WO2014014024A1 - Dispositif de commande pour rouler au point mort pour véhicule - Google Patents

Dispositif de commande pour rouler au point mort pour véhicule Download PDF

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Publication number
WO2014014024A1
WO2014014024A1 PCT/JP2013/069398 JP2013069398W WO2014014024A1 WO 2014014024 A1 WO2014014024 A1 WO 2014014024A1 JP 2013069398 W JP2013069398 W JP 2013069398W WO 2014014024 A1 WO2014014024 A1 WO 2014014024A1
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WIPO (PCT)
Prior art keywords
vehicle
control
engine
vehicle speed
motor
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Application number
PCT/JP2013/069398
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English (en)
Japanese (ja)
Inventor
飯島　章
Original Assignee
いすゞ自動車株式会社
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Filing date
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Publication of WO2014014024A1 publication Critical patent/WO2014014024A1/fr

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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
    • 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
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B60W2030/1809—Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/501—Vehicle speed
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H02P9/04—Control effected upon non-electric prime mover and dependent upon electric output value of the generator
    • 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
    • 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 alternately performs acceleration traveling in which a vehicle driven by an engine is accelerated to the upper limit vehicle speed by the engine after reaching the lower limit vehicle speed, and inertial traveling in which the engine is stopped after reaching the upper limit vehicle speed and the vehicle is allowed to travel to the lower limit vehicle speed.
  • the present invention relates to a vehicle inertial traveling control apparatus that is repeatedly performed by a vehicle.
  • Inertial travel control is known as a method for improving the travel fuel consumption of a vehicle.
  • inertial running control when the vehicle is in steady running (constant speed running), the clutch is disengaged and the engine is stopped, so that the vehicle runs in inertia (see, for example, Patent Document 1). .
  • Fig. 6 shows a running map during inertial running control.
  • the engine output is constantly 1.3 kW.
  • the engine output is 18.5 kW only during acceleration traveling (estimated value in the case of 2 ton trucks).
  • the engine output (engine load) during acceleration traveling is still low, and it can be said that there is still room for improving the traveling fuel consumption of the vehicle. This is because an engine generally tends to have a lower fuel consumption rate as the engine output increases.
  • an object of the present invention is to further improve the driving fuel consumption of the vehicle during inertial driving control.
  • an inertial running control device for a vehicle includes an acceleration running for accelerating a vehicle driven by an engine to an upper limit vehicle speed after reaching a lower limit vehicle speed, and after reaching the upper limit vehicle speed, An inertial traveling control device for a vehicle that causes the vehicle to alternately perform inertial traveling that causes the vehicle to travel inertially to the lower limit vehicle speed with the engine stopped, the motor generator coupled to the engine, and A power storage device connected to the motor generator, a motor assist control for rotationally driving the motor generator by the power storage device during the accelerated travel, and driving the motor generator to generate power for charging the power storage device And control means for switching between power generation control for increasing the engine output from that during the motor assist control.
  • the control means is configured to add a value obtained by adding a motor output at the time of the motor assist control to an engine output at the time of the motor assist control and an engine output necessary for causing the motor generator to generate power. It may be the engine output of the hour.
  • the control means may switch between the motor assist control and the power generation control when an intermediate vehicle speed between the lower limit vehicle speed and the upper limit vehicle speed is reached during the acceleration travel.
  • the power storage device may include a capacitor.
  • the capacitor may be an electric double layer capacitor or a lithium ion capacitor.
  • FIG. 1 is a schematic configuration diagram of a vehicle inertial traveling control apparatus according to an embodiment of the present invention. It is a driving
  • FIG. 1 shows a schematic configuration diagram of a vehicle inertial running control device.
  • a vehicle 1 in which the inertial traveling control device 10 according to the present embodiment is used includes a diesel engine (hereinafter simply referred to as an engine) 11 mounted on the vehicle 1 as a traveling drive source, and an engine 11.
  • An electronic control unit (hereinafter referred to as ECU) 17 that controls the devices 11 to 16, a propeller shaft 18 connected to the transmission 13, a differential gear (differential gear) 19 connected to the propeller shaft 18, and a difference
  • the left and right drive wheels (tires) 21L and 21R connected to the moving device 19 via the drive shaft 20 and the vehicle speed (traveling speed of the vehicle 1)
  • a vehicle speed sensor 22 for output.
  • the transmission 13 has a built-in clutch 12 interposed between the engine 11 and the transmission 13.
  • the clutch 12 for example, an automatic clutch such as an electromagnetic clutch can be used.
  • the connection / disconnection control of the clutch 12 is performed by operating a clutch actuator (not shown) according to an instruction signal input from the ECU 17.
  • the motor generator 14 for example, an integrated starter generator (ISG) or a motor generator (MG) can be used.
  • the rotating shaft 14S of the motor generator 14 is connected to the crankshaft 11S of the engine 11 via a motor generator pulley 23, a belt 24, and a crank pulley 25.
  • the motor generator 14 is driven as a motor (electric motor) when the DC power stored in the power storage device 16 is converted into AC power by the inverter 15 and supplied.
  • the motor generator 14 is driven as a generator (generator) by being rotated in conjunction with the crankshaft 11S of the engine 11.
  • a clutch (not shown) that is connected / disconnected in accordance with an instruction signal input from the ECU 17 may be provided on the rotating shaft 14 ⁇ / b> S of the motor generator 14.
  • the inverter 15 controls the electric power between the motor generator 14 and the power storage device 16 in accordance with an instruction signal input from the ECU 17. For example, when driving the motor generator 14 as a motor, the inverter 15 converts DC power stored in the power storage device 16 into AC power and supplies the AC power to the motor generator 14. Further, when driving the motor generator 14 as a generator, the inverter 15 converts the AC power generated by the motor generator 14 into DC power and then supplies the DC power to the power storage device 16.
  • the power storage device 16 includes a storage battery (battery) 26 and a capacitor 27 that are electrically connected to the inverter 15.
  • the storage battery 26 and the capacitor 27 are disposed in parallel in the electric circuit.
  • the storage battery 26 for example, a lead storage battery or a lithium ion storage battery can be used.
  • the capacitor 27 for example, an electric double layer capacitor or a lithium ion capacitor can be used. Note that only a basic electric circuit is shown in FIG. 1, and a charge monitoring circuit for the storage battery 26 is not shown.
  • the ECU 17 performs various controls of equipment mounted on the vehicle 1 such as the engine 11 and the clutch 12. In order to perform these various controls, the ECU 17 receives output signals from various sensors such as a vehicle speed sensor 22, an engine speed sensor (not shown), an accelerator position sensor (not shown).
  • various sensors such as a vehicle speed sensor 22, an engine speed sensor (not shown), an accelerator position sensor (not shown).
  • the ECU 17 causes the vehicle 1 to travel inertially while disengaging the clutch 12 and stopping the engine 11 when the vehicle 1 is in steady travel (constant speed travel). That is, the ECU 17 starts inertial running control when the vehicle 1 becomes steady running (constant speed running).
  • This inertial running control includes acceleration traveling in which the vehicle 1 is accelerated to the upper limit vehicle speed VH by the engine 11 after reaching the lower limit vehicle speed VL, and the clutch 12 is disengaged after the upper limit vehicle speed VH is reached and the engine 11 is stopped to bring the vehicle 1 to the lower limit vehicle speed.
  • the vehicle 1 is made to repeatedly perform inertial traveling to inertially up to VL (see FIG. 2).
  • FIG. 2 shows a travel diagram during inertial travel control according to the present embodiment. 6 that are equivalent to or equivalent to the vehicle speed and the engine output in the travel diagram shown in FIG.
  • the ECU 17 disengages the clutch 12 and stops the engine 11. If the vehicle 1 travels at a constant vehicle speed (for example, constant 60 km / h) during normal travel (engine travel), the vehicle 1 travels with inertia (inertia travel). As a result, the vehicle speed gradually decreases.
  • the ECU 17 connects the clutch 12 and the engine 11 when the vehicle speed reaches the lower limit vehicle speed VL (for example, 58.9 km / h) [VL ⁇ VLa] during inertial running. Is restarted. Then, the ECU 17 accelerates the vehicle 1 from the lower limit vehicle speed VL to the upper limit vehicle speed VH by the engine 11 (accelerated running).
  • VL for example, 58.9 km / h
  • VL ⁇ VLa the ECU 17 accelerates the vehicle 1 from the lower limit vehicle speed VL to the upper limit vehicle speed VH by the engine 11 (accelerated running).
  • the ECU 17 performs motor assist control for driving the motor generator 14 as a motor by the power storage device 16 during acceleration traveling, and drives the motor generator 14 as a generator for charging the power storage device 16 and the engine.
  • the power generation control for increasing the output compared with the motor assist control is performed by switching.
  • the engine output EN at the time of the motor assist control is the same engine output (that is, 18.5 kW) as that at the inertial running control shown in FIG. 6, and the motor output M at the time of the motor assist control is, for example, 4 kW. To do. Therefore, during acceleration traveling and during motor assist control, the vehicle 1 accelerates with an output EM (22.5 kW) that combines the engine output EN and the motor output M.
  • the engine output EG at the time of power generation control generates power from the motor output M at the time of motor assist control (that is, 4 kW) and the motor generator 14 at the time of the motor output at the time of motor assist control.
  • the engine output G (for example, 4 kW) necessary for operation is added to the engine output (that is, 26.5 kW). Therefore, during acceleration traveling and during power generation control, the vehicle 1 accelerates at an engine output (22.5 kW) obtained by subtracting the engine output G necessary for power generation operation of the motor generator 14 from the engine output EG.
  • the vehicle 1 Since the output contributing to the acceleration of the vehicle 1 is the same during the motor assist control and during the power generation control, the vehicle 1 is accelerated from the lower limit vehicle speed VL to the upper limit vehicle speed VH even if the motor assist control and the power generation control are switched during acceleration traveling. Accelerate at a constant rate. Further, since the intermediate vehicle speed VM is the intermediate vehicle speed between the lower limit vehicle speed VL and the upper limit vehicle speed VH, the time for performing the motor assist control is equal to the time for performing the power generation control.
  • FIG. 3 shows an example of a control flow by the ECU 17. This control is started when the vehicle 1 is in steady running (constant speed running).
  • step S11 the ECU 17 disconnects the clutch 12 and stops the engine 11 to start inertial traveling or switch from acceleration traveling to inertial traveling.
  • step S12 the ECU 17 determines whether or not the detection value (vehicle speed) of the vehicle speed sensor 22 has reached the lower limit vehicle speed VL that is a threshold during inertial running. If the vehicle speed is less than or equal to the lower limit vehicle speed VL, the process proceeds to step S13. If the vehicle speed is not less than or equal to the lower limit vehicle speed VL, the process returns to the determination in step S12.
  • vehicle speed vehicle speed
  • step S13 the ECU 17 connects the clutch 12 and restarts the engine 11. That is, the ECU 17 switches from inertia traveling to acceleration traveling.
  • step S14 the ECU 17 performs motor assist control for driving the motor generator 14 as a motor by the power storage device 16.
  • step S15 the ECU 17 determines whether or not the detected value (vehicle speed) of the vehicle speed sensor 22 has reached the threshold vehicle speed VM during acceleration traveling and during motor assist control. If the vehicle speed is equal to or higher than the intermediate vehicle speed VM, the process proceeds to step S16. If the vehicle speed is not equal to or higher than the intermediate vehicle speed VM, the process returns to the determination in step S15.
  • vehicle speed vehicle speed
  • step S16 the ECU 17 performs power generation control for driving the motor generator 14 as a generator to charge the power storage device 16 and increasing the engine output as compared with the motor assist control. That is, the ECU 17 switches from motor assist control to power generation control during acceleration traveling.
  • step S17 the ECU 17 determines whether or not the detected value (vehicle speed) of the vehicle speed sensor 22 has reached the upper limit vehicle speed VH during acceleration traveling and during power generation control. If the vehicle speed is equal to or higher than the upper limit vehicle speed VH, the present control is returned. If the vehicle speed is not equal to or higher than the upper limit vehicle speed VH, the process returns to the determination in step S17.
  • vehicle speed vehicle speed
  • the ECU 17 performs motor assist control for driving the motor generator 14 as a motor by the power storage device 16 during acceleration traveling, and drives the motor generator 14 as a generator for charging the power storage device 16 and the engine.
  • the power generation control for increasing the output compared with the motor assist control is performed by switching.
  • the vehicle 1 is an engine required for the motor generator 14 to generate power from the engine output EG.
  • the engine can be accelerated with the engine output (22.5 kW) obtained by subtracting the output G, and can be quickly returned to the upper limit vehicle speed VH.
  • the inertial running control shown in FIG. 2 can increase the stop time of the engine 11 (time for inertial running) by 3 seconds as compared with the inertial running control shown in FIG.
  • the engine output (engine load) can be increased by 4 kW on average over time.
  • the engine output is always 1.3 kW.
  • the stop time of the engine 11 in the inertia traveling control (18.5 kW) shown in FIG. 6 is the inertia traveling control (22.5 kW) shown in FIG.
  • the fuel consumption is still inferior to the coasting control shown in FIG. 2 by about 5%.
  • the power storage device 16 since the power storage device 16 includes a capacitor 27 that generally has a lower internal resistance than the storage battery 26, the capacitor 27 can instantaneously charge and discharge large power (about 4 kW). Therefore, the capacitor 27 is indispensable for the power storage device 16 from the viewpoint of instantaneously charging / discharging high power (about 4 kW).
  • the engine output (engine load) during acceleration traveling can be set high, and the traveling fuel consumption of the vehicle 1 during inertial traveling control can be further improved.
  • the motor assist control and the power generation control are performed in this order during one acceleration travel.
  • the power generation control and the motor assist control are performed in this order.
  • the inertial running control shown in FIG. 4 differs from the inertial running control shown in FIG. 2 in the control flow in steps S14 and S16 (see FIG. 5).
  • the ECU 17 drives the motor generator 14 as a generator to charge the power storage device 16 and increases the engine output more than that during motor assist control. Perform power generation control.
  • step S26 the ECU 17 performs motor assist control in which the power generator 16 drives the motor generator 14 as a motor. That is, in step S26, the ECU 17 performs motor assist control and also performs control for reducing the engine output with respect to the time of power generation control.
  • a main switch for selectively switching whether or not the inertial travel control can be executed may be provided in the driver's seat of the vehicle. That is, it is possible to select whether or not to perform inertial running control by operating the main switch by the driver.
  • the motor generator 14 has been described as having the rotating shaft 14S connected to the crankshaft 11S of the engine 11 via the motor generator pulley 23 and the like, the present invention is not limited to this.
  • the motor generator 14 may be interposed between the clutch 12 and the transmission 13.
  • the engine 11 is not limited to a diesel engine, and can be widely applied to a gasoline engine or the like.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Eletrric Generators (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un dispositif de commande pour rouler au point mort destiné à être utilisé dans un véhicule et capable d'améliorer l'efficience énergétique lors de la commande pour rouler au point mort. L'invention concerne un dispositif de commande pour rouler au point mort (10) destiné à être utilisé dans un véhicule (1) et pour la conduite répétée en alternance d'un véhicule (1) par un déplacement en accélération pour utiliser un moteur (11), et l'accélération d'un véhicule (1) propulsé par le moteur (11) jusqu'à une vitesse de limite supérieure (VH), lorsque le véhicule atteint une vitesse de limite inférieure (VL), et par un déplacement au point mort pour le déplacement au point mort du véhicule (1) au moyen d'inertie jusqu'à une vitesse de limite inférieure (VL), avec le moteur (11) arrêté, lorsque le véhicule (1) atteint la vitesse de limite supérieure (VH). Le dispositif de commande pour rouler au point mort (10) est équipé : d'un moteur-générateur (14); connecté au moteur (11); d'un dispositif de stockage d'énergie (16) connecté au moteur-générateur (14); et d'un moyen de commande (17) pour une commutation en déplacement par accélération entre une commande d'assistance moteur pour la rotation et l'alimentation du moteur-générateur (14) au moyen du dispositif de stockage d'énergie (16), et d'une commande de génération d'énergie pour accroître le rendement-moteur à un niveau supérieur à celui d'une commande d'assistance moteur, et pour entraîner la génération d'énergie par le moteur-générateur afin de charger le dispositif de stockage d'énergie (16).
PCT/JP2013/069398 2012-07-19 2013-07-17 Dispositif de commande pour rouler au point mort pour véhicule WO2014014024A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012160558A JP2014019323A (ja) 2012-07-19 2012-07-19 車両の惰性走行制御装置
JP2012-160558 2012-07-19

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015161848A1 (fr) * 2014-04-24 2015-10-29 Schaeffler Technologies AG & Co. KG Fonction d'un véhicule automobile en roue libre
GB2529510A (en) * 2014-06-09 2016-02-24 Toyota Motor Co Ltd Control device for vehicle and control method for vehicle
CN107914701A (zh) * 2016-10-10 2018-04-17 福特全球技术公司 手动变速器车辆的或与手动变速器车辆有关的改进

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6368267B2 (ja) * 2015-03-30 2018-08-01 日本圧着端子製造株式会社 コネクタ及び電気的接続装置
JP6414175B2 (ja) * 2016-10-12 2018-10-31 スズキ株式会社 エンジン駆動制御システム
WO2018155082A1 (fr) * 2017-02-22 2018-08-30 日立オートモティブシステムズ株式会社 Dispositif de commande de véhicule

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