WO2014174907A1 - Dispositif permettant de commander la production d'énergie d'un véhicule hybride - Google Patents

Dispositif permettant de commander la production d'énergie d'un véhicule hybride Download PDF

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Publication number
WO2014174907A1
WO2014174907A1 PCT/JP2014/055585 JP2014055585W WO2014174907A1 WO 2014174907 A1 WO2014174907 A1 WO 2014174907A1 JP 2014055585 W JP2014055585 W JP 2014055585W WO 2014174907 A1 WO2014174907 A1 WO 2014174907A1
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Prior art keywords
power generation
torque
delay
generator
motor
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PCT/JP2014/055585
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English (en)
Japanese (ja)
Inventor
上野　宗利
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日産自動車株式会社
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Publication of WO2014174907A1 publication Critical patent/WO2014174907A1/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
    • 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
    • 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
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • B60L15/2045—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 optimising the use of energy
    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • 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
    • B60L2240/50—Drive Train control parameters related to clutches
    • B60L2240/507—Operating parameters
    • 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
    • B60L2240/80—Time limits
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • 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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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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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
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention can be driven not only by the engine but also by power from the motor / generator, and by electric power (EV) mode in which the vehicle travels only by power from the motor / generator, and by power from both the engine and the motor / generator.
  • the present invention relates to a power generation control device for a hybrid vehicle that can select a hybrid traveling (HEV) mode in which the vehicle travels and applies a power generation load with a delay according to a vehicle operating state to cause the motor / generator to generate power.
  • HEV hybrid traveling
  • delay means for delaying the power generation torque so that the absolute value of the power generation torque is increased and the travel drive torque necessary for traveling is decreased.
  • delay means for delaying the power generation torque so that the absolute value of the power generation torque is increased and the travel drive torque necessary for traveling is decreased.
  • Patent Document 1 As a power generation control device for a hybrid vehicle, for example, a device as described in Patent Document 1 has been proposed. This proposed technique increases the generator speed in proportion to the accelerator opening when the accelerator opening is greater than or equal to a predetermined value. Is to increase.
  • the amount of power generation is increased by increasing the number of revolutions of the generator (by increasing the power generation torque) as the accelerator opening is larger at an accelerator opening greater than a predetermined opening. Can be used to solve the above problem.
  • Patent Document 1 simply increases the generator speed (increases the power generation torque), and increases the rate of time change to increase the speed of increase in the generator speed (power generation torque increase speed). Therefore, even if the proposed technique of Patent Document 1 is used, it does not shorten the time from the current engine operating point (engine torque and engine speed) to the best fuel consumption operating point. However, it is impossible to realize the solution of the above problem that the fuel efficiency is deteriorated due to a long engine inefficient state.
  • the problem related to the deterioration of the fuel consumption reduces the delay of the power generation torque (power generation load), thereby increasing the rate of time change and shortening the time from the current engine operating point to the best fuel consumption operating point.
  • the adverse effect (shock) when the time change rate of the power generation torque (power generation load) is increased is more likely to appear as the driving torque decreases, and as the vehicle speed decreases.
  • the power generation torque (power generation) is controlled by controlling the degree of delay of the power generation torque (power generation load) based on the travel drive torque and the vehicle speed.
  • the best fuel efficiency operating point is reached by increasing the time change rate of the power generation torque (power generation load) while avoiding the harmful effects (shock) of increasing the time change rate of the load)
  • an object thereof is to propose a power generation control apparatus for a hybrid vehicle as can solve the problem with deterioration of the fuel economy enjoyed shortening effect between.
  • the power generation control device for a hybrid vehicle has the following configuration.
  • An engine and a motor / generator are provided as power sources, and an electric travel mode using only power from the motor / generator and a hybrid travel mode using power from the engine and motor / generator can be selected.
  • a power generation load is applied to the motor / generator to generate power.
  • the power generation control device of the present invention is characterized by a configuration in which the following power generation load delay setting means is provided for such a hybrid vehicle.
  • the power generation load delay setting means sets the delay with respect to the power generation load of the motor / generator so as to increase as the traveling drive torque required for traveling of the vehicle decreases and as the vehicle speed increases.
  • the delay when delaying the power generation load to the motor / generator according to the vehicle operating state, the delay is set to be larger as the driving torque is smaller and the vehicle speed is higher.
  • the delay is set larger, so that the problem of the shock can be prevented.
  • the delay is set to be larger as the vehicle speed is higher. Therefore, even if the delay is reduced and the arrival time of the best fuel consumption point is shortened at this high vehicle speed, a great fuel efficiency improvement effect cannot be obtained. In addition, it can be avoided that the delay reduction is performed wastefully and the above-described shock reduction effect is offset.
  • the larger the driving torque and the lower the vehicle speed the smaller the delay of the power generation load.
  • the longer the driving torque the smaller the delay of the power generation load. Therefore, this requirement can be satisfied.
  • the effect of improving the fuel efficiency is reduced by reducing the delay of the power generation load and shortening the time to reach the best fuel efficiency operating point, but in the present invention, the delay is reduced as the vehicle speed is lower. Thus, it is possible to reliably enjoy the fuel efficiency improvement effect by shortening the time to reach the best fuel efficiency operating point.
  • FIG. 1 is a schematic plan view illustrating a power train of a hybrid vehicle to which a power generation control device of the present invention can be applied.
  • FIG. 2 is a block diagram showing a control system for the power train shown in FIG.
  • FIG. 3 is a functional block diagram of an integrated controller in the control system shown in FIG. 3 is a torque diagram used when the target drive torque calculation unit in FIG. 3 obtains the target drive torque, (a) is a torque diagram related to the target steady drive torque, and (b) is a torque line related to the motor / generator assist torque.
  • FIG. FIG. 4 is a travel mode region diagram used by a travel mode selection unit in FIG. 3 when selecting an EV mode and an HEV.
  • FIG. 4 is a power generation output characteristic diagram used when a target power generation output calculation unit in FIG.
  • FIG. 2 is an engine performance diagram showing the best fuel consumption line of the engine in FIG. 1 on two-dimensional coordinates of engine speed and engine torque.
  • FIG. 2 is a shift pattern diagram showing shift lines of the automatic transmission in FIG. 1 on two-dimensional coordinates of a vehicle speed VSP and an accelerator opening APO.
  • 2 is an operation time chart showing the operation when the hybrid vehicle of FIG. 1 is driven at a constant load and a low load when the power generation torque delay is large and small.
  • FIG. 2 is an operation time chart showing an operation when the hybrid vehicle of FIG. 3 is a flowchart showing a control program for power generation torque delay control executed by an integrated controller in FIG.
  • FIG. 12 is a map diagram of a power generation torque delay coefficient used when a power generation torque delay coefficient is obtained by the power generation torque delay control program of FIG.
  • FIG. 1 illustrates a power train of a hybrid vehicle to which the power generation control device of the present invention can be applied.
  • This hybrid vehicle uses a front engine / rear wheel drive vehicle (rear wheel drive vehicle) as a base vehicle and is a hybrid of the vehicle. 1 indicates an engine as a first power source, and 2 indicates left and right drive wheels. (Left and right rear wheels).
  • the automatic transmission 3 is arranged in tandem at the rear of the engine 1 in the vehicle front-rear direction as in a normal rear wheel drive vehicle.
  • the engine 1 and the automatic transmission 3 are coupled to each other by a shaft 4 that transmits the rotation from the engine 1 (crankshaft 1a) to the input shaft 3a of the automatic transmission 3, and is coupled to the shaft 4 to be a motor / generator. 5 is provided.
  • the motor / generator 5 forms a power source of the vehicle together with the engine 1 as a first power source and functions as a second power source.
  • the motor / generator 5 functions as an electric motor (electric motor) or as a generator (generator), and has a general configuration in which a rotor 5r rotating with a shaft 4 and a fixed annular stator 5s are arranged concentrically with each other. Shall be.
  • the first clutch 6 can be inserted between the motor / generator 5 and the engine 1, more specifically, between the shaft 4 and the engine crankshaft 1a, and the engine 1 and the motor / generator 5 can be disconnected by the first clutch 6.
  • the first clutch 6 can change the transmission torque capacity continuously or stepwise.
  • the transmission torque capacity can be changed by controlling the clutch hydraulic oil flow rate and the clutch hydraulic pressure with a proportional solenoid continuously or stepwise. It consists of possible wet multi-plate clutch.
  • a second clutch 7 is inserted between the motor / generator 5 and the driving wheel (rear wheel) 2, and the motor / generator 5 and the driving wheel (rear wheel) 2 are detachably coupled by the second clutch 7.
  • the second clutch 7 can change the transmission torque capacity continuously or stepwise.
  • the proportional hydraulic solenoid controls the clutch hydraulic fluid flow rate and the clutch hydraulic pressure continuously or stepwise.
  • a wet multi-plate clutch whose transmission torque capacity can be changed.
  • the automatic transmission 3 may be any known one, and by selectively engaging or releasing a plurality of speed change friction elements (clutch, brake, etc.), a transmission system is obtained by a combination of engagement and release of these speed change friction elements. It is assumed that the road (speed stage) is determined. Therefore, the automatic transmission 3 shifts the rotation from the input shaft 3a at a gear ratio corresponding to the selected shift speed and outputs it to the output shaft 3b. This output rotation is distributed and transmitted to the left and right rear wheels 2 by the differential gear device 8 and used for traveling of the vehicle.
  • a plurality of speed change friction elements clutch, brake, etc.
  • the existing variable speed friction element is used in the automatic transmission 3.
  • the second clutch 7 performs the above-described shift speed selection function (shift function) when engaged, so that the automatic transmission 3 is in a power transmission state, and in addition, the first clutch 6 is released and engaged, A traveling mode selection function described later can be achieved, and a dedicated second clutch is not required, which is advantageous in terms of cost.
  • the second clutch 7 may be newly provided.
  • the second clutch 7 is provided between the input shaft 3a of the automatic transmission 3 and the motor / generator shaft 4, or the automatic transmission 3 Provided between the output shaft 3b and the rear wheel drive system.
  • a travel mode in which the power train of the hybrid vehicle shown in FIG. 1 can be selected will be described below.
  • electric driving (EV) mode used at low load and low vehicle speed, including when starting from a stopped state, is required, the first clutch 6 is released and the second clutch 7 is engaged to power the automatic transmission 3.
  • the second clutch 7 is a shift friction element to be engaged at the current shift stage among the shift friction elements in the automatic transmission 3, and is different for each selected shift stage.
  • the automatic transmission 3 When the hybrid travel (HEV) mode used for high speed travel or heavy load travel is required, the automatic transmission 3 remains in the corresponding gear selection state (power transmission state) by engaging the second clutch 7, The first clutch 6 is also engaged. In this state, both the output rotation from the engine 1 and the output rotation from the motor / generator 5 are combined to reach the transmission input shaft 3a, and the automatic transmission 3 selects the rotation to the input shaft 3a. The speed is changed in accordance with the middle gear and output from the transmission output shaft 3b. The rotation from the transmission output shaft 3b then reaches the rear wheel 2 via the differential gear device 8, and the vehicle can be driven in a hybrid running (HEV) mode using both the engine 1 and the motor / generator 5.
  • HEV hybrid running
  • the primary purpose is to drive the engine 1 to achieve the optimum fuel consumption (best fuel consumption) and increase the fuel efficiency to the maximum.
  • the surplus energy is converted into electric power by causing the motor / generator 5 to act as a generator by the surplus energy.
  • the fuel efficiency of the engine 1 can be improved.
  • the engine 1, the motor / generator 5, the first clutch 6, and the second clutch 7 that form the power train of the hybrid vehicle shown in FIG. 1 are controlled by a system as shown in FIG.
  • the control system of FIG. 2 includes an integrated controller 20 that integrally controls the operating point of the power train.
  • the operating point of the power train is defined by the target engine torque tTe, the target motor / generator torque tTm, the target transmission torque capacity tTc1 of the first clutch 6, and the target transmission torque capacity tTc2 of the second clutch 7.
  • the integrated controller 20 receives a signal from the engine speed sensor 11 that detects the engine speed Ne and a motor / generator speed sensor 12 that detects the motor / generator speed Nm. , A signal from the input rotation sensor 13 that detects the transmission input rotation speed Ni, a signal from the output rotation sensor 14 that detects the transmission output rotation speed No, and the accelerator pedal depression indicating the required load on the vehicle A signal from the accelerator opening sensor 15 that detects the amount (accelerator opening APO) and a storage state sensor 16 that detects the storage state SOC (carryable power) of the battery 9 that stores the power for the motor / generator 5 The signal from is input.
  • the engine rotation sensor 11, the motor / generator rotation sensor 12, the input rotation sensor 13, the output rotation sensor 14, and the clutch stroke sensor 17 can be arranged as shown in FIG.
  • the integrated controller 20 is a driving mode in which the driving force of the vehicle desired by the driver can be realized from the accelerator opening APO, the battery storage state SOC, and the transmission output rotational speed No (vehicle speed VSP) among the above input information.
  • EV mode, HEV mode is selected, and target engine torque tTe, target motor / generator torque tTm, target first clutch transmission torque capacity tTc1, and target second clutch transmission torque capacity tTc2 are calculated.
  • the target engine torque tTe is supplied to the engine controller 21, and the target motor / generator torque tTm is supplied to the motor / generator controller 22.
  • the engine controller 21 controls the engine 1 so that the engine torque Te becomes the target engine torque tTe.
  • the motor / generator controller 22 controls the motor / generator 5 via the battery 9 and the inverter 10 so that the torque Tm and the rotational speed Nm of the motor / generator 5 become the target motor / generator torque tTm.
  • the integrated controller 20 supplies a solenoid current corresponding to the target first clutch transmission torque capacity tTc1 and the target second clutch transmission torque capacity tTc2 to an engagement control solenoid (not shown) of the first clutch 6 and the second clutch 7,
  • the first clutch 6 and the first clutch 6 so that the transmission torque capacity Tc1 of the first clutch 6 matches the target transmission torque capacity tTc1, and the transmission torque capacity Tc2 of the second clutch 7 matches the target second clutch transmission torque capacity tTc2.
  • the second clutch 7 is individually controlled for engaging force.
  • the integrated controller 20 is as shown by the functional block diagram of FIG. 3 and includes the target engine torque tTe, target motor / generator torque tTm, target first clutch transmission torque capacity tTc1, target second clutch transmission torque capacity tTc2.
  • the target shift speed of the automatic transmission 3 is obtained as follows, and the power generation torque delay control targeted by the present invention is performed as described later.
  • the integrated controller 20 includes a target drive torque calculation unit 30, a mode selection unit 40, a target power generation output calculation unit 50, an operating point command unit 60, and a shift control unit 70 as illustrated.
  • the target drive torque calculation unit 30 searches and obtains the target steady drive torque of the vehicle from the accelerator opening APO and the vehicle speed VSP based on the target steady drive torque map shown in FIG.
  • the target MG assist torque is retrieved from the accelerator opening APO and the vehicle speed VSP based on the motor / generator (MG) assist torque map shown in FIG.
  • MG motor / generator
  • the travel mode selection unit 40 determines the preferred travel mode (HEV mode or EV mode) required in the current operation state from the battery storage state SOC, the accelerator opening APO, and the vehicle speed VSP. )
  • the two solid lines in FIG. 5 indicate the engine start line to be switched from EV to HEV mode by starting the engine at a higher load (large accelerator opening) and higher vehicle speed than these lines, and the battery charge state SOC Comparison is shown when the value is high and low.
  • the two broken lines in FIG. 5 indicate the engine stop line to be switched from HEV to EV mode by stopping the engine at a lower load (small accelerator opening) and lower vehicle speed than these lines, and the battery charge state Comparison is shown when the SOC is high and low.
  • the travel mode selection unit 40 selects a target travel mode (HEV mode or EV) suitable for the current operation state (battery storage state SOC, accelerator opening APO, and vehicle speed VSP). Mode), and this target travel mode is directed to the operating point command unit 60.
  • a target travel mode HEV mode or EV
  • the current operation state battery storage state SOC, accelerator opening APO, and vehicle speed VSP. Mode
  • the target power generation output calculation unit 50 calculates the target power generation output from the battery storage state SOC based on the traveling power generation request output map shown in FIG. 6 and engine from the current engine operating point to the best fuel consumption line shown in FIG. Calculate the best fuel efficiency output correction amount necessary to increase the torque, and calculate the smaller output Min (target power output, best fuel efficiency output correction amount) of the calculated target power output and best fuel efficiency output correction amount. Command the operating point command unit 60 as an engine output correction request.
  • the operating point command unit 60 includes an accelerator opening APO, a target steady driving torque and an MG assist torque, a target travel mode, a vehicle speed VSP, and an engine output correction request Min (target power generation output, best fuel efficiency output correction amount).
  • the target steady drive torque, MG assist torque, target travel mode, and engine output correction request Min target power generation output, best fuel efficiency output correction amount) as the operating point arrival target, the current accelerator opening APO and vehicle speed
  • the capacity tTc2 and the target shift stage are calculated and commanded to the corresponding location as shown in FIG.
  • the desired target shift speed in this driving state is determined from the current accelerator opening APO and vehicle speed VSP. Determine the stage.
  • the shift control unit 70 receives the target second clutch transmission torque capacity tTc2 and the target shift stage from among the calculation results obtained by the above calculation by the operating point command unit 60, and realizes these in the automatic transmission 3 Control the drive current of the corresponding solenoid.
  • the engine start process to be performed when the EV ⁇ HEV mode is switched is as follows. During EV traveling, when the accelerator opening APO exceeds the engine start line shown in FIG. 5, the second clutch 7 is slipped due to a decrease in the target second clutch transmission torque capacity tTc2, and the slip of the second clutch 7 starts. After the determination is made, the first clutch 6 is started to be engaged when the target first clutch transmission torque capacity tTc1 is generated.
  • the engine 1 is cranked by the motor / generator 5, and when the engine speed Ne is increased to a speed at which the initial explosion is possible, the engine 1 can be operated independently and the start is completed.
  • the engine speed Ne is substantially equal to the motor / generator speed Nm due to engine start and the difference between the front and rear speeds of the first clutch 6 becomes substantially zero
  • the first clutch 6 is set to the target first clutch transmission torque capacity tTc1.
  • the second clutch 7 is completely engaged when the target second clutch transmission torque capacity tTc2 is increased and restored from the above-mentioned engagement capacity reduced state, and the transition to the HEV mode is completed.
  • the power generation load (power generation torque) delay is increased for shock countermeasures, including not only during low load operation with low acceleration but also during high load operation with large acceleration.
  • the time change rate of (power generation torque) is lowered, the target engine torque tTe and the target motor torque tTm change in time series as shown by the solid line in FIG.
  • the actual engine torque Te changes as shown by the solid line in FIG. 9 so as to follow the target engine torque tTe with a slight delay, and the actual motor torque Tm is not shown, but the target indicated by the solid line in FIG.
  • the motor torque tTm changes to approximately match, and the difference between the torque response of the engine 1 and the torque response of the motor / generator 5 tends to be small, and the fluctuation of the longitudinal acceleration G of the vehicle is shown by the solid line in FIG. It can be made smaller and the shock caused by power generation can be reduced.
  • the target engine torque tTe will not reach the instantaneous t4 in FIG. It cannot take the fuel consumption point equivalent value, and it takes a long time until the actual engine torque Te reaches the best fuel consumption point equivalent value. During this time, the vehicle continues to drive the engine 1 in an inefficient state, which causes a problem that fuel efficiency deteriorates due to a long engine inefficient state lasting for a long time.
  • the time change rate of the power generation load (power generation torque) is increased by reducing the delay of the power generation load (power generation torque) during low load operation with low acceleration as shown in FIG. 9, the following problems occur. That is, the actual engine torque Te changes as shown by a broken line in FIG. 9 so as to follow the target engine torque tTe with a large delay, and the actual motor torque Tm is not shown, but the target motor indicated by the broken line in FIG.
  • the torque tTm changes to approximately coincide with the torque response of the engine 1 and the torque response of the motor / generator 5, and the longitudinal acceleration G of the vehicle greatly fluctuates as shown by the broken line in FIG. The shock caused by power generation becomes significant.
  • the delay in power generation load is reduced and the time change rate of power generation load (power generation torque) is increased to shorten the time to reach the best fuel consumption operating point.
  • the first priority is to reduce the shock caused by power generation, and increase the delay of the power generation load (power generation torque). It is better to reduce the rate of time change of the power generation load (power generation torque).
  • the delay in power generation load is reduced and the time change rate of power generation load (power generation torque) is increased to shorten the time to reach the best fuel consumption operating point. Is remarkable. Therefore, even when the vehicle speed is low, the first priority is to reduce the arrival time of the best fuel consumption operating point (fuel efficiency improvement effect) or to reduce the delay of the power generation load (power generation torque) rather than shock mitigation. ) It is better to increase the rate of time change.
  • the integrated controller 20 in FIG. 2 of the present embodiment executes the control program of FIG. 11 to perform the power generation torque delay control as follows.
  • the delay coefficient is the torque change rate Nm / s, and the smaller the value, the greater the delay in the generated torque.
  • step S16 If it is determined in step S14 that the driving torque is increasing, in step S16, the larger of the basic delay coefficient (slow setting) and the absolute value of the driving torque delay coefficient, MAX (basic delay coefficient (slow),
  • step S17 If it is determined in step S14 that the travel drive torque is constant or decreased, in step S17, the basic delay coefficient (slow) is determined as the delay coefficient, and normal power generation torque delay control based on this is performed.
  • step S18 If it is determined in step S15 that the travel drive torque is decreasing, in step S18, the larger of the basic delay coefficient (slow setting) and the absolute value of the drive torque delay coefficient, MAX (basic delay coefficient (slow),
  • step S15 When it is determined in step S15 that the travel drive torque is constant or increased, in step S19, the vehicle speed VSP and the required drive torque (transmission input torque) Tin are calculated. In the next step S20, based on the power generation torque delay coefficient map shown in FIG. 12, the power generation torque delay coefficient is retrieved from the vehicle speed VSP and the required driving torque during transmission (transmission input torque) Tin, and is thus obtained. Based on the power generation torque delay coefficient determined as described above, power generation torque delay control targeted by the present invention is performed. Therefore, step S20 corresponds to the power generation load delay setting means in the present invention.
  • the delay with respect to the power generation torque increases as the required driving torque during transmission (transmission input torque) Tin decreases, and the vehicle speed VSP increases. Set so that the higher the higher.
  • the power generation torque when the delay is increased is set to a torque value that is offset by a predetermined torque amount from the torque value necessary for constant speed running at the current vehicle speed, and the delay setting is performed.
  • the predetermined torque amount to be offset is a larger torque amount as the accelerator opening APO is larger.
  • the power generation torque delay increase of the present embodiment is not performed in a region where the travel required drive torque (transmission input torque) Tin is small, the time change rate of the travel required drive torque (transmission input torque) Tin is high. In this state, as described above with reference to FIG. 9, a harmful effect (shock) due to a high time change ratio of the travel demand drive torque (transmission input torque) Tin is likely to appear.
  • the travel demand drive torque As the transmission input torque (Tin) is smaller, the delay of the power generation torque is set larger, so that the problem of shock can be avoided.
  • the higher the vehicle speed the larger the delay is set. Therefore, at this high vehicle speed, even if the delay is reduced to shorten the arrival time of the best fuel consumption operating point, a great fuel efficiency improvement effect cannot be obtained. However, it can be avoided that the delay reduction is performed wastefully and the above-described shock reduction effect is offset.
  • the required driving torque during transmission (transmission input torque) Tin is large, the above shock is unlikely to be a physical problem, and the fuel consumption improvement effect is achieved by reducing the delay of the power generation torque and shortening the time to reach the best fuel consumption operating point.
  • the longer the required driving torque during transmission (transmission input torque) Tin the smaller the delay in power generation torque, so that this requirement can be satisfied.
  • the delay in the power generation torque is reduced to shorten the time to reach the best fuel consumption operating point.
  • the delay is reduced at a lower vehicle speed. Therefore, it is possible to reliably enjoy the fuel efficiency improvement effect by shortening the arrival time of the best fuel efficiency operating point.
  • the absolute value of the power generation torque is increased (step S13), and the unique power generation torque delay control according to the above-mentioned driving demand driving torque (transmission input torque) Tin and the vehicle speed VSP is performed. Since it is performed when the torque Tin is unchanged or increased (step S15), it is possible to avoid the adverse effect that is caused in an operation state in which the specific power generation torque delay control is not required.
  • the power generation torque at the time of the delay increase is set to a torque value offset by a predetermined amount of torque from the torque value necessary for constant speed traveling under the current vehicle speed, Since the delay is set, and the predetermined torque amount to be offset is set to a larger torque amount as the accelerator opening APO is larger, the time for reaching the best fuel consumption operating point can be further shortened, thereby improving fuel efficiency. Can be made remarkable.

Abstract

Dans la présente invention, lorsque la valeur absolue de couple de production d'énergie augmente (étape S13) et que le couple d'entraînement de déplacement (Tin) augmente (étape S15), la commande suivante de retard de couple de production d'énergie selon le couple d'entraînement (Tin) et la vitesse du véhicule (VSP) est effectuée dans l'étape S20. Spécifiquement, un retard du couple de production d'énergie est défini de sorte que plus le couple d'entraînement (Tin) est faible, plus le retard est grand. Alors qu'un effet nocif (chocs) apparaît aisément du fait du taux de variation au fil du temps avec un Tin élevé lorsque l'augmentation de retard n'est pas effectuée dans une plage de Tin faible, le problème de choc peut être empêché parce que le retard est réglé pour être plus long lorsque Tin diminue.
PCT/JP2014/055585 2013-04-25 2014-03-05 Dispositif permettant de commander la production d'énergie d'un véhicule hybride WO2014174907A1 (fr)

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JP2013-092444 2013-04-25
JP2013092444 2013-04-25

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004096969A (ja) * 2002-09-04 2004-03-25 Nissan Motor Co Ltd ハイブリッド車両の駆動トルク制御装置
JP2012153321A (ja) * 2011-01-28 2012-08-16 Nissan Motor Co Ltd 電動車両の制御装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004096969A (ja) * 2002-09-04 2004-03-25 Nissan Motor Co Ltd ハイブリッド車両の駆動トルク制御装置
JP2012153321A (ja) * 2011-01-28 2012-08-16 Nissan Motor Co Ltd 電動車両の制御装置

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