WO2017086420A1

WO2017086420A1 - Hybrid vehicle and control method for same

Info

Publication number: WO2017086420A1
Application number: PCT/JP2016/084207
Authority: WO
Inventors: 憲仁岩田
Original assignee: いすゞ自動車株式会社
Priority date: 2015-11-20
Filing date: 2016-11-18
Publication date: 2017-05-26
Also published as: JP2017094834A

Abstract

According to the present invention, during travel wherein fuel injection in an engine 10 has stopped and a motor generator 31 is regenerating power, a control device 80 performs control that opens variable vanes 64 of a variable vane turbocharger 57, control that opens an exhaust gas recirculation (EGR) valve 53, and/or control that opens an exhaust valve 47 by means of a variable valve mechanism 65 during a compression stroke.

Description

Hybrid vehicle and control method thereof

The present disclosure relates to a hybrid vehicle and a control method thereof. More specifically, the present disclosure relates to a hybrid vehicle and a control method thereof. The present invention relates to an improved hybrid vehicle and a control method thereof.

In recent years, a hybrid vehicle (hereinafter referred to as “HEV”) including a hybrid system having an engine and a motor generator that are controlled in combination according to the driving state of the vehicle has attracted attention from the viewpoint of improving fuel efficiency and environmental measures. Yes. In this HEV, when the vehicle is accelerated or started, the driving force is assisted by the motor generator, while regenerative power generation is performed by the motor generator during inertia traveling or deceleration (for example, see Patent Document 1).

、 During this inertia traveling or deceleration, fuel injection in the engine is stopped and the motor generator is regeneratively generating power. However, at this time, when the rotational power from the propeller shaft is transmitted to the engine via the clutch, the rotational power is reduced by engine friction. As a result, there is a problem that the amount of power generated by regenerative power generation of the motor generator that generates power by obtaining rotational force from the propeller shaft is reduced by the loss of this engine friction, and the amount of charge of the battery is reduced.

Japanese Unexamined Patent Publication No. 2002-238105

The purpose of the present disclosure is to reduce the engine friction and improve the fuel efficiency by reducing the engine friction while the fuel injection is stopped and the motor generator is generating regenerative power. A hybrid vehicle that can be used and a control method thereof.

The hybrid vehicle according to the present disclosure that achieves the above object is a hybrid vehicle including a hybrid system having a motor generator connected to an output shaft that transmits engine power, and a control device. The variable blade turbocharger that can expand the passage area of the exhaust gas in the turbine by opening the EGR, the EGR valve that increases the flow rate of the EGR gas in the EGR passage by opening the valve, and the opening and closing timing of the exhaust valve are freely changed It has at least one of the first variable valve mechanisms, and the control device is running in a state where fuel injection of the engine is stopped and the motor generator is generating regenerative power Control for opening the variable wing, control for opening the EGR valve, and the first variable It is characterized in that is configured to perform at least one of the control opening in the compression stroke the exhaust valve by the valve mechanism.

In addition, the hybrid vehicle control method of the present disclosure that achieves the above-described object is a hybrid vehicle control method that stops the fuel injection of the engine and regenerates the motor generator during traveling. The step of opening the variable wing of the variable wing turbocharger during the traveling in a state where the injection is stopped and the motor generator is generating regenerative power, the fuel injection of the engine is stopped, and the motor While the generator is running with regenerative power generation, the step of opening the EGR valve, the fuel injection of the engine is stopped, and the motor generator is running with regenerative power generation, Including at least one of the steps of opening the exhaust valve in a compression stroke by the valve mechanism. Is a method which is characterized in.

When a variable valve mechanism that freely varies the opening / closing timing of the exhaust valve is provided, the first variable valve mechanism opens the exhaust valve in the expansion stroke in addition to the compression stroke, that is, normal exhaust. In addition to opening in the stroke, it is preferable to open the exhaust valve outside the intake stroke.

In addition to the first variable valve mechanism that freely changes the opening / closing timing of the exhaust valve, in addition to the first variable valve mechanism that freely changes the opening / closing timing of the intake valve, the exhaust valve is compressed. In addition to opening in the stroke, the intake valve may be opened in the expansion stroke by the second variable valve mechanism. That is, it is preferable that the intake valve is opened during the intake stroke and the expansion stroke, and the exhaust valve is opened during the compression stroke and the exhaust stroke, in addition to opening the intake valve during the normal intake stroke.

According to the hybrid vehicle and the control method thereof, any one of the controls for reducing the pump loss of the engine during traveling in a state where the fuel injection is stopped and the motor generator is generating regenerative power, Alternatively, by performing any combination or all of the two, it is possible to reduce engine friction during traveling in which fuel injection is stopped.

As a result, the fuel injection of the engine is stopped, and the electric power generated by the regenerative power generation while the motor generator is generating the regenerative power is efficiently charged to the battery with the engine friction reduced. Can increase the battery charge. As a result, it is possible to reduce the opportunity for regenerative power generation of the motor generator that has consumed the fuel, and it is possible to increase the chances of assisting by the motor generator and driving only by the motor generator, thereby improving fuel efficiency.

FIG. 1 is a configuration diagram of a hybrid vehicle according to an embodiment of the present disclosure. FIG. 2 is a configuration diagram illustrating the engine of FIG. FIG. 3 is a configuration diagram illustrating another form of the engine of FIG. 1. FIG. 4 is a flowchart illustrating the hybrid vehicle control method of the present disclosure.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. FIG. 1 illustrates a hybrid vehicle according to an embodiment of the present disclosure.

This hybrid vehicle (hereinafter referred to as “HEV”) is a vehicle including not only a normal passenger car but also a bus, a truck, etc., and has an engine 10 and a motor generator 31 that are controlled in combination according to the driving state of the vehicle. A hybrid system 30 is provided. The HEV also includes an EGR system 50, a variable blade turbocharger 57, and a variable valve mechanism 65.

In the engine 10, the crankshaft 13 is rotationally driven by thermal energy generated by the combustion of fuel in a plurality (four in this example) of cylinders 12 formed in the engine body 11. The engine 10 is a diesel engine or a gasoline engine. The rotational power of the crankshaft 13 is transmitted to the transmission 20 via a clutch 14 (for example, a wet multi-plate clutch) connected to one end of the crankshaft 13.

The transmission 20 uses an AMT or an AT that automatically shifts to a target shift speed determined based on the HEV operating state and preset map data using the shift actuator 21. The transmission 20 is not limited to an automatic transmission type such as AMT or AT, but may be a manual type in which a driver manually changes gears.

Rotational power changed by the transmission 20 is transmitted to the differential 23 through the propeller shaft 22 and distributed to the pair of driving wheels 24 as driving force.

The hybrid system 30 includes a motor generator 31, an inverter 35 that is electrically connected to the motor generator 31 in order, a high voltage battery 32 (for example, 48V), a DC / DC converter 33, and a low voltage battery 34 (for example, 12V). ).

Preferred examples of the high voltage battery 32 include a lithium ion battery and a nickel metal hydride battery. The low voltage battery 34 is a lead battery. The DC / DC converter 33 has a function of controlling the charge / discharge direction and the output voltage between the high voltage battery 32 and the low voltage battery 34. The low voltage battery 34 supplies power to various vehicle electrical components 36.

Various parameters in the hybrid system 30, such as current value, voltage value, and SOC, are detected by the BMS 39 (battery management system).

The motor generator 31 is an endless shape wound around a first pulley 15 attached to the rotating shaft 37 and a second pulley 16 attached to the other end of the crankshaft 13 which is an output shaft of the engine body 11. Power is transmitted to and from the engine 10 via the belt-shaped member 17. Note that power can be transmitted using a gear box or the like instead of the first pulley 15, the second pulley 16 and the belt-like member 17. Further, the output shaft of the engine main body 11 connected to the motor generator 31 is not limited to the crankshaft 13, and may be, for example, a transmission shaft or the propeller shaft 22 between the engine main body 11 and the transmission 20.

The motor generator 31 has a function of performing cranking instead of a starter motor (not shown) that starts the engine body 11.

The hybrid system 30 described above is controlled by the control device 80. Specifically, the hybrid system 30 is controlled by the control device 80 to assist at least a part of the driving force by the motor generator 31 supplied with power from the high voltage battery 32 when the HEV starts or accelerates. On the other hand, during inertial running or braking, regenerative power generation is performed by the motor generator 31, and excess kinetic energy is converted into electric power to charge the high voltage battery 32.

FIG. 2 illustrates the configuration of the engine 10. Hereinafter, the configuration of the engine 10 will be described in more detail with reference to FIG.

In the engine 10, during operation, the intake air 56 sucked into the cylinder 12 from the intake valve 46 and the fuel injected into the cylinder 12 from the injector 48 are mixed and burned to become exhaust gas 45. The air is exhausted from the valve 47. At this time, the intake valve 46 opens in the intake stroke, and the exhaust valve 47 opens in the exhaust stroke.

The intake air 56 is sucked into the intake passage 55 from the outside, is compressed by the compressor 58 of the variable blade turbocharger 57, becomes high temperature, and is cooled by the intercooler 59. Thereafter, the intake air 56 is taken into the cylinder 12 from the intake valve 46 through the intake manifold 61.

The exhaust gas 45 is exhausted from the cylinder 12 via the exhaust valve 47 to the exhaust passage 40 from the exhaust manifold 62 to drive the turbine 63 of the variable blade turbocharger 57. The variable blade turbocharger 57 is configured such that the passage area of the exhaust gas 45 in the turbine 63 can be expanded by opening the variable blade 64. Thereafter, the exhaust gas 45 is purified by a post-processing device (not shown) arranged in order from the downstream of the turbine 63 and released to the atmosphere. A part of the exhaust gas 45 is cooled by an EGR cooler 52 provided in the EGR passage 51 of the EGR system 50, and then supplied to the intake passage 55 as the EGR gas 54 by the EGR valve 53 and mixed with the intake air 56. Has been.

Further, the engine 10 includes a variable valve mechanism 65 constituted by an electromagnetic or hydraulic actuator. The variable valve mechanism 65 lowers the pressure inside the cylinder 12 by opening the exhaust valve 47 before passing the top dead center of the compression stroke and closing the opened exhaust valve 47 after passing the top dead center. Thus, it is possible to increase the pump loss in the cylinder 12 and to act as a compression release brake that increases engine friction.

The control device 80 includes a CPU that performs various processes, an internal storage device that can read and write programs and processing results used to perform the various processes, and various interfaces.

The control device 80 is connected to the injector 48, the intake throttle 60, the variable wing 64, the EGR valve 53, and the variable valve mechanism 65 via a signal line. The control device 80 includes an accelerator opening sensor 96 that detects an operation amount of the accelerator pedal 95 as an accelerator opening degree via a signal line, and a brake opening sensor that detects an operation amount of the brake pedal 90 as a brake opening amount. 97.

In the control device 80, a plurality of execution programs are stored in the internal storage device. As the execution programs, in addition to the control program for the hybrid system 30 described above, the opening degree control program for the variable blades 64, the EGR valve 53 A reflux control program and a variable valve control program of the variable valve mechanism 65 can be exemplified.

In such HEV, the control device 80 controls the EGR valve 53 to open the variable blade 64 during traveling in a state where the fuel injection of the engine 10 is stopped and the motor generator 31 is generating regenerative power. The opening control and the variable valve mechanism 65 are configured to perform the opening control of the exhaust valve 47 in the compression stroke.

In this embodiment, in addition to opening the exhaust valve 47 in the compression stroke by the variable valve mechanism 65 that freely changes the opening / closing timing of the exhaust valve 47, the exhaust valve 47 is further opened in the expansion stroke, that is, An example in which the exhaust valve 47 is opened outside the intake stroke will be described.

Further, in addition to the variable valve mechanism 65, as shown in FIG. 3, a variable valve mechanism 66 that freely changes the opening / closing timing of the intake valve 46 may be provided. In this case, the variable valve mechanism 66 opens the intake valve 46 in the expansion stroke, and the variable valve mechanism 65 controls the exhaust valve 47 to open in the compression stroke. That is, the intake valve 46 may be opened during the intake stroke and the expansion stroke, and the exhaust valve 47 may be opened during the compression stroke and the exhaust stroke.

Hereinafter, this HEV control method will be described as a function of the control device 80 with reference to the flowchart of FIG. This control method is performed while the HEV is traveling.

First, in step S10, the control device 80 determines whether or not a condition is satisfied. This condition means that the hybrid vehicle is running in a state where the fuel injection of the engine 10 is stopped and the motor generator 31 is performing regenerative power generation.

As a situation where the condition of step S10 is satisfied, coasting on a downhill road or deceleration can be exemplified. Examples of the downhill road include a road where the slope is steep and the HEV is gravity accelerated by the vehicle weight. As such a downhill road, for example, when the HEV vehicle weight is 25 t, a downhill road with a gradient of 2% or more and a traveling distance of 500 m or more can be exemplified.

This condition will be described more specifically. When this condition is satisfied, the following two situations occur.

The first situation is a situation in which the driver depresses the accelerator pedal 95 while traveling on a downhill road as described above, and the accelerator opening, which is a value detected by the accelerator opening sensor 96, becomes zero. . Thus, when the accelerator opening becomes zero, the control device 80 performs control to stop fuel injection from the injector 48. Further, the control device 80 uses the clutch 14 to stop the crankshaft 13 of the engine 10 so that the driving of an auxiliary machine (not shown) connected to the crankshaft 13 of the engine 10 does not stop even if fuel injection stops during traveling. Is controlled to maintain the state of being connected to the transmission 20. In addition, a hydraulic pump etc. can be illustrated as an auxiliary machine here. Further, on the other hand, the control device 80 performs control for regenerative power generation of the motor generator 31. In the regenerative power generation of the motor generator 31, the amount of regeneration is adjusted according to parameters such as the slope of the downhill road, the vehicle weight, and the travel distance.

The second situation is that, while traveling on a downhill road as described above, the depression of the accelerator pedal 95 by the driver is released, and the accelerator opening that is the detected value of the accelerator opening sensor 96 becomes zero. Further, the brake pedal 90 is depressed by the driver, and the brake opening degree, which is a detection value of the brake opening sensor 97, is over zero. As described above, when the brake opening degree exceeds zero, the control device 80 performs the auxiliary brake (not shown) according to the opening degree in addition to the control of the first situation, that is, the control for regenerative power generation of the motor generator 31. Exhaust brake etc.) and HEV vehicle speed are controlled by foot brake etc.

If it is determined in this step S10 that the conditions of the first or second situation as described above are satisfied, the process proceeds to the next step. On the other hand, if it is determined in step S10 that the above condition is not satisfied, the control method is completed.

Next, the control device 80 performs parallel processing of the three controls from step S20 to step S40. These steps S20 to S40 may be processed in order, but the time until the engine friction is reduced can be shortened by performing parallel processing.

In step S20, the control device 80 opens the variable wing 64. In this step S20, it is desirable that the variable blade 64 be fully opened. In this way, by making the variable blade 64 fully open, the pump loss due to the turbine 63 can be reduced, which is advantageous in reducing engine friction.

In step S30, the control device 80 opens the EGR valve 53. In this step S30, it is desirable that the EGR valve 53 is fully opened. Thus, by opening the EGR passage 51 by opening the EGR valve 53 to the fully open position, it is possible to reduce the pump loss, which is advantageous in reducing engine friction.

In step S40, the control device 80 opens the exhaust valve 47 by the variable valve mechanism 65 in the compression stroke and the expansion stroke. This step S40 is a control different from the opening / closing control of the exhaust valve 47 when the compression release brake is operated, and it is preferable to keep the exhaust valve 47 open in each stroke. This control will be described in detail. First, the control device 80 acquires the stroke of each cylinder 12 by a crank angle sensor (not shown). Subsequently, the compression stroke is started in each of the cylinders 12, and at the same time, the exhaust valves 47 are fully opened. At this time, since the gas inside the cylinder 12 is discharged from the exhaust valve 47 without being compressed, it is possible to suppress an increase in the internal pressure of the cylinder 12.

In step S40, in addition to opening the exhaust valve 47 in the compression stroke, the exhaust valve 47 is opened in the expansion stroke (in another embodiment of FIG. 3, the intake valve 46 is opened in the expansion stroke). In this way, if the exhaust valve 47 is kept open at all other times than the intake stroke, that is, the compression stroke, the expansion stroke, and the exhaust stroke, avoiding an increase in the internal pressure of the cylinder 12 reduces engine friction. To be advantageous.

When step S20 to step S40 are completed, the process returns to the start, and step S20 to step S40 are performed until the condition is not satisfied.

By performing the control as described above, the fuel loss of the engine 10 is stopped and the pump loss of the engine 10 is reduced while the motor generator 31 is running with regenerative power generation. Thus, it is possible to reduce the engine friction during traveling when the fuel injection is stopped.

As a result, while the fuel injection of the engine 10 is stopped, the electric power generated by the regenerative power generation while the motor generator 31 is generating the regenerative power is increased with the engine friction being reduced. The high voltage battery 32 can be charged efficiently and the amount of charge of the high voltage battery 32 can be increased. As a result, the opportunity for regenerative power generation of the motor generator 31 that has consumed the fuel can be reduced, and the assistance by the motor generator 31 and the chance of traveling only by the motor generator 31 can be increased, so that the fuel consumption can be improved.

In this embodiment, the engine 10 having all of the variable blade turbocharger 57, the EGR valve 53, and the variable valve mechanism 65 has been described as an example. However, in the present disclosure, the engine 10 may be configured by including any of those devices. Moreover, you may comprise the engine 10 having a combination of any two of those apparatuses.

In this embodiment, the control device 80 performs control for opening the variable blade 64, control for opening the EGR valve 53, and control for opening the exhaust valve 47 by the variable valve mechanism 65 in the compression stroke and the expansion stroke. An example was given. However, in the present disclosure, the control device 80 may be configured to perform any one of the controls. Further, the control device 80 may be configured to perform a combination of any two of these controls.

However, when the engine 10 has the variable blade turbocharger 57, the variable blade 64 is controlled to open, and when the engine 10 has the EGR valve 53, the control to open the EGR valve 53 is controlled. When the valve mechanism 65 is provided, the exhaust valve 47 is controlled to open in the compression stroke and the expansion stroke.

In particular, as shown in FIG. 2, the engine 10 is configured to include all of the variable blade turbocharger 57, the EGR valve 53, and the variable valve mechanism 65, and the control device 80 performs control to open the variable blade 64. The best mode is to perform the control for opening the EGR valve 53 and the control for opening the exhaust valve 47 by the variable valve mechanism 65 in the compression stroke and the expansion stroke. Further, as shown in FIG. 3, the engine 10 is configured to include all of the variable blade turbocharger 57, the EGR valve 53, and the

variable valve mechanisms

65 and 66, and the control device 80 includes the variable blade 64. The control for opening, the control for opening the EGR valve 53, and the control for opening the intake valve 46 by the variable valve mechanism 66 in the expansion stroke and the control for opening the exhaust valve 47 by the variable valve mechanism 65 are performed. It is the best mode. That is, as in this embodiment, by performing all the controls, the engine friction of the engine 10 can be reduced most effectively, which is most advantageous for improving the fuel consumption.

This application is based on a Japanese patent application (Japanese Patent Application No. 2015-227567) filed on November 20, 2015, the contents of which are incorporated herein by reference.

The hybrid vehicle of the present disclosure can improve the fuel consumption by increasing the amount of charge of the battery by reducing the engine friction while the fuel injection is stopped and the motor generator is generating regenerative power. It is useful in that it can.

10 Engine 30 Hybrid system 31 Motor generator 47 Exhaust valve 51 EGR passage 53 EGR valve 57 Variable blade turbocharger 63 Turbine 64 Variable blade 65 Variable valve mechanism 80 Control device

Claims

A hybrid system having a motor generator connected to an output shaft for transmitting engine power;
A control device;
In a hybrid vehicle equipped with
The engine has a variable blade turbocharger capable of expanding the passage area of exhaust gas in the turbine by opening the variable blade, an EGR valve that increases the flow rate of EGR gas in the EGR passage by opening the valve, and opening and closing of the exhaust valve Having at least one of the first variable valve mechanisms that freely change timing,
The control device is configured to control the opening of the variable blade, the control of opening the EGR valve, and the control of opening the EGR valve, while the fuel injection of the engine is stopped and the motor generator is generating regenerative power. A hybrid vehicle configured to perform at least one of controls for opening the exhaust valve in a compression stroke by a first variable valve mechanism.
The engine includes the first variable valve mechanism;
The control device compresses and expands the exhaust valve by the first variable valve mechanism during traveling while the fuel injection of the engine is stopped and the motor generator is generating regenerative power. The hybrid vehicle according to claim 1, wherein the hybrid vehicle is configured to perform full opening control in a stroke.
The engine has a second variable valve mechanism for freely changing the opening / closing timing of the intake valve in addition to the first variable valve mechanism for freely changing the opening / closing timing of the exhaust valve;
The control device includes the first variable valve mechanism and the second variable valve valve during traveling in a state where fuel injection of the engine is stopped and the motor generator is generating regenerative power. The hybrid vehicle according to claim 1, wherein the mechanism is configured to control the opening of the intake valve in an expansion stroke and the opening of the exhaust valve in a compression stroke by a mechanism.
The engine includes the variable wing turbocharger and the EGR valve;
The control device controls the opening of the variable blades to be fully open and the EGR valve to be fully open while the fuel injection of the engine is stopped and the motor generator is generating regenerative power. The hybrid vehicle according to any one of claims 1 to 3, wherein the hybrid vehicle is configured to perform both opening control.
In the control method of the hybrid vehicle that stops the fuel injection of the engine and regenerates the motor generator during traveling,
Opening the variable wings of the variable wing turbocharger during traveling in a state where fuel injection of the engine is stopped and the motor generator is generating regenerative power;
Opening the EGR valve during traveling in a state where the fuel injection of the engine is stopped and the motor generator is generating regenerative power;
Including at least one of steps of opening an exhaust valve in a compression stroke by a variable valve mechanism during traveling in a state where fuel injection of the engine is stopped and the motor generator is generating regenerative power A control method of a hybrid vehicle characterized by the above.