deceleration.
- a broken line 80 indicates the vehicle deceleration transition during no power generation
- a solid line 81 indicates the calculated target deceleration map
- a hollow circle 82 indicates the deceleration distribution with respect to the vehicle speed.
- the target deceleration map indicated by the solid line 81 is calculated in the same manner as in the first embodiment based on the deceleration distribution indicated by the hollow circle 82.
- the deceleration distribution set here is, for example, a driving pattern that takes into account the characteristics of the driving tendency in each region, such as in Japan where there are many traffic jams and low speed driving periods, but in Germany there are many opportunities for high speed driving on the autobahn. It is preferable to set based on
- the target deceleration calculating means As the target deceleration map used by 101, a target deceleration map obtained from a preset deceleration distribution is set as an initial value, so even immediately after the start of use of the vehicle or when the internal memory is erased, It is possible to set a regenerative power generation amount that obtains an optimal fuel reduction effect with respect to a typical driving pattern assumed.
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Abstract
Description
図1は、この発明の実施の形態1による車両の発電装置を備えた車両の構成図である。図1に示すように、車両には、車両の動力源としての内燃機関1と、発電機(回転電機)2と、変速機3とが備えられている。
iα =round((α+Δα/2)/Δα) (2)
T*=M×(α*-αdec)×(RTIRE/(RTM×RFG×RPLY)) (5)
上記の実施の形態1による車両の発電装置では、減速度軸の全ての要素に対して推定燃料削減量ΔQfを算出して、推定燃料削減量ΔQfが最大となる目標減速度を算出していた。本実施の形態2による車両の発電装置においては、現在設定されている目標減速度とその近傍の減速度のみを対象として推定燃料削減量ΔQfを算出することにより、演算処理を軽減するとともに、回生発電による燃料削減量が大きくなるように目標減速度マップを漸次更新する。
上述の実施の形態2による車両の発電装置では、燃料停止を伴う減速時に算出された減速度をすべて減速度分布として計上していたのに対し、実施の形態3による車両の発電装置では、燃料停止を伴う減速時でも、減速度が大きく増加した際には、その減速中の減速度は算出しないことにより、減速度分布には影響しないようにした。これにより、パニックブレーキの際などの減速度の影響で目標減速度が過大に設定されてしまうのを防止するようにしたものである。
上述の実施の形態3による車両の発電装置では、車両ごとに目標減速度マップを形成するようにしていたのに対し、実施の形態4による車両の発電装置では、運転者を識別する運転者識別手段(図示されない)により取得した運転者識別情報をもとに、運転者ごとに目標減速度マップを算出するようにしたものである。
上述の実施の形態4までの車両の発電装置では、燃料停止時間量評価係数kFC、および、発電量評価係数kpは、一定の値であるとした。実施の形態5による車両の発電装置では、車両の無負荷状態での燃料噴射量より燃料停止時間量評価係数kFCを求め、かつ、燃料使用を伴う発電時の発電量と発電による燃料使用量の増加量より発電量評価係数kpを求めるようにした。
実施の形態6による車両の発電装置では、事前に定めた減速度分布から求めた目標減速度マップを初期値として設定するようにしたものである。
Claims (9)
- 車両の動力源としての内燃機関と、前記内燃機関との間で動力の授受を行い、入力される指令発電量により発電量を可変制御できる回転電機と、前記内燃機関および前記回転電機の動力を車両の駆動軸へと伝達する変速機とを備えた車両に搭載される、車両の発電装置であって、
前記回転電機の回転速度を検出する回転速度検出手段と、
前記回転電機の出力電圧を検出する出力電圧取得手段と、
前記変速機の変速比を検出する変速比検出手段と、
前記車両の車速を検出する車速検出手段と、
前記回転電機に前記指令発電量を入力する制御装置と
を備え、
前記制御装置は、
車速ごとに目標減速度を設定した目標減速度マップを用いて、前記車速検出手段によって検出された前記車速に従って目標減速度を算出する目標減速度算出手段と、
前記目標減速度算出手段によって算出された前記目標減速度と、前記回転速度検出手段によって検出された前記回転速度と、前記変速比検出手段によって検出された前記変速比とに基づいて、指令発電トルクを算出する指令発電トルク算出手段と、
前記指令発電トルク算出手段によって算出された前記指令発電トルクと、前記回転速度検出手段によって検出された前記回転速度と、前記出力電圧取得手段によって検出された前記出力電圧とに基づいて、前記回転電機に入力する前記指令発電量を算出する指令発電量算出手段と
を有し、
前記目標減速度マップは、前記車両の燃料停止を伴う減速時に前記車速検出手段によって検出される前記車両の実際の走行状況に即した車速推移に基づいて算出される
ことを特徴とする車両の発電装置。 - 前記目標減速度マップは、前記車両が燃料停止を伴う減速を行っている時に、前記車速検出手段によって検出される前記車速と、前記車速から求める減速度とに基づいて、各車速ごとに当該減速度になった頻度を計上して減速度分布を算出し、前記減速度分布に基づいて推定燃料削減量を算出し、前記推定燃料削減量が最大となる減速度を、車速ごとの目標減速度として設定して算出される
ことを特徴とする請求項1に記載の車両の発電装置。 - 前記目標減速度算出手段は、
前記車速検出手段によって検出された前記車速に基づいて、前記車両が減速中であるか否かを判定する減速判定手段と、
前記減速判定手段により前記車両が減速中であると判定された場合に、前記車両が燃料停止中か否かを判断する燃料停止判定手段と、
前記燃料停止判定手段により前記車両が燃料停止中であると判定された場合に、前記車速検出手段によって検出された前記車速に基づいて、前記車両の減速度を検出する減速度検出手段と、
前記車速検出手段によって検出された前記車速と、前記減速度検出手段によって検出された前記減速度とに基づいて、各車速ごとに当該減速度になった頻度を計上して減速度分布を算出する減速度分布算出手段と、
前記減速度分布に基づいて、所定範囲内で順次設定される目標減速度ごとに、推定燃料停止時間量を算出する燃料停止時間量推定手段と、
前記回転電機の回転速度と発電トルクとに基づいて、単位時間あたりの回生発電量を算出し、前記単位時間あたりの回生発電量に前記推定燃料停止時間量を乗算して、推定回生発電量を算出する回生発電量推定手段と、
前記推定燃料停止時間量と前記推定回生発電量とに基づいて、燃料停止時間量評価係数および発電量評価係数とを用いて、推定燃料削減量を算出する燃料削減量算出手段と、
前記所定範囲内で順次設定される目標減速度ごとに前記燃料削減量算出手段によって算出された推定燃料削減量の中で、前記推定燃料削減量が最大となる目標減速度の値を、各車速ごとの目標減速度として設定して、前記目標減速度マップを算出する目標減速度マップ算出手段と
を備える
ことを特徴とする請求項1または2に記載の車両の発電装置。 - 前記目標減速度の前記所定範囲は、現在設定されている目標減速度とその前後の所定値であることを特徴とする請求項3に記載の車両の発電装置。
- 前記燃料停止判定手段により前記車両が燃料停止中であると判定されたときに、前記減速度の変化量が所定値以上となった場合には、前記減速度分布を算出しないことを特徴とする請求項3または4に記載の車両の発電装置。
- 前記車両の運転者を識別する運転者識別手段を備え、前記運転者識別手段による運転者の識別結果に基づいて、運転者ごとに個別の前記目標減速度マップを算出することを特徴とする請求項3ないし5のいずれか1項に記載の車両の発電装置。
- 運転者によるアクセルペダル操作の有無を検出するアクセルペダル操作有無検出手段と、
前記内燃機関に対する燃料噴射量を取得する燃料噴射量検出手段と、
前記回転電機の発電量を取得する発電量検出手段と
をさらに備え、
前記燃料停止時間量評価係数は、前記アクセルペダル操作が無いと判定された時の前記燃料噴射量に基づいて算出され、
前記発電量評価係数は、前記アクセルペダル操作が無いと判定された時の前記回転電機の発電量および前記燃料噴射量に基づいて算出される
ことを特徴とする請求項3ないし6のいずれか1項に記載の車両の発電装置。 - 前記目標減速度算出手段が用いる前記目標減速度マップは、予め設定された減速度分布から求めた目標減速度マップを初期値として設定することを特徴とする請求項1ないし7のいずれか1項に記載の車両の発電装置。
- 車両の動力源としての内燃機関と、前記内燃機関との間で動力の授受を行い、入力される指令発電量により発電量を可変制御できる回転電機と、前記内燃機関および前記回転電機の動力を車両の駆動軸へと伝達する変速機とを備えた車両で実施される車両の発電制御方法であって、
前記回転電機の回転速度を検出する回転速度検出ステップと、
前記回転電機の出力電圧を検出する出力電圧取得ステップと、
前記変速機の変速比を検出する変速比検出ステップと、
前記車両の車速を検出する車速検出ステップと、
前記車両が燃料停止を伴う減速を行っている時に、前記車速検出手段によって検出される前記車速と、前記車速から求める減速度とに基づいて、各車速ごとに当該減速度になった頻度を計上して減速度分布を算出し、前記減速度分布に基づいて、車速ごとの目標減速度を設定した目標減速度マップを算出する目標減速度マップ算出手段と、
前記目標減速度マップを用いて、前記車速検出ステップによって検出された前記車速に従って目標減速度を算出する目標減速度算出ステップと、
前記目標減速度算出ステップによって算出された前記目標減速度と、前記回転速度検出ステップによって検出された前記回転速度と、前記変速比検出ステップによって検出された前記変速比とに基づいて、指令発電トルクを算出する指令発電トルク算出ステップと、
前記指令発電トルク算出ステップによって算出された前記指令発電トルクと、前記回転速度検出ステップによって検出された前記回転速度と、前記出力電圧取得ステップによって検出された前記出力電圧とに基づいて、前記回転電機に入力する前記指令発電量を算出する指令発電量算出ステップと、
前記指令発電量算出ステップによって算出された前記指令発電量を、前記回転電機に入力し、前記回転電機による発電量を制御する発電制御ステップと
を備えたことを特徴とする車両の発電制御方法。
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US14/376,311 US9248826B2 (en) | 2012-04-09 | 2012-04-09 | Vehicle power-generator device and vehicle power-generation control method |
JP2014509917A JP5863953B2 (ja) | 2012-04-09 | 2012-04-09 | 車両の発電装置および車両の発電制御方法 |
PCT/JP2012/059673 WO2013153597A1 (ja) | 2012-04-09 | 2012-04-09 | 車両の発電装置および車両の発電制御方法 |
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JP2015093597A (ja) * | 2013-11-13 | 2015-05-18 | マツダ株式会社 | ハイブリッド車の制御装置 |
JP2017094761A (ja) * | 2015-11-18 | 2017-06-01 | トヨタ自動車株式会社 | 車両制御装置 |
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