WO2014087483A1 - ハイブリッド車両の制御装置 - Google Patents
ハイブリッド車両の制御装置 Download PDFInfo
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- WO2014087483A1 WO2014087483A1 PCT/JP2012/081393 JP2012081393W WO2014087483A1 WO 2014087483 A1 WO2014087483 A1 WO 2014087483A1 JP 2012081393 W JP2012081393 W JP 2012081393W WO 2014087483 A1 WO2014087483 A1 WO 2014087483A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60K6/22—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 apparatus, components or means specially adapted for HEVs
- B60K6/24—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 apparatus, components or means specially adapted for HEVs characterised by the combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
- B60W20/17—Control strategies specially adapted for achieving a particular effect for noise reduction
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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
- B60K6/22—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 apparatus, components or means specially adapted for HEVs
- B60K6/38—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 apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K2006/381—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 apparatus, components or means specially adapted for HEVs characterised by the driveline clutches characterized by driveline brakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/40—Torque distribution
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
- Y10S903/905—Combustion engine
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Definitions
- the present invention relates to a control device applied to a hybrid vehicle including an engine and an electric motor as driving power sources.
- a hybrid vehicle in which engine power is divided into a first electric motor and an output unit, and a second electric motor is connected to the output unit via a gear is well known.
- the torque of the second electric motor is around 0 Nm
- the pressing against the output part of the gear interposed between the output part and the second electric motor becomes loose.
- the rotation fluctuation of the engine is transmitted to the output unit, so that the output unit and the gear collide with each other between the backlashes to generate a rattling sound. Therefore, in order to suppress such rattling noise, when the torque of the second electric motor falls within a predetermined range including 0, a control device that reduces engine rotation fluctuation by changing the operating point of the engine to the high rotation side. (Patent Document 1).
- One method of changing the operating point of the engine is a method of switching to a non-differential state in which the function of the differential mechanism that divides the power of the engine is stopped by fixing a rotating element to which the first electric motor is connected. . If the operating point of the engine is changed by this method, the engine speed is transmitted to the output unit without being distributed to the first electric motor, and therefore the engine speed and the vehicle speed have a one-to-one correspondence. Therefore, when the differential mechanism is switched to the non-differential state, the change of the engine operating point is limited to the vehicle speed, so the engine operating point cannot be changed with equal power. Therefore, when the differential mechanism is non-differential, it is necessary to compensate for the lack of required driving force with the torque output by the second electric motor.
- the torque that should be output by the second electric motor is reduced.
- the torque of the second motor may fall within the range where the rattling noise is generated, and the rattling noise may not be suppressed.
- an object of the present invention is to provide a control device for a hybrid vehicle that can suppress rattling noise that may occur when the differential mechanism is in a non-differential state.
- the control device of the present invention includes an engine, a first motor / generator, an output unit for transmitting torque to drive wheels, and a difference for distributing the engine torque to the first motor / generator and the output unit.
- the dynamic mechanism and the lock of the differential mechanism can be switched from a differential state in which the torque of the engine is distributed to the first motor / generator and the output unit to a non-differential state in which the distribution is stopped.
- a control device applied to a hybrid vehicle including a second motor / generator coupled to the output unit via a gear when the differential mechanism is in the non-differential state.
- Torque lower limit value setting means for setting a lower limit value of torque output by the second motor / generator, and the second motor / generator output when the differential mechanism is in the non-differential state.
- Those comprising a motor control means for controlling said second motor-generator so that the magnitude of the torque equal to or greater than the magnitude of the lower limit value.
- the magnitude of torque output from the second motor / generator is controlled to be equal to or greater than the magnitude of the lower limit value.
- the gear interposed between the two parts and the output part are kept pressed against each other. Accordingly, it is possible to suppress the rattling noise generated when the gear and the output unit collide with each other between the backlashes.
- the engine has a plurality of cylinders, and a partial cylinder operation in which some of the plurality of cylinders are deactivated and the remaining cylinders are operated, and the plurality of cylinders are operated. All-cylinder operation that operates all cylinders, and further includes engine control means for causing the engine to execute the partial cylinder operation and the full cylinder operation, wherein the torque lower limit value setting means includes the all cylinders.
- the lower limit value may be set so that the lower limit value during operation is smaller than the lower limit value during partial cylinder operation.
- the second motor / generator In order to suppress rattling noise, if the differential motor is in a non-differential state and the magnitude of the torque of the second motor / generator is controlled to be greater than or equal to the lower limit, the second motor / generator cannot generate power. Motor generator consumes power. For this reason, when a battery is provided as a power supply source for each motor / generator, the power stored in the battery is consumed in a state in which the battery is not charged. In order to suppress a decrease in the amount of electricity stored in the battery, it is desirable to reduce the power consumption by reducing the lower limit value of the torque output by the second motor / generator as much as possible. However, if the size of the lower limit value is reduced, the pressing force of the gear against the output portion becomes loose, so that the effect of suppressing the rattling noise is reduced.
- the engine that can execute the partial cylinder operation and the full cylinder operation has different magnitudes of fluctuations in the engine speed when performing the partial cylinder operation and when performing the full cylinder operation. Since the fluctuation of the engine speed is transmitted as the fluctuation of the rotation speed of the output unit, the generation of the rattling noise and the magnitude thereof are affected by the magnitude of the fluctuation of the engine speed. The smaller the fluctuation of the engine speed, the more the rattling noise can be suppressed even if the force with which the gear is pressed against the output portion is small. The fluctuation of the engine speed is smaller in the full cylinder operation than in the partial cylinder operation.
- the magnitude of the lower limit value of the torque of the second motor / generator is set in accordance with the magnitude of the fluctuation of the engine speed in each of the partial cylinder operation and the full cylinder operation.
- the effect of suppressing the rattling noise can be obtained while suppressing the power consumption of the motor / generator as much as possible.
- the vehicle further includes a battery as a power supply source to the first motor / generator and the second motor / generator
- the motor control means includes: When the charged amount is high, a positive torque in the direction of transmission from the second motor / generator to the output unit is output at a level equal to or greater than the lower limit value, and when the charged amount of the battery is low, the output unit outputs the first torque.
- the second motor / generator may be controlled such that a negative torque in a direction to be transmitted to the two-motor / generator is output at a value greater than or equal to the lower limit value.
- the torque lower limit value setting means sets the first value as the lower limit value during the partial cylinder operation and the second value as the lower limit value during the full cylinder operation, and the engine.
- the lower limit value is gradually changed from the first value to the second value or from the second value to the first value. It may be changed to.
- the lower limit value changes before and after the switching.
- the torque of the second motor / generator changes due to the change of the lower limit value, the required driving force can be satisfied by correcting the engine torque.
- a response delay occurs with respect to the engine torque correction command, so that there is a possibility that the output with respect to the requested driving force becomes excessive and insufficient and a shock occurs.
- the lower limit value of the torque of the second motor / generator gradually changes when the operation of the engine is switched, the change in the torque of the second motor / generator can be reduced. Therefore, it is possible to suppress the occurrence of shock at the time of transition of engine operation.
- the torque lower limit value setting means sets the lower limit value so as to change according to a parameter that affects a rattling sound generated between the output unit and the gear. Also good.
- the lower limit value can be made as small as possible. Thereby, the power consumption of the second motor / generator can be further suppressed.
- the time chart which showed the change of the engine operating mode switching and the lower limit of motor torque. 6 is a flowchart illustrating an example of a control routine according to an embodiment of the present invention.
- the vehicle 1 is configured as a hybrid vehicle in which a plurality of power sources are combined.
- the vehicle 1 includes an engine 3 and two motor generators 4 and 5 as driving power sources.
- the engine 3 is configured as an in-line four-cylinder internal combustion engine including four cylinders 10.
- the engine 3 can execute a partial cylinder operation in which two of the four cylinders 10 are deactivated and the remaining two are operated in addition to the full cylinder operation in which all the four cylinders 10 are operated.
- the engine 3 and the first motor / generator 4 are connected to a power split mechanism 6 as a differential mechanism.
- the first motor / generator 4 has a stator 4a and a rotor 4b.
- the first motor / generator 4 functions as a generator that generates power by receiving the power of the engine 3 distributed by the power split mechanism 6 and also functions as an electric motor driven by AC power.
- the second motor / generator 5 includes a stator 5a and a rotor 5b, and functions as an electric motor and a generator, respectively.
- Each motor / generator 4, 5 is connected to a battery 16 via a motor control device 15.
- the motor control device 15 converts the electric power generated by each motor / generator 4, 5 into direct current and stores it in the battery 16, and converts the electric power of the battery 16 into alternating current and supplies it to each motor / generator 4, 5.
- the power split mechanism 6 is configured as a single pinion type planetary gear mechanism.
- the power split mechanism 6 is a planetary that holds a sun gear S as an external gear, a ring gear R as an internal gear arranged coaxially with the sun gear S, and a pinion P meshing with these gears S and R so as to be able to rotate and revolve.
- Carrier C The engine torque output from the engine 3 is transmitted to the planetary carrier C of the power split mechanism 6.
- the rotor 4 b of the first motor / generator 4 is connected to the sun gear S of the power split mechanism 6.
- Torque output from the power split mechanism 6 via the ring gear R is transmitted to the output gear train 20.
- the output gear train 20 functions as an output unit for transmitting torque to the drive wheels 18.
- the output gear train 20 includes an output drive gear 21 that rotates integrally with the ring gear R of the power split mechanism 6, and an output driven gear 22 that meshes with the output drive gear 21.
- a second motor / generator 5 is connected to the output driven gear 22 via a gear 23.
- the gear 23 rotates integrally with the rotor 5 b of the second motor / generator 5. Torque output from the output driven gear 22 is distributed to the left and right drive wheels 18 via the differential device 24.
- the power split mechanism 6 is provided with a motor lock mechanism 25 as a lock means.
- the motor lock mechanism 25 divides the state of the power split mechanism 6 into a differential state in which the torque of the engine 3 is distributed to the first motor / generator 4 and the output gear train 20 and a non-differential state in which the distribution is stopped. You can switch between them.
- the motor lock mechanism 25 is configured as a wet multi-plate type brake mechanism. The motor lock mechanism 25 is switched between an engaged state in which the rotation of the rotor 4b of the first motor / generator 4 is prevented and a released state in which the rotation of the rotor 4b is allowed. Switching between the engaged state and the released state of the motor lock mechanism 25 is performed by a hydraulic actuator (not shown).
- Control of each part of the vehicle 1 is controlled by an electronic control unit (ECU) 30.
- the ECU 30 performs various controls on the engine 3, the motor / generators 4 and 5, the motor lock mechanism 25, and the like.
- main control performed by the ECU 30 in relation to the present invention will be described.
- Various information on the vehicle 1 is input to the ECU 30.
- the rotational speed and torque of each motor / generator 4, 5 are input to the ECU 30 via the motor control device 15.
- the ECU 30 also receives an output signal of an accelerator opening sensor 32 that outputs a signal corresponding to the amount of depression of the accelerator pedal 31 and an output signal of a vehicle speed sensor 33 that outputs a signal corresponding to the vehicle speed of the vehicle 1. Is done.
- the ECU 30 calculates the required driving force requested by the driver with reference to the output signal of the accelerator opening sensor 32 and the output signal of the vehicle speed sensor 33, and performs various operations so that the system efficiency for the required driving force is optimized.
- the ECU 30 sets the state of the power split mechanism 6 to the operating state, and uses the power of the split engine 3 to generate power with the first motor / generator 4 and the power split mode.
- the state of the mechanism 6 is switched to the non-differential state by operating the motor lock mechanism 25 to stop the distribution of the power of the engine 3 to the first motor / generator 4 and to output the power of the engine 3 to the output gear train 20.
- Switch between differential operation mode according to the situation.
- the engine 3 is controlled by the ECU 30 such that the operating point E defined by the engine speed and the engine torque moves on the preset normal line L.
- the A curve Lp that intersects the normal line L is an equal power line.
- the normal line L is determined in advance by a simulation or a test using an actual machine so that the fuel consumption of the engine 3 is optimal and noise can be reduced.
- the switching to the non-differential operation mode is performed, for example, when the first motor / generator 4 exceeds the allowable limit and becomes high temperature or when the differential operation mode is performed, the rotation of the first motor / generator 4 is negative. This is performed when so-called power circulation that is rotating should be avoided.
- the non-differential operation mode the engine speed and the vehicle speed have a one-to-one relationship. Therefore, the operating point of the engine 3 cannot be controlled on the normal line L without being restricted by the vehicle speed as in the differential operation mode.
- the control of this embodiment is characterized by the control performed by the ECU 30 in the non-differential operation mode.
- the required driving force is output as a sum of the engine torque and the motor torque, it is possible to cover all of the required driving force with the engine torque.
- the non-differential operation mode fluctuations in the rotational speed of the engine 3 are transmitted as fluctuations in the rotational speed of the output gear train 20, so that if the magnitude of the motor torque of the second motor / generator 5 is small, the output Between the backlash between the output driven gear 22 and the gear 23 of the gear train 20, the gear portions of the gears 22 and 23 collide with each other to generate a rattling sound.
- the ECU 30 sets a lower limit value for the motor torque, and the second motor / generator 5 is set so that the torque output from the second motor / generator 5 is equal to or greater than the lower limit value.
- the ECU 30 does not cover all of the required driving force with the engine torque, but outputs the required driving force by causing the second motor / generator 5 to output a torque equal to or greater than the lower limit value.
- the engine 3 is controlled such that the operating point E of the engine 3 is positioned on the lower torque side than the engine torque Te1 that can realize the required driving force.
- the second motor / generator 5 is controlled such that the shortage te to be the engine torque Te1 is compensated by the motor torque Tm.
- the engine 3 can perform full cylinder operation and partial cylinder operation.
- the engine 3 has different output characteristics when the full cylinder operation is executed and when the partial cylinder operation is executed.
- the partial cylinder operation the combustion of some cylinders 10 is stopped, so when the required driving force is low, the fuel efficiency is improved as compared with the case where the full cylinder operation is performed. Larger than in the case of all cylinder operation.
- the ECU 30 sets the lower limit value of the motor torque in accordance with the output characteristics of the full cylinder operation and the partial cylinder operation. That is, the ECU 30 is set so that the lower limit value of the motor torque during all cylinder operation is smaller than the lower limit value of the motor torque during partial cylinder operation.
- the ECU 30 sets the lower limit value of the motor torque to a small size. Switch from B to A with larger size.
- the lower limit value of the motor torque is set so as to match the magnitude of fluctuations in the engine speeds of the partial cylinder operation and the full cylinder operation, so that the power consumption of the second motor / generator is suppressed as much as possible. It is possible to obtain a rattling noise suppressing effect.
- step S1 the ECU 30 determines whether or not the power split mechanism 6 is in a non-differential state, that is, whether or not the first motor / generator 4 is locked by the motor lock mechanism 25. If it is in the non-differential state, the process proceeds to step S2. If it is not in the non-differential state, the subsequent processing is skipped and the current routine is terminated.
- step S2 the ECU 30 determines whether or not the operation mode of the engine 3 is a partial cylinder operation. In the case of partial cylinder operation, the process proceeds to step S3. If it is not partial cylinder operation, that is, if it is all cylinder operation, the process proceeds to step S4.
- step S3 the ECU 30 sets the lower limit value of the motor torque of the second motor / generator 5 to A.
- step S4 the ECU 30 sets the lower limit value of the motor torque of the second motor / generator 5 to B.
- the size of A is larger than the size of B.
- the ECU 30 functions as a torque lower limit setting means according to the present invention.
- Each of A and B may be a fixed value, but may be changed according to the situation as long as the absolute value, that is, the size relationship is maintained.
- the motor torque may be a positive torque transmitted in the direction from the second motor / generator 5 to the output gear train 20 or a negative torque transmitted in the direction transmitted from the output gear train 20 to the second motor / generator 5. .
- each of A and B includes a positive value and a negative value.
- step S5 the ECU 30 corrects the engine torque of the engine 3 based on the lower limit value of the motor torque. This correction is performed using the following equation 1 when the lower limit value of the motor torque is Tm, the corrected engine torque is Te, the required driving force is Td, and the gear ratio of the gears 22 and 23 is ⁇ .
- the ECU 30 corrects the engine torque as described above, and controls the engine 3 and the second motor / generator 5 so as to satisfy the required driving force. Torque is output. Thereby, ECU30 functions as a motor control means concerning the present invention.
- the lower limit value of the motor torque is set so as to match the magnitude of fluctuations in the engine speeds of the partial cylinder operation and the full cylinder operation. It is possible to obtain a rattling noise suppression effect while suppressing the power consumption of the generator 5 as much as possible.
- the motor torque of the second motor / generator 5 may be a positive torque or a negative torque.
- the gear 23 presses the output driven gear 22.
- the output driven gear 22 is in a state of pushing the gear 23. In any state, the gear 23 and the output driven gear 22 are held in contact with each other and the backlash is eliminated, so that rattling noise can be suppressed.
- the case where the ECU 30 outputs positive torque from the second motor / generator 5 and the case where negative torque is output from the second motor / generator 5 are selectively used according to the amount of charge of the battery 16. .
- the ECU 30 acquires the amount of power stored in the battery 16 by an SOC sensor (not shown).
- the ECU 30 controls the second motor / generator 5 so that the positive torque is output at the magnitude of the lower limit value or more when the charged amount is higher than a predetermined threshold value.
- the ECU 30 controls the second motor / generator 5 so that the negative torque is output with the magnitude of the lower limit value or more when the charged amount is equal to or less than the threshold value.
- the setting of the lower limit value of the motor torque and the correction of the engine torque are performed in the same manner as in the first embodiment described above. That is, the magnitude of the lower limit value during all-cylinder operation is set to be smaller than the magnitude of the lower limit value during partial cylinder operation, and the engine torque is corrected based on the set lower limit value.
- the second embodiment when changing the motor torque from the positive torque to the negative torque or from the negative torque to the positive torque, it is preferable to gradually change the motor torque according to a predetermined time change rate in order to suppress the shock.
- the ECU 30 functions as a motor control unit according to the present invention by performing the above control.
- the second embodiment when the storage amount of the battery 16 is high, a positive torque is output from the second motor / generator 5 and the power of the battery 16 is consumed. Occurs.
- the storage amount of the battery 16 when the storage amount of the battery 16 is low, negative torque is output from the second motor / generator 5. In other words, torque is input to the second motor / generator 5 to enable power generation.
- the amount of power stored in the battery 16 can be maintained in a state with a margin with respect to each of the upper limit and the lower limit. Therefore, the tolerance with respect to the change in the charged amount of the battery 16 is improved.
- the third mode is characterized in that the lower limit value is gradually changed when the lower limit value of the motor torque is changed.
- the torque of the second motor / generator 5 changes due to the change in the lower limit value of the motor torque, the required driving force can be satisfied by correcting the engine torque.
- a response delay occurs with respect to the engine torque correction command, so that there is a possibility that the output with respect to the requested driving force becomes excessive and insufficient and a shock occurs. Therefore, the ECU 30 gradually changes the lower limit value of the motor torque when the operation mode is switched between the full cylinder operation and the partial cylinder operation.
- the ECU 30 sets the lower limit value of the motor torque to the second value between time t1 and time t2. Gradually increase from B, which is, to A, which is the first value. Similarly, in the case of switching in the reverse direction, the ECU 30 gradually decreases the lower limit value of the motor torque from A to B within a predetermined period.
- the third embodiment since the lower limit value of the motor torque gradually changes when the operation of the engine 3 is switched, the change in the torque of the second motor / generator 5 can be mitigated. Therefore, it is possible to suppress the occurrence of a shock at the time of switching operation of the engine 3.
- the present invention is not limited to the above embodiments, and can be implemented in various forms within the scope of the gist of the present invention. It is only an example to make the lower limit of the motor torque different between the full cylinder operation and the partial cylinder operation.
- a common lower limit value may be set for all cylinder operation and partial cylinder operation to suppress rattling noise.
- the engine to which the present invention can be applied is not limited to an engine capable of performing full cylinder operation and partial cylinder operation.
- the lower limit value of the motor torque may be one kind. Even when one kind of lower limit value is set, it is possible to selectively use positive torque and negative torque according to the amount of charge of the battery in combination with the second embodiment.
- Gear noise is affected by parameters such as engine water temperature, transmission oil temperature, vehicle speed, and engine speed. Therefore, the lower limit value can be changed in accordance with a parameter that affects such rattling noise. Since the lower limit value can be made as small as possible by setting the lower limit value according to the parameter that affects the rattling noise, the power consumption of the second motor / generator can be further suppressed.
- the first motor / generator 4 is locked by the motor lock mechanism 25 to switch the power split mechanism 6 as a differential mechanism from the differential state to the non-differential state.
- the locking means for switching the differential mechanism from the differential state to the non-differential state is not limited to the case of preventing the rotation of the first motor / generator itself.
- the power transmission path from the differential mechanism to the first motor / generator is separated by a clutch, and the locking mechanism is implemented in such a manner that the elements on the differential mechanism side are fixed, and the differential mechanism is in a differential state by the locking mechanism. It is also possible to switch from a non-differential state.
Abstract
Description
図1に示すように、車両1は複数の動力源を組み合わせたハイブリッド車両として構成されている。車両1は、エンジン3と、2つのモータ・ジェネレータ4、5とを走行用の動力源として備えている。エンジン3は4つの気筒10を備えた直列4気筒型の内燃機関として構成されている。エンジン3は、4つの気筒10の全てを稼働する全気筒運転の他に、4つの気筒10のうちの2つを休止し、残りの2つを稼働する部分気筒運転を実行できる。
上述したように、第2モータ・ジェネレータ5のモータトルクは正トルクの場合と負トルクの場合とがある。第2モータ・ジェネレータ5から正トルクが出力される場合はギア23が出力ドリブンギア22を押す状態となる。逆に、第2モータ・ジェネレータ5から負トルクが出力される場合は出力ドリブンギア22がギア23を押す状態となる。いずれの状態もギア23と出力ドリブンギア22とが互いに接触した状態に保持されてバックラッシが解消するので歯打ち音を抑制できる。
第3の形態は、モータトルクの下限値を変更する場合に下限値を徐々に変化させることに特徴がある。モータトルクの下限値の変化によって第2モータ・ジェネレータ5のトルクが変化した場合はエンジントルクの補正によって要求駆動力を満足させることができる。しかし、切り替え過渡時においては、エンジントルクの補正指令に対して応答遅れが生じることにより、要求駆動力に対する出力に過不足が生じてショックが発生する可能性がある。そこで、ECU30は全気筒運転と部分気筒運転との間の運転モードの切り替え過渡時にモータトルクの下限値を徐々に変化させる。
Claims (5)
- エンジンと、
第1モータ・ジェネレータと、
駆動輪にトルクを伝達するための出力部と、
前記エンジンのトルクを前記第1モータ・ジェネレータと前記出力部とに分配する差動機構と、
前記差動機構の状態を、前記エンジンのトルクを前記第1モータ・ジェネレータと前記出力部とに分配する差動状態から、その分配を停止する非差動状態へ切り替え可能なロック手段と、
前記出力部にギアを介して連結された第2モータ・ジェネレータと、
を備えたハイブリッド車両に適用された制御装置であって、
前記差動機構が前記非差動状態の場合に前記第2モータ・ジェネレータが出力するトルクの下限値を設定するトルク下限値設定手段と、
前記差動機構が前記非差動状態の場合に前記第2モータ・ジェネレータが出力するトルクの大きさが前記下限値の大きさ以上となるように前記第2モータ・ジェネレータを制御するモータ制御手段と、
を備えるハイブリッド車両の制御装置。 - 前記エンジンは、複数の気筒を有し、前記複数の気筒のうちの一部の気筒を休止し残りの気筒を稼働する部分気筒運転と前記複数の気筒の全ての気筒を稼働する全気筒運転とを実行可能であり、
前記部分気筒運転と前記全気筒運転とを前記エンジンに実行させるエンジン制御手段をさらに備え、
前記トルク下限値設定手段は、前記全気筒運転時の前記下限値の大きさが前記部分気筒運転時の前記下限値の大きさに比べて小さくなるように、前記下限値を設定する請求項1の制御装置。 - 前記車両は、前記第1モータ・ジェネレータ及び前記第2モータ・ジェネレータへの電力供給源としてのバッテリを更に備えており、
前記モータ制御手段は、前記バッテリの蓄電量が高い場合、前記第2モータ・ジェネレータから前記出力部へ伝達する方向の正トルクが前記下限値の大きさ以上で出力され、前記バッテリの蓄電量が低い場合、前記出力部から前記第2モータ・ジェネレータへ伝達する方向の負トルクが前記下限値の大きさ以上で出力されるように、前記第2モータ・ジェネレータを制御する請求項1又は2の制御装置。 - 前記トルク下限値設定手段は、前記部分気筒運転時に第1の値を、前記全気筒運転時に第2の値を前記下限値としてそれぞれ設定するとともに、前記エンジンの運転が前記部分気筒運転と前記全気筒運転との間で切り替わった時に、前記下限値を前記第1の値から前記第2の値に又は前記第2の値から前記第1の値に徐々に変化させる請求項2の制御装置。
- 前記トルク下限値設定手段は、前記出力部と前記ギアとの間で生じる歯打ち音に影響するパラメータに応じて変化するように前記下限値を設定する請求項1~4のいずれか一項の制御装置。
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JP2013535198A JP5668863B2 (ja) | 2012-12-04 | 2012-12-04 | ハイブリッド車両の制御装置 |
PCT/JP2012/081393 WO2014087483A1 (ja) | 2012-12-04 | 2012-12-04 | ハイブリッド車両の制御装置 |
DE112012007199.9T DE112012007199T5 (de) | 2012-12-04 | 2012-12-04 | Steuervorrichtung für ein Hybridfahrzeug |
US13/982,143 US20150321659A1 (en) | 2012-12-04 | 2012-12-04 | Control device for hybrid vehicle |
CN201280010951.6A CN104080674A (zh) | 2012-12-04 | 2012-12-04 | 混合动力车辆的控制装置 |
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JP6568158B2 (ja) * | 2017-07-28 | 2019-08-28 | 株式会社Subaru | 車両用制御装置 |
US10647203B2 (en) * | 2018-01-02 | 2020-05-12 | Ge Global Sourcing Llc | Vehicle battery charging system |
JP7135476B2 (ja) * | 2018-06-13 | 2022-09-13 | 三菱自動車工業株式会社 | 車両の発電制御装置 |
JP7396310B2 (ja) * | 2021-02-03 | 2023-12-12 | トヨタ自動車株式会社 | ハイブリッド車両 |
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JP2004169842A (ja) * | 2002-11-21 | 2004-06-17 | Toyota Motor Corp | 車両の動力伝達装置 |
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JP4144561B2 (ja) * | 2004-05-10 | 2008-09-03 | トヨタ自動車株式会社 | 車両用駆動装置の制御装置 |
JP2006089002A (ja) * | 2004-09-27 | 2006-04-06 | Toyota Motor Corp | 車両用駆動装置 |
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JP2010260392A (ja) * | 2009-04-30 | 2010-11-18 | Toyota Motor Corp | 車両及びその制御方法 |
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- 2012-12-04 DE DE112012007199.9T patent/DE112012007199T5/de not_active Withdrawn
- 2012-12-04 CN CN201280010951.6A patent/CN104080674A/zh active Pending
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JP2004169842A (ja) * | 2002-11-21 | 2004-06-17 | Toyota Motor Corp | 車両の動力伝達装置 |
JP2007296975A (ja) * | 2006-04-28 | 2007-11-15 | Honda Motor Co Ltd | ハイブリッド車両の駆動制御装置 |
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