WO2014083796A1 - Dispositif de commande de véhicule hybride - Google Patents

Dispositif de commande de véhicule hybride Download PDF

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Publication number
WO2014083796A1
WO2014083796A1 PCT/JP2013/006739 JP2013006739W WO2014083796A1 WO 2014083796 A1 WO2014083796 A1 WO 2014083796A1 JP 2013006739 W JP2013006739 W JP 2013006739W WO 2014083796 A1 WO2014083796 A1 WO 2014083796A1
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Prior art keywords
engine
travel mode
emission
motor
fuel consumption
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PCT/JP2013/006739
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English (en)
Japanese (ja)
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智章 中野
飯田　寿
中瀬　善博
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株式会社デンソー
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Priority to DE112013005708.5T priority Critical patent/DE112013005708T5/de
Publication of WO2014083796A1 publication Critical patent/WO2014083796A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • 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
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • 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]
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/12—Dynamic electric regenerative braking for vehicles propelled by dc motors
    • 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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • 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
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/12—Emission reduction of exhaust
    • 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
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Definitions

  • the present disclosure relates to a hybrid vehicle control device equipped with an engine and a motor as power sources.
  • hybrid vehicles equipped with an engine and a motor as power sources have attracted attention due to the social demand for low fuel consumption and low exhaust emissions.
  • the driving mode is set with torque assist by the motor. Go and switch to motor-assisted driving that runs on both engine power and motor power. Therefore, emissions can be reduced while ensuring drivability.
  • Patent Document 1 Japanese Patent Application Laid-Open No. 10-23608
  • the increase rate of the accelerator operation amount or within a predetermined time.
  • Emission emissions can be reduced by performing torque assist with a motor.
  • torque assist in order to perform torque assist with a motor, electrical energy for rotating the motor is required, so emissions can be efficiently performed with less electrical energy. It is preferable to reduce the discharge amount. In this case, torque assist by the motor is called motor assist.
  • This disclosure is intended to provide a control device for a hybrid vehicle that can efficiently reduce the emission emission amount with less electric energy.
  • the hybrid vehicle control device includes an engine and a motor generator as a power source, and a motor generator and a battery that transmits and receives electric power.
  • a hybrid vehicle control device capable of switching between a mode and a motor assist travel mode in which the motor generator is driven by the power of the battery and torque assist is performed by the motor generator to travel by both the engine power and the motor generator power
  • a driver request output calculation unit that calculates a driver request output based on the accelerator opening, and an emission emission amount per unit output of the engine in the engine running mode based on the driver request output or a rate of change of the emission emission amount with respect to the engine output
  • Emi And emission discharge rate estimator for estimating a Deployment discharge rate, in which emission discharge rate is a structure in which a traveling mode switching unit for switching the traveling mode when greater than the predetermined value, the motor assist running mode.
  • the amount of emission reduction per unit output of the motor when the traveling mode is switched to the motor assist traveling mode can be increased.
  • the emission emission rate is the emission emission amount per unit output of the engine or the change rate of the emission emission amount with respect to the engine output. Therefore, when the emission emission rate is larger than the predetermined value, the emission mode per unit output of the motor can be increased by switching the driving mode to the motor-assisted driving mode, and the emission emission is efficiently performed with less electric energy. The amount can be reduced.
  • FIG. 1 is a schematic diagram illustrating a configuration of an engine control system according to a first embodiment of the present disclosure.
  • FIG. 2 is a diagram showing the relationship between engine output and PM emissions.
  • FIG. 3 is a diagram showing the relationship between engine output and PM emission rate.
  • FIG. 4 is a flowchart showing the flow of processing of the travel mode switching control routine in the first embodiment.
  • FIG. 5 is a diagram conceptually illustrating an example of a map of driver request torque.
  • FIG. 6 is a diagram conceptually showing an example of a map of PM emission rate, FIG.
  • FIG. 7 is a diagram showing the relationship between the electric energy required for motor-assisted running and the PM reduction rate.
  • FIG. 8 is a diagram showing the relationship between engine output and fuel consumption rate.
  • FIG. 9 is a diagram for explaining the outline of PM reduction cycle control.
  • FIG. 10 is a flowchart showing the flow of processing of the travel mode switching control routine of the second embodiment.
  • FIG. 11 is a flowchart showing a process flow of the PM reduction cycle control routine.
  • an in-cylinder injection engine 11 that is an internal combustion engine and a motor generator 12 are mounted, and a battery 23 that exchanges electric power with the motor generator 12 is mounted.
  • a first pulley 13 connected to the crankshaft of the engine 11 and a second pulley 14 connected to the rotation shaft of the motor generator 12 are connected via a belt 15 so that power can be transmitted.
  • An air cleaner 17 is provided at the most upstream portion of the intake pipe 16 of the engine 11, and a throttle valve 19 whose opening degree is adjusted by a valve motor 18 is provided downstream of the air cleaner 17.
  • Each cylinder of the engine 11 is provided with a fuel injection valve (not shown) that directly injects fuel into the cylinder.
  • a crank angle sensor 20 that outputs a pulse signal every time the crankshaft rotates at a predetermined crank angle is attached to the outer peripheral side of the crankshaft of the engine 11, and the crank angle and the engine are determined based on the output signal of the crank angle sensor 20.
  • the rotation speed is detected.
  • the accelerator opening is detected by the accelerator sensor 21. In this case, for example, the accelerator opening is the operation amount of the accelerator pedal.
  • the outputs of these various sensors are input to the electronic control unit 22.
  • the electronic control unit 22 is described as ECU22.
  • the ECU 22 is mainly composed of a microcomputer, and executes various engine control programs stored in a ROM, which is a built-in storage medium, so that the fuel injection amount and the ignition timing are determined according to the engine operating state. Control the throttle opening. In this case, the throttle opening is related to the intake air amount.
  • the ECU 22 executes a travel mode switching control routine shown in FIG. 4 to be described later, so that the motor generator 12 is driven by the engine travel mode in which the travel mode is driven by the power of the engine 11 and the electric power of the battery 23. Is driven to perform torque assist by the motor generator 12 to switch between the motor assist travel mode in which the engine 11 and the motor generator 12 travel with both power.
  • FIG. 2 is a diagram showing the relationship between the engine output and the PM discharge amount when the engine rotation speed is 1200 rpm, 1600 rpm, 2000 rpm, and 2400 rpm.
  • PM emission can be reduced by performing motor-assisted traveling in this way, but since electric energy for rotationally driving the motor generator 12 is required to perform motor-assisted traveling, less electric energy is required. It is preferable to efficiently reduce the PM emission amount. However, a system that performs motor-assisted travel when the accelerator opening simply increases or exceeds a predetermined value may not be able to efficiently reduce the PM emission amount with less electrical energy.
  • FIG. 3 is a diagram showing the relationship between engine output and PM emission rate.
  • the PM emission rate is a PM emission amount per unit output of the engine 11.
  • This PM discharge rate is a parameter for evaluating the PM reduction amount per unit output of the motor generator 12 when the travel mode is switched to the motor assist travel mode.
  • the engine 11 has a high PM emission rate in a region where the engine output is high.
  • the PM emission rate may increase depending on the engine operating state even in a region other than the region where the engine output is high.
  • the engine operating state is the engine rotation speed.
  • FIG. 3 is a diagram showing the relationship between the engine output and the PM discharge rate when the engine rotation speed is 1200 rpm, 1600 rpm, 2000 rpm, and 2400 rpm.
  • the ECU 22 calculates the driver request output based on the accelerator opening, and estimates the PM emission rate in the engine running mode based on the driver request output, so that the driver request output is obtained from the engine 11.
  • the PM emission rate in the case of the above is obtained, and when the PM emission rate is larger than a predetermined value K1 corresponding to the first predetermined value, the traveling mode is switched to the motor assist traveling mode.
  • realizing the driver request output by the engine 11 is defined by the following equation, for example.
  • the PM reduction amount per unit output of the motor generator 12 when the travel mode is switched to the motor assist travel mode can be increased as the PM discharge rate increases. Therefore, when the PM discharge rate is larger than the predetermined value K1, the ECU 22 switches the traveling mode to the motor assist traveling mode, whereby the amount of PM reduction per unit output of the motor generator 12 can be increased, and less electric energy is consumed. In this way, the amount of PM emission can be reduced efficiently.
  • the engine request output is calculated so that the PM emission rate is equal to or less than the predetermined value K1, and this engine request output is calculated as the driver request output. Subtract from the motor request output.
  • the traveling mode switching control routine shown in FIG. 4 is repeatedly executed at a predetermined period during the power-on period of the ECU 22, and serves as a traveling mode switching unit.
  • the on state of the ignition switch corresponds to the power on of the ECU 22.
  • the ECU 22 first determines in step 101 whether or not the hybrid vehicle is accelerating, for example, whether or not the accelerator is on, and determines that the hybrid vehicle is not accelerating. If so, this routine is terminated without executing the processing from step 102 onward.
  • accelerator-on means that the accelerator opening is larger than zero.
  • step 101 when the ECU 22 determines in step 101 that the hybrid vehicle is accelerating, the routine proceeds to step 102, where the accelerator opening and the engine speed are referred to with reference to the driver required torque map shown in FIG.
  • the driver request torque corresponding to the above is calculated, and the driver request output is calculated based on the driver request torque and the engine speed.
  • the driver required torque map of FIG. 5 is created in advance based on test data, design data, and the like, and is stored in the ROM of the ECU 22.
  • the processing in step 102 serves as a driver request output calculation unit.
  • the ECU 22 proceeds to step 103 and refers to the PM emission rate map shown in FIG. 6 to calculate or estimate the PM emission rate according to the driver requested output and the engine speed, thereby obtaining the driver requested output.
  • the PM emission rate when realized by the engine 11 is obtained.
  • the PM emission rate map of FIG. 6 is created in advance based on test data, design data, and the like, and is stored in the ROM of the ECU 22. For example, a map of the PM emission rate may be created for each fuel injection condition such as fuel pressure, injection timing, and injection method, and a map corresponding to the fuel injection condition at that time may be selected. In this case, the injection method may be the presence or absence of divided injection.
  • the processing in step 103 serves as an emission emission rate estimation unit.
  • the ECU 22 proceeds to step 104 and determines whether or not the PM emission rate when the driver request output estimated at step 103 is realized by the engine 11 is larger than a predetermined value K1.
  • the predetermined value K1 is set to, for example, an allowable upper limit value of the PM discharge rate or a value in the vicinity thereof.
  • step 104 if the ECU 22 determines that the PM discharge rate is larger than the predetermined value K1, the process proceeds to step 105, and the travel mode is switched to or maintained in the motor assist travel mode. Thereafter, the process proceeds to step 106, and an engine required output at which the PM emission rate becomes equal to or less than a predetermined value K1 is calculated.
  • a predetermined value K1 In this case, for example, using a map of engine request output using the engine rotation speed as a parameter, the engine request output at which the PM emission rate is equal to or less than a predetermined value K1 is calculated.
  • the processing in step 106 serves as an engine request output calculation unit.
  • the ECU 22 controls the engine 11 so as to realize the engine request output or the engine request torque obtained from the engine request output.
  • step 107 subtracts the engine request output from the driver request output to obtain the motor request output.
  • Motor request output Driver request output-Engine request output
  • the processing in step 107 serves as a motor request output calculation unit.
  • the ECU 22 controls the motor generator 12 so as to realize the motor request output or the motor request torque obtained from the motor request output.
  • step 104 if it is determined in step 104 that the PM emission rate is equal to or less than the predetermined value K1, the ECU 22 proceeds to step 108 and switches or maintains the travel mode to the engine travel mode. Thereafter, the process proceeds to step 109, and the driver request output is directly adopted as the engine request output.
  • Engine request output Driver request output
  • the driver request output is calculated based on the accelerator opening, and the PM emission rate in the engine travel mode is estimated based on the driver request output.
  • the PM emission rate when the driver request output is realized by the engine 11 is obtained. Since the travel mode is switched to the motor assist travel mode when the PM discharge rate is greater than the predetermined value K1, the amount of PM reduction per unit output of the motor generator 12 can be increased.
  • the PM reduction rate with respect to the electric energy required for the motor-assisted traveling can be increased, and the PM discharge amount can be efficiently reduced with less electric energy.
  • the engine request output is calculated so that the PM emission rate is not more than a predetermined value K1K, and this engine request output is subtracted from the driver request output.
  • the required motor output is obtained, so that the required engine output and the required motor output can be set with high accuracy in order to achieve the PM discharge rate below the predetermined value K1 while realizing the required driver output.
  • the in-cylinder injection engine 11 tends to have a higher PM emission amount than the intake port injection engine, and HC, NOx, CO, etc. in the exhaust gas can be purified with a catalyst. Cannot be purified with a catalyst.
  • the travel mode is switched to the motor assist travel mode.
  • the PM emission amount of a hybrid vehicle equipped with the in-cylinder injection engine 11 can be effectively reduced.
  • the ECU 22 executes routines shown in FIGS. 10 and 11 to be described later, so that the driving mode is switched between the engine driving mode, the motor assist driving mode, and the engine power generation driving mode.
  • the engine power generation travel mode is a travel mode in which the motor generator 12 is driven by the power of the engine 11 and the motor generator 12 is rotationally driven to generate electric power to charge the battery 23 with the power generated by the motor generator 12.
  • the SOC of the battery 23 is defined by the following equation, for example.
  • the travel mode may be switched to the motor assist travel mode considering only the PM discharge rate.
  • the engine 11 It is also necessary to take into account the fuel consumption of the engine 11 when the motor generator 12 is rotationally driven by power to generate power and charge the battery 23.
  • the engine 11 has a high fuel consumption rate, which is a fuel consumption amount per unit output, in a low output region where the engine output is low, and a fuel consumption in a medium / high output region where the engine output is higher than the low output region.
  • the rate tends to be low. Therefore, the fuel consumption is reduced by switching the driving mode to the engine power generation driving mode in the medium / high output region where the fuel consumption rate is low and switching the driving mode to the motor assist driving mode in the low output region where the fuel consumption rate is high.
  • the motor generator 12 in the first region where the SOC of the battery 23 is larger by a predetermined value S1, the motor generator 12 is rotationally driven by the power of the wheels during deceleration. Then, the power is generated and the electric power generated by the motor generator 12 is charged to the battery 23, and the electric power is secured by the deceleration regeneration.
  • the travel mode is not switched to the engine power generation travel mode, but the travel mode is switched between the motor assist travel mode and the engine travel mode in consideration of only the PM emission rate.
  • the ECU 22 switches the travel mode to the motor assist travel mode when the PM discharge rate is larger than the predetermined value K1, and when the PM discharge rate is equal to or less than the predetermined value K1. Switch the travel mode to the engine travel mode.
  • the fuel efficiency improvement effect refers to a fuel consumption reduction effect.
  • the motor generator 12 is rotationally driven by the power of the engine 11 to generate power, and the generated power of the motor generator 12 is supplied to the battery 23. It is an area where electric power is secured by engine power generation to be charged.
  • the travel mode is switched between the engine travel mode, the motor assist travel mode, and the engine power generation travel mode in consideration of both the PM emission rate and the fuel consumption rate.
  • the ECU 22 estimates the fuel consumption per unit output of the engine 11 in the engine travel mode as the fuel consumption rate of the engine travel mode, and calculates the fuel consumption per unit output of the engine 11 in the motor assist travel mode as the motor. Estimated as engine fuel consumption rate in assist travel mode.
  • the fuel consumption of the engine 11 is the motor output fuel consumption. Estimate as a rate. Further, the ECU 22 estimates the fuel consumption rate in the motor assist travel mode based on the engine fuel consumption rate in the motor assist travel mode and the motor output fuel consumption rate. For example, the fuel consumption rate in the motor assist travel mode is the sum of the engine fuel consumption rate and the motor output fuel consumption rate in the motor assist travel mode.
  • the motor mode travels in the motor assist travel mode.
  • the corresponding PM reduction cycle control is executed. As a result, the PM emission amount is reduced by repeating the motor-assisted traveling and the engine power generation traveling while preventing deterioration of fuel consumption. In this case, the deterioration of fuel consumption indicates an increase in fuel consumption.
  • the routine of FIG. 10 executed in the second embodiment is obtained by adding steps 103a and 103b to the routine of FIG. 4 described in the first embodiment. It is the same as FIG.
  • step 101 the ECU 22 determines whether or not the hybrid vehicle is accelerating. If it is determined that the hybrid vehicle is accelerating, step 102 is performed. Then, the driver request output is calculated. Thereafter, the process proceeds to step 103, and the PM emission rate when the driver request output is realized by the engine 11 is calculated or estimated.
  • step 103a determines whether or not the SOC of the battery 23 is higher than a predetermined value S1. If it is determined in step 103a that the SOC of the battery 23 is higher than the predetermined value S1, the process proceeds to step 104, and the PM emission rate when the driver request output estimated in step 103 is realized by the engine 11 is increased. It is determined whether or not it is larger than a predetermined value K1.
  • step 104 if the ECU 22 determines that the PM discharge rate is larger than the predetermined value K1, the process proceeds to step 105, and the travel mode is switched to or maintained in the motor assist travel mode. Thereafter, the ECU 22 proceeds to step 106, calculates an engine request output at which the PM emission rate is equal to or less than the predetermined value K1, and then proceeds to step 107 to subtract the engine request output from the driver request output to obtain a motor request output.
  • step 104 if it is determined in step 104 that the PM emission rate is equal to or less than the predetermined value K1, the ECU 22 proceeds to step 108 and switches or maintains the travel mode to the engine travel mode. Thereafter, the ECU 22 proceeds to step 109 and directly adopts the driver request output as the engine request output.
  • step 103a determines in step 103a that the SOC of the battery 23 is equal to or less than the predetermined value S1
  • the process proceeds to step 103b and executes the PM reduction cycle control routine of FIG.
  • step 201 it is determined whether or not the SOC of the battery 23 is within a predetermined range that is greater than the predetermined value S2 and less than or equal to the predetermined value S1.
  • the lower limit predetermined value S2 is set to, for example, a lower limit value of SOC required when the engine is stopped or a value slightly larger than that.
  • this routine is terminated without executing the processes in and after step 202.
  • step 202 the fuel consumption rate in the engine travel mode is determined based on the engine output in the engine travel mode. Calculate or estimate using a map or mathematical formula.
  • the engine output corresponds to the driver request output.
  • the fuel consumption rate in the engine running mode is a fuel consumption amount per unit output of the engine 11 in the engine running mode.
  • the process of step 202 serves as a first fuel consumption rate estimation unit.
  • step 203 calculates or estimates the engine fuel consumption rate in the motor assist travel mode by a map or a mathematical formula based on the engine output in the motor assist travel mode.
  • the engine output corresponds to the engine request output.
  • the engine fuel consumption rate in the motor assist travel mode is the fuel consumption per unit output of the engine 11 in the motor assist travel mode.
  • the process in step 203 serves as a second fuel consumption rate estimation unit.
  • step 204 the motor output fuel consumption is based on the fuel consumption per unit output of the engine 11 when the motor generator 12 is driven by the power of the engine 11 to generate power and charge the battery 23.
  • the rate is calculated or estimated using a map or mathematical formula.
  • This motor output fuel consumption rate is the amount of fuel consumed by the engine 11 when the motor generator 12 is driven by the power of the engine 11 to generate power by charging the battery 23 with the power required per unit output of the motor generator 12. is there.
  • the power required per unit output of motor generator 12 corresponds to the power consumption per unit output of motor generator 12.
  • the process of step 204 serves as a third fuel consumption rate estimation unit.
  • step 205 calculates or estimates the fuel consumption rate in the motor assist travel mode by adding the motor output fuel consumption rate to the engine fuel consumption rate in the motor assist travel mode.
  • the process of step 205 serves as a fourth fuel consumption rate estimation unit.
  • the ECU 22 proceeds to step 206 and determines whether or not the PM emission rate when the driver request output is realized by the engine 11 is larger than the predetermined value K2.
  • the predetermined value K2 is set to the same value as the predetermined value K1 in step 104 or a value in the vicinity thereof.
  • the PM emission rate used in step 206 may be the PM emission amount per unit output of the engine 11, but is not limited thereto, and may be the rate of change of the PM emission amount with respect to the output of the engine 11.
  • the change rate of the PM emission amount with respect to the output of the engine 11 is a ratio of the change amount of the PM discharge amount to the change amount of the output of the engine 11 in a predetermined period.
  • step 206 the process proceeds to step 207, where the fuel consumption rate in the motor assist travel mode is equal to or less than the fuel consumption rate in the engine travel mode. Whether or not there is a fuel consumption rate in the motor-assisted travel mode is determined based on whether or not the fuel consumption rate in the motor-assisted travel mode is equal to or less than a value obtained by adding a certain value to the fuel consumption rate in the engine travel mode.
  • step 207 If it is determined in step 207 that the ECU 22 determines that the fuel consumption rate in the motor assist travel mode is equal to or smaller than the value obtained by adding a constant value to the fuel consumption rate in the engine travel mode, the process proceeds to step 209.
  • the driving mode is switched to or maintained in the motor assist driving mode.
  • step 207 if it is determined in step 207 that the ECU 22 determines that the fuel consumption rate in the motor assist travel mode is larger than the value obtained by adding a constant value to the fuel consumption rate in the engine travel mode, the process proceeds to step 210 and the travel mode Is switched to or maintained in the engine running mode.
  • the ECU 22 determines in step 206 that the PM emission rate is equal to or less than the predetermined value K2, the process proceeds to step 208, and whether the fuel consumption rate in the engine running mode is equal to or greater than the predetermined value K3. Determine whether or not.
  • the predetermined value K3 is set to the same value as the motor output fuel consumption rate or a value in the vicinity thereof, for example.
  • step 208 If it is determined in step 208 that the fuel consumption rate in the engine travel mode is equal to or greater than the predetermined value K3 ⁇ , the ECU 22 proceeds to step 211 and switches or maintains the travel mode to the engine power generation travel mode.
  • step 208 if it is determined in step 208 that the fuel consumption rate in the engine travel mode is smaller than the predetermined value K3, the ECU 22 proceeds to step 210 and switches or maintains the travel mode to the engine travel mode.
  • the first area of the battery 23 is an area for securing electric power by deceleration regeneration.
  • the ECU 22 sets the travel mode to the motor when the PM discharge rate is larger than the predetermined value K1.
  • the mode is switched to the assist travel mode, and the travel mode is switched to the engine travel mode when the PM emission rate is less than a predetermined value K1 ⁇ .
  • the second region of the battery 23 is a region where electric power is secured by engine power generation.
  • the PM emission rate is larger than a predetermined value K2
  • the fuel consumption rate in the motor assist travel mode is the fuel consumption in the engine travel mode.
  • the driving mode is switched to the motor assist driving mode, the PM emission rate is less than a predetermined value K2, and the fuel consumption rate in the engine running mode is more than a predetermined value K3.
  • PM reduction cycle control for switching the travel mode to the engine power generation travel mode is executed.
  • the PM emission amount per unit output of the engine 11 is estimated as the PM emission rate in step 103 of the routines of FIGS. 4 and 10.
  • the present invention is not limited to this.
  • the change rate of the PM discharge amount with respect to the output may be estimated as the PM discharge rate.
  • the travel mode is switched to the motor assist travel mode when the PM discharge rate is larger than a predetermined value.
  • the present invention is not limited to this.
  • the PM discharge rate is larger than the predetermined value.
  • the travel mode may be switched to the motor assist travel mode.
  • the driving mode is switched according to the PM emission rate or the PM emission rate and the fuel consumption rate.
  • the present invention is not limited to this, and the emission rate of emissions other than PM is estimated, and this emission emission
  • the driving mode may be switched according to the rate or the emission emission rate and the fuel consumption rate.
  • emissions other than PM are, for example, HC, NOx, CO, and the like.
  • the present disclosure is applied to a system equipped with an in-cylinder injection engine.
  • the present disclosure is not limited thereto, and a system equipped with an intake port injection engine, a fuel injection valve for intake port injection,
  • the present disclosure may be applied to a system equipped with a dual injection engine having both in-cylinder fuel injection valves.
  • the present disclosure is not limited to the hybrid vehicle having the configuration shown in FIG. 1.
  • a hybrid vehicle for example, an engine and a transmission
  • a motor is connected to a power transmission system that transmits engine power to wheels.
  • a hybrid vehicle in which one of the front wheels and the rear wheels is driven by the engine and the other is driven by the motor.
  • the present invention can be widely applied to hybrid vehicles having various configurations.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un système dans lequel un mode de déplacement bascule entre un mode de déplacement par moteur permettant un déplacement par une alimentation provenant d'un moteur (11) et un mode de déplacement assisté par un moteur dans lequel un couple assisté par un moteur générateur (12) est implémenté de façon à permettre un déplacement à la fois par l'alimentation provenant du moteur (11) et par l'alimentation provenant du moteur générateur (12), un taux d'émission de matières particulaires (PM) dans un cas dans lequel une sortie demandée par un conducteur est fournie par le moteur (11) est déterminé par l'estimation du taux d'émission de PM sur la base de la sortie demandée par un conducteur déterminée à partir de la position d'un accélérateur ou analogue, et le mode de déplacement est basculé vers le mode de déplacement assisté par un moteur lorsque le taux d'émission de PM est supérieur à une valeur prédéfinie. Ainsi, la quantité de diminution de PM par unité de sortie du moteur générateur (12) peut être augmentée, moyennant quoi la quantité d'émission de PM peut être diminuée efficacement avec peu d'énergie électrique.
PCT/JP2013/006739 2012-11-29 2013-11-18 Dispositif de commande de véhicule hybride WO2014083796A1 (fr)

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CN114248759B (zh) * 2020-09-24 2023-12-08 丰田自动车株式会社 混合动力车辆的控制装置及控制方法
WO2022113596A1 (fr) * 2020-11-27 2022-06-02 株式会社クボタ Système hybride
JP7208602B2 (ja) * 2020-11-27 2023-01-19 株式会社クボタ ハイブリッドシステム
JP7208601B2 (ja) * 2020-11-27 2023-01-19 株式会社クボタ ハイブリッドシステム
JP2023117832A (ja) * 2022-02-14 2023-08-24 株式会社豊田中央研究所 ハイブリッド車両の制御装置及びハイブリッド車両の制御方法並びにそれらを用いたハイブリッド車両

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