WO2017086420A1 - Véhicule hybride et son procédé de commande - Google Patents

Véhicule hybride et son procédé de commande Download PDF

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Publication number
WO2017086420A1
WO2017086420A1 PCT/JP2016/084207 JP2016084207W WO2017086420A1 WO 2017086420 A1 WO2017086420 A1 WO 2017086420A1 JP 2016084207 W JP2016084207 W JP 2016084207W WO 2017086420 A1 WO2017086420 A1 WO 2017086420A1
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Prior art keywords
opening
engine
valve
variable
motor generator
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PCT/JP2016/084207
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English (en)
Japanese (ja)
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憲仁 岩田
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いすゞ自動車株式会社
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Publication of WO2017086420A1 publication Critical patent/WO2017086420A1/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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • 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
    • B60K6/485—Motor-assist 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • 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

Definitions

  • 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.
  • HEV hybrid vehicle
  • a hybrid system having an engine and a motor generator that are controlled in combination according to the driving state of the vehicle
  • 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).
  • 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.
  • 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.
  • 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 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.
  • the exhaust valve is compressed.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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). ).
  • a high voltage battery 32 for example, 48V
  • a DC / DC converter 33 for example, 12V
  • a low voltage battery 34 for example, 12V.
  • 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.
  • 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.
  • the configuration of the engine 10 will be described in more detail with reference to FIG.
  • 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.
  • the intake valve 46 opens in the intake stroke
  • 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.
  • 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.
  • 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.
  • 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.
  • control device 80 a plurality of execution programs are stored in the internal storage device.
  • 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.
  • 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.
  • the exhaust valve 47 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.
  • variable valve mechanism 66 that freely changes the opening / closing timing of the intake valve 46 may be provided.
  • 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.
  • 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.
  • 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.
  • step S10 coasting on a downhill road or deceleration
  • the downhill road include a road where the slope is steep and the HEV is gravity accelerated by the vehicle weight.
  • 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.
  • 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. .
  • the control device 80 performs control to stop fuel injection from the injector 48.
  • 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.
  • a hydraulic pump etc. can be illustrated as an auxiliary machine here.
  • control device 80 performs control for 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.
  • step S10 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.
  • control device 80 performs parallel processing of the three controls from step S20 to step S40.
  • 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.
  • step S20 the control device 80 opens the variable wing 64.
  • the variable blade 64 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.
  • step S30 the control device 80 opens the EGR valve 53.
  • this step S30 it is desirable that the EGR valve 53 is fully opened.
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • step S20 to step S40 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.
  • 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.
  • the motor generator 31 is running with regenerative power generation.
  • 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.
  • 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.
  • 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.
  • the engine 10 may be configured by including any of those devices.
  • you may comprise the engine 10 having a combination of any two of those apparatuses.
  • 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.
  • 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.
  • 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.
  • the valve mechanism 65 is provided, the exhaust valve 47 is controlled to open in the compression stroke and the expansion stroke.
  • 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.
  • 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.
  • 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.

Abstract

Selon la présente invention, pendant un trajet où l'injection de carburant dans un moteur (10) est arrêtée et un moteur-générateur (31) régénère l'énergie, un dispositif de commande (80) exécute une commande qui ouvre des aubes variables (64) d'un turbocompresseur de suralimentation à aubes variables (57), une commande qui ouvre une soupape de recirculation des gaz d'échappement (RGE) (53) et/ou une commande qui ouvre une soupape d'échappement (47) au moyen d'un mécanisme de soupape variable (65) pendant une course de compression.
PCT/JP2016/084207 2015-11-20 2016-11-18 Véhicule hybride et son procédé de commande WO2017086420A1 (fr)

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Publication number Priority date Publication date Assignee Title
JP6907970B2 (ja) * 2018-03-08 2021-07-21 トヨタ自動車株式会社 ハイブリッド車両
JP2020121623A (ja) * 2019-01-30 2020-08-13 マツダ株式会社 車両のブレーキ制御装置

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH094479A (ja) * 1995-06-20 1997-01-07 Toyota Motor Corp ハイブリッド車
JP2001271673A (ja) * 2000-03-27 2001-10-05 Mazda Motor Corp エンジンの制御装置
JP2006220045A (ja) * 2005-02-09 2006-08-24 Toyota Motor Corp 車両の減速時制御方法
JP2010084612A (ja) * 2008-09-30 2010-04-15 Mazda Motor Corp エンジン制御装置
JP2012067631A (ja) * 2010-09-21 2012-04-05 Hitachi Automotive Systems Ltd 制御装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH094479A (ja) * 1995-06-20 1997-01-07 Toyota Motor Corp ハイブリッド車
JP2001271673A (ja) * 2000-03-27 2001-10-05 Mazda Motor Corp エンジンの制御装置
JP2006220045A (ja) * 2005-02-09 2006-08-24 Toyota Motor Corp 車両の減速時制御方法
JP2010084612A (ja) * 2008-09-30 2010-04-15 Mazda Motor Corp エンジン制御装置
JP2012067631A (ja) * 2010-09-21 2012-04-05 Hitachi Automotive Systems Ltd 制御装置

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