WO2017169522A1 - Véhicule à selle hybride - Google Patents

Véhicule à selle hybride Download PDF

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Publication number
WO2017169522A1
WO2017169522A1 PCT/JP2017/008611 JP2017008611W WO2017169522A1 WO 2017169522 A1 WO2017169522 A1 WO 2017169522A1 JP 2017008611 W JP2017008611 W JP 2017008611W WO 2017169522 A1 WO2017169522 A1 WO 2017169522A1
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WIPO (PCT)
Prior art keywords
braking force
type vehicle
power
hybrid saddle
internal combustion
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PCT/JP2017/008611
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English (en)
Japanese (ja)
Inventor
少覚功
Original Assignee
本田技研工業株式会社
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Priority to JP2018508858A priority Critical patent/JP6550188B2/ja
Publication of WO2017169522A1 publication Critical patent/WO2017169522A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • 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
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M23/00—Transmissions characterised by use of other elements; Other transmissions
    • B62M23/02—Transmissions characterised by use of other elements; Other transmissions characterised by the use of two or more dissimilar sources of power, e.g. transmissions for hybrid motorcycles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J43/00—Arrangements of batteries
    • B62J43/10—Arrangements of batteries for propulsion
    • B62J43/16—Arrangements of batteries for propulsion on motorcycles or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J43/00—Arrangements of batteries
    • B62J43/30—Arrangements of batteries for providing power to equipment other than for propulsion
    • 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

Definitions

  • the present invention relates to a hybrid saddle riding type vehicle including an engine that generates power for transmitting to drive wheels and a motor that assists by adding power to the power generated by the engine in a superimposed manner.
  • Japanese Patent Laid-Open No. 2003-165361 discloses that when a downshift is performed during deceleration, a decrease in engine braking force accompanying release of a clutch is compensated by a regenerative braking force of a motor generator to suppress a change in vehicle deceleration. It is disclosed. In addition, when the engine power is cut off, if the clutch with the low vehicle speed and the engine speed Ne near the idling speed is kept open, the regenerative braking torque of the motor generator is limited according to the vehicle speed. And performing attenuation correction.
  • Japanese Patent Laid-Open No. 2003-165361 does not disclose a specific solution for the idling feeling when the clutch is released.
  • the present invention has been made in consideration of such problems, and an object of the present invention is to provide a hybrid saddle-ride type vehicle that can suppress a feeling of idling caused by a power transmission mechanism connecting and disconnecting power. To do.
  • the present invention has the following features.
  • a hybrid saddle-ride type vehicle includes an internal combustion engine, an electric motor that applies a drive torque and a regenerative torque to a drive shaft of the internal combustion engine, and the power of the internal combustion engine and the electric motor to wheels.
  • a power connection / disconnection determination unit that determines that the power transmission mechanism connects / disconnects power (disconnection / connection) of the internal combustion engine, and regenerative torque of the motor
  • the power transmission mechanism is a centrifugal clutch, and includes a rotation speed detection unit that detects the rotation speed of the internal combustion engine, and the power connection / disconnection determination unit determines a detection value from the rotation speed detection unit. Based on this, the connection / disconnection of the power of the internal combustion engine by the power transmission mechanism is determined.
  • the braking force applied to the hybrid saddle riding type vehicle is a deceleration stage of the hybrid saddle riding type vehicle and the braking force change is performed.
  • a braking force regression unit for returning to the braking force before being changed by the unit is provided.
  • the braking force applied to the hybrid saddle-ride type vehicle by the braking force changing unit decreases stepwise as the rotational speed of the internal combustion engine approaches the rotational speed when the power of the internal combustion engine is cut off. .
  • the change of the braking force by the braking force changing unit is made on the condition that the throttle operated by the occupant is fully closed.
  • the magnitude of the fluctuation of the braking force when the braking force to the hybrid saddle-ride type vehicle is changed by the braking force changing unit is the braking force returned by the braking force returning unit. Less than the magnitude of the fluctuation.
  • the braking force applied to the vehicle is reduced, so that it is possible to suppress the feeling of idling caused by the power transmission mechanism cutting the power.
  • the second feature it is possible to easily determine the power connection / disconnection of the internal combustion engine based on the rotational speed of the internal combustion engine.
  • the braking force regression unit since the braking force when the vehicle is decelerated is larger than the braking force when the power is cut off, the braking force regression unit returns the braking force to the vehicle to the braking force when the vehicle is decelerated. After the disconnection, the regenerative torque at the time of deceleration of the vehicle, which has a greater braking force on the vehicle, can be used for power generation.
  • the driver's operability is uncomfortable by decreasing the braking force of the motor stepwise as the rotational speed of the internal combustion engine approaches the rotational speed when the power of the internal combustion engine is cut off.
  • the braking force of the motor can be changed at the time of power connection / disconnection without giving the power.
  • the braking force changing unit since the braking force changing unit is required to fully close the throttle, the changing of the braking force can be applied only when the vehicle is decelerated.
  • the change in the braking force before the power is cut is changed more gently than after the power is cut, so that a sudden change in the braking force is suppressed, and after the power is cut off, Since the fluctuation of the braking force does not affect the operability of the driver, the braking force can be quickly returned to be used for charging the power generation amount.
  • FIG. 1 is a side view showing a hybrid saddle riding type vehicle according to the present embodiment.
  • FIG. 2 is a configuration diagram showing a hybrid saddle-ride type vehicle.
  • FIG. 3 is a block diagram showing a hybrid saddle-ride type vehicle.
  • FIG. 4A is a characteristic diagram showing a change in regenerative torque with respect to a conventional engine speed.
  • FIG. 4B is a characteristic diagram showing a change in regenerative torque with respect to the engine speed of the present embodiment.
  • FIG. 5 is a flowchart showing the processing operation of the hybrid saddle riding type vehicle.
  • FIG. 6A is a characteristic diagram showing changes in engine speed and vehicle speed with respect to conventional elapsed time.
  • FIG. 6B is a characteristic diagram showing changes in the engine speed and the vehicle speed with respect to the elapsed time of the present embodiment.
  • FIG. 7 is a side view showing another example of the vehicle.
  • FIG. 8 is a configuration diagram illustrating another example of the vehicle.
  • a hybrid saddle riding type vehicle (hereinafter referred to as a vehicle 10) according to the present embodiment is, for example, a scooter type motorcycle as shown in FIG. 1, and includes a front fork 12 that supports a front wheel WF in front of the vehicle body.
  • the front fork 12 is steered by operating the handle 16 via the head pipe 14.
  • the right grip portion of the handle 16 is a turnable accelerator.
  • a down pipe 18 is attached to the head pipe 14 rearward and downward, and an intermediate frame 20 extends substantially horizontally at the lower end of the down pipe 18.
  • a rear frame 22 is provided at the rear end of the intermediate frame 20 rearward and upward.
  • a part of a power unit 24 including a power source is connected to a rear end portion of the intermediate frame 20, and the power unit 24 is rotatably attached to a rear wheel WR as a driving wheel on the rear end side thereof.
  • the suspension is suspended by a rear suspension attached to the rear frame 22.
  • the outer peripheries of the down pipe 18, the intermediate frame 20, and the rear frame 22 are covered with a vehicle body cover 26, and a seat 28 on which a passenger is seated is fixed to the rear upper part of the vehicle body cover 26.
  • a step floor 30 on which a passenger puts his / her foot is provided on the upper part of the intermediate frame 20 between the seat 28 and the down pipe 18.
  • the vehicle 10 is provided on an engine 32 and a drive motor 34 that generate travel driving force, a starter motor 36 that starts the engine 32, and a crankshaft 38 of the engine 32.
  • a CVT (Continuously Variable Transmission, Transmission) 44 that continuously shifts the rotation of the crankshaft 38 to the drive shaft 40 via the centrifugal clutch 42.
  • a one-way clutch 46 that transmits power supplied to the drive shaft 40 only in one direction (rotation direction during forward movement), and a speed reducer 48 that decelerates the rotation and transmits it to the rear wheels WR.
  • the starter motor 36 is not limited to the use for starting the engine 32 but may also be used for assisting driving.
  • An intake pipe 50 communicating with the combustion chamber of the engine 32 includes a throttle valve 52 for adjusting the intake air amount, a negative pressure sensor 54 for detecting a pressure downstream of the throttle valve 52, and a combustion chamber of the engine 32.
  • An injector 56 for injecting fuel is provided.
  • a first rotor sensor 58a is provided in the vicinity of the crankshaft 38, and the engine rotation, which is the rotational speed on the input side, is detected by non-contact detection of the gear teeth as the detected body provided on the crankshaft 38.
  • the number Ne is detected.
  • the diameter around which a V-belt (not shown) is wound is continuously changed by the action of centrifugal force according to the engine speed Ne, and the gear ratio is automatically and steplessly changed.
  • a second rotor sensor 58b is provided in the vicinity of the one-way clutch 46, and an output from the one-way clutch 46 is detected by detecting a plurality of detected objects arranged in an annular manner on the outer periphery of the outer clutch (not shown) in a non-contact manner. Detect the rotation speed.
  • the output rotation speed detected by the second rotor sensor 58b changes in proportion to the vehicle speed V of the vehicle 10 based on the speed ratio of the reduction gear 48 and the diameter of the rear wheel WR. That is, the second rotor sensor 58b also serves as a vehicle speed sensor.
  • the vehicle 10 adjusts the rotation angle of the throttle valve 52, the accelerator sensor 60 for detecting the accelerator operation amount Acc, the first inverter 62a and the second inverter 62b for controlling the starter motor 36 and the drive motor 34.
  • DBW Drive By Wire
  • ECU Electronic Control Unit
  • the ECU 66 has a CPU (Central Processing Unit) as a main control unit, a RAM (Random Access Memory) and a ROM (Read Only Memory) as a storage unit, a driver, and the like. Is realized by reading a program and executing software processing in cooperation with a storage unit or the like.
  • CPU Central Processing Unit
  • RAM Random Access Memory
  • ROM Read Only Memory
  • the first inverter 62a and the second inverter 62b perform drive control and regenerative control of the starter motor 36 and the drive motor 34 under the action of the ECU 66, and supply and charge power to the battery 68 when performing regenerative control. Can do.
  • the battery 68 detects the remaining power SOC with a predetermined sensor and supplies it to the ECU 66.
  • the DBW 64 adjusts the rotation angle of the throttle valve 52 under the action of the ECU 66 and controls the intake air amount to the engine 32.
  • the ECU 66 is in a traveling state determined from the remaining power SOC, the vehicle speed V (detected value of the second rotor sensor 58b), the accelerator operation amount Acc (detected value of the accelerator sensor 60), and the like.
  • the mode control unit 100 that determines the travel mode accordingly is provided.
  • the mode control unit 100 performs the following processing, for example.
  • the start timing of the engine 32 is determined based on the running mode and the like, and a start instruction for the starter motor 36 is given to the first inverter 62a.
  • the drive torque of the drive motor 34 is obtained based on the vehicle speed V (detected value of the second rotor sensor 58b) and the accelerator operation amount Acc (detected value of the accelerator sensor 60), and the second inverter 62b is controlled.
  • the fuel ejection amount and fuel ejection timing by the injector 56 are set based on the engine speed Ne (detected value of the first rotor sensor 58a).
  • the throttle opening degree Th is obtained based on the accelerator operation amount Acc and the detected value (negative pressure Pb) of the negative pressure sensor 54.
  • the travel mode selected by the mode control unit 100 includes an EV travel mode (or an electric travel mode) that travels only with the driving force of the drive motor 34, an engine travel mode that travels only with the drive force of the engine 32, the drive motor 34, and the engine.
  • a hybrid travel mode in which both the vehicle 32 and the vehicle travel are driven.
  • the EV travel mode is selected when the remaining power SOC is large and the travel load is small
  • the engine travel mode is selected when the remaining power SOC is small or the travel load is large.
  • the hybrid driving mode is selected when the remaining power SOC is large and it is necessary to assist the engine 32 with the drive motor 34 at a high load, or when the output of the engine 32 is reduced to reduce fuel consumption. Is done.
  • the mode control unit 100 controls the drive motor 34, the starter motor 36, the injector 56, and the like according to the selected travel mode.
  • the ECU 66 has a power connection / disconnection determination unit 102, a braking force change unit 104, and a braking force regression unit 106.
  • the power connection / disconnection determination unit 102 determines that the centrifugal clutch 42 is connected (transmitted) to the drive shaft 40 or disconnected from the drive shaft 40. This determination can be made based on, for example, the engine speed Ne on the condition that the throttle operated by the passenger is fully closed. Whether or not the throttle opening is fully closed is determined based on the throttle opening Th from the mode control unit 100.
  • the centrifugal clutch 42 is separated from the drive shaft 40 and the power transmission of the rotational force of the crankshaft 38 to the drive shaft 40 is performed. Blocked. That is, the power connection / disconnection determination unit 102 determines that the centrifugal clutch 42 is cutting the power of the engine 32 when the engine speed Ne is equal to or less than the threshold value Nth.
  • the centrifugal clutch 42 contacts the drive shaft 40 and the rotational force of the crankshaft 38 is transmitted to the drive shaft 40. That is, the power connection / disconnection determination unit 102 determines that the centrifugal clutch 42 is transmitting (connecting) the power of the engine 32 when the engine speed Ne exceeds the threshold value Nth. Of course, it may be determined that the centrifugal clutch 42 is connected (transmitted) to the drive shaft 40 or disconnected from the drive shaft 40 by other methods.
  • the power connection / disconnection determination unit 102 outputs a disconnection state signal Sa indicating that the power is disconnected. Output.
  • the braking force changing unit 104 operates, for example, when the throttle opening Th is fully closed, and changes the braking force to the vehicle 10 by changing the regenerative torque of the drive motor 34. That is, the braking force applied to the vehicle 10 when the centrifugal clutch 42 cuts off the power of the engine 32 is the deceleration stage of the vehicle 10 and before the centrifugal clutch 42 cuts off the power of the engine 32. It is made smaller than the braking force to the vehicle 10.
  • the braking force changing unit 104 refers to, for example, the regenerative torque reduction map 108A, and outputs a command value read from the regenerative torque reduction map 108A to the second inverter 62b, so that the braking force necessary for the vehicle 10 is obtained. Give power.
  • command values (regenerative torque) corresponding to the engine speed Ne are arranged, and as shown by the solid line L1 in FIG. 4B, the regenerative torque gradually increases as the engine speed Ne decreases. Is an array of command values that approaches 0. Then, the braking force changing unit 104 reads out a command value corresponding to the engine speed Ne from the regenerative torque reduction map 108A and outputs it to the second inverter 62b.
  • the braking force regression unit 106 operates based on the input of the disconnection state signal Sa from the power connection / disconnection determination unit 102, and applies the braking force to the vehicle 10 at the deceleration stage of the vehicle 10 and the braking force.
  • the braking force before changing is returned to the changing unit 104.
  • the braking force regression unit 106 refers to, for example, the regenerative torque regression map 108B, and outputs a command value read from the regenerative torque regression map 108B to the second inverter 62b, so that the braking force necessary for the vehicle 10 is obtained. give.
  • command values (regenerative torque) corresponding to the engine speed Ne are arranged. As shown by the solid line L2 in FIG. 4B, the engine speed As Ne decreases, the command value is arranged so that the command value (regenerative torque) gradually approaches the regenerative torque before being changed by the braking force changing unit 104. Then, the braking force regression unit 106 reads a command value corresponding to the engine speed Ne from the regenerative torque regression map 108B and outputs it to the second inverter 62b.
  • step S1 of FIG. 5 the power connection / disconnection determination unit 102 determines whether or not the throttle opening Th is fully closed based on the throttle opening Th from the mode control unit 100, and makes it fully closed. Wait for it to become. In the processing from step S1 to step S5, the power connection / disconnection determination unit 102 determines that the power of the crankshaft 38 is connected to the drive shaft 40, and does not output the disconnection state signal Sa.
  • step S2 processing in the braking force changing unit 104 is performed. That is, in step S2, the braking force changing unit 104 acquires the current engine speed Ne. Thereafter, in step S3, a command value corresponding to the current engine speed Ne is read from the regenerative torque reduction map 108A, and in step S4, the read command value is output to the second inverter 62b.
  • step S5 the power connection / disconnection determination unit 102 determines whether or not the centrifugal clutch 42 is cutting power from the crankshaft 38. This determination is made based on whether or not the current engine speed Ne is equal to or less than the threshold value Nth.
  • step S2 If the engine speed Ne is greater than the threshold value Nth, the processes in and after step S2 are repeated. As a result, as indicated by the solid line L1 in FIG. 4B, as the engine speed Ne decreases, the regenerative torque decreases stepwise and approaches zero.
  • step S5 if it is determined in step S5 that the current engine speed Ne is equal to or less than the threshold value Nth, that is, if it is determined that the centrifugal clutch 42 is cutting the power of the crankshaft 38, the power The cutting state signal Sa from the connection / disconnection determination unit 102 is supplied to the braking force regression unit 106, and the braking force regression unit 106 is activated.
  • step S6 the braking force regression unit 106 acquires the current engine speed Ne.
  • step S7 the braking force regression unit 106 reads out a command value corresponding to the current engine speed Ne from the regenerative torque regression map 108B, and outputs the command value to the second inverter 62b in step S8.
  • step S9 the power connection / disconnection determination unit 102 determines whether or not the processing is completed. This determination is made based on whether or not the command value is equal to or less than a preset end command value. As the end command value, a value near the command value when the throttle opening degree Th is fully closed is selected. For example, one command value that is equal to or less than the command value at the time when the throttle opening Th is fully closed and is within a range of ⁇ 1 or more of the command value is selected.
  • FIG. 4B shows an example in which ⁇ 1N ⁇ m, which is one command value included in a range of ⁇ 1.5 N ⁇ m or less and ⁇ 2.5 N ⁇ m or more, is selected.
  • step S6 If the current command value is larger than the end command value, the processes after step S6 are repeated. As a result, as indicated by the solid line L2 in FIG. 4B, as the engine speed Ne decreases, the regenerative torque returns stepwise and the command value (end command value) when the throttle opening Th is fully closed. Will approach.
  • step S9 when the command value becomes equal to or less than the end command value, the processing in the power connection / disconnection determination unit 102, the braking force change unit 104, and the braking force regression unit 106 ends.
  • the braking force changing unit 104 operates from the time when the throttle opening degree Th is fully closed, and gradually regenerates as the engine speed Ne decreases.
  • the torque is changed toward 0 N ⁇ m. That is, the braking force applied to the vehicle 10 gradually decreases as the engine speed Ne approaches a preset value (the engine speed at which the centrifugal clutch 42 cuts power).
  • the regenerative torque is set to around 0, for example, from ⁇ 0.5 N ⁇ m to 0 N ⁇ m.
  • the braking force regression unit 106 operates, and the regenerative torque is returned to the same value (eg, ⁇ 2 N ⁇ m) as that before the braking force change unit 104 operates.
  • the braking force that returns the braking force to the vehicle 10 to the braking force at the deceleration stage of the vehicle 10 and before being changed by the braking force changing unit 104 is provided. Since the braking force when the vehicle 10 is decelerated after the centrifugal clutch 42 is disengaged is larger than the braking force when the centrifugal clutch 42 is disengaged, the braking force regression unit 106 causes the large regenerative torque after the disengagement of the centrifugal clutch 42, that is, The regenerative torque that is greater than the braking force applied to the vehicle 10 when the vehicle 10 is decelerated can be applied to power generation.
  • centrifugal clutch 42 is disconnected according to the engine speed Ne, it is possible to easily detect the power connection / disconnection of the engine 32, and to simplify the circuit configuration of the power connection / disconnection determination unit 102.
  • the braking force regression unit 106 can be activated stably.
  • the braking force applied to the vehicle 10 by the braking force changing unit 104 is gradually reduced as the engine speed Ne approaches the engine speed Ne when the centrifugal clutch 42 is disconnected.
  • the regenerative torque is made to approach 0 stepwise. Therefore, as the engine speed Ne approaches the engine speed Ne when the centrifugal clutch 42 is disengaged, the braking force to the vehicle 10 decreases stepwise, and the operability of the occupant is not felt uncomfortable.
  • the braking force to the vehicle 10 can be changed at the time of cutting.
  • the change in the braking force by the braking force changing unit 104 is made on the condition that the throttle opening Th operated by the occupant is fully closed, the braking force is changed only when the vehicle 10 is decelerated. Can be applied.
  • the magnitude of fluctuation of the braking force when the braking force to the vehicle 10 is changed by the braking force changing unit 104 is returned by the braking force returning unit 106 after the centrifugal clutch 42 is disconnected.
  • the magnitude of the fluctuation of the braking force to be made is smaller.
  • the change (inclination) per unit engine speed of the regenerative torque (absolute value) by the braking force changing unit 104 is represented by a braking force regression as shown by a solid line L2.
  • the regenerative torque (absolute value) by the unit 106 is made smaller than the change (inclination) per unit engine speed.
  • the regenerative torque can also be corrected according to the following conditions after setting a reference value based on changes in engine friction due to the presence or absence of fuel injection.
  • the present invention is not limited to the above-described embodiment, and it is naturally possible to adopt various configurations without departing from the gist of the present invention.
  • a rear frame 114 that supports a seat cowl 112 and a seat 28 is coupled to a rear end portion of the intermediate frame 20.
  • the fuel tank 116 is disposed inside the span portion 117 so as to cover the intermediate frame 20 from above.
  • a unit swing type power unit 24 on which a rear wheel WR is rotatably supported is attached to the rear of the fuel tank 116.
  • a transmission case 118 in which a belt-type continuously variable transmission is installed is integrally provided at the rear portion of the power unit 24, and an air cleaner box 120 is attached to an upper portion of the transmission case 118.
  • the power unit 24 is pivotally supported on the front side of the rear frame 114 and supported so as to be suspended from the rear shock 121 on the rear side of the rear frame 114.
  • the power unit 24 of the vehicle 10a includes an ACG starter motor 110 in which a starter motor (cell motor) that starts an engine as a drive source and a generator that generates electric power with the rotational driving force of the engine are integrated.
  • the first inverter 62a and the ECU 66 are integrated, and the DBW 64, the second inverter 62b, and the drive motor 34 (see FIG. 2) do not exist.
  • the second rotor sensor 58b detects the rotational speed of the final gear of the speed reducer 48.

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

Abstract

La présente invention concerne un véhicule à selle hybride. Ce véhicule à selle hybride est pourvu : d'une unité de détermination de connexion/déconnexion de puissance (102) qui détermine si la puissance d'un moteur (32) est connectée ou déconnectée par un embrayage centrifuge (42) ; d'une unité de changement de force de freinage (104) qui change la force de freinage à appliquer au véhicule (10) par le changement du couple régénératif d'un moteur d'entraînement (34). La force de freinage appliquée au véhicule (10) pendant la déconnexion de la puissance du moteur (32) est inférieure à celle dans l'étape de décélération du véhicule (10) avant la déconnexion de la puissance du moteur (32).
PCT/JP2017/008611 2016-03-31 2017-03-03 Véhicule à selle hybride WO2017169522A1 (fr)

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KR20190068051A (ko) * 2017-12-08 2019-06-18 현대자동차주식회사 원심 클러치가 배치된 하이브리드 자동차 및 그 제어 방법
CN110027590A (zh) * 2018-01-12 2019-07-19 株洲中车时代电气股份有限公司 一种列车制动消退过程牵引制动配合控制方法及系统
DE102018102776A1 (de) * 2018-02-08 2019-08-08 Schaeffler Technologies AG & Co. KG Antriebsstrang für einen Motorroller
DE102018106851A1 (de) * 2018-03-22 2019-09-26 Schaeffler Technologies AG & Co. KG Antriebsstrang für ein Motorrad
JPWO2021002308A1 (fr) * 2019-07-02 2021-01-07
WO2022004313A1 (fr) * 2020-06-30 2022-01-06 株式会社デンソー Dispositif de commande de véhicule

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JP2006054940A (ja) * 2004-08-10 2006-02-23 Honda Motor Co Ltd パワーモジュールの駆動制御装置、及び、ハイブリッド車両
JP2012136191A (ja) * 2010-12-27 2012-07-19 Toyota Motor Corp 車両の制御システム

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20190068051A (ko) * 2017-12-08 2019-06-18 현대자동차주식회사 원심 클러치가 배치된 하이브리드 자동차 및 그 제어 방법
KR102444665B1 (ko) * 2017-12-08 2022-09-19 현대자동차주식회사 원심 클러치가 배치된 하이브리드 자동차 및 그 제어 방법
CN110027590A (zh) * 2018-01-12 2019-07-19 株洲中车时代电气股份有限公司 一种列车制动消退过程牵引制动配合控制方法及系统
CN110027590B (zh) * 2018-01-12 2020-05-26 株洲中车时代电气股份有限公司 一种列车制动消退过程牵引制动配合控制方法及系统
DE102018102776A1 (de) * 2018-02-08 2019-08-08 Schaeffler Technologies AG & Co. KG Antriebsstrang für einen Motorroller
DE102018102776B4 (de) * 2018-02-08 2020-09-10 Schaeffler Technologies AG & Co. KG Antriebsstrang für einen Motorroller und Motorroller mit einem solchen Antriebsstrang
DE102018106851B4 (de) 2018-03-22 2022-01-13 Schaeffler Technologies AG & Co. KG Motorrad mit einem Antriebsstrang
DE102018106851A1 (de) * 2018-03-22 2019-09-26 Schaeffler Technologies AG & Co. KG Antriebsstrang für ein Motorrad
WO2021002308A1 (fr) * 2019-07-02 2021-01-07 ヤマハ発動機株式会社 Véhicule à selle
JPWO2021002308A1 (fr) * 2019-07-02 2021-01-07
JP7019871B2 (ja) 2019-07-02 2022-02-15 ヤマハ発動機株式会社 ストラドルドビークル
WO2022004313A1 (fr) * 2020-06-30 2022-01-06 株式会社デンソー Dispositif de commande de véhicule
JP7459686B2 (ja) 2020-06-30 2024-04-02 株式会社デンソー 車両の制御装置、プログラム

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