WO2014038442A1 - Appareil de commande de véhicule hybride - Google Patents

Appareil de commande de véhicule hybride Download PDF

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Publication number
WO2014038442A1
WO2014038442A1 PCT/JP2013/072967 JP2013072967W WO2014038442A1 WO 2014038442 A1 WO2014038442 A1 WO 2014038442A1 JP 2013072967 W JP2013072967 W JP 2013072967W WO 2014038442 A1 WO2014038442 A1 WO 2014038442A1
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WIPO (PCT)
Prior art keywords
soc
remaining capacity
capacitor
internal combustion
combustion engine
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PCT/JP2013/072967
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English (en)
Japanese (ja)
Inventor
正典 松下
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本田技研工業株式会社
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Publication of WO2014038442A1 publication Critical patent/WO2014038442A1/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
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • 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
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/082—Selecting or switching between different modes of propelling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/085—Changing the parameters of the control units, e.g. changing limit values, working points by control input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/12—Driver interactions by confirmation, e.g. of the input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/215—Selection or confirmation of options
    • 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
    • B60W2710/24—Energy storage means
    • B60W2710/242—Energy storage means for electrical energy
    • B60W2710/244—Charge state
    • 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
    • B60Y2400/21—External power supplies
    • B60Y2400/214—External power supplies by power from domestic supply, e.g. plug in supplies
    • 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
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • a hybrid vehicle is conventionally known that includes an internal combustion engine, an electric motor, and a capacitor that can be charged by electric power generated by the electric motor (generator) with the power of the internal combustion engine.
  • Such a hybrid vehicle can travel in various travel modes, for example, can travel in an EV mode in which the internal combustion engine is stopped and travel is performed only by the output of a motor driven by the electric power of a storage battery.
  • the present invention has been made in view of the above-described problems, and an object of the present invention is to ensure SOC of a capacitor according to a user's instruction without causing deterioration in fuel consumption, and enable traveling in accordance with the user's intention And providing a control device for the hybrid vehicle.
  • the invention according to claim 2 is the control device for a hybrid vehicle according to claim 1, further comprising a control map defining a control pattern of the drive of the internal combustion engine and the charge and discharge of the capacitor according to the remaining capacity of the capacitor.
  • a storage unit (for example, a memory in an embodiment to be described later) is further provided, and the control unit corresponds to a value obtained by offsetting the remaining capacity of the capacitor in the direction of decreasing a predetermined amount when performing the remaining capacity maintenance mode The driving of the internal combustion engine and the charge and discharge of the storage battery are controlled based on a control map.
  • the SOC can be increased by controlling the driving of the internal combustion engine and the charge and discharge of the capacitor so that the SOC of the capacitor becomes a predetermined value, and the traveling according to the user's intention is It becomes possible.
  • the SOC maintenance mode can be switched to maintain the SOC of the storage battery. Running is possible.
  • FIG. 2 is a view schematically showing the main part of a drive system in the vehicle shown in FIG. 1; It is a figure showing the driving state in each traveling mode of the vehicle shown in Drawing 1, and (a) is EV mode, (b) and (c) are two modes of series mode, (d) is at the time of engine direct connection mode. It is a figure which shows a driving state. It is a time chart which shows an example of the relation between the vehicle speed with the run of vehicles, and SOC of a capacitor in conventional control.
  • the traveling mode of the series HEV there is a traveling mode in which the vehicle travels by the driving force of a motor driven by power supply from a storage battery. At this time, the internal combustion engine is not driven. In addition, there is a traveling mode in which driving is performed by the driving force of a motor driven by supply of power from both the storage battery and the generator, supply of power from only the generator, or the like. At this time, the internal combustion engine is driven for power generation in the generator.
  • the parallel type HEV travels by the driving force of either or both of the electric motor and the internal combustion engine.
  • a traveling mode of the parallel HEV in particular, there is a mode in which traveling is performed by the driving force of only the internal combustion engine.
  • FIG. 1 is a block diagram showing an internal configuration of a series / parallel type HEV.
  • a series / parallel type HEV (hereinafter simply referred to as “vehicle”) 1 includes a capacitor (BATT) 101, a converter (CONV) 103, a first inverter (first INV) 105, and an electric motor (MOT) 107, internal combustion engine (ENG) 109, generator (GEN) 111, second inverter (second INV) 113, engine direct coupling clutch (hereinafter simply referred to as “clutch”) 115, gearbox (Hereinafter simply referred to as "gear”) 119, a vehicle speed sensor 121, a rotation speed sensor 123, and a management ECU (MG ECU) 125.
  • the dotted arrows in FIG. 1 indicate value data, and the solid lines indicate control signals including instruction content.
  • the capacitor 101 has a plurality of storage cells connected in series, and supplies a high voltage of, for example, 100 to 200 V.
  • the storage cell is, for example, a lithium ion battery or a nickel hydrogen battery.
  • Converter 103 steps up or down the direct current output voltage of storage battery 101 as it is.
  • the first inverter 105 converts a DC voltage into an AC voltage and supplies a three-phase current to the motor 107. Further, the first inverter 105 converts an alternating voltage input at the time of the regenerating operation of the motor 107 into a direct voltage and charges the storage battery 101. Furthermore, the capacitor 101 can be charged by the power of an external power supply (not shown) via the charger 126.
  • the motor 107 generates power for the vehicle 1 to travel.
  • the torque generated by the motor 107 is transmitted to the drive shaft 127 via the gear 119.
  • the rotor of the motor 107 is directly connected to the gear 119. Further, the motor 107 operates as a generator at the time of regenerative braking, and the electric power generated by the motor 107 is charged to the capacitor 101.
  • the internal combustion engine 109 is used only to drive the generator 111 when the clutch 115 is released and the vehicle 1 travels in series. However, when the clutch 115 is engaged, the output of the internal combustion engine 109 is transmitted to the drive shaft 127 via the generator 111, the clutch 115, and the gear 119 as mechanical energy for the vehicle 1 to travel.
  • the generator 111 is driven by the motive power of the internal combustion engine 109 to generate electric power.
  • the electric power generated by the generator 111 is charged to the storage battery 101 or supplied to the motor 107 via the second inverter 113 and the first inverter 105.
  • the second inverter 113 converts the AC voltage generated by the generator 111 into a DC voltage.
  • the power converted by the second inverter 113 is charged in the storage battery 101 or supplied to the motor 107 via the first inverter 105.
  • the clutch 115 connects and disconnects the transmission path of the driving force from the internal combustion engine 109 to the driving wheel 129 based on an instruction from the management ECU 125.
  • the gear 119 is, for example, one fixed gear equivalent to five gears. Therefore, gear 119 converts the driving force from motor 107 into the number of revolutions and torque at a specific gear ratio, and transmits it to drive shaft 127.
  • the vehicle speed sensor 121 detects the traveling speed of the vehicle 1 (vehicle speed VP). A signal indicating the vehicle speed VP detected by the vehicle speed sensor 121 is sent to the management ECU 125.
  • the rotational speed sensor 123 detects the rotational speed Ne of the internal combustion engine 109. A signal indicating the rotational speed Ne detected by the rotational speed sensor 123 is sent to the management ECU 125. Further, a signal indicating the input content to the HV switch (HV-SW) 124 disposed at an arbitrary position in the vehicle so as to be operable by the user is sent to the management ECU 125 via a meter or the like (not shown).
  • HV-SW HV switch
  • the management ECU 125 calculates the number of revolutions of the motor 107 based on the vehicle speed VP, connects and disconnects the clutch 115, detects the SOC of the storage battery 101, detects the accelerator pedal opening (AP opening), switches the traveling mode, and the motor 107. And controls the internal combustion engine 109 and the generator 111. Details of the management ECU 125 will be described later.
  • FIG. 2 schematically shows the main part of the drive system in vehicle 1 shown in FIG. 3 (a), (b), (c) and (d) are diagrams showing driving states according to the respective travel modes of the vehicle 1.
  • the vehicle 1 can travel by the driving force of the electric motor 107 driven by the power supply from the capacitor 101 with the clutch 115 released and the internal combustion engine 109 stopped. mode).
  • the vehicle 1 can also travel by the driving force of the electric motor 107 driven by the power supply generated by the generator by the power of the internal combustion engine 109 while releasing the clutch 115 (series mode).
  • the generator 111 In this traveling mode, as shown in FIG. 3B, the generator 111 generates only the electric power which can output the required output based on the accelerator pedal opening degree, the vehicle speed and the like by the power of the internal combustion engine 109. There is a mode. At this time, charging and discharging in the capacitor 101 are not performed in principle.
  • the power of the internal combustion engine 109 allows the generator 111 to charge the capacitor 101 by adding the required output based on the accelerator pedal position, vehicle speed, etc. to the electric power that the motor 107 can output. Power generation mode.
  • the required output is large, it is also possible to supply the electric power from the storage battery 101 to the electric motor 107 as assist electric power.
  • the vehicle 1 can travel also by the driving force of the internal combustion engine 109 by engaging the clutch 115 (engine direct connection mode).
  • engine direct connection mode when the required output is large, in addition to the driving force of the internal combustion engine 109, the driving force of the electric motor 107 driven by the power supply from the capacitor 101 can be used.
  • traveling modes are switched by the management ECU 125 in accordance with the SOC of the storage battery 101, the required output of the vehicle 1, and the like.
  • the SOC of the capacitor 101 is equal to or more than a predetermined value, the vehicle 1 travels in the EV mode.
  • FIG. 4 shows, for example, a change in SOC of the capacitor 101 when traveling from the user's home to the work site.
  • the storage battery 101 is almost fully charged.
  • the vehicle 1 that has started traveling at time point 0 travels in the suburbs with home and starts traveling on the expressway at time point t1. Thereafter, the vehicle 1 travels down the expressway at time t3 and travels to the work area in the city.
  • the vehicle 1 travels in the EV mode.
  • the SOC of the capacitor 101 is decreased at time t2 after the start of traveling on the expressway.
  • traveling in the EV mode can not be continued, so the vehicle 1 starts the internal combustion engine 109 and travels in the series mode or the engine direct connection mode.
  • the EV mode is originally suitable for traveling at a relatively low vehicle speed such as traveling in a city area. Furthermore, in urban areas, there is also a high demand for running with high quietness in the EV mode.
  • the timing of using the power of the storage battery 101 can be selected according to the user's intention. Specifically, when the user operates the HV switch 124 in a state where the SOC of the capacitor 101 is high to a certain extent, the “SOC maintenance (HV) mode” is implemented so as not to further reduce the SOC of the capacitor 101. As a result, since capacitor 101 can maintain a high SOC to a certain extent, it is possible to travel in the EV mode in a place or the like suitable for traveling in the EV mode according to the user's intention.
  • HV SOC maintenance
  • FIG. 5 shows the change of the SOC of the capacitor 101 in the case of traveling on the same course as that of FIG. 4 by the control of the present embodiment.
  • the vehicle 1 travels in the EV mode from time 0 in order to travel so as to use up the electric power of the storage battery 101 as in the conventional case.
  • a state in which the HV switch 124 is not operated is also referred to as a "normal mode”.
  • the user performs a short push on the HV switch 124 to implement the "SOC maintenance mode".
  • control is performed such that the value near the SOC at the time when the HV switch 124 is operated is maintained.
  • the details of the SOC maintenance mode will be described with reference to FIG.
  • the SOC maintenance mode execution flag is turned on at time t1 ', and the SOC maintenance mode is performed. Be done.
  • the target value of SOC is set by the management ECU 125.
  • the target value of the SOC of the capacitor 101 is determined in accordance with the SOC of the capacitor 101 at the time when the HV switch 124 is operated.
  • the target value may be set to the SOC of the capacitor 101 when the HV switch 124 is operated, but as in the example shown in FIG. 6, the SOC at the time when the HV switch 124 is operated is almost fully charged If it is a state, it may be set to a slightly lower value.
  • the management ECU 125 controls the drive of the internal combustion engine 109 and the charge / discharge of the motor 107 such that the SOC of the storage battery 101 substantially maintains this target value.
  • the management ECU 125 performs control with a predetermined hysteresis width above and below the target value of the SOC, and when the SOC falls below the HV hysteresis Lo, the internal combustion engine 109 is driven to generate electric power. If the value exceeds His Hi, the internal combustion engine 109 is stopped. By appropriately controlling the drive of the internal combustion engine 109 and the charge / discharge of the capacitor 101 in this manner, the SOC of the capacitor 101 is approximately maintained between the HV hysteresis Lo and the HV hysteresis Hi, and thus to the target value. . As the HV switch 124 is short-pressed again at time t3, the SOC maintenance mode implementation flag is turned OFF, and the mode returns to the normal mode.
  • the SOC maintenance mode between time points t1 (t1 ') to t3, the SOC of the capacitor 101 can be maintained approximately at the target value between time points t1 and t3. Further, since the internal combustion engine 109 can be driven between time points t1 and t3, traveling with a high required output such as traveling on a freeway can be performed by efficiently driving the internal combustion engine 109. Then, at the point in time when the user descends the expressway at time t3, the "SOC maintenance mode" is canceled by the user pressing the HV switch 124 for a short time. Thereafter, since the vehicle 1 travels in the EV mode as the “normal mode”, the vehicle 1 can travel efficiently and quietly in the city.
  • FIG. 7 (a) is a diagram showing a change in SOC accompanying vehicle travel when the SOC maintenance mode is not implemented, and (b) is a change in SOC accompanying vehicle travel when the SOC maintenance mode is implemented.
  • the vehicle 1 has a control map in which a control pattern for driving the internal combustion engine 109 and charging / discharging of the capacitor 101 is defined according to the level of SOC of the capacitor 101 in a memory or the like (not shown). As shown in FIGS.
  • the control map of the capacitor 101 has a SOC shortage near SOC 0, a discharge limited region where the SOC is low and discharge is limited, and a central value for a predetermined switching SOC.
  • the SOC standard region which is the maintenance target
  • the SOC surplus region in which the SOC is high, are divided and defined.
  • the SOC of the capacitor 101 is in the SOC surplus area at time point 0, and the management ECU 125 causes the vehicle 1 to travel in the EV mode.
  • the management ECU 125 controls the internal calculation based on the control map of the SOC standard area.
  • the SOC of the capacitor 101 is maintained within the SOC standard region.
  • the HV switch 124 is short-pressed at time t1, and the SOC maintenance mode implementation flag is ON.
  • the actual SOC (actual SOC) at this time t1 is in the SOC surplus area, but at this time, the management ECU 125 performs internal calculation based on the control map of the SOC standard area, instead of the control map of the SOC surplus area.
  • the internal calculation SOC is offset downward from the SOC of the capacitor 101 at time t1 when the HV switch 124 is short-pressed to a predetermined switching SOC in the SOC standard range, and the internal combustion engine 109 is driven. And control of charge and discharge of the capacitor 101.
  • the management ECU 125 controls the internal calculation SOC to maintain within the SOC standard region centered on the predetermined switching SOC.
  • the actual SOC is also predetermined based on the SOC at time t1. It will be maintained within the range.
  • the HV switch 124 when the HV switch 124 is pressed for a short time in a state where the SOC of the storage battery 101 is high to some extent, the SOC at that time can be maintained by implementing the SOC maintenance mode. it can.
  • the storage battery can be obtained by performing the “SOC recovery mode” by the operation of the HV switch 124 by the user. It is possible to recover the SOC of 101.
  • FIG. 8 shows a change in SOC of the capacitor 101 when traveling on the same course as that of FIG. 4 by another control of the present embodiment.
  • the vehicle 1 travels in the suburbs where there is a home in the EV mode, and starts traveling on the expressway at time t4.
  • the SOC of the capacitor 101 decreases at time t5 after the start of traveling on the expressway.
  • traveling in the EV mode can not be continued, so the vehicle 1 starts the internal combustion engine 109 and travels in the series mode or the engine direct connection mode.
  • the SOC recovery mode is implemented to charge the SOC of the capacitor 101.
  • the SOC recovery mode drive of the internal combustion engine 109 and charge / discharge of the capacitor 101 are controlled such that the SOC of the capacitor 101 is increased.
  • the user operates the HV switch 124 again to release the SOC recovery mode.
  • the SOC of the capacitor 101 has increased to a certain extent, so the vehicle 1 can travel in the EV mode, and can travel efficiently and quietly in the city.
  • the SOC recovery mode in the vehicle 1 traveling in the normal mode, when the HV switch 124 is pressed for a long time at time t6, the SOC recovery mode implementation flag is turned on at time t6 ', and the SOC recovery mode is implemented.
  • the target value of the SOC of the storage battery 101 is set by the management ECU 125.
  • the target value in the SOC recovery mode is predetermined, and is set to a value close to the fully charged state.
  • the management ECU 125 travels in the series mode while controlling the drive of the internal combustion engine 109 and the charge and discharge of the storage battery 101.
  • the SOC reaches the target value HV hysteresis Lo at time t7.
  • the management ECU 125 automatically switches from the SOC recovery mode to the SOC maintenance mode.
  • the control in the SOC maintenance mode is the same as that described above, and by appropriately controlling the drive of the internal combustion engine 109 and the charge and discharge of the capacitor 101, the SOC of the capacitor 101 is between the HV hysteresis Lo and the HV hysteresis Hi, In the end, we will generally maintain the target value.
  • the management ECU 125 turns off the SOC maintenance mode implementation flag and cancels the SOC maintenance mode, and shifts to the normal mode. Since the SOC of the storage battery 101 is maintained high enough at time t8, the vehicle 1 can travel in the EV mode.
  • the HV switch 124 is pressed for a long time to implement the SOC recovery mode.
  • the internal combustion engine 109 always maintains the drive state and generates electric power by the generator 111.
  • the electric power generated by the generator 111 is supplied to the motor 107 to drive the vehicle 1 and to charge the storage battery 101.
  • the management ECU 125 charges the capacitor 101 with the maximum charging power.
  • the power of the storage battery 101 is added to the power generated by the generator 111 by the driving force of the internal combustion engine 109. Contribute to the maximum power for assistance.
  • the value of the maximum charge power and the value of the assist upper limit power described above change depending on the level of the SOC of the capacitor 101, the SOC maintenance mode, the SOC recovery mode, and the implementation state of the normal mode.
  • the output at which the efficiency of the internal combustion engine 109 is most improved is used as a threshold, and the demand is higher than this.
  • the output (running load) is low, control is made to charge the capacitor 101 within the range of the series maximum charging power by the power generated by the generator 111 by the power of the internal combustion engine 109.
  • the management ECU 125 when the required output is higher than the above-mentioned threshold value, in addition to the electric power generated by the generator 111 by the driving force of the internal combustion engine 109, the electric power of the capacitor 101 is controlled to be contributed within the assist upper limit electric power.
  • the management ECU 125 when the SOC of the storage battery 101 is lower than a predetermined range, it is necessary to give priority to charging of the storage battery 101, so the management ECU 125 offsets the threshold value upward. Therefore, the management ECU 125 performs control to contribute power from the capacitor 101 only when the traveling load (required output) of the vehicle 1 becomes higher.
  • the management ECU 125 offsets the threshold value downward. Thereby, the required output of the vehicle 1 can be satisfied, and the SOC of the storage battery 101 can be controlled to an appropriate range.
  • the management ECU 125 can charge the capacitor 101 within the range of the series maximum charging power except when the traveling load of the vehicle 1 becomes higher.
  • the above threshold is always offset upward.
  • the SOC can be raised by giving priority to charging of the capacitor 101, and when the traveling load is high, the required output of the vehicle 1 can be satisfied.
  • the SOC of the capacitor 101 can be increased without deteriorating the fuel efficiency or damaging the vibration noise (NV) performance.
  • the vehicle 1 travels not in the engine direct connection mode but in the series mode since the generator 111 generates electric power and charges the capacitor 101 by the driving force of the internal combustion engine 109.
  • Controlled by The engine direct connection assist upper limit electric power is limited to 0, and by switching the engine direct connection assist traveling region at the normal time to the series mode, charging of the capacitor 101 can be appropriately performed by the driving force of the internal combustion engine 109.
  • the management ECU 125 turns off the SOC recovery mode implementation flag and turns on the SOC maintenance mode implementation flag to maintain the SOC from SOC recovery mode Switch to mode.
  • the configuration etc. where the management ECU 125 holds the control map and offsets the internal calculation SOC downward to control it are the same as the configuration described above.
  • the operation of the HV switch 124 includes a short press in which the pressing time is less than about 1 second and a long press in which the pressing time exceeds about 1 second.
  • the management ECU 125 switches between the normal mode, the SOC maintenance mode, and the SOC recovery mode according to the distinction between the short press and the long press of the HV switch 124 and the SOC of the capacitor 101 at the time of operation of the HV switch 124.
  • FIG. 13 is a diagram for explaining the number of SOC segments of storage battery 101. As the number of SOC segments increases from 0 to 8, the SOC of storage battery 101 is increased. As can be seen from FIG.
  • the management ECU 125 switches from the SOC maintenance mode to the normal mode.
  • the management ECU 125 also switches from the SOC maintenance mode to the normal mode even when the number of SOC segments decreases to 2 or less in the SOC maintenance mode.
  • the HV switch 124 is pressed for a long time in the SOC maintenance mode, if the number of SOC segments is 7 or less, the management ECU 125 switches from the SOC maintenance mode to the SOC recovery mode.
  • the HV switch 124 is pressed for a long time in the SOC maintenance mode, if the number of SOC segments is very high such as 8 and the capacitor 101 is in a fully charged state, the management ECU 125 continues the SOC maintenance mode.
  • the management ECU 125 switches from the SOC recovery mode to the normal mode. Further, in the SOC recovery mode, when the number of SOC segments is very high at 8, and the storage battery 101 is fully charged, the management ECU 125 switches from the SOC recovery mode to the SOC maintenance mode. In this manner, in the present embodiment, the management ECU 125 switches the mode according to the distinction between the short press and the long press of the HV switch 124 and the SOC of the capacitor 101 at the time of operation of the HV switch 124. It is possible to appropriately control the SOC of the capacitor 101 according to the intention.
  • the control of the drive of the internal combustion engine 109 and the charge / discharge of the capacitor 101 is controlled with the SOC of the capacitor 101 at the time of instruction from the user as a target value.
  • the SOC maintenance mode can be implemented by switching the control map defining the control pattern of the drive of the internal combustion engine 109 and the charge / discharge control of the capacitor 101 according to the SOC of the capacitor 101, the programming can be simplified. The required memory area can be reduced.
  • the SOC of the capacitor 101 can be increased by implementing the SOC recovery mode for controlling the driving of the internal combustion engine 109 and the charge and discharge of the capacitor 101 so that the SOC of the capacitor becomes a predetermined value, and the user's intention It is possible to drive along
  • the SOC maintenance mode can be switched to maintain the SOC of the capacitor 101, which allows the user to travel in line with the user's intention.
  • control device according to the present invention has been described as being applied to the series-parallel type HEV, the present invention is also applicable to the series type HEV and the parallel type HEV.
  • Hybrid vehicle vehicle 101 Capacitor 107 Motor 109 Internal combustion engine 111 Generator 124 HV switch 125 Management ECU 129 drive wheels

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

Abstract

L'appareil de commande de véhicule hybride (1) selon la présente invention contrôle la conduite d'un moteur à combustion interne (109) et la charge et décharge d'une unité (101) de stockage d'électricité sur la base de la valeur cible d'état de charge de l'unité (101) de stockage d'électricité qui est établie conformément à une entrée à un commutateur HT (124) et à l'état de charge de l'unité (101) de stockage d'électricité lors de l'entrée au commutateur HT (124). L'appareil de commande met en œuvre un mode de maintien du SOC, par exemple tel que l'état de charge de l'unité (101) de stockage d'électricité soit maintenu sensiblement au niveau de l'état de charge de l'unité (101) de stockage d'électricité lors de l'entrée au commutateur HT (124).
PCT/JP2013/072967 2012-09-10 2013-08-28 Appareil de commande de véhicule hybride WO2014038442A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012-199004 2012-09-10
JP2012199004A JP2016010981A (ja) 2012-09-10 2012-09-10 ハイブリッド車両の制御装置

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WO2014038442A1 true WO2014038442A1 (fr) 2014-03-13

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3000640A1 (fr) * 2014-09-23 2016-03-30 Hyundai Motor Company Système et procédé pour commander la charge d'un véhicule hybride

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008201262A (ja) * 2007-02-20 2008-09-04 Toyota Motor Corp ハイブリッド車両
JP2009143563A (ja) * 2009-01-26 2009-07-02 Toyota Motor Corp ハイブリッド車両
JP2011225079A (ja) * 2010-04-19 2011-11-10 Toyota Motor Corp ハイブリッド自動車
JP2011230678A (ja) * 2010-04-28 2011-11-17 Toyota Motor Corp 車両用制御装置
JP2011240863A (ja) * 2010-05-20 2011-12-01 Toyota Motor Corp 電動車両およびその制御方法
WO2012098658A1 (fr) * 2011-01-20 2012-07-26 トヨタ自動車株式会社 Véhicule hybride et son procédé de commande

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008201262A (ja) * 2007-02-20 2008-09-04 Toyota Motor Corp ハイブリッド車両
JP2009143563A (ja) * 2009-01-26 2009-07-02 Toyota Motor Corp ハイブリッド車両
JP2011225079A (ja) * 2010-04-19 2011-11-10 Toyota Motor Corp ハイブリッド自動車
JP2011230678A (ja) * 2010-04-28 2011-11-17 Toyota Motor Corp 車両用制御装置
JP2011240863A (ja) * 2010-05-20 2011-12-01 Toyota Motor Corp 電動車両およびその制御方法
WO2012098658A1 (fr) * 2011-01-20 2012-07-26 トヨタ自動車株式会社 Véhicule hybride et son procédé de commande

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3000640A1 (fr) * 2014-09-23 2016-03-30 Hyundai Motor Company Système et procédé pour commander la charge d'un véhicule hybride
US9387755B2 (en) 2014-09-23 2016-07-12 Hyundai Motor Company System and method for controlling charging of hybrid vehicle

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