WO2018012514A1 - 車両制御装置 - Google Patents

車両制御装置 Download PDF

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Publication number
WO2018012514A1
WO2018012514A1 PCT/JP2017/025325 JP2017025325W WO2018012514A1 WO 2018012514 A1 WO2018012514 A1 WO 2018012514A1 JP 2017025325 W JP2017025325 W JP 2017025325W WO 2018012514 A1 WO2018012514 A1 WO 2018012514A1
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WO
WIPO (PCT)
Prior art keywords
power
vehicle
deceleration
threshold
power generation
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2017/025325
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English (en)
French (fr)
Japanese (ja)
Inventor
和彦 多田
加藤　章
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Priority to CN201780043308.6A priority Critical patent/CN109476302B/zh
Priority to DE112017003555.4T priority patent/DE112017003555B4/de
Publication of WO2018012514A1 publication Critical patent/WO2018012514A1/ja
Anticipated expiration legal-status Critical
Priority to US16/247,913 priority patent/US11208105B2/en
Ceased legal-status Critical Current

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    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • 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
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    • 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
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Definitions

  • This disclosure relates to a vehicle control device.
  • a so-called coasting is known that detects that the driver's brake operation or accelerator operation is not performed while the vehicle is running, and the clutch provided between the engine and the transmission is disengaged to make the vehicle coast.
  • This coasting is a technology that uses the kinetic energy of the vehicle as it is for traveling, and can improve fuel efficiency by extending the traveling distance of the vehicle.
  • regeneration that converts kinetic energy into electrical energy has also been put to practical use as a technique for improving fuel efficiency.
  • This regeneration causes the motor to function as a generator by the rotation of the engine output shaft or the axle. Then, the electric energy generated by the regeneration is charged in the battery.
  • the vehicle when the vehicle is coasting, it is desirable to use the kinetic energy of the vehicle as it is for traveling, so the regenerative power generation is stopped during coasting. For this reason, the opportunity for regenerative power generation is reduced by carrying out coasting. In such a case, depending on the power status of the vehicle, the fuel efficiency effect of the system may be reduced. In other words, it may be considered that idling stop is restricted, or that power generation opportunities are increased due to fuel consumption.
  • the present disclosure has been made to solve the above-described problems, and has as its main purpose to provide a vehicle control device that can appropriately select and implement inertial running and regenerative power generation to improve fuel efficiency.
  • an engine as a travel drive source, a clutch device provided in a power transmission path connected to the engine, and a power source unit are configured to perform regenerative power generation using the power of the power transmission path to generate generated power.
  • the present invention is applied to a vehicle including a rotating electrical machine supplied to the power supply unit side and an electric load connected to the power supply unit, and the clutch device is brought into a cut-off state according to establishment of predetermined inertial running performance conditions.
  • a travel control unit that performs inertial traveling of the vehicle, and releases the inertial traveling state by setting the clutch device in a connected state according to establishment of a predetermined regenerative power generation execution condition during inertial traveling.
  • a required power calculation unit for calculating required power in the vehicle, wherein the travel control unit is based on the required power calculated in a state where the inertial travel execution condition is satisfied.
  • inertial running and regenerative power generation by the rotating electric machine are selectively performed based on the required power in the vehicle.
  • coasting and regenerative power generation can be appropriately selected and implemented, and fuel consumption can be improved.
  • the required power in the vehicle includes the required power that occurs when the electric load is driven (that is, power consumption) and the required power that occurs when the amount of power stored in the power supply unit decreases.
  • the traveling control unit performs the regenerative power generation when it is determined that the required power is larger than a predetermined power threshold, and it is determined that the required power is smaller than the power threshold. In the event of a failure, the coasting is carried out.
  • the power threshold includes a first power threshold and a second power threshold that is larger than the first power threshold, and the regenerative power generation is performed.
  • the inertia running is permitted, and when the required power is determined to be larger than the second power threshold in the inertia running state To allow the regenerative power generation.
  • two threshold values are set as power threshold values, and hysteresis is provided between these threshold values.
  • the fourth disclosure includes a short-term load determination unit that determines whether or not a short-term load that is temporarily used for driving is included as the electric load during driving in a vehicle deceleration state in inertial traveling, When it is determined that a short-term load is included, inertial traveling is more easily selected than when the short-term load is not included.
  • the electric load of the vehicle includes a short-term load that is temporarily used for driving and a long-term load that is used for long-term driving.
  • electrical loads such as headlights and air conditioner compressors are expected to be driven for a long time in the drive cycle.
  • electrical loads such as electric power steering and radiator fans are expected to be temporarily driven.
  • inertial traveling is easily selected. Accordingly, frequent switching between inertial traveling and regenerative power generation that can occur when a short-term load is used during inertial traveling can be suppressed.
  • the required power calculation unit when the required power calculation unit determines that the short-term load is included, calculates the required power as a smaller value than when the short-term load is not included.
  • the required power is set to a smaller value than when the short-term load is not included. In such a case, the required power is calculated by removing the power by driving the short-term load. As a result, frequent switching between coasting and regenerative power generation that occurs when the required power exceeds the power threshold in the short term can be suppressed, and deterioration of drivability can be suppressed.
  • a sixth disclosure includes a long-term load determination unit that determines whether or not a predetermined long-term load that is used for a long-term drive is included as the electric load during driving in a vehicle deceleration state during inertial running. When it is determined that the predetermined long-term load is included, regenerative power generation is more easily selected than when the predetermined long-term load is not included.
  • electric loads include predetermined long-term loads that are used for a relatively long period of time, such as headlights and air conditioner compressors.
  • a long-term load When such a long-term load is driven, electric power is continuously consumed. Under such circumstances, the amount of discharge of the power supply unit becomes large, and it is considered that power generation requests frequently occur. In this case, there is a risk that regenerative power generation and coasting will frequently switch.
  • regenerative power generation is made easier to be selected if a predetermined long-term load is included in the electric load being driven during inertial running. Thereby, while responding to the electric power generation request of the vehicle resulting from continuous use of a long-term load, frequent switching between coasting and regenerative power generation can be suppressed.
  • the required power calculation unit determines that the predetermined long-term load is included, the required power is set to a value larger than that when the predetermined long-term load is not included. calculate.
  • the required power is set to a larger value than when the predetermined long-term load is not included. In such a case, the required power is calculated as a value larger than the actual required power.
  • regenerative power generation can be easily selected to meet the power generation request of the vehicle, and frequent switching between coasting and regenerative power generation can be suppressed.
  • a history storage unit that stores at least one of the power consumption during travel of the vehicle and the power balance of the power consumption and generated power as history information, and the power based on the history information.
  • a power threshold value setting unit for setting a threshold value.
  • the power threshold is set based on the history information regarding the power consumption while the vehicle is running.
  • the trend of power consumption during driving of the driver or vehicle can be grasped from the history information.
  • the power threshold can be set as a small value.
  • the threshold value according to the driving tendency of the driver or the vehicle can be set, and the driving method can be appropriately selected and executed.
  • the history storage unit stores at least one of the power consumption and the power balance as the history information for each of a plurality of vehicle driving conditions
  • the power threshold setting unit includes: The history information is acquired according to the current travel condition of the vehicle, and the power threshold is set based on the history information.
  • the power consumption due to the driving of the electric load may vary depending on the external environment during driving, that is, the driving conditions of the vehicle. For example, when driving at night, power consumption tends to increase due to lighting of the headlights compared to driving during the day. In addition, it is considered that the power consumption tends to be larger in the rainy weather due to the operation of the wiper than in the fine weather.
  • history information is acquired according to the current traveling condition of the vehicle, and a power threshold is set based on the history information.
  • history information that matches the current driving conditions that is, history information that matches conditions that affect power consumption is used for setting the power threshold. Therefore, it is possible to set a value suitable as a threshold value that serves as a reference for comparing the required power.
  • a predetermined deceleration calculation unit that calculates a required deceleration required for the vehicle at that time, and a predetermined deceleration based on the required power in the deceleration state
  • a deceleration threshold value setting unit that sets a threshold value
  • the traveling control unit selectively performs the inertial traveling or the regenerative power generation by the rotating electric machine based on the requested deceleration and the deceleration threshold value.
  • the required deceleration of the vehicle is involved in carrying out inertial driving. That is, the required deceleration is determined as one requirement when starting or canceling inertial running. For example, if the required deceleration becomes greater than the deceleration threshold due to a brake operation being performed during inertial travel, inertial travel is canceled.
  • a deceleration threshold is set based on the required power in the vehicle, and coasting and regenerative power generation by the rotating electrical machine are selectively performed based on the required deceleration and the deceleration threshold. I tried to do it. Thereby, the electric power state of the vehicle can be reflected in the deceleration that is a requirement related to the execution of inertial running.
  • the travel control unit cancels the inertia travel and starts the regenerative power generation when it is determined that the required deceleration is larger than the deceleration threshold in the inertia travel state.
  • the inertial running is maintained when it is determined that the required deceleration is smaller than the deceleration threshold.
  • the deceleration threshold is set based on the required power of the vehicle in the inertial running state. Thereby, the required electric power of the vehicle can be reflected in the determination of continuation or cancellation of inertial running. Further, the deceleration threshold is compared with the required deceleration of the vehicle, and when the requested deceleration is larger than the deceleration threshold, the inertial running is canceled and the regenerative power generation is started. In such a case, by switching to regenerative power generation, power consumption of the battery can be suppressed, and the required deceleration of the vehicle can be met by a load accompanying regenerative power generation, that is, regenerative braking.
  • the deceleration threshold setting unit sets the deceleration threshold to a smaller value as the required power is larger.
  • the deceleration threshold becomes smaller as the required power increases.
  • the deceleration threshold value becomes small, so that switching from inertial running to regenerative power generation is facilitated.
  • FIG. 1 is a configuration diagram showing an outline of a vehicle control system
  • FIG. 2 is a diagram showing a deceleration characteristic according to the vehicle speed.
  • FIG. 3 is a flowchart of inertial running permission determination processing.
  • FIG. 4 is a flowchart of the history information storing process
  • FIG. 5 is a diagram showing the relationship between power consumption and power threshold.
  • FIG. 6 is a flowchart of the travel control process.
  • FIG. 7 is a diagram illustrating the relationship between the brake operation amount and the deceleration.
  • FIG. 8 is a diagram showing a deceleration characteristic according to the vehicle speed.
  • FIG. 1 is a configuration diagram showing an outline of a vehicle control system
  • FIG. 2 is a diagram showing a deceleration characteristic according to the vehicle speed.
  • FIG. 3 is a flowchart of inertial running permission determination processing.
  • FIG. 4 is a flowchart of the history information storing process
  • FIG. 5 is a diagram showing the relationship
  • FIG. 9 is a diagram showing the relationship between the required power and the coefficient ⁇ .
  • FIG. 10 is a diagram showing the relationship between the accelerator operation amount and the deceleration
  • FIG. 11 is a diagram showing the relationship between the required power and the coefficient ⁇
  • FIG. 12 is a timing chart of the processing of this embodiment.
  • an engine 11 is a multi-cylinder internal combustion engine driven by combustion of fuel such as gasoline or light oil, and appropriately includes a fuel injection valve, an ignition device, and the like as is well known.
  • the engine 11 is integrally provided with an ISG 13 as a generator, and the rotation shaft of the ISG 13 is drivingly connected to the engine output shaft 12 by a belt or the like.
  • the rotation shaft of the ISG 13 is rotated by the rotation of the engine output shaft 12, while the engine output shaft 12 is rotated by the rotation of the rotation shaft of the ISG 13.
  • the ISG 13 has a power generation function for generating power (regenerative power generation) by rotation of the engine output shaft 12 and a power output function for applying a rotational force to the engine output shaft 12.
  • a power generation function for generating power (regenerative power generation) by rotation of the engine output shaft 12
  • a power output function for applying a rotational force to the engine output shaft 12.
  • the in-vehicle battery 14 as a power supply unit is electrically connected to the ISG 13.
  • the power is supplied from the battery 14 to drive the ISG 13 and the battery 14 is charged by the generated power of the ISG 13.
  • An electric load 15 mounted on the vehicle is electrically connected to the battery 14, and the electric power of the battery 14 is used to drive the electric load 15.
  • Examples of the electric load 15 include an electric power steering 15a, a radiator fan 15b, a headlight 15c, and an air conditioner compressor 15d.
  • an auxiliary machine 18 such as a water pump or a fuel pump is mounted on the vehicle 10 as a driven device driven by the rotation of the engine output shaft 12.
  • a driven device may be included. Driven devices include those directly coupled to the engine output shaft 12 and those coupled to the engine output shaft 12 by the clutch means in addition to those coupled to the engine 11 by a belt or the like. .
  • a transmission 20 is connected to the engine output shaft 12 via a clutch device 19 having a power transmission function.
  • the clutch device 19 is, for example, a friction clutch, and includes a disk (flywheel or the like) on the engine 11 side connected to the engine output shaft 12 and a disk (clutch disk) on the transmission 20 side connected to the transmission input shaft 21. Etc.) and a set of clutch mechanisms. When both disks come into contact with each other in the clutch device 19, the power is transmitted between the engine 11 and the transmission 20 (clutch connection state), and both the disks are separated from each other. Then, a power cut-off state (clutch cut-off state) is established in which power transmission between the engine 11 and the transmission 20 is cut off.
  • the clutch device 19 of the present embodiment is configured as an automatic clutch that switches between a clutch engaged state / clutch disengaged state by an actuator such as a motor.
  • the clutch device 19 may be provided inside the transmission 20.
  • the transmission 20 is, for example, a continuously variable transmission (CVT) or a multi-stage transmission having a plurality of shift stages.
  • the transmission 20 shifts the motive power of the engine 11 input from the transmission input shaft 21 at a gear ratio corresponding to the vehicle speed and the engine rotation speed, and outputs it to the transmission output shaft 22.
  • Wheels 27 are connected to the transmission output shaft 22 via a differential gear 25 and a drive shaft 26 (vehicle drive shaft).
  • Each wheel 27 is provided with a brake device 28 that applies a braking force to each wheel 27 by being driven by a hydraulic circuit (not shown) or the like.
  • the brake device 28 adjusts the braking force for each wheel 27 in accordance with the pressure of a master cylinder (not shown) that transmits the depression force of the brake pedal to the hydraulic oil.
  • the present system includes an engine ECU 31 that controls the operating state of the engine 11 and a transmission ECU 32 that controls the clutch device 19 and the transmission 20 as in-vehicle control means.
  • Each of these ECUs 31 and 32 is a well-known electronic control device including a microcomputer, various memories, and the like. Based on detection results of various sensors provided in this system, the engine 11 and the transmission 20. Etc. are appropriately controlled.
  • the ECUs 31 and 32 are communicably connected to each other, and can share control signals, data signals, and the like.
  • the ECU 31 includes two ECUs 31 and 32, and the engine ECU 31 constitutes a “vehicle control device”.
  • the present invention is not limited to this, and two or more ECUs constitute a vehicle control device. May be.
  • the memory of the engine ECU 31 stores historical information such as power consumption in the past drive cycle, that is, a period from ignition on to ignition off, and power balance between the power consumption and the generated power for each of various driving conditions.
  • the Examples of the traveling conditions that is, the external environment during traveling include time zone conditions such as daytime and nighttime, weather conditions such as fine weather and rainy weather, and temperature conditions such as high and low temperatures. Each of these conditions is stored by combining a plurality of conditions.
  • an accelerator sensor 41 that detects an operation amount (accelerator operation amount) of an accelerator pedal as an accelerator operation member
  • a brake sensor 42 that detects an operation amount (brake operation amount) of a brake pedal as a brake operation member.
  • a battery sensor 47 and the like for detecting the state are provided, and detection signals from these sensors are sequentially input to the engine ECU 31.
  • the battery sensor 47 includes a current sensor that detects a current flowing in or out of the battery 14 (charge / discharge current), a voltage sensor that detects a voltage between terminals of the battery 14, a temperature sensor that detects the temperature of the battery 14, and the like. included.
  • the system is provided with a load sensor (air flow meter, intake pressure sensor) for detecting engine load, a cooling water temperature sensor, an outside air temperature sensor, an atmospheric pressure sensor, and the like, which are not shown.
  • the engine ECU 31 performs various engine controls such as fuel injection amount control by a fuel injection valve and ignition control by an ignition device based on detection results of various sensors, engine start by ISG 13, engine torque assist and power generation control, brake device Brake control by 28 is performed. Further, the transmission ECU 32 performs intermittent control of the clutch device 19 and shift control of the transmission 20 based on detection results of various sensors.
  • the vehicle 10 of the present embodiment has a function of performing inertial running with the clutch device 19 in a disconnected state and a function of generating electric power by regenerating kinetic energy under the situation where the vehicle 10 is driven by the operation of the engine 11. Therefore, fuel efficiency is improved by implementing these functions.
  • the engine ECU 31 has a control function related to coasting, and the engine 11 is in an operating state, the clutch device 19 is in a connected state (clutch-on state), and the vehicle 10 is traveling, and the engine 11 is in a stopped state. Then, the clutch device 19 is switched to a coasting state in which the vehicle 10 is coasted with the clutch device 19 in a disconnected state (clutch off state).
  • the engine ECU 31 appropriately generates power in accordance with the SOC of the battery 14 and the like in the normal running state.
  • the engine 11 is in an operating state (for example, an idle state) and the clutch device 19 is in the disengaged state as the inertia running state. May be. In this case, it is preferable to keep the engine 11 in an operating state in preparation for the next re-acceleration under the clutch-off state, and maintain the engine 11 in the idling state in order to save fuel.
  • the engine ECU 31 sets the clutch device 19 in the disconnected state (off state) in accordance with the establishment of predetermined inertial travel execution conditions including the accelerator condition and the brake condition.
  • the inertial running conditions include that the engine speed is stable at a predetermined value or higher (for example, idle speed or higher), the vehicle speed is within a predetermined range (for example, 20 to 120 km / h), road gradient ( (Tilt) is preferably within a predetermined range.
  • the engine ECU 31 releases the inertial traveling state by setting the clutch device 19 to the connected state (on state) in response to establishment of predetermined release conditions including the accelerator condition and the brake condition. At this time, it is good to cancel the inertial running state as the execution condition of the inertial running is not established.
  • Inertial traveling is a technology used for traveling without losing the kinetic energy of the vehicle as much as possible. For example, during normal driving, engine braking due to engine friction or the like is applied to the vehicle, so that loss of kinetic energy can be reduced by disconnecting the clutch between the power transmission path and the engine that is the power source. However, since it is desirable to use the kinetic energy of the vehicle as it is while traveling by inertia, the implementation of regenerative power generation that converts kinetic energy into electrical energy is stopped. As a result, the opportunity for regenerative power generation is reduced by carrying out coasting.
  • the engine ECU 31 performs the inertial traveling of the vehicle 10 with the clutch device 19 being disconnected in accordance with the establishment of the predetermined inertial traveling execution condition, and the predetermined regenerative power generation execution condition during the inertial traveling.
  • the clutch device 19 is connected to cancel the inertial running state, and regenerative power generation is performed.
  • inertial traveling or regenerative power generation is selectively performed based on the required power in the vehicle calculated in a state where the inertial traveling execution condition is satisfied.
  • the vehicle 10 when the vehicle 10 is coasting, it is determined whether to maintain coasting or to switch to regenerative power generation based on the required power W of the vehicle when the coasting execution condition is satisfied.
  • a normal traveling state non-inertial traveling
  • whether the inertial traveling or the regenerative power generation is performed based on the required power W of the vehicle in a state where the inertial traveling execution condition is satisfied. to decide. Which one to select is determined based on the required power W and the power threshold A in the vehicle.
  • the required power W is large, regenerative power generation can be selected with priority, and when the required power W is small, inertia traveling can be selected with priority.
  • the engine ECU 31 includes the required power calculation unit 33 that calculates the required power in the vehicle, and the travel control unit 34 that selectively performs inertial traveling or regenerative power generation based on the required power. .
  • the required power W in the vehicle is calculated based on, for example, the power consumption of the electric load 15 being driven.
  • the electric power consumption of the electric load 15 is constantly changing during traveling as the electric load 15 is turned on and off.
  • the electric load 15 includes one that always operates during operation and one that operates depending on the operation state.
  • the electric load 15 that operates according to the operating state includes an electric load that is expected to be used for a long time in the drive cycle (that is, a long-term load) and an electric load that is expected to be used for a short time (that is, a short-term load) ).
  • the electrical loads 15 such as the headlight 15c and the air conditioner compressor 15d are expected to be used for a long time, that is, for a long time in the drive cycle.
  • the electric loads 15 such as the electric power steering 15a and the radiator fan 15b are expected to be temporarily used, that is, the operation time in one drive is short (for example, within one minute).
  • the inertial traveling is easily selected.
  • the required power W is the power consumption of the electric load 15 excluding the short-term load. That is, the electric power by driving the short-term load is regarded as temporary and is not considered in the required power W. Thereby, the fluctuation
  • the electric load 15 being driven includes a long-term load
  • regenerative power generation is easily selected.
  • a value estimated to be larger than actual power consumption for example, a value increased by 10%
  • the required power W is calculated as the required power W.
  • the driving state of the electric load 15 during traveling varies depending on the driver and the vehicle. For example, there are drivers that operate an air conditioner with high output and audio devices that operate at a high volume, while there are drivers that rarely use the electrical load 15. Therefore, it is more desirable to determine inertial driving and regenerative power generation in accordance with the usage trend of the electric load 15 in each driver or individual vehicle, that is, the tendency of power consumption during driving.
  • the power threshold A to be compared with the required power W is set based on the history information.
  • the history information is information related to the power of the vehicle in the past drive cycle for each driving condition, that is, power consumption during driving, power consumption and power balance with generated power, and the like. Then, when it is determined from the history information that the driver or the vehicle consumes a large amount of power, for example, a power threshold is set so that regenerative power generation is easily selected. Specifically, the power threshold is set as a small value. On the other hand, when it is determined that the driver or the vehicle consumes less power, the power threshold is set so that inertial traveling is easily selected. Specifically, the power threshold is set as a large value.
  • the required deceleration of the vehicle is also judged when the inertial running is possible.
  • the vehicle speed decreases relatively slowly.
  • the deceleration at that time is a value corresponding to the vehicle speed, and exhibits a deceleration characteristic as shown as a clutch-off characteristic XA in FIG.
  • This state is a slow deceleration state where there is no engine brake and the vehicle is decelerated mainly by the vehicle running resistance.
  • the deceleration is shown as a negative acceleration.
  • the deceleration is greater than that during inertial traveling, for example, as shown by the clutch-on characteristic XB in FIG. It exhibits speed characteristics.
  • the driver will experience the deceleration of characteristic XA if the clutch is off, and the driver will experience the deceleration of characteristic XB if the clutch is on.
  • the characteristics shown in FIG. 2 are determined in consideration of the fact that the CVT is used as the transmission 20 and the gear ratio of the CVT is switched according to the vehicle speed. Further, when carrying out inertial running, the deceleration of the clutch-on characteristic XB and the clutch-off characteristic XA can be set as the deceleration threshold.
  • the coasting is maintained. That is, in such a case, the braking force by the brake device 28 is not required.
  • the driver performs a braking operation. In such a case, the inertia traveling is canceled when the required deceleration exceeds the deceleration indicated by the clutch-on characteristic XB. In other words, in this case, the state changes to Y1 in FIG.
  • the deceleration threshold value used for determining the inertial running is set based on the required power W in the vehicle. Specifically, in a coasting state, the deceleration threshold is set to a smaller value as the required power W in the vehicle is larger. Then, when the required deceleration of the vehicle is smaller than the deceleration threshold, inertial running is maintained, and when it is larger, switching to regenerative power generation is performed. In such a case, if the required power W is large, switching from coasting to regenerative power generation is likely to be performed. Furthermore, the required deceleration of the vehicle can be met by applying a load accompanying regenerative power generation, that is, a regenerative brake.
  • the deceleration threshold is set to a larger value as the required power W in the vehicle is larger.
  • coasting is performed when the required deceleration of the vehicle is larger than the deceleration threshold, and regenerative power generation is performed when the vehicle is small. In such a case, if the required power W is large, regenerative power generation is more easily performed than coasting.
  • step S11 it is determined whether or not the electrical load 15 is being driven. If step S11 is YES, the process proceeds to step S12, and if NO, the process proceeds to step S15.
  • step S12 it is determined whether or not a short-term load is included in the electric load 15 being driven. That is, it is determined whether a short-term load such as the electric power steering 15a or the radiator fan 15b is driven. And if step S12 is YES, it will progress to step S13 and will calculate the power consumption W1 of the electric load 15 except the short-term load among the electric loads 15 currently driven. For example, the power consumption before the driving of the short-term load is started is calculated as the power consumption W1 during the driving of the short-term load.
  • step S12 it will progress to step S14 and it will be determined whether the electric load 15 currently driven includes a long-term load. That is, it is determined whether a long-term load such as the headlight 15c or the air conditioner compressor 15d is driven. If YES in step S14, the process proceeds to step S15, and a value (for example, a value increased by 10%) estimated to be larger than the actual power consumption is calculated as the power consumption W2.
  • a value for example, a value increased by 10%
  • the power consumption W2 can be obtained by calculating a predetermined coefficient to the actual power consumption value.
  • step S12 corresponds to a “short-term load determination unit”
  • step S14 corresponds to a “long-term load determination unit”.
  • step S14 the process proceeds to step S16, and the actual power consumption of the electric load 15 being driven is calculated as the power consumption W3.
  • the actual power consumption is calculated based on a current value detected by a battery sensor 47 provided in the battery 14, for example.
  • the required electric power W as a vehicle becomes a large value, so that the power consumption of the electric load 15 is large.
  • any one of the power consumptions W1, W2, and W3 calculated in step S13, step S15, and step S16 is used as the required power W in the vehicle. That is, steps S13, S15, and S16 correspond to a “required power calculation unit”.
  • step S17 history information relating to the power of the vehicle during the past drive cycle is acquired.
  • power consumption during traveling is used as the history information.
  • history information under the same environment as the current traveling environment is acquired. That is, the current driving condition of the vehicle is grasped, and history information at the time of past driving that matches the driving condition is acquired.
  • the headlight 15c is turned on, so that power consumption is considered to be greater than during daytime driving.
  • the power consumption is larger in the rainy weather due to the operation of the wiper than in the fine weather.
  • the power consumption due to driving of the electric load 15 can vary depending on the external environment during operation. Therefore, it is preferable to use history information in an environment where conditions are matched.
  • step S17 The history information acquired in step S17 is stored in a memory in the engine ECU 31.
  • the process of storing history information will be described with reference to the flowchart of FIG. This process is repeatedly performed by the engine ECU 31 at a predetermined cycle under the condition that the ignition is turned on, that is, the vehicle is running.
  • step S101 the traveling condition of the vehicle 10 is acquired.
  • the driving conditions include time zones such as nighttime and daytime, and weather such as rainy weather and fine weather.
  • step S102 power consumption based on driving of the electrical load 15 is acquired. The power consumption is calculated based on the current value detected by the battery sensor 47, for example.
  • step S103 the power consumption for each driving condition is stored as history information.
  • step S103 corresponds to a “history storage unit”.
  • step S102 of FIG. 4 it is good also as a structure which replaces with acquisition of power consumption, and acquires the power balance of driving
  • the power balance can be calculated by comparing the remaining battery capacity (SOC) when the ignition is on and the battery SOC when the ignition is off. In this case, it can be said that the power consumption tends to be large when the battery SOC decreases due to traveling, and the power consumption tends to be small when the battery SOC increases.
  • SOC remaining battery capacity
  • step S18 power thresholds A1 and A2 are set based on the history information.
  • A1 which determines permission of inertial running
  • A2 which determines permission of regenerative power generation with a value larger than A1 are set as the power threshold.
  • a hysteresis is provided between these threshold values.
  • the values of the power thresholds A1 and A2 and the power consumption based on the history information have a correlation as shown in FIG. 5, for example. That is, the power thresholds A1 and A2 are set to smaller values as the power consumption increases.
  • a threshold value is set so that regenerative power generation is easily selected for a driver who tends to have a large power consumption
  • a threshold value is set so that inertial driving is easily selected for a driver who tends to have a small power consumption.
  • Step S18 corresponds to a “power threshold setting unit”.
  • step S19 it is determined whether or not a permission flag indicating permission to perform inertial traveling is off. If step S19 is YES, it will progress to step S20 and it will be determined whether the request
  • inertial running may be permitted from a state where regenerative power generation is being performed, and regenerative power generation may be permitted from a state where inertial traveling is being performed. Specifically, it is determined whether regenerative power generation is being performed or coasting is being performed, and it is determined that the required power W is smaller than the power threshold A1 while regenerative power generation is being performed. In some cases, inertial running is permitted, and regenerative power generation is permitted when it is determined that the required power W is larger than the power threshold A2 in a state where inertial running is being performed.
  • step S31 it is determined whether or not the vehicle 10 is currently in an inertial running state with the clutch off. If YES, the process proceeds to step S32, and if NO, the process proceeds to step S41. In step S32, it is determined whether or not the brake is on. Whether or not the brake is on is determined based on, for example, that the amount of brake operation detected by the brake sensor 42 is greater than zero. If step S32 is YES, the process proceeds to step S33, and if NO, the process ends.
  • step S33 it is determined whether or not the permission flag in the process of FIG. 3 is OFF. If it is YES, it will progress to step S34 and will transfer to regenerative power generation. That is, in this case, since the required power W in the vehicle is large, switching from coasting to regenerative power generation is executed.
  • step S33 the process proceeds to step S35, and the required deceleration D1 of the vehicle that is caused by the brake operation or the like is calculated.
  • the required deceleration D1 is calculated using the relationship of FIG. In FIG. 7, the relationship between the brake operation amount, the vehicle speed, and the deceleration is determined, and the required deceleration D1 is calculated based on the brake operation amount (the brake pedal depression amount) detected by the brake sensor 42. In this case, a larger value is calculated as the required deceleration D1 as the brake operation amount or the vehicle speed is larger.
  • step S36 the required power W calculated in the process of FIG. 3 is acquired. Then, it progresses to step S37 and sets deceleration threshold value B1 based on the request
  • FIG. when calculating the deceleration threshold B1, the reference value B1x is first determined based on, for example, the deceleration of the vehicle when the accelerator is off and the clutch is on. Specifically, the reference value B1x is calculated using the correlation data shown in FIG. FIG. 8 shows the same characteristics XA and XB as in FIG. 2, and the vertical axis is “deceleration” for convenience. In this case, the clutch-on-time characteristic XB in FIG.
  • a reference value B1x is calculated.
  • the reference value B1x is calculated as a value having a larger deceleration than a reference value B2x described later.
  • the threshold value B1 is calculated by performing arithmetic processing on the obtained reference value B1x using a correction value (for example, coefficient ⁇ ).
  • a correction value for example, coefficient ⁇
  • the coefficient ⁇ and the required power W have a correlation as shown in FIG. 9, for example. From FIG. 9, the larger the required power W, the smaller the coefficient ⁇ is calculated. As a result, the deceleration threshold B1 is calculated as a smaller value as the required power W is larger, and as a result, switching to regenerative power generation becomes easier.
  • step S38 it is determined whether or not the requested deceleration D1 is smaller than the threshold value B1. If step S38 is YES, it will be determined to maintain inertial running, and if NO, it will be determined to cancel inertial traveling and shift to regenerative power generation.
  • step S41 it is determined whether or not the vehicle 10 is currently in a clutch-on normal running state. If YES, the process proceeds to step S42.
  • step S42 it is determined whether or not the accelerator is on and the vehicle is in a decelerating state. Whether or not the accelerator is on is determined based on the fact that the accelerator operation amount detected by the accelerator sensor 41 is greater than zero. Whether or not the vehicle is in a deceleration state is determined based on the fact that the vehicle speed detected by the vehicle speed sensor 43 is decreasing. If step S42 is YES, the process proceeds to step S43.
  • step S43 it is determined whether the permission flag in the process of FIG. 3 is on. If YES, the process proceeds to step S44. On the other hand, if NO, the process proceeds to step S49 to execute regenerative power generation. That is, in this case, since the required power W in the vehicle is large, it is selected to perform regenerative power generation.
  • step S44 the required deceleration D2 of the vehicle that occurs as the driver's accelerator operation amount decreases is calculated.
  • the required deceleration D2 is calculated using the relationship of FIG. In FIG. 10, the relationship between the accelerator operation amount, the vehicle speed, and the deceleration is determined, and the required deceleration D2 is calculated based on the accelerator operation amount (accelerator pedal depression amount) detected by the accelerator sensor 41 and the vehicle speed. In this case, a larger value is calculated as the required deceleration D2 as the accelerator operation amount is smaller or the vehicle speed is larger.
  • the required power W calculated in the process of FIG. 3 is acquired.
  • the process proceeds to step S46, and a deceleration threshold B2 is set based on the required power W.
  • the reference value B2x is first determined based on, for example, the deceleration of the vehicle when the accelerator is off and the clutch is off.
  • the reference value B2x is calculated using the correlation data shown in FIG.
  • the clutch-off characteristic XA in FIG. 8 corresponds to correlation data indicating the correlation between the vehicle deceleration in the accelerator-off and clutch-off states and the vehicle speed, and based on the current vehicle speed using this correlation data.
  • a reference value B2x is calculated.
  • the threshold value B2 is calculated by performing arithmetic processing on the obtained reference value B2x using a correction value (for example, coefficient ⁇ ).
  • a correction value for example, coefficient ⁇
  • the coefficient ⁇ and the required power W have a correlation shown in FIG. 11, for example. From FIG. 11, the coefficient ⁇ is calculated as a larger value as the required power W is larger. Thereby, the deceleration threshold B2 is calculated as a larger value as the required power W is larger, and as a result, regenerative power generation is more easily selected than coasting.
  • step S47 it is determined whether or not the requested deceleration D2 is larger than the deceleration threshold B2. If step S47 is YES, it will decide to start inertial running, and if it is NO, it will decide to start regenerative power generation.
  • steps S35 and S44 correspond to “required deceleration calculation unit”
  • steps S37 and S46 correspond to “deceleration threshold value setting unit”.
  • FIG. 12 shows a time chart showing the processing of FIGS. 3 and 6 more specifically.
  • FIG. 12 shows that the vehicle 10 is in a normal traveling state where the vehicle 10 is not decelerated.
  • the inertia travel permission flag is set to ON.
  • the required deceleration D2 of the vehicle 10 gradually increases as the accelerator operation amount decreases.
  • the clutch is turned off and the normal traveling (regenerative power generation) is switched to inertial traveling.
  • the short-term load is driven from timing t14 to timing t15.
  • the power consumption of the electric load changes as indicated by a one-dot chain line, and temporarily becomes larger than the power threshold A2.
  • the power consumption due to the driving of the short-term load is excluded from the power demand W, so that the power demand W does not change.
  • the permission flag is kept on, and accordingly, inertial running is also maintained.
  • the driver's braking operation is started at timing t16, the required deceleration D1 gradually increases.
  • the deceleration threshold values B1 and B2 change based on the required power W.
  • the required power W shows a transition of a two-dot chain line after the timing t12
  • the required power W is less than the power threshold value A2
  • the deceleration threshold B2 is changed to, for example, B2y based on the required power W.
  • switching from normal traveling (regenerative power generation) to inertial traveling moves to timing t21. That is, by setting the deceleration threshold B2 to a large value based on the required power W, a longer regenerative power generation period is ensured.
  • the increase in the required power W causes the deceleration threshold B1 to be changed to B1y based on the required power W, for example. Accordingly, switching from coasting to normal traveling (regenerative power generation) moves to timing t22.
  • the deceleration threshold B1 to a small value based on the required power W, the timing for switching from inertial running to normal running (regenerative power generation) is accelerated, and a longer regenerative power generation period is ensured.
  • the inertial running and regenerative power generation by the ISG 13 are selectively performed based on the required power W in the vehicle in a state where the conditions for performing inertial traveling are satisfied. I did it. In this case, it is possible to appropriately provide an opportunity for regenerative power generation according to the power demand of the vehicle. As a result, it is possible to perform traveling with good fuel efficiency while keeping the power state of the vehicle 10 stable. Thereby, coasting and regenerative power generation can be appropriately selected and implemented, and fuel consumption can be improved.
  • the required power W when the required power W is larger than the power threshold, regenerative power generation is performed. Thereby, when the required power W is large, the power consumption of the battery 14 can be suppressed. As a result, the power state of the vehicle can be kept stable. In addition, coasting is performed when the required power W is smaller than the power threshold. Thereby, when the required power W of the vehicle is small, the travel distance of the vehicle 10 can be extended.
  • threshold values A1 and A2 were set as power threshold values, and hysteresis was provided between these threshold values.
  • the electric load 15 of the vehicle is considered to include a short-term load that is temporarily used for driving and a long-term load that is used for long-term driving.
  • the required power W is set to a small value.
  • the required electric power W is calculated by removing the electric power by driving the short-term load.
  • the electric load 15 being driven includes a long-term load
  • regenerative power generation is made easier to select than when a long-term load is not included. That is, the required power W is intentionally set to a large value. In such a case, regenerative power generation can be easily selected by estimating the required power W to be larger than the actual power, and it is possible to meet the power generation request of the vehicle due to continuous use of a long-term load. Moreover, the fluctuation
  • the usage status of the electric load 15 of the vehicle varies depending on the individual driver and the vehicle.
  • the power thresholds A1 and A2 are set based on the history information regarding the power consumption during traveling. Furthermore, history information is acquired according to the current driving conditions of the vehicle. In this case, it is possible to grasp the tendency of power consumption during driving of the driver or the vehicle from the history information. Further, by using history information that combines driving conditions that affect power consumption, it is possible to set a value that is suitable as a power threshold value that serves as a reference for comparing the magnitudes of required power. Thereby, the threshold value according to the driving tendency of the driver or the vehicle can be set, and the driving method can be appropriately selected and executed.
  • the required deceleration of the vehicle is involved in carrying out inertial driving.
  • the deceleration thresholds B1 and B2 are set based on the required power W in the vehicle, and based on the required deceleration D1 and D2 and the deceleration thresholds B1 and B2, Inertia running and regenerative power generation are selectively implemented. Thereby, the electric power state of the vehicle can be reflected in the deceleration that is a requirement related to the execution of inertial running.
  • the deceleration threshold B1 is set based on the required power W of the vehicle in the inertial running state. Thereby, the required electric power W of the vehicle can be reflected in the determination of continuation or cancellation of inertial running. Further, the deceleration threshold B1 and the requested deceleration D1 are compared. When the requested deceleration D1 is larger than the deceleration threshold B1, the inertial running is canceled and the regenerative power generation is performed. In such a case, by switching to the regenerative power generation, it is possible to suppress the power consumption of the battery 14 and respond to the required deceleration D1 of the vehicle by the load accompanying the regenerative power generation, that is, the regenerative brake.
  • coasting is maintained.
  • the travel distance can be extended by carrying out inertial travel.
  • coasting and regenerative power generation can be appropriately selected and implemented to improve fuel efficiency.
  • the deceleration threshold B1 is made smaller as the required power W is larger. In this case, in the coasting state, the deceleration threshold value B1 becomes small, so that switching from coasting to regenerative power generation can be easily performed. Thereby, traveling according to the power state of the vehicle 10 can be selected.
  • the power consumption is calculated based on the detected value of the charging / discharging current detected by the battery sensor 47, but the present invention is not limited to this method.
  • a means for detecting on / off of a switch provided in each electrical load 15 may be provided, and the power consumption may be calculated based on the on / off detection result of each electrical load 15.
  • the power consumption of the electric load 15 is used as the required power W in the vehicle.
  • the battery SOC may be used as the required power W in the vehicle. In this case, the required power W in the vehicle becomes larger as the battery SOC is smaller, and the required power W in the vehicle becomes smaller as the battery SOC is larger.
  • calculation of SOC is performed using the estimation method based on an open circuit voltage (OCV), and the calculation method by electric current integration.
  • OCV open circuit voltage
  • the open circuit voltage of the battery 14 is acquired, and the initial value of the SOC is estimated using the acquired value and a map representing the correspondence relationship between the open circuit voltage and the SOC, and the charge / discharge current flowing through the battery 14 Are obtained, and successive SOCs are calculated by accumulating the obtained values.
  • the determination as to whether the electrical load 15 being driven includes a short-term load may be changed as follows. For example, when the required power W is greater than the power threshold as the electric load 15 is switched from OFF to ON during inertial running, the elapsed time from when the required power W is greater than the power threshold is measured. When the elapsed time reaches a predetermined time, the inertia travel permission flag may be set to OFF. In this case, it can be determined that the electrical load 15 is not a short-term load because it is continuously driven for a predetermined time.
  • step S12 when it is determined in step S11 in FIG. 3 that the electrical load 15 is included, it is determined in step S12 whether a short-term load is included.
  • the configuration may be such that, without performing the determination in step S12, the process proceeds to step S14 to determine whether a long-term load is included. In this case, if the long-term load is included, the process proceeds to step S15. If the long-term load is not included, the process proceeds to step S16, and the power consumption is calculated.
  • the power thresholds A1 and A2 are set and hysteresis is provided between these thresholds, but the power threshold may be set without providing hysteresis.
  • the power thresholds A1 and A2 may be learned based on past travel history information. For example, a configuration may be used in which power consumption or power balance during traveling is calculated for each drive cycle, and a power threshold value for the next drive cycle is determined based on the power consumption. By learning the threshold value, the number of matching man-hours can be reduced.
  • the history information used for setting the power threshold may be one-time history information or a plurality of history information. In addition, it is preferable from the point of reliability to use the history information for a plurality of times.
  • the deceleration threshold values B1 and B2 are calculated by calculating the reference values B1x and B2x and the coefficients ⁇ and ⁇ , respectively.
  • the deceleration threshold values B1 and B2 can be set according to the required power W.
  • the deceleration threshold values B1 and B2 can be acquired using a map set in advance according to the required power W and the required decelerations D1 and D2.
  • requirement electric power W may be sufficient.
  • the required deceleration D1 is calculated based on the brake operation amount (the brake pedal depression amount), but is not limited to this method.
  • the required deceleration D1 may be calculated based on the master cylinder pressure detected by the brake pressure sensor 46. It is also possible to calculate the required deceleration from the vehicle situation without using the parameters relating to the driver's brake operation. In this case, for example, the required deceleration can be calculated based on a value obtained by subtracting the deceleration such as the gradient resistance or the auxiliary machine operation resistance from the differential value of the vehicle speed.
  • the ISG 13 is used as a device for performing regenerative power generation, but the power output function by the motor unit is not necessarily required, and a regenerative device such as an alternator having only the function of regenerative power generation may be used.
  • the ISG 13 is installed on the power source side with respect to the clutch device 19. That is, the ISG 13 is drivingly connected to the engine output shaft 12 and regenerative power generation is performed based on the rotation of the engine output shaft 12.
  • the installation position of the ISG 13 is not limited to this position.
  • the ISG 13 may be installed on the axle side with respect to the clutch device 19. That is, the ISG 13 may be installed on the power transmission path, and regenerative power generation may be performed based on the rotation of the transmission input shaft 21 and the transmission output shaft 22.
  • the inertial running or regenerative power generation is selectively implemented. In this regard, this is changed, and only one of the control when regenerative power generation is performed by canceling the inertia travel during inertial traveling and the control when inertial traveling or regenerative power generation is started during normal traveling is performed.
  • the structure to implement may be sufficient.

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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)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Hybrid Electric Vehicles (AREA)
PCT/JP2017/025325 2016-07-12 2017-07-11 車両制御装置 Ceased WO2018012514A1 (ja)

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JP2020056414A (ja) * 2018-09-28 2020-04-09 いすゞ自動車株式会社 車両の制御装置及び、制御方法
JP7124739B2 (ja) * 2019-01-31 2022-08-24 いすゞ自動車株式会社 車両の制御装置及び、制御方法
DE102020115148A1 (de) 2020-06-08 2021-12-09 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren und Steuereinrichtung zum Betrieb von an einem Antriebsstrang eines Kraftfahrzeugs drehmomententnehmend angeschlossenen Nebenaggregaten
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JP6617652B2 (ja) 2019-12-11
US20190143977A1 (en) 2019-05-16
DE112017003555T5 (de) 2019-03-28
CN109476302B (zh) 2022-02-18
JP2018008584A (ja) 2018-01-18
DE112017003555B4 (de) 2024-11-14
US11208105B2 (en) 2021-12-28

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