WO2014181616A1 - Dispositif de commande de véhicule hybride - Google Patents

Dispositif de commande de véhicule hybride Download PDF

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Publication number
WO2014181616A1
WO2014181616A1 PCT/JP2014/059793 JP2014059793W WO2014181616A1 WO 2014181616 A1 WO2014181616 A1 WO 2014181616A1 JP 2014059793 W JP2014059793 W JP 2014059793W WO 2014181616 A1 WO2014181616 A1 WO 2014181616A1
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WO
WIPO (PCT)
Prior art keywords
torque
engine
power generation
motor generator
hybrid vehicle
Prior art date
Application number
PCT/JP2014/059793
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English (en)
Japanese (ja)
Inventor
将史 黒田
Original Assignee
日産自動車株式会社
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Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to JP2015515818A priority Critical patent/JP5950038B2/ja
Publication of WO2014181616A1 publication Critical patent/WO2014181616A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—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
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/445—Temperature
    • 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
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • 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
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/44—Control modes by parameter estimation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
    • F02N2200/061—Battery state of charge [SOC]
    • 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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    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a control device for a hybrid vehicle that can run while generating power using an engine and a motor generator as a power source.
  • a hybrid vehicle as described in Patent Document 1 is known as such a hybrid vehicle.
  • the power generation amount in a low rotation region with low fuel efficiency is reduced (or stopped), and the power generation amount in a rotation region with high fuel efficiency is increased.
  • a power generation torque characteristic is set. The power generation efficiency is improved by moving the basic power generation torque characteristics in the torque axis direction according to the state of charge of the battery.
  • the present invention pays attention to the above-mentioned problems, and an object thereof is to provide a hybrid vehicle control device capable of improving power generation efficiency.
  • the charge amount of the battery is a predetermined value.
  • the power generation torque by the motor generator is increased when the required drive torque is less than or equal to the predetermined torque, and the power generation torque by the motor generator is decreased when the required drive torque is greater than the predetermined torque.
  • FIG. 1 is an overall system diagram illustrating a hybrid vehicle according to a first embodiment.
  • FIG. 3 is a block diagram illustrating a control configuration of the hybrid vehicle according to the first embodiment.
  • 2 is a target driving force map according to the first embodiment.
  • 3 is a flowchart illustrating a power generation torque control process according to the first embodiment.
  • 3 is a power generation amount map showing a relationship of power generation amount with respect to the SOC of Example 1.
  • 2 is an operating point map defined by the engine torque and the engine speed of the first embodiment. It is a time chart showing the relationship between the driving torque and the power generation torque when the SOC exceeds a predetermined value.
  • FIG. 1 is an overall system diagram showing a hybrid vehicle by rear wheel drive to which the engine start control device of the first embodiment is applied.
  • the drive system of the hybrid vehicle in the first embodiment includes an engine E, a first clutch CL1, a motor generator MG, a second clutch CL2, an automatic transmission AT, a propeller shaft PS, It has a differential DF, a left drive shaft DSL, a right drive shaft DSR, a left rear wheel RL (drive wheel), and a right rear wheel RR (drive wheel).
  • FL is the front left wheel
  • FR is the front right wheel.
  • Engine E is, for example, a gasoline engine, and the valve opening of the throttle valve is controlled based on a control command from an engine controller 1 described later.
  • the engine output shaft is provided with a flywheel FW.
  • the first clutch CL1 is a clutch interposed between the engine E and the motor generator MG, and the control created by the first clutch hydraulic unit 6 based on a control command from the first clutch controller 5 described later. Actuated by hydraulic pressure, and fastening / release including slip fastening is controlled.
  • the motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and the three-phase AC generated by the inverter 3 is generated based on a control command from a motor controller 2 described later. It is controlled by applying.
  • the motor generator MG can operate as an electric motor that is driven to rotate by receiving power supplied from the battery 4 (hereinafter, this state is referred to as “power running”), or when the rotor is rotated by an external force.
  • the rotor of the motor generator MG is connected to the input shaft of the automatic transmission AT via a damper (not shown).
  • the second clutch CL2 is a clutch interposed between the motor generator MG and the left and right rear wheels RL and RR, and is generated by the second clutch hydraulic unit 8 based on a control command from the AT controller 7 described later.
  • the fastening / release including slip fastening is controlled by the control hydraulic pressure.
  • the automatic transmission AT is a transmission that automatically switches the stepped gear ratio, such as forward 7 speed, reverse 1 speed, etc. according to the vehicle speed, accelerator opening, etc., and the second clutch CL2 is newly added as a dedicated clutch However, some frictional engagement elements are used among a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission AT.
  • the output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR as vehicle drive shafts.
  • the first clutch CL1 and the second clutch CL2 are, for example, wet multi-plate clutches that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid.
  • the first travel mode is an electric vehicle travel mode (hereinafter abbreviated as “EV travel mode”) as a motor use travel mode that travels using only the power of the motor generator MG as a power source with the first clutch CL1 opened. It is.
  • the second travel mode is an engine use travel mode (hereinafter, abbreviated as “HEV travel mode”) in which the first clutch CL1 is engaged and the engine E is included in the power source.
  • HEV travel mode engine use travel mode
  • the second clutch CL2 is slip-controlled while the first clutch CL1 is engaged, and the engine travel slip travel mode (hereinafter referred to as “WSC travel mode”) is performed while the engine E is included in the power source. ).
  • This mode is a mode in which creep running can be achieved particularly when the battery SOC is low or the engine water temperature is low.
  • the SOC represents the state of charge of the battery.
  • the SOC is high, the amount of charge of the battery is high, and when the SOC is low, the state of charge of the battery is low.
  • the first clutch CL1 is engaged and the engine is started using the torque of the motor generator MG.
  • the “HEV travel mode” has three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”.
  • engine running mode the drive wheels are moved using only the engine E as a power source.
  • motor-assisted travel mode the drive wheels are moved using the engine E and the motor generator MG as power sources.
  • traveling power generation mode the motor generator MG is caused to function as a power generator while the drive wheels RR and RL are moved using the engine E as a power source.
  • the motor generator MG is operated as a generator using the power of the engine E. Further, during deceleration operation, the braking energy is regenerated and generated by the motor generator MG and used for charging the battery 4. Further, as a further mode, there is a power generation mode in which the motor generator MG is operated as a generator using the power of the engine E when the vehicle is stopped.
  • the hybrid vehicle control system includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6.
  • the AT controller 7, the second clutch hydraulic unit 8, the brake controller 9, and the integrated controller 10 are configured.
  • the engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected via a CAN communication line 11 that can exchange information with each other. Has been.
  • the engine controller 1 inputs the engine speed information from the engine speed sensor 12, and controls the engine operating point (Ne: engine speed, Te: engine torque) according to the target engine torque command from the integrated controller 10, etc. For example, to a throttle valve actuator (not shown). Information such as the engine speed Ne is supplied to the integrated controller 10 via the CAN communication line 11.
  • the motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor generator MG, and according to a target motor generator torque command from the integrated controller 10 or the like, the motor operating point (Nm: motor generator) of the motor generator MG.
  • a command for controlling the rotation speed (Tm: motor generator torque) is output to the inverter 3.
  • the motor controller 2 monitors the battery SOC indicating the state of charge of the battery 4.
  • the battery SOC information is used as control information for the motor generator MG and is supplied to the integrated controller 10 via the CAN communication line 11. Is done.
  • the first clutch controller 5 inputs sensor information from the first clutch hydraulic pressure sensor 14 and the first clutch stroke sensor 15, and according to the first clutch control command from the integrated controller 10, the first clutch CL1 is engaged / released. A command to control is output to the first clutch hydraulic unit 6. Information on the first clutch stroke C1S is supplied to the integrated controller 10 via the CAN communication line 11.
  • the AT controller 7 inputs sensor information from the accelerator opening sensor 16, the vehicle speed sensor 17, the second clutch hydraulic pressure sensor 18, and an inhibitor switch that outputs a signal corresponding to the position of the shift lever operated by the driver. 10 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve in response to the second clutch control command from 10. Information on the accelerator pedal opening APO, the vehicle speed VSP, and the inhibitor switch is supplied to the integrated controller 10 via the CAN communication line 11.
  • the brake controller 9 inputs sensor information from a wheel speed sensor 19 and a brake stroke sensor 20 that detect the wheel speeds of the four wheels. For example, when the brake is depressed, braking is performed with respect to the required braking force obtained from the brake stroke BS. When the braking force alone is insufficient, the regenerative cooperative brake control is performed based on the regenerative cooperative control command from the integrated controller 10 so that the shortage is supplemented by the mechanical braking force (braking force by the friction brake).
  • the integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency.
  • the integrated controller 10 detects the motor rotational speed Nm, and the second clutch output rotational speed N2out.
  • the information from the G sensor 10b for detecting the longitudinal acceleration and the information obtained through the CAN communication line 11 are input.
  • the integrated controller 10 also controls the operation of the engine E according to the control command to the engine controller 1, the operation control of the motor generator MG based on the control command to the motor controller 2, and the first control command to the first clutch controller 5. Engagement / release control of the clutch CL1 and engagement / release control of the second clutch CL2 by a control command to the AT controller 7 are performed.
  • the integrated controller 10 includes a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, an operating point command unit 400, and a shift control unit 500.
  • the target driving force calculation unit 100 calculates the target driving force tFoO from the accelerator pedal opening APO and the vehicle speed VSP using the target driving force map shown in FIG.
  • the mode selection unit 200 selects a travel mode based on a vehicle speed and an accelerator pedal opening from a shift diagram having a mode region provided in advance.
  • the mode area includes an EV travel mode, a WSC travel mode, and an HEV travel mode, and the target mode is calculated from the accelerator pedal opening APO and the vehicle speed VSP.
  • the “HEV travel mode” or the “WSC travel mode” is forcibly set as the target mode.
  • Target charge / discharge calculation section 300 calculates target charge / discharge power tP from battery SOC using a preset target charge / discharge amount map. Further, the power generation torque is controlled according to the battery SOC. Details will be described later.
  • the operating point command unit 400 uses the accelerator pedal opening APO, the target driving force tFoO, the target mode, the vehicle speed VSP, and the target charging / discharging power tP as a target for reaching the operating point, as a transient target engine torque. And a target motor generator torque, a target second clutch engagement capacity, a target gear position of the automatic transmission AT, and a first clutch solenoid current command which is a transmission torque capacity command of the first clutch CL1.
  • the operating point command unit 400 is provided with an engine start control unit 401 that engages the first clutch CL1 and starts the engine E when transitioning from the EV travel mode to the HEV travel mode.
  • the shift control unit 500 drives and controls the solenoid valve in the automatic transmission AT so as to achieve the target second clutch engagement capacity and the target shift speed according to the shift schedule set in the shift diagram described above.
  • FIG. 4 is a flowchart illustrating a power generation torque control process according to the first embodiment.
  • a process of controlling the power generation torque in accordance with the SOC when the vehicle is traveling in the HEV travel mode while generating power with the motor generator MG by the driving force of the engine E is shown.
  • step S1 the engine speed is read.
  • step S2 the SOC that is the remaining battery capacity is read.
  • step S3 the target engine efficiency is set based on the SOC.
  • FIG. 5 is a power generation amount map showing the relationship of the power generation amount Pb to the SOC.
  • the SOC is less than the predetermined value SOC1, a certain large amount of power generation is required.
  • the SOC is equal to or greater than the predetermined value SOC1
  • the power generation amount Pb is set to be smaller as the SOC is larger in order to satisfy the energy management requirements.
  • FIG. 6 is an operating point map defined by the engine torque and the engine speed. In the map, apart from the high-efficiency operation line in which the engine operating point is normally set, a target engine efficiency line corresponding to the SOC is set, and the efficiency is set to decrease as the SOC increases. In other words, the target engine efficiency line is set such that the engine efficiency decreases as the power generation amount Pb is suppressed.
  • step S4 a target engine torque Tet, which is a point where the target engine equiefficiency line and the current engine speed intersect, is determined.
  • step S5 the required drive torque Ted necessary for traveling is read based on the driver's request.
  • step S6 it is determined whether or not the required drive torque Ted is larger than the target engine torque Tet. If larger, the process proceeds to step S7, and if Ted ⁇ Tet, the process proceeds to step S8.
  • step S7 the power generation torque Teg is set to zero. That is, all the engine torque is transmitted to the drive wheels. Specifically, as shown in the map of FIG. 6, when the requested drive torque is larger than the target engine torque, the requested drive torque Ted is output as the engine torque without generating power.
  • FIG. 7 is a time chart showing the relationship between the driving torque and the power generation torque when the SOC exceeds a predetermined value.
  • the upper time chart in FIG. 7 is a comparative example in which the power generation torque according to the SOC is simply added to the drive torque, and the lower time chart in FIG. 7 is the case where the power generation control of the first embodiment is performed. It is a time chart.
  • the solid line in FIG. 7 represents the engine torque, the alternate long and short dash line represents the drive torque, and the space between the engine torque and the drive torque represents the power generation torque Ted.
  • the target engine efficiency is set as the engine operating point, the operation is continued in a region where the engine torque is not so low, and the requested driving torque is output within the range.
  • overall engine efficiency can be improved by setting the power generation torque Teg to the difference between the target engine torque and the required drive torque Ted.
  • the power generation amount Pb is set to 0, and the drive torque Ted required as the engine torque is output as the engine torque.
  • the necessary drive torque Ted becomes smaller than the target engine torque Tet at time t2
  • the power generation amount Pb is set again as the power generation torque Teg to the difference between the target engine torque and the necessary drive torque Ted.
  • a control apparatus for a hybrid vehicle that includes an engine E and a motor generator MG and travels while charging the battery 4 with electric power generated by the motor generator MG using engine torque.
  • SOC battery charge
  • Tet target engine torque
  • the target engine torque Tet (predetermined torque) is a torque defined by a preset target engine equiefficiency line and the current engine speed, and when the required drive torque Ted is less than or equal to the target engine torque Tet
  • the engine torque is increased to the target engine torque Tet, and the power generation torque Teg by the motor generator MG is set as a differential torque between the target engine torque Tet and the required drive torque Ted. Therefore, the engine efficiency can be increased by controlling the power generation torque Teg along the preset engine efficiency.
  • the target engine efficiency line is set to lower engine efficiency as the SOC is larger. Therefore, it is possible to improve energy efficiency in consideration of necessary power and power generation efficiency of the entire vehicle.

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

Abstract

Selon la présente invention, dans un dispositif de commande pour un véhicule hybride qui est pourvu d'un moteur et d'un groupe électrogène et qui se déplace tout en chargeant une batterie avec la puissance électrique générée par le groupe électrogène au moyen du couple moteur, lorsque la quantité de charge dans la batterie est égale ou supérieure à une valeur prédéfinie, le couple généré par le groupe électrogène est augmenté si un couple d'entraînement demandé n'est pas supérieur à un couple prédéfini. Si le couple d'entraînement demandé est supérieur au couple prédéfini, le couple généré par le groupe électrogène est diminué.
PCT/JP2014/059793 2013-05-08 2014-04-03 Dispositif de commande de véhicule hybride WO2014181616A1 (fr)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019077358A (ja) * 2017-10-25 2019-05-23 トヨタ自動車株式会社 ハイブリッド車両の制御装置

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JPH08317505A (ja) * 1995-05-18 1996-11-29 Aqueous Res:Kk ハイブリッド車両
JP2010125877A (ja) * 2008-11-25 2010-06-10 Mitsubishi Fuso Truck & Bus Corp ハイブリッド電気自動車の制御装置
JP2010143418A (ja) * 2008-12-19 2010-07-01 Nissan Motor Co Ltd ハイブリッド車両の発進制御装置
JP2011255824A (ja) * 2010-06-10 2011-12-22 Mitsubishi Motors Corp ハイブリッド車の制御装置
JP2013052804A (ja) * 2011-09-05 2013-03-21 Honda Motor Co Ltd ハイブリッド車両の制御装置および制御方法

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JP2006341708A (ja) * 2005-06-08 2006-12-21 Fuji Heavy Ind Ltd ハイブリッド車の制御装置
JP5176935B2 (ja) * 2008-12-17 2013-04-03 日産自動車株式会社 ハイブリッド車両の制御装置

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Publication number Priority date Publication date Assignee Title
JPH08317505A (ja) * 1995-05-18 1996-11-29 Aqueous Res:Kk ハイブリッド車両
JP2010125877A (ja) * 2008-11-25 2010-06-10 Mitsubishi Fuso Truck & Bus Corp ハイブリッド電気自動車の制御装置
JP2010143418A (ja) * 2008-12-19 2010-07-01 Nissan Motor Co Ltd ハイブリッド車両の発進制御装置
JP2011255824A (ja) * 2010-06-10 2011-12-22 Mitsubishi Motors Corp ハイブリッド車の制御装置
JP2013052804A (ja) * 2011-09-05 2013-03-21 Honda Motor Co Ltd ハイブリッド車両の制御装置および制御方法

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019077358A (ja) * 2017-10-25 2019-05-23 トヨタ自動車株式会社 ハイブリッド車両の制御装置

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