WO2017086435A1 - Système de régulation de quantité de puissance régénératrice pour véhicule hybride, véhicule hybride, et procédé de régulation de quantité de puissance régénératrice pour véhicule hybride - Google Patents

Système de régulation de quantité de puissance régénératrice pour véhicule hybride, véhicule hybride, et procédé de régulation de quantité de puissance régénératrice pour véhicule hybride Download PDF

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WO2017086435A1
WO2017086435A1 PCT/JP2016/084253 JP2016084253W WO2017086435A1 WO 2017086435 A1 WO2017086435 A1 WO 2017086435A1 JP 2016084253 W JP2016084253 W JP 2016084253W WO 2017086435 A1 WO2017086435 A1 WO 2017086435A1
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Prior art keywords
hybrid vehicle
amount
electric energy
regenerative
regenerative power
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PCT/JP2016/084253
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English (en)
Japanese (ja)
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竜 山角
晃浩 稲村
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いすゞ自動車株式会社
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Priority to CN201680067475.XA priority Critical patent/CN108290571B/zh
Publication of WO2017086435A1 publication Critical patent/WO2017086435A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present disclosure relates to a regenerative electric energy control system for a hybrid vehicle, a hybrid vehicle, and a regenerative electric energy control method for a hybrid vehicle. More specifically, the present disclosure includes an engine and a motor generator that are power sources for running the vehicle, and a control device.
  • the present invention relates to a regenerative electric energy control system for a hybrid vehicle including a hybrid system, a hybrid vehicle, and a regenerative electric energy control method for a hybrid vehicle.
  • 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 at the time of inertia traveling or starting (see, for example, Patent Document 1).
  • the target value of the regenerative electric energy by the motor generator (target regenerative electric energy) when the HEV is traveling inertially is conventionally based on the HEV driving condition (engine fuel injection amount, engine speed, vehicle speed, etc.).
  • the inertia traveling means that the driver travels while applying the engine brake without pressing the accelerator pedal (when the accelerator is off).
  • the regenerative amount is reduced to a predetermined value in accordance with the gradient when descending, that is, the amount that can be regenerated increases as the gradient increases. Therefore, much of the amount that can be regenerated is wasted, and as a result, there is a problem that fuel consumption cannot be improved.
  • the purpose of the aspect of the present disclosure is to increase the amount of regenerative power generated by the motor generator when the hybrid vehicle is traveling on a downhill road, and to charge the battery connected to the motor generator via an inverter. It is an object of the present invention to provide a regenerative electric energy control system for a hybrid vehicle, a hybrid vehicle, and a regenerative electric energy control method for a hybrid vehicle that can sufficiently secure the fuel consumption and as a result improve fuel efficiency.
  • a regenerative electric energy control system for a hybrid vehicle that achieves the above object is a regenerative power for a hybrid vehicle including a hybrid system including an engine and a motor generator that are power sources for driving the vehicle, and a control device.
  • the control device is a target that is a target value of the regenerative electric energy of the motor generator when the road gradient of the travel point of the hybrid vehicle is a downward gradient equal to or greater than a preset gradient threshold.
  • a regenerative power amount is set to a basic regenerative power amount that is a regenerative power amount that is set based on the driving state of the hybrid vehicle, and a corrected regenerative power amount that is set as a monotonically increasing function of the magnitude of the downward slope of the travel point. It is comprised so that the control calculated by adding may be performed.
  • the target regenerative electric energy of the motor generator when the control device has a road gradient at a travel point of the hybrid vehicle that is a downward gradient equal to or greater than the set gradient threshold, the target regenerative electric energy of the motor generator And when the total amount of power, which is the total amount of charge of the battery connected to the motor generator via an inverter, is equal to or greater than the maximum amount of charge that is the maximum amount of charge that can be charged to the battery, the total amount Control is performed to reduce the target regenerative power amount so that the power amount is less than the maximum charge amount value.
  • hybrid vehicle of the present disclosure that achieves the above object is configured to include the above-described hybrid vehicle regenerative electric energy control system.
  • a method for controlling the regenerative electric energy of a hybrid vehicle is a method for controlling the regenerative electric energy of a hybrid vehicle including a hybrid system having an engine and a motor generator that are power sources for driving the vehicle.
  • a target regenerative power amount that is a target value of the regenerative power amount of the motor generator is determined by the hybrid vehicle.
  • Control is performed by adding a basic regenerative power amount that is a regenerative power amount that is set based on the running state to a correction regenerative power amount that is set as a monotonically increasing function of the magnitude of the downward slope of the travel point. It is the method characterized by this.
  • the target regenerative electric energy of the motor generator and the motor generator when the road gradient of the travel point of the hybrid vehicle is a downward gradient equal to or greater than the set gradient threshold, the target regenerative electric energy of the motor generator and the motor generator When the total power amount that is the total charge amount of the battery connected to the battery via the inverter becomes equal to or greater than the maximum charge amount value that is the maximum value that can be charged to the battery, the total power amount is In this method, control is performed to reduce the target regenerative power amount so as to be less than a charge amount value.
  • the regenerative electric energy control system for a hybrid vehicle, the hybrid vehicle, and the regenerative electric energy control method for the hybrid vehicle according to an aspect of the present disclosure, when the hybrid vehicle is traveling on a steep downhill road, As the value increases, the target value (target regenerative power amount) of the regenerative power amount of the motor generator is increased, so that the charge amount of the battery connected to the motor generator via the inverter can be sufficiently secured. As a result, the fuel injection of the engine for charging the battery can be suppressed, and further the motor generator assist opportunities on the uphill road can be increased, thereby improving the fuel consumption.
  • the target regenerative power by the motor generator will be corrected to decrease, thus preventing excessive charging of the battery.
  • the durability of the battery can be improved.
  • FIG. 1 shows a hybrid vehicle including a regenerative electric energy control system for a hybrid vehicle according to an embodiment of the present disclosure.
  • the hybrid vehicle (hereinafter referred to as “HEV”) is a vehicle including not only a normal passenger car but also a bus, a truck, a pickup truck, and the like, and an engine 10 and a motor generator that are controlled in combination according to the driving state of the vehicle.
  • a hybrid system 30 having 31 is provided.
  • 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 through 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 AT that automatically shifts to a target shift speed determined based on the HEV operating state and preset map data using a shift actuator (not shown). Yes.
  • the transmission 20 is not limited to an automatic transmission type such as AMT, and 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 and an inverter 35, a high voltage battery 32, a DC / DC converter 33, and a low voltage battery 34 that are electrically connected to the motor generator 31 in order.
  • the high voltage battery 32 includes 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 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 two pulleys 15 and 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 a transmission shaft or the propeller shaft 22 between the engine main body 11 and the transmission 20, for example.
  • the motor generator 31 may have a function of performing cranking instead of a starter motor (not shown) that starts the engine body 11.
  • the hybrid system 30 assists at least a part of the driving force by the motor generator 31 supplied with power from the high voltage battery 32, while at the time of inertia traveling or braking. Performs regenerative power generation by the motor generator 31, converts surplus kinetic energy into electric power, and charges the high voltage battery 32.
  • the regenerative electric energy control system for a hybrid vehicle is a system including a hybrid system 30 that includes an engine 10 and a motor generator 31 that are power sources for driving a vehicle, and a control device 80.
  • the control device 80 is a target that is a target value of the regenerative electric energy of the motor generator 31.
  • the regenerative power amount Et is changed to the basic regenerative power amount Eb, which is a regenerative power amount set based on the traveling state of the hybrid vehicle (fuel injection amount of the engine 10, engine speed, vehicle speed, etc.)
  • the road gradient G is estimated and calculated using detection values of various sensors such as an acceleration sensor (G sensor), a wheel speed sensor, and a gyro sensor mounted on the ESC system (side skid prevention system), for example.
  • G sensor acceleration sensor
  • wheel speed sensor wheel speed sensor
  • gyro sensor mounted on the ESC system side skid prevention system
  • the navigation system is mounted on the hybrid vehicle, the calculation is performed by using road gradient information registered in the navigation system.
  • the set gradient threshold G1 is selected so that the forward force caused by the gravitational acceleration applied to the hybrid vehicle is equal to or greater than the running resistance and the vehicle does not decelerate even when there is no driving force from the engine 10 and the motor generator 31.
  • the set gradient threshold G1 is calculated based on the vehicle weight of the hybrid vehicle using a control map in which the correlation between the vehicle weight and the set gradient threshold G1 is set as shown in FIG.
  • the set gradient threshold value G1 increases as the vehicle weight of the hybrid vehicle decreases, and the set gradient threshold value G1 decreases as the vehicle weight increases.
  • the corrected regenerative electric energy Ec changes based on the magnitude of the set gradient threshold G1.
  • the vehicle weight of the hybrid vehicle is set to a, b, c (a> b> c)
  • the set gradient threshold G1 corresponding to each vehicle weight is set to G1a, G1b, G1c, and each set gradient is set.
  • the lines indicating the corrected regenerative electric energy Ec corresponding to the threshold G1 are La, Lb, and Lc, it can be seen that the corrected regenerative electric energy Ec increases as the vehicle weight increases.
  • the target regeneration amount Et of the regenerative electric energy (regenerative torque) by the motor generator 31 is basically set so that the vehicle travels constantly at the set vehicle speed set by the driver.
  • the regenerative electric energy Eb is set, in the present disclosure, when the road gradient G is a downward gradient greater than or equal to the set gradient threshold G1, the corrected regenerative power is used as a monotonically increasing function of the magnitude of the downward gradient G at the travel point.
  • Autocruise is used especially when traveling on a highway.
  • an autocruise operation switch (not shown) is turned on by a driver, the control device 80 causes HEV to automatically travel as planned. This is a driving mode for operating the vehicle.
  • engine travel, assist travel, motor travel, and inertia travel are selected in a timely manner based on parameters such as the gradient of the travel path and the vehicle weight of the hybrid vehicle, and the vehicle speed of the hybrid vehicle is determined in advance.
  • Examples include a mode in which the HEV is automatically driven while maintaining the set target speed range, and a mode in which the HEV is made to follow the preceding vehicle by appropriately selecting to follow the preceding vehicle.
  • the target regenerative power amount of the motor generator 31 is obtained.
  • the total electric energy E ( Et + Es), which is the total value of Et and the charge amount Es of the high voltage battery 32 connected to the motor generator 31 via the inverter 35, is the maximum amount that can be charged to the high voltage battery 32.
  • E ⁇ Esmax control is performed to reduce the target regenerative power amount Et so that the total power amount E becomes less than the maximum charge amount value Esmax.
  • the charge amount Es is detected by the BMS 39, and the data of the detected value of the charge amount Es is stored in the BMS 39 or the control device 80.
  • the control flow shown in FIG. 2 is called from the upper control flow before the control flow shown in FIG. 3 is executed at the time of starting the vehicle, etc., and is shown as a control flow that returns to the upper control flow after the execution. Yes.
  • the control flow in FIG. 3 is called and executed from the upper control flow every time a preset control time elapses when performing regenerative power generation control by the motor generator 31, such as during inertial running or start of the vehicle. It is shown as a control flow that returns to the upper control flow after execution.
  • the control flow in FIG. 2 will be described.
  • the vehicle weight of the hybrid vehicle is acquired in step S10, and the acquired vehicle weight information is stored in the control device 80.
  • the vehicle weight acquisition method may be a method of detecting the vehicle weight using a vehicle weigh scale (not shown) or the like, or a method of estimating the vehicle weight using various parameters related to the dimensions of the vehicle.
  • the vehicle weight may be estimated by assuming that the driving force transmitted to the drive wheels 24 at the time of starting or shifting is equal to the running resistance.
  • step S10 the control map in which the correlation between the vehicle weight and the set gradient threshold value G1 as shown in FIG. 5 is used is obtained in step S10.
  • the set gradient threshold G1 is calculated and stored in the control device 80.
  • the process proceeds to return, ends the present control flow, and returns to the upper control flow.
  • this setting gradient threshold value G1 when the vehicle weight of a hybrid vehicle is 25t, a gradient of 2% can be illustrated, for example.
  • step S30 the charge amount Es of the high voltage battery 32 is read from the BMS 39 or the control device 80, and the running state of the hybrid vehicle (the fuel injection amount of the engine 10, the engine speed, the vehicle speed). Etc.), the basic regenerative electric energy Eb is estimated and calculated.
  • step S40 the process proceeds to step S40.
  • step S40 it is determined whether or not the road gradient G at the travel point of the hybrid vehicle is greater than or equal to the set gradient G1 calculated in step S20.
  • This road gradient G is calculated in step S30 or step S40.
  • step S90 the process proceeds to step S90, and regenerative power generation control by the motor generator 31 for the target regenerative power amount Et is performed.
  • the process proceeds to return, ends the control flow, and returns to the upper control flow.
  • step S40 when it is determined in step S40 that the road gradient G is greater than or equal to the set gradient G1 (YES), the process proceeds to step S50, and in step S50, as a monotonically increasing function of the magnitude of the downward gradient G of the travel point.
  • step S60 After performing the control in step S50, the process proceeds to step S60.
  • step S60 it is determined whether or not the total power amount E calculated in step S50 is equal to or greater than the maximum charge amount value Esmax. If it is determined in step S60 that the total power amount E is less than the maximum charge amount value Esmax (NO), the process proceeds to step S90, and regenerative power generation control by the motor generator 31 for the target regenerative power amount Et is performed. . After performing the control in step S90, the process proceeds to return, ends the control flow, and returns to the upper control flow.
  • step S60 when it is determined in step S60 that the total power amount E is equal to or greater than the maximum charge amount value Esmax (YES), the process proceeds to step S70, and in step S70, the total power amount E is the maximum charge amount value Esmax. Control (correction) is performed to reduce the target regenerative electric energy Et so as to be less than the value. After performing the control in step S70, the process proceeds to step S90, and regenerative power generation control by the motor generator 31 for the target regenerative electric energy Et is performed. After performing the control in step S90, the process proceeds to return, ends the control flow, and returns to the upper control flow.
  • the hybrid vehicle regenerative electric energy control method of the present disclosure based on the above-described hybrid vehicle regenerative electric energy control system is a hybrid including the engine 10 and the motor generator 31 that are power sources for running the vehicle.
  • the regenerative electric energy control method for a hybrid vehicle provided with the system 30 when the road gradient G of the traveling point of the hybrid vehicle is a downward gradient equal to or greater than a preset gradient threshold G1, the regenerative electric energy of the motor generator 31 is set.
  • the target regenerative power amount Et which is a target value, is set as a monotonically increasing function of the magnitude of the downward gradient G of the travel point to the basic regenerative power amount Eb, which is a regenerative power amount set based on the traveling state of the hybrid vehicle.
  • control is performed by adding and calculating the corrected regenerative electric energy Ec.
  • control is performed to reduce the target regenerative electric energy Et so that the total electric energy E becomes less than the maximum charge amount value Esmax when the value is equal to or greater than Esmax.
  • the regenerative electric energy control system for a hybrid vehicle, the hybrid vehicle, and the regenerative electric energy control method for a hybrid vehicle according to the present disclosure when the hybrid vehicle is traveling on a steep downhill road, the downgrade is increased. Accordingly, the target value (target regenerative power amount) Et of the regenerative power amount of the motor generator 31 is increased, so that a sufficient charge amount of the high voltage battery 32 connected to the motor generator 31 via the inverter 35 can be secured. it can. As a result, fuel injection of the engine 10 for charging the high voltage battery 32 can be suppressed, and further, the opportunity for assisting the motor generator 31 on an uphill road can be increased, thereby improving fuel efficiency. .
  • the high voltage battery 32 when the high voltage battery 32 is charged with the regenerative power amount by the motor generator 31, if the charge amount of the high voltage battery 32 is predicted to be excessive, the target regenerative power amount Et by the motor generator 31 is corrected to decrease. In addition, excessive charging of the high voltage battery 32 can be prevented, and the durability of the high voltage battery 32 can be improved.
  • the vehicle weight varies greatly depending on the load and the number of passengers, so the set gradient threshold G1 and the corrected regenerative electric energy Ec are set according to the vehicle weight. It is desirable to do.
  • the regenerative electric energy of the motor generator 31 can be further increased when the vehicle weight is relatively heavy. This is advantageous for improving fuel economy. Further, when the vehicle weight is relatively light, it is possible to avoid that the hybrid vehicle is excessively decelerated due to excessive braking force due to regeneration, which is advantageous in improving drivability.
  • the present invention is useful in that the battery can be prevented from being excessively charged and the durability of the battery can be improved.
  • Engine 11 Engine body 30 Hybrid system 31 Motor generator 32 High voltage battery (battery) 35 Inverter 80 Control device Et Target regenerative power amount Eb Basic regenerative power amount Ec Corrected regenerative power amount Es High-voltage battery charge amount Esmax Maximum value of high-voltage battery charge amount E High-voltage battery charge amount and target regenerative power amount Total power

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

Lorsqu'une pente de route (G) d'un point de déplacement d'un véhicule hybride est une pente descendante égale ou supérieure à une valeur de seuil de pente définie (G1) qui a été définie à l'avance, une commande est exécutée pour calculer une quantité de puissance régénérative souhaitée (Et), qui est une valeur souhaitée pour la quantité de puissance régénérative d'un générateur de moteur (31), par ajout d'une quantité de puissance régénératrice correctrice (Ec), qui est définie comme étant une fonction croissante monotone de l'amplitude du gradient descendant (G) du point de déplacement, à une quantité de puissance régénératrice de base (Eb), qui est une quantité de puissance régénératrice définie sur la base de l'état de déplacement du véhicule hybride.
PCT/JP2016/084253 2015-11-20 2016-11-18 Système de régulation de quantité de puissance régénératrice pour véhicule hybride, véhicule hybride, et procédé de régulation de quantité de puissance régénératrice pour véhicule hybride WO2017086435A1 (fr)

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CN201680067475.XA CN108290571B (zh) 2015-11-20 2016-11-18 混合动力车辆的再生电力量控制系统、车辆及控制方法

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JP2015227570A JP6686384B2 (ja) 2015-11-20 2015-11-20 ハイブリッド車両の回生電力量制御システム、ハイブリッド車両及びハイブリッド車両の回生電力量制御方法
JP2015-227570 2015-11-20

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CN109606124A (zh) * 2018-12-13 2019-04-12 北京奕为汽车科技有限公司 电动汽车再生制动方法和装置
JP7172836B2 (ja) * 2019-04-26 2022-11-16 トヨタ自動車株式会社 制動力制御装置
JP7138143B2 (ja) * 2020-08-21 2022-09-15 本田技研工業株式会社 車両の制御装置

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JP2001054202A (ja) * 1999-08-05 2001-02-23 Nissan Motor Co Ltd 車両用制動力制御装置
JP2009090735A (ja) * 2007-10-04 2009-04-30 Honda Motor Co Ltd ハイブリッド車両の制御装置
WO2013084681A1 (fr) * 2011-12-09 2013-06-13 本田技研工業株式会社 Véhicule électrique

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JP5915208B2 (ja) * 2012-01-31 2016-05-11 日産自動車株式会社 電動車両の回生ブレーキ制御装置
DE112012005898T5 (de) * 2012-02-15 2014-11-13 Toyota Jidosha Kabushiki Kaisha Steuerungsvorrichtung eines Hybridfahrzeugs
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JPH058729Y2 (fr) * 1984-11-10 1993-03-04
JP2001054202A (ja) * 1999-08-05 2001-02-23 Nissan Motor Co Ltd 車両用制動力制御装置
JP2009090735A (ja) * 2007-10-04 2009-04-30 Honda Motor Co Ltd ハイブリッド車両の制御装置
WO2013084681A1 (fr) * 2011-12-09 2013-06-13 本田技研工業株式会社 Véhicule électrique

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