WO2015159724A1 - Dispositif d'assistance de couple de moteur et procédé d'assistance de couple utilisant un isg - Google Patents

Dispositif d'assistance de couple de moteur et procédé d'assistance de couple utilisant un isg Download PDF

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Publication number
WO2015159724A1
WO2015159724A1 PCT/JP2015/060543 JP2015060543W WO2015159724A1 WO 2015159724 A1 WO2015159724 A1 WO 2015159724A1 JP 2015060543 W JP2015060543 W JP 2015060543W WO 2015159724 A1 WO2015159724 A1 WO 2015159724A1
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WO
WIPO (PCT)
Prior art keywords
isg
torque
engine
engine torque
assisting
Prior art date
Application number
PCT/JP2015/060543
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English (en)
Japanese (ja)
Inventor
昌鉉 金
Original Assignee
ボッシュ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ボッシュ株式会社 filed Critical ボッシュ株式会社
Priority to JP2016513709A priority Critical patent/JP6192191B2/ja
Publication of WO2015159724A1 publication Critical patent/WO2015159724A1/fr

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Classifications

    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0404—Throttle position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/24—Control of the engine output torque by using an external load, e.g. a generator
    • 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
    • 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]

Definitions

  • the present invention relates to an engine torque assisting device and a torque assisting method using an ISG (Integrated Starter Generator).
  • ISG Integrated Starter Generator
  • a technology is known in which a motor generator (ISG) is mechanically coupled to an output shaft of a vehicle engine via a belt, and the engine is started by the motor generator.
  • ISG motor generator
  • a technique is known in which the range in which this ISG is used is used not only for starting an engine but also for assisting torque during vehicle travel (Patent Document 1).
  • This disclosure has an object to determine engine torque using ISG so as to improve fuel consumption.
  • This disclosure is intended to enable engine torque assistance by ISG effectively according to the state of charge of the battery.
  • an engine torque assist device that assists engine torque by ISG.
  • An engine torque assisting device includes an ISG control unit, a unit that calculates an accelerator opening change amount based on a signal indicating an accelerator opening from an accelerator opening sensor, and a driver from the engine control unit. Means for calculating a driver required torque change amount based on a signal indicating the required torque.
  • the ISG control unit when the condition of (i) threshold 1 ⁇ accelerator opening change amount, or (ii) threshold 2 ⁇ driver required torque change amount and threshold 3 ⁇ driver required torque is satisfied, The ISG auxiliary torque is generated using the ISG.
  • an engine torque assist device that assists engine torque by ISG.
  • An engine torque assist device includes an ISG control unit.
  • the ISG control unit receives the charge state of the battery that supplies power to the ISG motor, permits engine torque assistance using ISG when threshold 4 ⁇ charge state, and engine torque when predetermined value 1 ⁇ charge state The use of the battery for purposes other than assistance is permitted, and threshold value 4 ⁇ predetermined value 1 is satisfied.
  • an engine torque assist device that assists engine torque by ISG.
  • An engine torque assist device includes an ISG control unit.
  • the ISG control unit receives the charge state of the battery that supplies power to the motor of the ISG, permits engine torque assistance using ISG when the charge state ⁇ threshold value 5, and engine torque when the charge state ⁇ predetermined value 2 The use of the battery for purposes other than assistance is permitted, and the predetermined value 2 ⁇ threshold value 5.
  • an engine torque assist device that assists engine torque by ISG.
  • An engine torque assist device includes an ISG control unit.
  • the ISG control unit has means for determining the ISG auxiliary torque generated by the ISG so as to improve the fuel efficiency by using a fuel efficiency map on the engine speed-torque plane.
  • an engine torque assist device that assists engine torque by ISG.
  • An engine torque assist device includes an ISG control unit.
  • the ISG control unit realizes the driver required torque as the sum of the ISG auxiliary torque and the engine torque generated using the ISG, and the engine torque is (driver required torque) and (driver required torque-ISG auxiliary torque). Means for determining with a function that adopts the smaller one of the values.
  • an engine torque assisting method using ISG is provided. Such a method is based on the step of calculating the accelerator opening change amount based on the signal indicating the accelerator opening from the accelerator opening sensor, and the driver required torque change based on the signal indicating the driver required torque from the engine control unit. Calculating a quantity.
  • the method further includes (i) threshold 1 ⁇ accelerator opening change amount, or (ii) threshold 2 ⁇ driver required torque change amount and threshold 3 ⁇ driver required torque. Generating ISG auxiliary torque using ISG.
  • an engine torque assisting method using ISG uses a threshold value 4 and a predetermined value 1 relating to a charging state of a battery that supplies electric power to the motor of the ISG, and permits engine torque assistance using the ISG when the threshold value 4 ⁇ the charging state, and the predetermined value 1 ⁇
  • the battery is allowed to be used for purposes other than assisting engine torque in the charged state, and threshold value 4 ⁇ predetermined value 1.
  • an engine torque assisting method using ISG uses a threshold value 5 and a predetermined value 2 relating to a charging state of a battery that supplies electric power to an ISG motor, and permits engine torque assistance using ISG when the charging state ⁇ threshold value 5, and the charging state ⁇ predetermined value.
  • the predetermined value 2 ⁇ threshold 5
  • an engine torque assisting method using ISG is provided.
  • the ISG auxiliary torque generated by the ISG is determined by using the fuel consumption map on the engine speed-torque plane so that the fuel consumption is improved.
  • an engine torque assisting method using ISG is provided.
  • the driver request torque is realized as the sum of the ISG auxiliary torque and the engine torque generated using the ISG, and the engine torque is calculated by (driver request torque) and (driver request torque ⁇ ISG auxiliary torque). It is determined by the function that adopts the smaller one of the values.
  • FIG. 6 is a graph illustrating driver required torque, ISG auxiliary torque, and actual engine torque according to an embodiment of the present disclosure.
  • FIG. 6 is a diagram illustrating a procedure for determining an ISG auxiliary torque according to an embodiment of the present disclosure;
  • FIG. 6 is a diagram showing a fuel efficiency map by engine torque-engine speed used when determining an ISG auxiliary torque according to an embodiment of the present disclosure.
  • an engine torque assist device mounted on a vehicle includes an engine 10, a starter 12 that starts the engine 10, an ISG (Integrated Starter Generator) 14 that includes a motor generator, and a motor of the ISG 14.
  • the battery 16 (for example, 14V or 48V battery) which supplies electric power to the is included.
  • the ISG 14 is configured to be able to supply ISG auxiliary torque to the output shaft of the engine 10 via the belt 18.
  • the engine torque assist device includes an ISG control unit 50 for controlling the ISG 14 and an engine control unit 52 for controlling the engine 10.
  • the ISG control unit 50 is configured to receive information 54 such as the state of charge (SOC) of the battery 16, the voltage, the battery current, and the battery temperature, and monitor the state of the battery 16.
  • SOC state of charge
  • the engine control unit 52 is configured to electrically communicate with an accelerator pedal (not shown), the engine 10, and the like, and receive various information 56 therefrom.
  • the engine control unit 52 receives information 56 such as an accelerator opening degree and an engine speed, and gives information 58 such as a required ignition timing, a required fuel injection amount, a required air amount, etc. to each component of the engine 10 to operate the engine 10. Can be controlled.
  • the ISG control unit 50 and the engine control unit 52 may be configured as independent hardware, or may be implemented as separate software on the same hardware.
  • the ISG control unit 50 is configured to communicate with the engine control unit 52.
  • the ISG control unit 50 can transmit the amount of ISG auxiliary torque generated by the ISG 14 to the engine control unit 52 (arrow 60).
  • the engine control unit realizes the driver request torque by generating an engine torque having a value obtained by subtracting the ISG auxiliary torque from the driver request torque.
  • the engine control unit 52 can transmit the driver request torque, the accelerator opening, and the engine speed to the ISG control unit 50 (arrow 62).
  • the ISG control unit 50 can be configured to determine the ISG auxiliary torque using the driver required torque, the accelerator opening, and the engine speed.
  • the ISG controller 50 assists engine torque by generating ISG assist torque when the vehicle is required to accelerate rapidly.
  • ISG assist torque In general, when the vehicle is accelerated rapidly, the fuel consumption of the engine decreases.
  • an auxiliary torque is generated using ISG to mitigate a reduction in fuel consumption.
  • FIG. 3 when the driver required torque 72 (the outermost envelope of the graph) is given, the triangular portions of the ISG auxiliary torques 72 and 74 (shown by the broken line in FIG. 3), the actual The driver required torque 72 is realized by the sum of the engine torque 74 (shown by the solid line in FIG. 3). Therefore, even when the vehicle is accelerated rapidly, the engine operating point can be determined where fuel efficiency is good.
  • step S100 this flow is started.
  • the illustrated procedure is repeatedly performed at regular time intervals, for example, every 10 ms.
  • step S102 the engine controller 52 calculates the driver required torque from the vehicle conditions such as the accelerator opening, the engine speed, and the vehicle speed.
  • the calculation method of the driver request torque and the information used for the driver request torque are not the subject of the present invention and are not described in detail, but any method can be adopted.
  • the driver required torque calculated by the engine control unit 52 is transmitted to the ISG control unit 50 by CAN communication (independent hardware) or signal transmission (separate software).
  • step S104 the ISG control unit 50 determines from the driver request torque received from the engine control unit 52 whether or not the vehicle is demanding rapid acceleration.
  • step S104 whether or not rapid acceleration is required for the vehicle is (i) threshold 1 ⁇ accelerator opening change amount, or (ii) threshold 2 ⁇ driver required torque change amount and threshold 3 ⁇ changer When either of the required torques is satisfied, it is determined that rapid acceleration is required.
  • Condition (i) is determined to be rapid acceleration when the amount of change in the accelerator opening is large.
  • the condition (ii) is determined to be rapid acceleration when the change amount of the driver request torque is large and the driver request torque is large.
  • the threshold value 1 can be set to, for example, 2% / 0.01 s (including a dead band for preventing a fluctuation in determination).
  • the threshold 2 can be set to, for example, 3 Nm / 0.01 s (including a dead band for preventing a fluctuation in determination).
  • the threshold value 3 can be set to, for example, 30 Nm (including a dead zone for preventing a fluctuation in determination).
  • Condition (ii) differs from condition (i) in that it is determined not from the amount of change in the accelerator opening but from the driver's requested torque and its amount of change, so even if there is no change in the accelerator pedal, torque assistance is provided by ISG14. It can be performed. For example, it corresponds to the case where Luke's control to drive the vehicle at a fixed speed set regardless of the driver's operation of the accelerator pedal, or the case where the electric load changes due to the use of an air conditioner, etc. be able to.
  • step S106 it is determined from the state of the battery 16 whether the ISG operation is possible.
  • step S106 (1) threshold 4 ⁇ battery state of charge (SOC) ⁇ threshold 5; (2) battery current ⁇ threshold 6; and (3) threshold 7 ⁇ battery temperature ⁇ threshold 8 or any of these conditions.
  • SOC battery state of charge
  • threshold value 4 can be set to, for example, 20% (including a dead zone for preventing a fluctuation in determination).
  • the threshold value 5 can be set to, for example, 80% (including a dead band for preventing a fluctuation in determination).
  • the threshold value 6 can be set to, for example, 10A (including a dead zone for preventing a fluctuation in determination).
  • the threshold value 7 can be set to 10 degrees, for example.
  • the threshold value 8 can be set to 70 degrees, for example.
  • These conditions (1) to (3) are conditions for protecting the battery 16.
  • the threshold value 4 of the condition (1) is a condition for preventing the battery 16 from rising, and the threshold value 5 is for preventing the life of the battery 16 from being adversely affected by driving the ISG from the overcharged state. It is a condition.
  • Condition (2) is a condition for avoiding using the battery 16 in an overdischarged state.
  • Condition (3) is a condition for avoiding use when the temperature of the battery 16 is too cold or when it is overheated.
  • the threshold value 4 and the threshold value 7 of the above condition are smaller than a lower limit value (predetermined value 1) that gives permission to use the battery 16 for purposes other than assisting engine torque.
  • the threshold value 5, threshold value 6, and threshold value 8 of the above conditions are larger than the upper limit value (predetermined value 2) that gives permission to use the battery 16 for purposes other than assisting engine torque. That is, even under conditions that are not normally used for battery protection, the conditions for permitting use of the battery 14 are temporarily relaxed to assist engine torque.
  • the battery 16 is used for purposes other than assisting the engine torque, for example, when the engine is stopped while the vehicle is running, and when restarting by the ISG.
  • the predetermined value 1 can be set to 25% (including a dead band for preventing a fluctuation in determination), for example.
  • the predetermined value 2 can be set to, for example, 75% (including a dead zone for preventing a fluctuation in determination).
  • step S106 the conditions for permitting the use of the battery 16 are temporarily relaxed because the ISG torque assist does not always operate, and thus the adverse effect on the battery is small.
  • step S106 if the ISG operation enabling condition is not satisfied, this procedure is terminated.
  • the ISG auxiliary torque generated by the ISG 14 is calculated by the ISG control unit 50 in step S108.
  • the ISG auxiliary torque is determined so that the fuel efficiency of the engine is improved when the driver required torque is realized by the sum of the engine and the ISG auxiliary torque, compared to when the driver required torque is realized only by the engine.
  • a fuel efficiency map based on engine torque and engine speed can be used to determine fuel efficiency.
  • Fig. 5 shows a fuel consumption map based on engine torque and engine speed.
  • the straight line going up to the right in the figure shows the torque increase at the time of sudden acceleration when the driver-requested torque is realized only by the engine.
  • the broken line in the figure indicates the increase in engine torque when the driver required torque is realized by the sum of the ISG auxiliary torque and the engine torque.
  • the ISG auxiliary torque is determined so as to use a torque operation region in which fuel efficiency is improved as indicated by a broken line in the figure.
  • step S108 after calculating the ISG auxiliary torque, the ISG control unit 50 transmits the calculated ISG auxiliary torque to the engine control unit 52.
  • step S110 the engine control unit 52 calculates the torque required for the engine 10.
  • the torque required for the engine 10 is determined by a function (MIN function) that employs the smaller one of (driver required torque) and (driver required torque-ISG auxiliary torque). This is because the engine 10 realizes the required torque obtained by subtracting the ISG auxiliary torque without changing the value of the variable “driver required torque” itself in the engine control unit 52.
  • the variable “driver required torque” may be used for TM control, ESC control, ABS control, 4-wheel drive control, and the like in addition to ISG torque assistance.
  • step S112 the required ignition timing, the required fuel injection amount, and the required air amount are calculated from the required torque calculated by the engine control unit 52, and the required torque for the engine 10 is realized. Realizing the required torque in the engine 10 is a conventional technique.
  • step S114 this flow ends.
  • the embodiment of the present invention has been described, but the present invention is not limited to the above-described embodiment.
  • all the features in the above-described embodiments are not necessarily implemented.
  • some of the steps in the flowchart shown in FIG. 4 may be omitted, and some of the determination conditions may be omitted.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

Un objectif de la présente invention est de déterminer un couple de moteur en utilisant un démarreur-générateur intégré (ISG) de manière à mettre en œuvre une économie de carburant améliorée. Un mode de réalisation de cette invention concerne un dispositif d'assistance de couple de moteur qui assiste le couple d'un moteur par un ISG. Le dispositif d'assistance de couple de moteur selon le mode de réalisation comprend : un moyen qui a une unité de commande ISG et calcule la quantité de changement d'ouverture de pédale d'accélérateur sur la base d'un signal indicateur d'une ouverture de pédale d'accélérateur provenant d'un capteur d'ouverture de pédale d'accélérateur ; et un moyen pour calculer la quantité de changement de couple de demande du conducteur sur la base d'un signal indicateur d'un couple de demande du conducteur provenant d'une unité de commande de moteur. L'unité de commande ISG est adaptée pour produire un couple assisté par ISG en utilisant l'ISG lorsque l'une des conditions suivantes est satisfaite : (i) valeur de seuil (1) < quantité de changement d'ouverture de pédale d'accélérateur, ou (ii) valeur de seuil (2) < quantité de changement de couple de demande du conducteur et valeur de seuil (3) < couple de demande du conducteur.
PCT/JP2015/060543 2014-04-16 2015-04-03 Dispositif d'assistance de couple de moteur et procédé d'assistance de couple utilisant un isg WO2015159724A1 (fr)

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JP2016513709A JP6192191B2 (ja) 2014-04-16 2015-04-03 Ｉｓｇを用いたエンジントルク補助装置およびトルク補助方法

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JP2014084435 2014-04-16
JP2014-084435 2014-04-16

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11207968B2 (en) 2017-02-22 2021-12-28 Hitachi Astemo, Ltd. Hybrid vehicle cruise control device

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2570937B (en) 2018-02-13 2020-07-01 Ford Global Tech Llc A motor vehicle having active shuffle reduction

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JP2003293921A (ja) * 2002-03-29 2003-10-15 Mazda Motor Corp パワートレインの制御装置
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JP2005051872A (ja) * 2003-07-31 2005-02-24 Mazda Motor Corp ハイブリッド車両の制御装置
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JP2010083351A (ja) * 2008-09-30 2010-04-15 Mazda Motor Corp 車両用駆動装置の制御方法
JP2010201987A (ja) * 2009-02-27 2010-09-16 Mitsubishi Heavy Ind Ltd ハイブリッド車両の駆動制御装置
JP2013203303A (ja) * 2012-03-29 2013-10-07 Kokusan Denki Co Ltd エンジン駆動車両用モータジェネレータ制御装置
JP2013251940A (ja) * 2012-05-30 2013-12-12 Nissan Motor Co Ltd 電流積算装置
JP2013256269A (ja) * 2012-06-14 2013-12-26 Nissan Motor Co Ltd 車両の駆動制御装置

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Publication number Priority date Publication date Assignee Title
JP2002051405A (ja) * 2000-07-31 2002-02-15 Sanyo Electric Co Ltd ハイブリッド電気自動車
JP2004509801A (ja) * 2000-09-27 2004-04-02 シーメンス　アクチエンゲゼルシヤフト 少なくとも２つの駆動機構およびトランスミッションを備えた車両のドライブトレイン制御システム
JP2003009311A (ja) * 2001-03-26 2003-01-10 Visteon Global Technologies Inc ハイブリッド駆動システムの回生減速技術
JP2003293921A (ja) * 2002-03-29 2003-10-15 Mazda Motor Corp パワートレインの制御装置
JP2005051872A (ja) * 2003-07-31 2005-02-24 Mazda Motor Corp ハイブリッド車両の制御装置
JP2006275019A (ja) * 2005-03-30 2006-10-12 Fuji Heavy Ind Ltd ハイブリッド車の制御装置
JP2008296896A (ja) * 2007-05-02 2008-12-11 Nissan Motor Co Ltd ハイブリッド車両の駆動制御装置
JP2010083351A (ja) * 2008-09-30 2010-04-15 Mazda Motor Corp 車両用駆動装置の制御方法
JP2010201987A (ja) * 2009-02-27 2010-09-16 Mitsubishi Heavy Ind Ltd ハイブリッド車両の駆動制御装置
JP2013203303A (ja) * 2012-03-29 2013-10-07 Kokusan Denki Co Ltd エンジン駆動車両用モータジェネレータ制御装置
JP2013251940A (ja) * 2012-05-30 2013-12-12 Nissan Motor Co Ltd 電流積算装置
JP2013256269A (ja) * 2012-06-14 2013-12-26 Nissan Motor Co Ltd 車両の駆動制御装置

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11207968B2 (en) 2017-02-22 2021-12-28 Hitachi Astemo, Ltd. Hybrid vehicle cruise control device

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JPWO2015159724A1 (ja) 2017-04-13

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