WO2013161025A1 - 車両の制御装置 - Google Patents
車両の制御装置 Download PDFInfo
- Publication number
- WO2013161025A1 WO2013161025A1 PCT/JP2012/061130 JP2012061130W WO2013161025A1 WO 2013161025 A1 WO2013161025 A1 WO 2013161025A1 JP 2012061130 W JP2012061130 W JP 2012061130W WO 2013161025 A1 WO2013161025 A1 WO 2013161025A1
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- WO
- WIPO (PCT)
- Prior art keywords
- internal combustion
- combustion engine
- motor generator
- engine
- supercharging pressure
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
- F02B63/04—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for electric generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0638—Turbocharger state
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine 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
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0683—Engine manifold pressure
-
- 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
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/43—Engines
- B60Y2400/435—Supercharger or turbochargers
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- 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.
- the drive control of the motor, the internal combustion engine, and the motor generator in such a vehicle is performed in consideration of suppressing energy consumption in the entire vehicle as much as possible.
- the output torque during operation of the engine is adjusted to a required value set based on the vehicle required power.
- the motor is driven by the electric power generated at that time, and the electric power that cannot be consumed by the drive is supplied to the vehicle Stored in the battery.
- an internal combustion engine with a supercharger disclosed in Patent Document 1 is provided with a supercharging pressure variable mechanism for adjusting the supercharging pressure of the engine by the supercharger.
- the motor generator that is operated by the internal combustion engine and generates electric power becomes high in temperature
- the supercharging pressure of the engine is reduced through the drive control of the supercharging pressure variable mechanism.
- the output torque of the internal combustion engine can be reduced by reducing the supercharging pressure, thereby suppressing heat generation during operation of the motor generator for power generation by the engine and protecting the motor generator. it can.
- Patent Document 1 during normal times when it is not necessary to protect the motor generator, the output torque of the engine is set based on the required vehicle power corresponding to the amount of accelerator operation through the drive control of the internal combustion engine.
- Patent Document 1 does not sufficiently study how to adjust the supercharging pressure of the internal combustion engine at the normal time when it is not necessary to protect the motor generator.
- the object of the present invention is that the engine rotational speed is excessively increased due to the increase of the supercharging pressure by the supercharger in the internal combustion engine, or the durability of the components due to excessive current due to excessive generation of the motor generator. It is in providing the control apparatus of the vehicle which can suppress that the fall of this occurs.
- an internal combustion engine including a supercharging device, a motor generator that generates power while applying a negative torque to the engine, and a battery that stores electric power generated by the motor generator; ,
- a vehicle control device is provided.
- the supercharger has a supercharger and a supercharging pressure variable mechanism that makes the supercharging pressure by the supercharger variable.
- the control device sets the required value of the output torque of the engine according to the accelerator operation amount, and the boost pressure is variable so that the boost pressure is adjusted to the target boost pressure set based on the operating state of the internal combustion engine. Control the mechanism.
- control device sets the target supercharging pressure to be lower as the rotational speed of the motor generator is higher, and the internal combustion engine is in a state where the supercharging pressure by the supercharger is combined with the target supercharging pressure.
- the control part which controls an internal combustion engine so that the output torque of this may become the said required value is provided.
- the output torque tends to increase as the supercharging pressure of the engine increases.
- the magnitude of the negative torque that can be applied to the engine varies depending on the rotational speed of the motor generator. Specifically, the higher the rotational speed of the motor generator, the smaller the maximum negative torque that can be applied to the internal combustion engine by the motor generator.
- the target supercharging pressure of the internal combustion engine is set only based on the engine operating state without considering the operating state (rotational speed) of the motor generator, the above can be applied to the internal combustion engine.
- the rotational speed of the motor generator is such that the maximum value of the negative torque is small, a situation may occur in which the target boost pressure of the internal combustion engine is set to a high value.
- the output torque of the engine is increased due to a temporary excessive increase in the supercharging pressure of the internal combustion engine due to a change in the engine operating state or the like.
- the engine speed at that time may not be suppressed by the negative torque generated by the motor generator acting on the internal combustion engine.
- the engine speed is excessively increased as described above in a state where negative torque is applied to the internal combustion engine by the motor generator, that is, in the situation where the motor generator generates power by the internal combustion engine, The power generation amount of the machine increases too much, and the durability of the parts decreases due to overcurrent.
- the target supercharging pressure of the internal combustion engine is set lower as the rotational speed of the motor generator becomes higher. Then, the internal combustion engine is controlled so that the output torque of the internal combustion engine becomes the above required value determined by the accelerator operation amount under the state where the supercharging pressure by the supercharger is matched with the target supercharging pressure.
- the target boost pressure of the internal combustion engine is set lower as the rotation speed of the motor generator increases and the maximum negative torque by the motor generator acting on the internal combustion engine decreases, and the boost pressure of the engine is reduced.
- the output torque of the internal combustion engine does not easily increase under a low supercharging pressure, the increase in the output torque of the internal combustion engine due to a temporary excessive increase in the supercharging pressure due to a change in the engine operating state is small. Tesumu. Therefore, the increase in engine rotation speed accompanying the increase in output torque of the internal combustion engine can be suppressed by the negative torque by the motor generator acting on the engine.
- the target supercharging pressure is set to be lower as the rotational speed of the motor generator is higher, the output torque of the internal combustion engine is adjusted to the required value as the rotational speed of the motor generator is higher.
- the target supercharging pressure is preferably set by the control unit so that the supercharging pressure becomes low.
- the control unit lowers the upper limit value of the target boost pressure set based on the engine operating state as the rotational speed of the motor generator increases. Then, by limiting the target boost pressure with such an upper limit value, the target boost pressure after the limit is set lower as the rotational speed of the motor generator becomes higher. In this case, it is preferable to set the required value of the output torque of the internal combustion engine as a value under a situation where the supercharging pressure of the internal combustion engine by the supercharger is equal to or lower than the upper limit value of the target supercharging pressure.
- the control unit sets the target boost pressure based on the engine operating state, the rotational speed of the motor generator, and the voltage for operating the motor generator.
- the maximum value of the negative torque that can be applied to the engine is not only the rotational speed of the motor generator but also the voltage. It changes depending on. Specifically, the lower the voltage for operating the motor generator, the smaller the maximum negative torque that can be applied to the internal combustion engine by the motor generator. For this reason, it is preferable that the said control part sets a target supercharging pressure low, so that the said voltage becomes low. In this case, the supercharging pressure of the internal combustion engine by the supercharger is adjusted to the target supercharging pressure that is set to a lower value as the voltage becomes lower.
- the vehicle includes a differential device including a first rotating element, a second rotating element, and a third rotating element, and the power output from the internal combustion engine passes through the differential device.
- a differential device including a first rotating element, a second rotating element, and a third rotating element
- the power output from the internal combustion engine passes through the differential device.
- the first rotating element is connected to an internal combustion engine
- the second rotating element is connected to the motor generator
- the third rotating element is connected to the drive shaft.
- the control unit adjusts the magnitude of the negative torque by the motor generator acting on the internal combustion engine to control the engine speed to the target value.
- the output torque of the engine is adjusted to the required value through the drive control of the internal combustion engine, while the engine rotation is performed through the drive control of the motor generator that applies a negative torque to the internal combustion engine.
- the magnitude of the negative torque applied to the internal combustion engine is adjusted so that the speed becomes a target value.
- the setting of the target supercharging pressure by the supercharger in the internal combustion engine is performed based only on the engine operating state without considering the operating state (rotational speed) of the motor generator, it acts on the internal combustion engine.
- the rotational speed of the motor generator is such that the maximum value of the negative torque that can be generated is small, a situation may occur in which the target boost pressure of the internal combustion engine is set to a high value.
- the output torque of the engine is increased due to a temporary excessive increase in the supercharging pressure of the internal combustion engine due to a change in the engine operating state or the like.
- the negative torque generated by the motor generator required to keep the engine speed at the target value also increases.
- the engine speed is Exceeds the target value.
- the maximum value of the negative torque by the motor generator is applied to the internal combustion engine and the engine rotational speed increases excessively with respect to the target value as described above, the amount of power generated by the motor generator increases excessively. Deterioration of component durability due to current becomes significant.
- the operating device may include a planetary gear mechanism including a planetary gear that is the first rotating element, a sun gear that is the second rotating element, and a ring gear that is the third rotating element.
- the internal combustion engine is connected to the planetary gear so as to be able to transmit rotation
- the motor generator is connected to be able to transmit rotation to the sun gear
- the drive shaft of the vehicle is connected to be able to transmit rotation to the ring gear.
- the target boost pressure is set to be lower as the rotational speed of the motor generator is higher only when a failure due to power generation by the motor generator occurs.
- the time of a failure caused by the power generation of the motor generator here, for example, when the motor generator is abnormally hot due to excessive power generation by the motor generator, or when the vehicle generated by the power generation by the motor generator
- the power generation of the motor generator is restricted to prevent overcharging of the battery.
- variable setting of the target supercharging pressure based on the rotational speed of the motor generator is wasted by setting the target supercharging pressure lower as the rotational speed of the motor generator becomes higher only in such a situation.
- the occurrence of the above-described problem can be suppressed without any problems.
- control unit is configured to match the supercharging pressure of the internal combustion engine by the supercharger with the target supercharging pressure set to a lower value as the rotational speed of the motor generator increases.
- the internal combustion engine is controlled so that the output torque of the internal combustion engine becomes a required value determined by the accelerator operation amount. In controlling the internal combustion engine in this way, when the output torque of the internal combustion engine is insufficient with respect to the required value, the throttle opening of the internal combustion engine is increased to compensate for the shortage. As a result, the output torque of the internal combustion engine can be matched to the required value as much as possible.
- the negative torque applied to the internal combustion engine by the motor generator is reduced to increase the engine rotational speed, thereby An influence on the power output from the internal combustion engine due to the shortage of the output torque is suppressed.
- the throttle opening of the internal combustion engine is reduced to suppress the increase in engine rotational speed. An excessive increase can be suppressed.
- the turbocharger is a turbocharger driven by the flow of exhaust gas from the internal combustion engine.
- Explanatory drawing which shows the relationship between the negative torque by a 1st motor generator, the output torque of an internal combustion engine, an engine rotational speed, and the torque output from a drive shaft.
- the graph which shows the change aspect of the maximum value of the negative torque by the 1st motor generator which changes according to the rotational speed of a 1st motor generator, and the step-up voltage for operating the 1st motor generator.
- Explanatory drawing which shows the relationship between the rotational speed of the drive shaft at the time of high vehicle speed and low vehicle speed, the engine rotational speed, and the rotational speed of the 1st motor generator.
- the flowchart which shows the execution procedure of the supercharging pressure control of an internal combustion engine.
- the graph which shows the change aspect of the target supercharging pressure with respect to the change of a vehicle speed and a boost voltage.
- an internal combustion engine 1 mounted on a vehicle is provided with a supercharging device 1a having a supercharger such as a turbocharger that is driven by an exhaust flow of the engine 1.
- the supercharging device 1a includes a supercharging pressure variable mechanism that makes the supercharging pressure of the internal combustion engine 1 that is supercharged by the supercharger variable.
- the supercharging pressure can be adjusted by the mechanism. It has become.
- a turbocharger for example, is used as the supercharger of the supercharger 1a
- a waste gate valve that adjusts the amount of exhaust gas sent to the turbine of the turbocharger may be used as the supercharging pressure variable mechanism. Conceivable.
- the power output from the internal combustion engine 1 provided with the supercharging device 1a is the power transmitted to the drive shaft 3 of the vehicle via the counter gear 12 and the final gear 13 by the power split gear mechanism 2; 1 is divided into power transmitted to the motor generator 4.
- the power split gear mechanism 2 functions as a differential device that transmits the power output from the internal combustion engine 1 to the drive shaft 3 and the first motor generator 4 of the vehicle.
- a differential device power split gear mechanism 2
- the power split gear mechanism 2 includes a planetary gear that is the first rotating element, a sun gear that is the second rotating element, and a planetary gear mechanism that includes a ring gear that is the third rotating element. Adopted.
- the planetary gear mechanism of the power split gear mechanism 2 the planetary gear is connected to the internal combustion engine 1 so as to be able to transmit rotation, the sun gear is connected to the first motor generator 4 so as to be able to transmit rotation, and the ring gear is connected to the counter gear 12 and the final gear 13. It is connected to the drive shaft 3 via the shaft so as to be able to transmit rotation.
- the power output from the second motor generator 5 is transmitted to the drive shaft 3 of the vehicle via the reduction gear mechanism 14 including the planetary gear mechanism, the counter gear 12, and the final gear 13.
- the vehicle travels when the wheels 11 connected to the drive shaft 3 are rotated by transmission of power to the drive shaft 3.
- the sun gear is connected to the second motor generator so as to be able to transmit rotation
- the ring gear is connected to the ring gear of the planetary gear mechanism in the power split gear mechanism 2
- the planetary gear is connected to the reduction gear mechanism.
- the gear mechanism 14 is fixed so as not to revolve with respect to the sun gear and the ring gear of the planetary gear mechanism.
- the first motor generator 4 functions mainly as a generator, but also functions as a motor depending on the operating state of the vehicle such as when the internal combustion engine 1 is started.
- the second motor generator 5 mainly functions as a motor, but also functions as a generator depending on the driving state of the vehicle such as during deceleration.
- the vehicle is provided with an inverter 7 that controls input / output of electric power between the battery 6 and the first and second motor generators 4, 5.
- the inverter 7 supplies, for example, electric power obtained by the first motor generator 4 that functions mainly as a generator to the battery 6 to charge the battery 6, and also functions as a second motor that mainly functions as a motor. Electric power is supplied from the battery 6 and the first motor generator 4 to the motor generator 5.
- the vehicle is provided with an electronic control unit 15 that controls various devices mounted on the vehicle.
- the electronic control device 15 functions as a control unit that performs drive control of the internal combustion engine 1, drive control of the supercharging device 1a (supercharging pressure variable mechanism), and drive control of the first motor generator 4 and the like.
- the electronic control unit 15 includes a CPU that executes arithmetic processing related to the control of the various devices, a ROM that stores programs and data necessary for the control, a RAM that temporarily stores arithmetic results of the CPU, and the like. It has input / output ports for inputting / outputting signals.
- An input port of the electronic control unit 15 detects an accelerator position sensor 9 that detects an operation amount (accelerator operation amount) of the accelerator pedal 8 that is operated by a driver of the vehicle, and detects a traveling speed (vehicle speed) of the vehicle.
- a vehicle speed sensor 10 is connected.
- the input port includes a crank position sensor 16 for outputting a signal corresponding to the rotation of the crankshaft in the internal combustion engine 1, a pressure sensor 17 for detecting the intake pressure (supercharging pressure) of the internal combustion engine 1, and a first motor.
- a rotation speed sensor 18 for detecting the rotation speed of the generator 4 is also connected.
- the output port of the electronic control unit 15 includes drive circuits for various devices for operating the internal combustion engine 1, a drive circuit for the supercharging device 1a (supercharging pressure variable mechanism), a drive circuit for the first motor generator 4, A drive circuit for the second motor generator 5 and a drive circuit for the inverter 7 are connected.
- the electronic control unit 15 obtains the vehicle required power Pt based on the driving state such as the vehicle speed V and the accelerator operation amount ACCP, and the storage amount SOC of the battery 6, and the power output from the internal combustion engine 1 so as to obtain the vehicle required power Pt. And the power output from the second motor generator 5 is controlled. Further, at this time, the first motor generator 4 operated by the internal combustion engine 1 functions as a generator to generate electric power, thereby driving the second motor generator 5 and the like and charging the battery 6. Like to get. And drive control of the internal combustion engine 1, the 1st motor generator 4, and the 2nd motor generator 5 in a vehicle is performed in consideration of suppressing energy consumption in the whole vehicle as much as possible.
- FIG. 2 is a control block diagram showing an outline of a series of processes (S1 to S5) for driving and controlling the internal combustion engine 1 and the first motor generator 4.
- a driver request torque Tp which is an output torque from the drive shaft 3 of the vehicle requested by the driver, is calculated based on the accelerator operation amount ACCP and the vehicle speed V (S1).
- the driver request torque Tp calculated in this way changes as shown in FIG. 3, for example, with respect to changes in the vehicle speed V and the accelerator operation amount ACCP.
- the running power P1 is calculated as the power of the internal combustion engine 1 necessary for turning the vehicle in response to the driver's request (S2).
- the charge / discharge required power P2 is calculated as the power of the internal combustion engine 1 necessary for operating the first motor generator 4 to generate power based on the storage amount SOC of the battery 6. Is also performed (S3).
- the charge / discharge required power P2 calculated in this way changes as shown in FIG. 4, for example, with respect to the change in the charged amount SOC.
- the vehicle required power Pt is calculated by summing the charge / discharge required power P2 and the above-described running power P1 (S4).
- the vehicle required power Pt is a total value of power required to be output from the internal combustion engine 1 for the entire vehicle.
- the required value Ter of the output torque Te of the engine 1 for outputting the power corresponding to the vehicle required power Pt from the internal combustion engine 1, and the target value Net of the engine speed Ne. Is calculated (S5).
- the power of the internal combustion engine 1 is determined by a combination of the output torque Te of the engine 1 and the engine rotational speed Ne.
- the combination (operating point) of the output torque Te and the engine rotational speed Ne that optimizes the fuel consumption of the internal combustion engine 1 follows, for example, the solid line (fuel consumption optimal line) in FIG. Change.
- the vehicle required power Pt is indicated by a broken line.
- the broken line indicating the vehicle required power Pt changes as follows, for example, corresponding to the magnitude of the vehicle required power Pt. That is, as the vehicle required power Pt decreases, the broken line changes in a direction closer to the origin of the graph of FIG. 5, while as the vehicle required power Pt increases, the broken line changes in a direction away from the origin of the graph of FIG.
- the request value Ter calculated in this way is a value determined based on the accelerator operation amount ACCP of the driver through the processing of S1 to S5 in FIG. Then, when the required value Ter of the output torque Te of the internal combustion engine 1 and the target value Net of the engine rotational speed Ne are calculated in the process of S5, the output torque Te of the internal combustion engine 1 is set to the required value Ter.
- Drive control for example, control of the throttle opening in the engine 1 is performed. Further, the output torque Te of the engine 1 is adjusted to the required value Ter through the drive control of the internal combustion engine 1, and the engine functions as a generator so that the engine rotational speed Ne becomes the target value Net under the circumstances. Drive control of the first motor generator 4 is performed.
- the magnitude of the torque is adjusted.
- FIG. 1 The relationship between the output torque Te, the engine rotational speed Ne, and the negative torque Tg when the engine rotational speed Ne is adjusted to the target value Net while adjusting the output torque Te of the internal combustion engine 1 in this way is shown in FIG. It is shown in FIG. In adjusting the output torque Te of the internal combustion engine 1 to the required value Ter, the magnitude of the negative torque Tg required to suppress the engine rotational speed Ne to the target value Net increases as the output torque Te increases. . Incidentally, when the internal combustion engine 1 is steadily operated in a state where the engine rotational speed Ne is adjusted to the target value Net while the output torque Te is adjusted to the required value Ter, it is between the output torque Te and the negative torque Tg.
- the second motor generator 5 controls the drive so that a torque deficient with respect to the driver request torque Tp of the torque Ts is output from the second motor generator 5. Is done.
- the boost pressure control of the internal combustion engine 1 may be performed as follows. That is, the target supercharging pressure is obtained based on the engine operating state such as the output torque Te and the engine rotational speed Ne of the internal combustion engine 1, and the actual supercharging pressure of the internal combustion engine 1 is adjusted to the target supercharging pressure.
- the supercharging device 1a (supercharging pressure variable mechanism) shown in FIG.
- the output torque Te of the engine is more likely to increase as the supercharging pressure becomes higher. Therefore, when determining the optimum fuel consumption line (solid line) in FIG.
- the output torque Te of the engine 1 tends to increase as the supercharging pressure becomes higher as described above.
- the maximum value Tgm of the negative torque Tg that can be applied to the engine 1 is the rotational speed of the first motor generator 4. It changes according to Ng. Specifically, the maximum value Tgm of the negative torque Tg by the first motor generator 4 changes in a manner indicated by a solid line in FIG. 7 with respect to the change in the rotational speed Ng of the first motor generator 4, while the change is the first motor generator. 4 changes as indicated by the arrow with respect to a decrease in the boosted voltage VH for operating 4. For this reason, the maximum value Tgm of the negative torque Tg by the first motor generator 4 tends to decrease as the rotational speed Ng of the first motor generator 4 increases, and tends to decrease as the boost voltage VH decreases. .
- the maximum value Tgm of the negative torque Tg by the first motor generator 4 tends to decrease as the vehicle speed V increases. This is because three of the rotational speed of the drive shaft 3 (corresponding to the vehicle speed V), the engine rotational speed Ne, and the rotational speed Ng of the first motor generator 4 are related to each other as shown in FIG. In FIG. 8, (a) shows the above three relationships at a high vehicle speed, and (b) shows the above three relationships at a low vehicle speed.
- the engine rotational speed Ne is to be adjusted under the condition that the rotational speed (vehicle speed V) of the drive shaft 3 is constant at both low and high vehicle speeds, the rotational speed of the first motor generator 4 It is necessary to change Ng as indicated by an arrow.
- the rotation speed Ng of the first motor generator 4 must be changed in the high rotation region when adjusting the engine rotation speed Ne, compared to the time of the low vehicle speed shown in (b). I must. Therefore, as the vehicle speed V increases, the rotational speed Ng of the first motor generator 4 increases, and as it can be seen from FIG. 8, the maximum value Tgm of the negative torque Tg by the first motor generator 4 tends to decrease.
- the setting of the target supercharging pressure of the internal combustion engine 1 is assumed to be the output torque Te and the internal combustion engine 1. If the determination is made only based on the engine operating state such as the engine speed Ne, the following situation may occur. That is, since the target supercharging pressure of the internal combustion engine 1 is set without considering the operating state of the first motor generator 4 (rotational speed Ng and the like), the negative torque Tg that can be applied to the internal combustion engine 1 is set. When the first motor generator 4 is in an operating state where the maximum value Tgm is small, a situation may occur in which the target boost pressure of the internal combustion engine 1 is set to a high value.
- the engine's supercharging pressure is temporarily increased due to a change in the engine operating state or the like. If the output torque Te is excessively increased, the excessive increase of the engine speed Ne at that time may not be suppressed by the negative torque Tg by the first motor generator 4 acting on the internal combustion engine 1. Specifically, when the negative torque Tg by the first motor generator 4 is applied to the internal combustion engine 1 in order to suppress the engine rotational speed Ne to the target value Net, the engine rotational speed Ne is set to the above value even if the negative torque Tg is set to the maximum value Tgm. The target value Net may not be suppressed. Thus, if the engine speed Ne cannot be suppressed to the target value Net even when the maximum value Tgm of the negative torque Tg is applied to the internal combustion engine 1, the engine speed Ne is excessively increased with respect to the target value Net. To do.
- the target supercharging pressure of the internal combustion engine 1 is set lower as the rotational speed Ng of the first motor generator 4 becomes higher. Based on the premise that the supercharging pressure of the internal combustion engine 1 is adjusted to the target supercharging pressure that is variable based on the operating state (rotational speed Ng) of the first motor generator 4 in addition to the engine operating state.
- the fuel efficiency optimum line (solid line) in FIG. 3 is defined, and the required value Ter of the output torque Te of the internal combustion engine 1 and the target value Net of the engine rotational speed Ne are calculated by the process of S5 in FIG. .
- the engine 1 is controlled so that the output torque Te of the internal combustion engine 1 becomes the required value Ter under the state where the supercharging pressure of the internal combustion engine 1 is matched with the target supercharging pressure. Then, the first torque that acts on the internal combustion engine 1 through the control of the first motor generator 4 so as to keep the engine rotational speed Ne at the target value Net while adjusting the output torque Te of the internal combustion engine 1 to the required value Ter in this way. The magnitude of the negative torque Tg by the motor generator 4 is adjusted.
- the boost pressure when the output torque Te of the internal combustion engine 1 is adjusted to the required value Ter becomes lower as the rotational speed Ng of the first motor generator 4 becomes higher. Therefore, as described above, when the target supercharging pressure of the internal combustion engine 1 is set lower as the rotational speed Ng of the first motor generator 4 becomes higher, the output of the internal combustion engine 1 becomes higher as the rotational speed Ng of the first motor generator 4 becomes higher.
- the target supercharging pressure is set so that the supercharging pressure when the torque Te is adjusted to the required value Ter is lowered.
- FIG. 9 is a flowchart showing an execution procedure of the supercharging pressure control.
- the supercharging pressure control routine shown in the figure is periodically executed through the electronic control unit 15 by, for example, a time interruption every predetermined time during the operation of the internal combustion engine 1.
- a target boost pressure is set (S101).
- the parameters such as the output torque Te, the engine rotational speed Ne, and the rotational speed Ng of the first motor generator 4 here, actual values (current values) obtained by sensors or the like of these parameters may be used.
- the target value of each parameter set through 15 may be used.
- the target values for the output torque Te and the engine rotational speed Ne the required value Ter and the target value Net calculated in the process of S5 in FIG. 2 can be used.
- the target boost pressure in the process of S101 is set such that the target boost pressure decreases as the rotational speed Ng increases and the boost voltage VH decreases.
- the supercharging pressure is lowered.
- the supercharging device 1a (supercharging pressure variable mechanism) is driven and controlled so that the supercharging pressure of the internal combustion engine 1 is adjusted to the set target supercharging pressure (S102).
- the boost pressure of the internal combustion engine 1 can be lowered as the rotational speed Ng increases and the realizable maximum value Tgm of the negative torque Tg applied to the internal combustion engine 1 by the first motor generator 4 decreases. it can.
- the boost pressure of the internal combustion engine 1 is lowered as the boosted voltage VH becomes lower and the realizable maximum value Tgm of the negative torque Tg that can be applied to the internal combustion engine 1 by the first motor generator 4 becomes smaller. You can also.
- the output torque Te of the internal combustion engine 1 Since the output torque Te of the internal combustion engine 1 is unlikely to increase under a state where the supercharging pressure is low, the output torque Te of the internal combustion engine 1 accompanying a temporary excessive increase in the supercharging pressure due to a change in the engine operating state or the like. It is possible to make it difficult to cause a temporary rise. Therefore, when the negative torque Tg by the first motor generator 4 is applied to the internal combustion engine 1 in order to keep the engine rotational speed Ne at the target value Net, the maximum realizable value Tgm of the negative torque Tg becomes small. Originally, it is possible to prevent the output torque Te of the internal combustion engine 1 from being temporarily excessively increased, thereby causing the negative torque Tg to be insufficient and preventing the engine speed Ne from being suppressed to the target value Net.
- the engine rotational speed Ne increases excessively with respect to the target value Net due to the increase in the supercharging pressure by the supercharger in the internal combustion engine 1, or the power generation amount of the first motor generator 4 increases too much. It can suppress that the component durability fall by overcurrent arises.
- the output torque Te of the internal combustion engine 1 can be adjusted to the required value Ter as much as possible while doing this.
- the setting of the target supercharging pressure as the rotational speed Ng of the first motor generator 4 becomes higher can be realized as follows. Based on the vehicle required power Pt calculated in the process of S4 in FIG. 2 and the rotational speed Ng of the first motor generator 4 detected by the rotational speed sensor 18, the target supercharging pressure is decreased as the rotational speed Ng increases. Set as follows. In this case, the optimum operating point of the internal combustion engine 1 under the condition that the supercharging pressure of the internal combustion engine 1 by the supercharger is adjusted to the target supercharging pressure, that is, the output torque and rotational speed of the internal combustion engine, It is preferable that the output torque in the combination is the required value Ter, and the engine speed in the combination is the target value Net.
- the rotation speed Ng of the first motor generator 4 that is a parameter for setting the target supercharging pressure
- the current value actual measurement value obtained based on the detection signal from the rotation speed sensor 18
- a target value set by the electronic control unit 15 This target value is calculated based on the vehicle speed (corresponding to the rotational speed of the second motor generator 5) and the target value Net of the engine rotational speed Ne through the electronic control unit 15. The value calculated in this way is set as a target value for the rotational speed Ng of the first motor generator 4 by the electronic control unit 15.
- the setting of the target supercharging pressure as the rotational speed Ng of the first motor generator 4 becomes higher can be realized as follows. That is, the target boost pressure is set based on the engine operating state such as the output torque Te and the engine rotational speed Ne of the internal combustion engine 1, and the upper limit value for restricting the upper limit of the target boost pressure is set for the first motor generator 4. It sets so that it may become a low value, so that the rotational speed Ng becomes high. Then, by limiting the target boost pressure with the upper limit set in this way, the target boost pressure is lowered as the rotational speed Ng of the first motor generator 4 is increased. In this case, it is preferable to set the required value Ter of the output torque Te of the internal combustion engine 1 as a value under a situation where the supercharging pressure is equal to or lower than the upper limit value of the target supercharging pressure.
- the target boost pressure may be set lower as the rotational speed Ng of the first motor generator 4 becomes higher only when a failure due to power generation of the first motor generator 4 occurs.
- a failure occurs due to the power generation of the first motor generator 4 for example, when the first motor generator 4 is abnormally hot due to excessive power generation of the first motor generator 4,
- the power generation limitation of the first motor generator 4 for suppressing the vehicle overcharge of the vehicle due to the power generation at 1 is possible.
- the target supercharging pressure is set to be lower as the rotational speed Ng of the first motor generator 4 is higher, so that the variable setting of the target supercharging pressure based on the rotational speed Ng is performed wastefully. The occurrence of the above-described problem can be suppressed without any problems.
- the setting of the target boost pressure lower as the rotation speed Ng of the first motor generator 4 becomes higher is realized by including the rotation speed Ng in the parameter used for calculating the target boost pressure. It can also be realized by changing the engine operating state so that the target boost pressure is lowered through drive control.
- a variable capacity turbocharger or the like may be employed as a supercharger in the supercharger 1a.
- the turbocharger since the supercharging pressure can be made variable through variable capacity of the turbocharger, the turbocharger also serves as the supercharging pressure varying mechanism.
- a mechanical supercharger or an electric supercharger may be employed.
- a mechanical supercharger it is conceivable to provide a valve or the like for releasing the supercharged air from the supercharger from the intake system of the internal combustion engine 1 as a supercharging pressure variable mechanism.
- an electric supercharger when used as a supercharger, the supercharger can be made variable by controlling the drive of the supercharger, so that the supercharger also serves as a supercharging pressure variable mechanism. Become.
- the present invention is applied to a split type hybrid vehicle as a vehicle equipped with a motor and an internal combustion engine as a prime mover, but the present invention may be applied to a series type hybrid vehicle or a parallel type hybrid vehicle.
- SYMBOLS 1 Internal combustion engine, 1a ... Supercharging device, 2 ... Power split gear mechanism, 3 ... Drive shaft, 4 ... 1st motor generator, 5 ... 2nd motor generator, 6 ... Battery, 7 ... Inverter, 8 ... Accelerator pedal, DESCRIPTION OF SYMBOLS 9 ... Acceleration position sensor, 10 ... Vehicle speed sensor, 11 ... Wheel, 12 ... Counter gear, 13 ... Final gear, 14 ... Reduction gear mechanism, 15 ... Electronic control unit, 16 ... Crank position sensor, 17 ... Pressure sensor, 18 ... Rotational speed sensor
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Abstract
Description
Claims (9)
- 過給装置を備える内燃機関と同機関に対し負トルクを作用させつつ発電を行う電動発電機と同電動発電機で発生した電力を蓄えるバッテリとを搭載する車両の制御装置であって、前記過給装置は過給機と同過給機による過給圧を可変とする過給圧可変機構とを有し、前記制御装置は、アクセル操作量に応じて同機関の出力トルクの要求値を設定するとともに、前記過給圧が内燃機関の運転状態に基づき設定される目標過給圧に調整されるよう前記過給圧可変機構を制御する、車両の制御装置において、
前記電動発電機の回転速度が高くなるほど前記目標過給圧を低く設定し、その目標過給圧に対し前記過給圧を合わせた状態のもとで、内燃機関の出力トルクが前記アクセル操作量によって定められる前記要求値となるよう内燃機関を制御する制御部を備える、車両の制御装置。 - 前記制御部は、前記電動発電機の回転速度が高くなるほど内燃機関の出力トルクをその要求値に調整したときの前記過給圧が低くなるよう前記目標過給圧を設定する、請求項1記載の車両の制御装置。
- 前記制御部は、機関運転状態に基づき設定される目標過給圧の上限値を前記電動発電機の回転速度が高くなるほど低くし、その上限値で前記目標過給圧を制限することにより、同目標過給圧を前記電動発電機の回転速度が高くなるほど低く設定し、
内燃機関の出力トルクの要求値は、前記過給圧が前記目標過給圧の上限値以下となる状況下での値として設定される、請求項1記載の車両の制御装置。 - 前記制御部は、機関運転状態、前記電動発電機の回転速度、及び前記電動発電機を動作させるための電圧に基づき、前記電動発電機の回転速度が高くなるほど前記目標過給圧を低く設定し、且つ前記電圧が低くなるほど前記目標過給圧を低く設定する、請求項1記載の車両の制御装置。
- 前記車両は、第1回転要素、第2回転要素、及び第3回転要素を含む差動装置を搭載しており、内燃機関から出力される動力は前記差動装置を通じて車両の駆動軸及び前記電動発電機に伝達され、
前記第1回転要素は内燃機関に連結され、前記第2回転要素は前記電動発電機に連結され、前記第3回転要素は前記駆動軸に連結されており、
前記制御部は、内燃機関に作用する前記電動発電機による負トルクの大きさを調整して機関回転速度を目標値に制御する、請求項1~4のいずれか一項に記載の車両の制御装置。 - 前記差動装置は、前記第1回転要素であるプラネタリギヤ、前記第2回転要素であるサンギヤ、及び、前記第3回転要素であるリングギヤを含む遊星歯車機構を備え、
内燃機関は前記プラネタリギヤに対し回転伝達可能に連結され、前記電動発電機は前記サンギヤに対し回転伝達可能に連結され、前記駆動軸は前記リングギヤに対し回転伝達可能に連結される、請求項5記載の車両の制御装置。 - 前記制御部は、前記電動発電機の発電に起因する障害発生時に限って、前記電動発電機の回転速度が高くなるほど前記目標過給圧を低く設定する、請求項1~6のいずれか一項に記載の車両の制御装置。
- 前記制御部は、
内燃機関の出力トルクがアクセル操作量によって定められる前記要求値となるよう内燃機関を制御するに当たり、内燃機関の出力トルクが要求値に対し不足するときには、その不足分を補うべく内燃機関のスロットル開度を大きくし、
前記スロットル開度の増大によっては前記不足分を補いきれないときには、前記電動発電機によって内燃機関に作用させる負トルクを低減して機関回転速度を上昇させ、
前記機関回転速度の上昇に起因して同機関回転速度が許容上限値以上になるときには、同機関回転速度の上昇を抑制すべく内燃機関のスロットル開度を小さくする、
請求項1~7のいずれか一項に記載の車両の制御装置。 - 前記過給機は、内燃機関の排気の流れによって駆動されるターボチャージャである、請求項1~8のいずれか一項に記載の車両の制御装置。
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CN104245453B (zh) | 2017-03-08 |
CN104245453A (zh) | 2014-12-24 |
JP5949906B2 (ja) | 2016-07-13 |
US20150114322A1 (en) | 2015-04-30 |
DE112012006275T5 (de) | 2015-02-19 |
JPWO2013161025A1 (ja) | 2015-12-21 |
US9638096B2 (en) | 2017-05-02 |
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