WO2018016084A1 - Appareil de commande et procédé de commande pour véhicule hybride - Google Patents

Appareil de commande et procédé de commande pour véhicule hybride Download PDF

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Publication number
WO2018016084A1
WO2018016084A1 PCT/JP2016/076712 JP2016076712W WO2018016084A1 WO 2018016084 A1 WO2018016084 A1 WO 2018016084A1 JP 2016076712 W JP2016076712 W JP 2016076712W WO 2018016084 A1 WO2018016084 A1 WO 2018016084A1
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WIPO (PCT)
Prior art keywords
state
motor generator
internal combustion
combustion engine
torque
Prior art date
Application number
PCT/JP2016/076712
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English (en)
Japanese (ja)
Inventor
一由希 目黒
光宏 木村
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新電元工業株式会社
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Priority to JP2017556998A priority Critical patent/JP6379306B2/ja
Publication of WO2018016084A1 publication Critical patent/WO2018016084A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W20/00—Control systems specially adapted for 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
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a control device and a control method for a hybrid vehicle.
  • hybrid vehicles using an internal combustion engine (engine) and an electric motor (motor) as power sources are known.
  • the motor is configured as a motor generator.
  • the motor generator can assist the internal combustion engine by applying torque to the internal combustion engine, and can also generate electric power while the internal combustion engine is traveling.
  • this motor generator is used to perform a preparation position reverse rotation drive that reverses the crankshaft to a preparation position for engine start (cell start), power generation (regeneration), and engine restart.
  • the engine start state is located in the first quadrant.
  • the preparation position reverse drive state is located in the third quadrant, and the power generation state is located in the fourth quadrant. That is, when the engine is started, the motor generator rotates forward (rotation speed is positive) and the engine is driven (motor torque is positive), so the engine start state is located in the first quadrant.
  • reverse rotation drive such as preparation position reverse rotation drive
  • the motor generator is reversed (rotation speed is negative) and driven by the internal combustion engine (motor torque is negative), so the reverse drive state is located in the third quadrant.
  • the motor generator rotates forward and is driven by the internal combustion engine, so the power generation state is in the fourth quadrant.
  • an AC generator (Alternating Current Generator: ACG) is provided that is connected to a crankshaft of an internal combustion engine and generates electric power by receiving the rotation of the internal combustion engine.
  • the AC power generated by the AC generator is converted to DC power according to the battery by a regulated rectifier (REG / RECT), and then supplied to the battery.
  • REG / RECT regulated rectifier
  • Patent Document 1 describes a start control device that controls a starter motor that starts an internal combustion engine.
  • the AC generator is configured as a motor generator that not only functions as a generator but also functions as an electric motor that can apply torque to the internal combustion engine. It is conceivable to assist the engine.
  • the assist state is located in the first quadrant in the four-quadrant characteristic diagram because the motor generator rotates forward and drives the internal combustion engine as in the case of engine start.
  • engine assist is performed by an AC generator configured as a motor generator, as shown in the four-quadrant characteristic diagram of FIG. 6, it is required to perform control to and from the assist state and the power generation state.
  • the present invention can prevent an overcurrent from flowing in an element such as a semiconductor switch constituting a power conversion circuit even when a state transition is performed between states having different motor torque polarities in a hybrid vehicle. It is an object of the present invention to provide a control device and a control method for a hybrid vehicle.
  • a control device for a hybrid vehicle includes: A control device for a hybrid vehicle mechanically connected to an internal combustion engine, having a motor generator capable of generating electric power by receiving rotation of the internal combustion engine and capable of applying torque to the internal combustion engine, When the motor generator, which is the torque applied to the internal combustion engine by the motor generator, transitions from the first state having the first polarity to the second state having the second polarity opposite to the first polarity, the first A torque transition operation for changing the motor torque from a motor torque in a state to a motor torque in the second state at a predetermined time change rate or less is performed.
  • the hybrid vehicle can store the electric power generated by the motor generator and can supply electric power to the motor generator, and converts the direct current power output from the battery into alternating current power and supplies the alternating current power to the motor generator Power conversion circuit to
  • the control device may be configured to perform drive control of the motor generator via the power conversion circuit.
  • the power conversion circuit includes a first semiconductor switch connected between a first electrode of the battery and an input terminal of the motor generator, and a second electrode of the battery and the input terminal of the motor generator.
  • a plurality of legs including a second semiconductor switch connected thereto;
  • the control device the driving state of the motor generator via the power conversion circuit, An all-phase open state in which the first and second semiconductor switches are turned off for each leg; a short state in which the first semiconductor switch is turned off and the second semiconductor switch is turned on for each leg; and
  • the leg can be controlled to any driving state among chopping states in which the first semiconductor switch is turned off and the second semiconductor switch is repeatedly turned on / off.
  • the current flowing to the motor generator is defined by setting the driving state of the motor generator to the all-phase open state. You may make it perform the said torque transfer operation, after becoming below a value.
  • the first electrode of the battery is a positive electrode and the second electrode is a negative electrode;
  • the first semiconductor switch may be a high side switch, and the second semiconductor switch may be a low side switch.
  • the first electrode of the battery is a negative electrode, the second electrode is a positive electrode;
  • the first semiconductor switch may be a low side switch, and the second semiconductor switch may be a high side switch.
  • the first state is an assist state in which the motor generator assists the internal combustion engine
  • the second state is a power generation state in which the motor generator is rotationally driven by the internal combustion engine to generate electric power
  • the time change rate of the motor torque may be reduced as the charging rate of the battery included in the battery information is lower.
  • control device It is configured to reduce the time change rate by decreasing the motor torque by a specified step width at a specified time interval.
  • the first state is an assist state in which the motor generator assists the internal combustion engine
  • the second state is a power generation state in which the motor generator is rotationally driven by the internal combustion engine to generate electric power
  • the time change rate of the motor torque in the first quadrant of the four quadrant characteristic diagram showing the relationship between the rotational speed of the internal combustion engine and the motor torque is greater than the time change rate of the motor torque in the fourth quadrant of the four quadrant characteristic diagram.
  • the motor torque may be changed so as to increase.
  • the motor torque may be changed by a specified step width at a specified time interval.
  • the motor generator may function as a starter motor that starts rotating the internal combustion engine when the hybrid vehicle departs.
  • a hybrid vehicle control method includes: A method for controlling a hybrid vehicle having a motor generator mechanically connected to an internal combustion engine, capable of generating electric power by receiving rotation of the internal combustion engine and capable of applying torque to the internal combustion engine,
  • the motor generator which is the torque applied to the internal combustion engine by the motor generator, transitions from the first state having the first polarity to the second state having the second polarity opposite to the first polarity
  • the first A torque transition operation for changing the motor torque from a motor torque in a state to a motor torque in the second state at a predetermined time change rate or less is performed.
  • the control device when the motor torque transitions from the first state where the motor torque is the first polarity to the second state where the motor polarity is the second polarity opposite to the first polarity, the control device outputs the second torque from the motor torque in the first state.
  • the motor torque is changed at a predetermined time change rate or less toward the motor torque in the state.
  • FIG. 2 is a diagram showing a schematic configuration of a power conversion circuit 5 of a hybrid vehicle 30. It is a figure for demonstrating the torque transfer operation
  • FIG. 4 is a four-quadrant characteristic diagram (a graph showing the relationship between motor torque and rotational speed) when there is no assist. It is a four-quadrant characteristic diagram when there is an assist.
  • the hybrid vehicle 30 is a hybrid type two-wheeled vehicle (hybrid motorcycle) having two power sources of an internal combustion engine and an electric motor.
  • the hybrid vehicle 30 is not limited to a two-wheeled vehicle, but may be another hybrid type vehicle (four-wheeled vehicle or the like).
  • the hybrid vehicle 30 includes a control device 1, an internal combustion engine (engine) 2, a motor generator (MG) 3, an ignition device 4, a power conversion circuit 5, and a battery device 6.
  • the wheel 9 in FIG. 1 represents the rear wheel of the hybrid motorcycle.
  • the control device 1 is configured to control the motor torque of the hybrid vehicle 30. Details of the control device 1 will be described later.
  • the control device 1 may be configured as an ECU (Electronic Control Unit) that controls the entire hybrid vehicle 30.
  • the internal combustion engine 2 outputs a rotational driving force to the wheels 9 via the clutch 8 using the pressure when the fuel gas (air mixture) is combusted.
  • the type of the internal combustion engine 2 is not particularly limited, and may be, for example, a 4-stroke engine or a 2-stroke engine.
  • the internal combustion engine 2 may be provided with an electronic throttle valve (not shown) in the intake path. More specifically, the accelerator position sensor reads the throttle opening set by the accelerator (grip) operation of the driver (rider), and transmits it to the control device 1 as an electrical signal. Thereafter, the control device 1 calculates the throttle opening based on the received set throttle opening, and transmits a command to a throttle opening adjusting means (such as a throttle motor).
  • a throttle opening adjusting means such as a throttle motor
  • the motor generator 3 is mechanically connected to the internal combustion engine 2 as shown in FIG.
  • the motor generator 3 is based on an AC generator (ACG), and is always connected to the crankshaft of the internal combustion engine 2 without a clutch.
  • the motor generator 3 is configured to generate electric power upon receiving the rotation of the internal combustion engine 2 and to apply torque to the internal combustion engine 2. More specifically, the motor generator 3 generates power when it is rotationally driven by the internal combustion engine 2 and outputs three-phase AC power to the power conversion circuit 5. Then, the power conversion circuit 5 converts the three-phase AC power into DC power and charges the battery B (DC power supply) of the battery device 6. On the other hand, when applying torque to the internal combustion engine 2, the motor generator 3 is rotated by the three-phase AC power output from the power conversion circuit 5 to assist the internal combustion engine 2.
  • ACG AC generator
  • the motor generator 3 may function as a starter motor (cell motor) that starts rotating the internal combustion engine 2 when the hybrid vehicle 30 starts.
  • the ignition device 4 receives a control signal from the control device 1 and ignites the air-fuel mixture compressed in the cylinder of the internal combustion engine 2 at an appropriate timing.
  • the type of the ignition device 4 is not particularly limited, and may be a CDI (Capacitive Discharge Ignition) type or a full transistor type.
  • the power conversion circuit 5 converts the DC power output from the battery B of the battery device 6 into three-phase AC power and supplies it to the motor generator 3.
  • the generator 3 is driven.
  • the power conversion circuit 5 converts the three-phase AC power supplied from the motor generator 3 into DC power and outputs it to the battery B of the battery device 6.
  • the power conversion circuit 5 is composed of a three-phase full bridge circuit.
  • Semiconductor switches Q1, Q3, and Q5 are high-side switches, and semiconductor switches Q2, Q4, and Q6 are low-side switches.
  • the control terminals of the semiconductor switches Q1 to Q6 are electrically connected to the control device 1.
  • the semiconductor switches Q1 to Q6 are, for example, MOSFETs or IGBTs.
  • a smoothing capacitor C is provided between the power supply terminal 5a and the power supply terminal 5b.
  • the semiconductor switch Q1 is connected between the power supply terminal 5a to which the positive electrode of the battery B is connected and the input terminal 3a of the motor generator 3.
  • the semiconductor switch Q3 is connected between the power supply terminal 5a to which the positive electrode of the battery B is connected and the input terminal 3b of the motor generator 3.
  • the semiconductor switch Q5 is connected between the power supply terminal 5a to which the positive electrode of the battery B is connected and the input terminal 3c of the motor generator 3.
  • the semiconductor switch Q2 is connected between the power supply terminal 5b to which the negative electrode of the battery B is connected and the input terminal 3a of the motor generator 3.
  • the semiconductor switch Q4 is connected between the power supply terminal 5b to which the negative electrode of the battery B is connected and the input terminal 3b of the motor generator 3.
  • Semiconductor switch Q6 is connected between power supply terminal 5b to which the negative electrode of battery B is connected and input terminal 3c of motor generator 3.
  • the input terminal 3a is a U-phase input terminal
  • the input terminal 3b is a V-phase input terminal
  • the input terminal 3c is a W-phase input terminal.
  • the power conversion circuit 5 has a plurality of legs (three in this embodiment) including the first semiconductor switch and the second semiconductor switch.
  • the first semiconductor switch is a semiconductor switch connected between the first electrode of battery B and the input terminal of motor generator 3.
  • the second semiconductor switch is a semiconductor switch connected between the second electrode of battery B and the input terminal of motor generator 3.
  • the first electrode is the positive electrode of the battery B
  • the second electrode is the negative electrode of the battery B.
  • the first semiconductor switch is a high side switch
  • the second semiconductor switch is a low side switch.
  • the battery device 6 includes a chargeable / dischargeable battery B and a battery management unit (BMU) that manages the battery B.
  • the battery B can store electric power generated by the motor generator 3 and can supply electric power to the motor generator 3.
  • the kind of battery B is not specifically limited, For example, it is a lithium ion battery.
  • the battery management unit transmits information regarding the voltage of the battery B and the state of the battery B (hereinafter collectively referred to as “battery information”) to the control device 1.
  • the storage device 7 stores information used by the control device 1 (various maps, operation programs, etc. for controlling the internal combustion engine 2 and the motor generator 3).
  • the storage device 7 is composed of, for example, a nonvolatile semiconductor memory.
  • the control device 1 is configured to be able to control the driving state of the motor generator 3 to any one of the all-phase open state, the short state, and the chopping state via the power conversion circuit 5.
  • the “all-phase open state” is a state in which the high-side switch and the low-side switch are turned off for each of the three legs of the power conversion circuit 5. That is, all the six semiconductor switches Q1 to Q6 included in the power conversion circuit 5 are turned off.
  • Short state is a state in which, for each leg, the high-side switches (ie, semiconductor switches Q1, Q3, Q5) are turned off and the low-side switches (ie, semiconductor switches Q2, Q4, Q6) are turned on.
  • the short state is strictly a low-side short state. The short state is used when the battery B is fully charged or when a relatively strong brake is applied. In a short state, no current flows through battery B, so battery B is not charged.
  • “Chopping state” is a state in which the high-side switch is turned off and the low-side short state is repeatedly turned on / off for each leg.
  • the chopping state is used when the battery B is not fully charged and a relatively weak brake is applied. In the chopping state, the battery B is charged.
  • the high side and the low side may be reversed for at least one of the short state and the chopping state.
  • the short state is a state in which not the low side but the high side is short-circuited. More specifically, for each leg, the low side switch (ie, the semiconductor switches Q2, Q4, Q6) is turned off and the high side switch (ie, the low side switch) In this state, the semiconductor switches Q1, Q3, Q5) are turned on.
  • the chopping state is a state in which the low-side switch is turned off and the high-side switch is repeatedly turned on / off.
  • the first electrode of the battery B is the negative electrode
  • the second electrode is the positive electrode
  • the first semiconductor switch is the low side switch
  • 2 corresponds to the semiconductor switch being a high-side switch.
  • the control device 1 performs torque control of the motor generator 3 via the power conversion circuit 5. More specifically, the control device 1 controls the energization timing (advance angle) and the duty ratio of the control signal (PWM signal) output to the semiconductor switches Q1 to Q6 of the power conversion circuit 5 so that the motor generator 3 Control torque.
  • the control device 1 performs a torque transition operation for gradually changing the motor torque when the motor torque transits from the first state where the motor torque is the first polarity to the second state where the motor polarity is the second polarity opposite to the first polarity.
  • the torque transition operation is an operation of changing the motor torque from the motor torque in the first state toward the motor torque in the second state at a prescribed time change rate or less.
  • the specified time change rate is selected so that the electrical load on the semiconductor switches Q1 to Q6 of the power conversion circuit 5 is not excessive.
  • the current flowing through the semiconductor switch during the state transition increases as the time change rate of the motor torque increases. Therefore, the time change rate of the motor torque is selected so that the current flowing through the semiconductor switch is less than the allowable value.
  • the rate of change of the motor torque with time is small enough not to cause an overcurrent to flow through the semiconductor switch and large enough not to give the driver a feeling of strangeness.
  • the control device 1 gradually changes the motor torque, for example, when transitioning from the assist state to the power generation state.
  • the assist state is a state in which the motor generator 3 assists the internal combustion engine 2, and the motor torque is positive.
  • the power generation state is a state in which the motor generator 3 is rotationally driven by the internal combustion engine 2 to generate power, and the motor torque is negative. Since the polarity of the motor torque is different before and after the state transition, the control device 1 performs a torque transition operation.
  • the control device 1 changes the motor torque stepwise as shown in FIG. That is, the control device 1 changes the motor torque by a specified step width at a specified time interval.
  • the time interval is on the order of milliseconds, for example.
  • the time interval and the step width are preferably selected so that the state transition is not noticed by the driver of the hybrid vehicle and the electrical load on the semiconductor switch of the power conversion circuit 5 is not increased.
  • the control device 1 is not limited to changing the motor torque stepwise, but may change the motor torque along a smooth curve.
  • the control device 1 when the control device 1 makes a transition from the first state where the motor torque is the first polarity to the second state where the motor polarity is the second polarity opposite to the first polarity, The motor torque is changed from the motor torque in the state toward the motor torque in the second state at a predetermined time change rate or less.
  • an overcurrent from flowing to an element such as a semiconductor switch that constitutes the power conversion circuit even if state transition is performed between states having different motor torque polarities.
  • the state transition is not limited to the above example (assist state to power generation state).
  • it may be a transition from the power generation state to the assist state, or may be a transition from the assist state to the preparation position reverse drive state.
  • it may be a transition from the engine start state to the power generation state, or a transition from the assist state to the reverse brake state.
  • the reverse brake state refers to a state in which a negative motor torque is generated in the motor generator 3 (for example, a motor generator based on the AC generator ACG) to brake electromagnetically.
  • the control device 1 performs a torque transition operation when performing a state transition in which the polarity of the motor torque differs before and after the transition.
  • the control device 1 has a four-quadrant characteristic indicating the relationship between the rotational speed of the internal combustion engine 2 and the motor torque, as shown in FIG.
  • the motor torque may be changed so that the time change rate of the motor torque in the first quadrant of the figure is larger than the time change rate of the motor torque in the fourth quadrant of the four-quadrant characteristic diagram.
  • the time change rate of the motor torque is adjusted by changing the time interval as shown in FIG.
  • the time change rate of the motor torque may be adjusted by changing the step width. Further, the time change rate of the motor torque may be adjusted by changing both the time interval and the step width.
  • the driving state of the motor generator 3 is set to the all-phase open state, whereby the current flowing through the motor generator 3 is You may make it perform torque transfer operation, after becoming below a regulation value.
  • the predetermined value is, for example, a reference value determined by the specifications of the motor generator 3.
  • control device 1 may change the time change rate of the motor torque based on the battery information regarding the battery B. For example, when the first state is the assist state and the second state is the power generation state, the control device 1 decreases the time change rate of the motor torque as the battery charging rate included in the battery information is lower. .
  • the lower the charging rate of battery B the easier it is for current to flow to battery B.
  • the rate of time change according to the charging rate overcurrent flows to battery B at the time of state transition. Can be prevented.
  • the time change rate of the motor torque can be reduced by increasing the time interval and / or decreasing the step width as the charging rate of the battery B is lower. Good.
  • the control device 1 determines whether the motor drive state is a short state or a chopping state (step S1). When the motor drive state is the short state or the chopping state (S1; Yes), the control device 1 controls the power conversion circuit 5 to be in the all-phase open state (step S2).
  • control device 1 determines whether or not the current flowing through the motor generator 3 is equal to or less than a predetermined value (step S3). And when the electric current which flows into the motor generator 3 is below a predetermined value (S3; Yes), the control apparatus 1 changes a motor torque gradually (step S4). More specifically, the control device 1 performs a torque transition operation for changing the motor torque from a motor torque in the first state to a motor torque in the second state at a predetermined time change rate or less.

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

Abstract

Afin d'empêcher une surintensité de s'écouler à travers des éléments tels qu'un commutateur à semi-conducteurs constituant un circuit de conversion de puissance dans des véhicules hybrides, la présente invention fournit un appareil de commande (1) pour un véhicule hybride (30) comportant un générateur de moteur (3) qui est raccordé mécaniquement à un moteur à combustion interne (2), qui peut générer de l'énergie électrique par rotation du moteur à combustion interne (2), et qui peut appliquer un couple au moteur à combustion interne (2), l'appareil de commande (1) effectuant une opération de transfert de couple qui modifie le couple moteur à une vitesse de changement de temps prescrite ou inférieure, du couple moteur dans un premier état vers le couple moteur dans un second état lorsque le couple moteur appliqué au moteur à combustion interne (2) par le générateur de moteur (3) passe du premier état qui est d'une première polarité au second état qui est d'une seconde polarité opposée à la première polarité.
PCT/JP2016/076712 2016-07-22 2016-09-09 Appareil de commande et procédé de commande pour véhicule hybride WO2018016084A1 (fr)

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JP2017556998A JP6379306B2 (ja) 2016-07-22 2016-09-09 ハイブリッド車両の制御装置および制御方法

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JP2016-144386 2016-07-22
JP2016144386 2016-07-22

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CN111869091A (zh) * 2018-01-30 2020-10-30 法雷奥电机设备公司 用于旋转电机的驱动转矩切断管理方法

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JP2021513020A (ja) * 2018-01-30 2021-05-20 ヴァレオ エキプマン エレクトリク モトゥール 回転電気機械のモータトルクカットを制御するための方法
JP7167173B2 (ja) 2018-01-30 2022-11-08 ヴァレオ エキプマン エレクトリク モトゥール 回転電気機械のモータトルクカットを制御するための方法

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