WO2019064817A1 - Dispositif de commande de véhicule - Google Patents

Dispositif de commande de véhicule Download PDF

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Publication number
WO2019064817A1
WO2019064817A1 PCT/JP2018/026117 JP2018026117W WO2019064817A1 WO 2019064817 A1 WO2019064817 A1 WO 2019064817A1 JP 2018026117 W JP2018026117 W JP 2018026117W WO 2019064817 A1 WO2019064817 A1 WO 2019064817A1
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WO
WIPO (PCT)
Prior art keywords
storage means
connection mode
control device
inverter
switching
Prior art date
Application number
PCT/JP2018/026117
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English (en)
Japanese (ja)
Inventor
明彦 山下
達也 古▲瀬▼
Original Assignee
本田技研工業株式会社
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 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to JP2019544310A priority Critical patent/JP6783948B2/ja
Priority to CN201880060578.2A priority patent/CN111133188B/zh
Publication of WO2019064817A1 publication Critical patent/WO2019064817A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H02P9/04—Control effected upon non-electric prime mover and dependent upon electric output value of the generator
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention relates to a control device for a vehicle.
  • Patent Document 1 discloses a system for switching the electrical connection mode of the battery and the capacitor with respect to such a generator motor and changing the amount of power supply when the generator motor is made to function as a motor.
  • a battery and a capacitor are connected in parallel to drive relatively low voltage.
  • the battery and the capacitor are connected in series to drive relatively high voltage to assist acceleration.
  • Patent No. 6112246 gazette
  • Patent Document 1 when the battery and the capacitor are connected in series, a high voltage is applied particularly to the switching element of the high side arm among the switching elements constituting the inverter connected to the generator motor. It is necessary to raise the OFF voltage. Therefore, there are cases where dedicated parts such as replacement of switching elements are required, and utilization of the conventional circuit and sharing with other switching elements can not be achieved, and costs may increase.
  • An object of the present invention is to switch the power supply amount of a motor generator while suppressing the cost increase.
  • the vehicle control apparatus is A generator motor (70) that functions as a motor that rotationally drives a crankshaft (51) of an engine (E) of the vehicle (1), and that functions as a generator that generates a generated electric power from the rotation of the crankshaft (51) ,
  • An inverter (90) comprising a plurality of switching elements (91a-91c, 92a-92c) connected in a bridge, and connected to the generator motor (70); First storage means (46), A second storage means (47), Switching means (100) for switching the connection between the first storage means (46) and the second storage means (47) and the inverter (90) in the first connection mode and the second connection mode
  • the first storage means (46) and the second storage means (47) connected in parallel are connected to the inverter (90), and the first storage means
  • the negative electrode of (46) and the negative electrode of the second storage means (47) are connected via a ground (G), In the second connection mode, the first storage means (46) and the second storage means
  • connection state is set to the second connection mode to drive the generator motor (70)
  • connection state is set to the first connection mode after a predetermined time has elapsed. It is characterized by
  • the vehicle control apparatus Under the condition that the engine (E) is started, the connection state is the second connection mode, It is characterized by
  • connection state is the second connection mode, It is characterized by
  • the vehicle control apparatus is The first storage means (46) is a battery,
  • the second storage means (47) is a capacitor,
  • the rated voltage of the capacitor is above the nominal voltage of the battery, By the first connection mode, the battery and the capacitor are brought to the same potential. It is characterized by
  • the vehicle control apparatus is The first storage means (46) is capable of supplying power to the electric component (81) of the vehicle. It is characterized by
  • the vehicle control apparatus according to the present invention of claim 7 is
  • the second storage means (47) is a capacitor, and also serves as a smoothing capacitor of the inverter (90). It is characterized by
  • the power supply amount of the motor generator can be switched by switching the connection state.
  • the second connection mode since the first storage means and the second storage means are connected in series, more power can be supplied to the motor generator.
  • the negative electrode of the first storage means and the positive electrode of the second storage means are at the ground potential, the negative electrode of the second storage means is at the ground potential.
  • the voltage to the switching element of the high side arm can be suppressed low as viewed from the ground potential, and a dedicated part is not required. Therefore, it is possible to switch the power supply amount of the motor generator while suppressing the cost increase.
  • the startability of the engine can be improved.
  • the acceleration performance of the vehicle can be improved.
  • a voltage that is twice the nominal voltage of the battery can be supplied to the generator motor.
  • the first storage means can also be used as a power source of the electric component.
  • FIG. 1 is a side view of an example of a vehicle to which the present invention is applied.
  • the block diagram of the control system of the vehicle of FIG. The circuit diagram of control circuits, such as a generator motor. Operation
  • FIG. 1 shows a side view of a scooter type motorcycle 1 as an example of a vehicle to which the present invention is applied.
  • the front portion and the rear portion of the vehicle body are connected via the low floor portion 4.
  • the vehicle body frame is generally composed of a down tube 6 and a main pipe 7.
  • a seat 8 is disposed above the main pipe 7.
  • the steering wheel 11 is pivotally supported by the head pipe 5 and extended upward, and a front fork 12 for pivotally supporting the front wheel WF rotatably is attached to the lower side of the steering wheel 11.
  • a handle cover 13 which doubles as an instrument panel is attached.
  • an ECU 80 as a control device of the motorcycle 1 is disposed in front of the head pipe 5.
  • a bracket 15 is provided at the rear end of the down tube 6 at the rising portion of the main pipe 7.
  • the hanger bracket 18 of the swing unit 2 is swingably supported by the bracket 15 via the link member 16.
  • a 4-cycle single cylinder engine E is disposed at the front of the swing unit 2.
  • the continuously variable transmission 10 is disposed behind the engine E, and a rear wheel WR is pivotally supported by the output shaft of the reduction mechanism 9.
  • a rear shock unit 3 is interposed between the upper end of the reduction mechanism 9 and the bent portion of the main pipe 7.
  • FIG. 2 is a cross-sectional view taken along line AA of FIG.
  • the swing unit 2 has a right case 75 on the right side in the vehicle width direction and a crankcase 74 as a left case 76 on the left side in the vehicle width direction.
  • the crankshaft 51 is rotatably supported by bearings 53 and 54 fixed to the crankcase 70.
  • a connecting rod 73 is connected to the crankshaft 51 via a crank pin 52.
  • the left case 76 doubles as a transmission chamber case, and a belt drive pulley including a movable pulley half 60 and a fixed pulley half 61 is attached to the left end of the crankshaft 51.
  • the stationary pulley half 61 is fastened to the left end of the crankshaft 51 by a nut 77.
  • the movable pulley half 60 is spline-fitted to the crankshaft 51 so as to be axially slidable.
  • a V-belt 62 is wound between the two pulley halves 60 and 61.
  • a lamp plate 57 is fixed to the crankshaft 51 on the right side of the movable pulley half 60.
  • the slide piece 58 attached to the outer peripheral end of the ramp plate 57 is engaged with the ramp plate sliding boss 59 formed at the outer peripheral end of the movable pulley half 60 in the axial direction.
  • a tapered surface is formed on the outer peripheral portion of the ramp plate 57 so as to be inclined toward the movable pulley half 60 as it goes radially outward.
  • a plurality of the tapered surfaces are provided between the tapered surface and the movable pulley half 60.
  • the weight roller 63 is accommodated.
  • the generator motor 70 functions as a motor for rotationally driving the crankshaft 51 at the time of start-up of the engine E or at the time of acceleration assist, and also functions as a generator for generating the generated electric power from the rotation of the crankshaft 51 during operation of the engine E.
  • the generator motor 70 includes an outer rotor 71 fixed to the tapered end of the crankshaft 51 with a mounting bolt 120 and a stator 72 disposed inside the outer rotor 71 and fixed to the right case 75 with a mounting bolt 121. ing.
  • a radiator 68 and a cover member 69 in which a plurality of slits are formed are attached to the right side of the blower fan 65 fixed to the outer rotor 71 by a mounting bolt 67, as shown.
  • a sprocket 55 is fixed to the crankshaft 51 between the generator motor 70 and the bearing 54.
  • a cam chain for driving a cam shaft (not shown) is wound around the sprocket 55.
  • the sprocket 55 is integrally formed with a gear 56 for transmitting power to an oil pump (not shown) for circulating engine oil.
  • FIG. 3 is a block diagram showing a configuration of a control system of the motorcycle 1.
  • the ECU 80 includes a processor such as a CPU, a storage device such as a ROM and a RAM, and an interface for transmitting and receiving signals to and from an external device.
  • the switch 30 operated by the rider and various sensors SR are connected to the ECU 80, and the fuel injection device 40, the ignition device 41, the generator motor 70, the lamp 42, the indicator 43, and the relay 44 are connected based on the detection results. Control etc.
  • a main switch that switches ON / OFF of the main power supply of the motorcycle 1
  • a starter switch that instructs starting of the engine E
  • an idle stop control permission switch that instructs whether to permit idle stop control, etc. Is included.
  • the sensor SR includes a throttle sensor 31 for detecting an accelerator operation of a rider, a crank angle sensor 32 for detecting a rotation angle of the crankshaft 51, a water temperature sensor 33 for detecting a coolant temperature of the engine E, and a vehicle speed of the motorcycle 1
  • a vehicle speed sensor 34, a rotation angle sensor 35 for detecting a rotation angle of the generator motor 70, a seating sensor 36 for detecting whether or not the rider is seated on the seat 8, and the like are included.
  • the motorcycle 1 may be subjected to idle stop control to temporarily stop the engine E when a predetermined condition is satisfied at the time of a stop such as waiting for a signal.
  • the ECU 80 may determine whether or not to execute the idle stop control based on the detection result of the idle stop control permission switch or the seating sensor 36.
  • the predetermined condition for starting the idle stop is, for example, that the idle stop control permission switch is on (permitted), and the seating speed of the rider is detected by the seating sensor 36, and the vehicle speed detected by the vehicle speed sensor 34 is a predetermined value (for example, 5 km) / H) or less, and the engine speed detected by the crank angle sensor 32 is less than or equal to a predetermined value (for example, 2000 rpm), and the throttle opening detected by the throttle sensor 31 is less than or equal to a predetermined value (for example, 5 degrees)
  • the predetermined time has elapsed in the state of.
  • the restart condition of the engine E after the idle stop is, for example, the case where the throttle opening degree is equal to or more than a predetermined value.
  • the fuel injection device 40 injects fuel into intake air of the engine E.
  • the igniter 41 ignites the mixture in the engine E.
  • the lighting device 42 is, for example, a headlight.
  • the display 43 is a device for displaying information on a lidar, such as a meter and various indicators.
  • the relay 44 is, for example, a starter relay that is turned on when the engine E is started.
  • the generator motor 70 is a three-phase brushless motor generator provided with a stator in which a three-phase winding is wound.
  • An inverter 90 for driving the generator motor 70 is connected to the generator motor 70.
  • the inverter 90 is provided with a plurality of switching elements 91a to 91c (collectively referred to as switching elements 91) and switching elements 92a to 92c (collectively referred to as switching elements 92) connected in a bridge, and the inverter 90 is a full wave. Configure a rectifier bridge circuit.
  • the switching elements 91 and 92 are N-type MOSFETs, and each have a drain D, a source S, a gate G, and a parasitic diode Di.
  • a set of the switching element 91a and the switching element 92a is connected in series between the high side wire 90a and the low side wire 90b to form a leg.
  • the inverter 90 has three pairs of legs connected in parallel, with the switching element 91 as the high side arm and the switching element 92 as the low side arm, and each connection point between the switching element 91 and the switching element 92 The coils of the corresponding phase of the generator motor 70 are connected to each other.
  • a smoothing capacitor 93 and a switching element 94 connected in series are provided between the wiring 90 a and the wiring 90 b.
  • the switching element 94 is a MOSFET as in the case of the switching elements 91 and 92 in the present embodiment.
  • the switching element 94 is turned on, for example, when the generator motor 70 is made to function as a generator, and the generated voltage is smoothed by the smoothing capacitor 93.
  • a control signal sent from the ECU 80 is input to each gate G of the switching elements 91, 92 and 94, and ON / OFF control of each element is executed.
  • the motorcycle 1 includes a storage element 46 as its main power source.
  • the storage element 46 is a lead battery with a nominal voltage of 12V.
  • the storage element 46 supplies electric power to each electric component of the motorcycle 1 such as the generator motor 70, the ECU 80, the load 81, etc., when functioning as a motor.
  • the load 81 includes, for example, electrical components of the motorcycle 1 such as the lamp 42 and the like.
  • the positive electrode of the storage element 46 is connected to the wire 90 a of the inverter 90 via the wire 112 b and the relay 110.
  • the negative electrode of the storage element 46 is connected to the ground.
  • the ECU 80 and the load 81 are connected in parallel to the storage element 46 via the fuse 113a, the switch 111 and the fuse 113b.
  • the driver having the ECU 80 and the switching circuit 100 is provided with a converter or the like that converts the voltage of the storage element 46 and supplies it.
  • the switch 111 is a main switch operated by the rider or a relay switch that is turned on / off in conjunction with the main switch.
  • the ECU 80 controls the relay 110 to turn on the contact 110b side, and after the engine E is started, turns on the contact 110a side.
  • the motorcycle 1 includes an storage element 47 that functions as an auxiliary power source for the generator motor 70 when functioning as a motor.
  • the storage element 47 is a capacitor, and for example, a lithium ion capacitor, a conductive polymer capacitor, an electric double layer capacitor, or the like can be used.
  • the rated voltage of the capacitor is equal to or higher than the nominal voltage of storage element 46 (here, 12 V).
  • the switching circuit 100 is a circuit that switches the connection state between the storage elements 46 and 47 and the inverter 90.
  • the switching circuit 100 includes a plurality of switching elements 101 to 103.
  • the switching elements 101 to 103 are MOSFETs in the same manner as the switching elements 91 and 92.
  • the switching element 101 and the switching element 102 are connected in series between the wiring 112 b and the ground.
  • the positive electrode of the storage element 47 is connected to the connection point between the switching element 101 and the switching element 102, and the negative electrode is connected to the wiring 90b.
  • the switching element 103 is connected to the negative electrode of the storage element 47 and the ground G, the source S is connected to the negative electrode of the storage element 47, and the drain D is connected to the ground G.
  • connection states of the storage elements 46 and 47 and the inverter 90 can be switched to two connection modes, if roughly classified.
  • a control signal sent from the ECU 80 is input to each gate G of the switching elements 101 to 103, and ON / OFF control of each element is executed.
  • connection modes One of the connection modes is a parallel connection mode.
  • this connection mode storage elements 46 and 47 connected in parallel are connected in parallel to inverter 90, and the negative electrodes of storage elements 46 and 47 are connected via ground G.
  • each negative electrode may be directly connected to the ground G, or may be connected via a switch or a resistor.
  • Another one of the connection modes is a series connection mode. In this connection mode, storage elements 46 and 47 connected in series are connected in parallel to inverter 90, and the negative electrode of storage element 46 and the positive electrode of storage element 47 are connected via ground G. In this case, the negative electrode of the storage element 46 and the positive electrode of the storage element 47 may be directly connected to the ground G, or may be connected via a switch or a resistor.
  • FIG. 5 shows an example of the parallel connection mode.
  • the switching element 101 is turned on, and the switching elements 102 and 103 are turned off.
  • the storage element 47 can be charged by the storage element 46, and thick arrows indicate the flow of current in that case.
  • the switching element 103 current flows through the parasitic diode Di.
  • the storage element 47 is charged to the same potential as the storage element 46.
  • the capacity of the storage element 47 may be such that the storage element 46 can be fully charged in several tens of ms.
  • the generator motor 70 can also be driven by the voltage of the storage element 46 (12 V here).
  • FIG. 6 shows another example of the parallel connection mode.
  • the switching element 101 and the switching element 103 are turned on, and the switching element 102 is turned off.
  • the generator motor 70 can be made to function as a generator to charge the storage elements 46 and 47, and thick arrows illustrate the flow of current in that case.
  • FIG. 7 shows an example of the serial connection mode.
  • the switching elements 101 and 103 are turned off, and the switching element 102 is turned on.
  • the generator motor 70 can be driven by the voltage of the storage elements 46 and 47 connected in series, and the generator motor 70 can supply a large amount of power.
  • the potential of the storage element 47 is made the same potential as the potential of the storage element 46, and the storage element is connected in series. A voltage of twice the potential difference 46 can be supplied to the generator motor 70.
  • a voltage of -12 V to +12 V is applied to inverter 90, so that the voltage to switching element 91 of the high side arm can be suppressed low when viewed from the ground potential. Not required Therefore, it is possible to switch the power supply amount of the motor generator while suppressing the cost increase.
  • FIG. 8 shows an example of processing performed when the main switch of the motorcycle 1 is turned ON, and in particular, illustrates processing for starting the engine E.
  • the switching circuit 100 is controlled to the parallel connection mode of FIG.
  • the storage element 47 can be charged by the storage element 46. It is assumed that the storage element 47 is discharged and empty while the motorcycle 1 is stopped. Therefore, in the present embodiment, first, the storage element 47 is charged.
  • S2 it is determined whether the starter switch is turned on. If it is ON, the process proceeds to S3. At S3, the switching circuit 100 is controlled to the series connection mode of FIG. As a result, more power can be supplied to the generator motor 70.
  • the parallel connection mode of S1 may be maintained until the charge amount of the storage element 47 reaches a specified amount. Whether or not the charge amount of the storage element 47 has reached a specified amount may be based on whether or not the elapsed time of the parallel connection mode has reached a specified time, or a sensor for detecting the charge amount of the storage element 47 may be used. It is good also as the reference and providing the detection result of the sensor.
  • the inverter 90 is controlled to rotationally drive the generator motor 70, and the engine E is started. Since a larger amount of power is supplied to the generator motor 70, the engine E can be started more smoothly. In particular, in a single-cylinder engine as in the present embodiment, when the engine E is stopped and started in the compression process, a large torque is required by the rotation of the crankshaft 51. However, by applying a voltage twice as high as that of the storage element 46 to the generator motor 70, the startability of the engine E can be improved. In S4, the time from the drive start of the generator motor 70 by the inverter 90 is also timed. This is timing of the discharge time of the storage element 47.
  • S5 it is determined whether the start of the engine E has succeeded. Whether or not the engine E has been successfully started can be determined from the detection result of the crank angle sensor 32, for example. If it is determined that the start is successful, the process proceeds to S6, and if it is determined that the start is not performed, the process proceeds to S7. In S7, it is determined whether the discharge time of the storage element 47, which has started counting in S4, has reached a specified time. If the specified time is reached, the process returns to S1, and the switching circuit 100 is controlled to the parallel connection mode of FIG. Thereby, overdischarge of storage element 47 can be prevented, and reverse charging and deterioration thereof can be avoided.
  • the specified time can be, for example, a time in the range of several seconds (eg, several tens of ms to several hundreds of ms) to one second. If the specified time has not been reached, the process returns to S5 and waits for the engine E to start.
  • the generator motor 70 can function as a generator, and can supply power to the load 81 while charging the storage element 46 by the power generation. Thus, one process ends.
  • the control example of FIG. 8 is also applicable to the case where the engine E is restarted after the idle stop control.
  • the process of S1 is performed during the idle stop control, and instead of the determination of the start operation of S2, the establishment determination of the restart condition (for example, whether or not there is an acceleration operation) may be performed. Is the same.
  • FIG. 9 shows an example of switching control of the switching circuit 100 after the engine E of the motorcycle 1 is started, and is mainly an example of control during traveling.
  • the series connection mode is adopted to assist the acceleration of the motorcycle 1.
  • This process can be executed when the number of revolutions of the engine E is equal to or greater than a prescribed number of revolutions.
  • the prescribed rotational speed may be lower or higher than the engine rotational speed connected to the centrifugal clutch. That is, as long as the engine E is being driven, the motorcycle 1 may be stopped or the vehicle speed may be out.
  • the amount of change on the acceleration side of the accelerator opening is calculated from the detection result of the throttle sensor 31.
  • S12 it is determined whether the amount of change calculated in S11 is equal to or greater than a specified value. If it is determined that the value is equal to or more than the specified value, it is determined that rapid acceleration is required, and the process proceeds to S13. If it is less than the specified value, one process ends.
  • the switching circuit 100 is controlled to the series connection mode of FIG. As a result, more power can be supplied to the generator motor 70.
  • the inverter 90 while controlling the inverter 90 to rotationally drive the generator motor 70, the output of the engine E is increased and accelerated. Thereby, the acceleration performance of the motorcycle 1 can be temporarily improved, and drivability can be improved. Further, measurement of the discharge time of the storage element 47 is started.
  • the process proceeds to S16, and the switching circuit 100 is controlled to the parallel connection mode of FIG. Thereby, reverse charge of storage element 47 can be prevented, and the deterioration thereof can be avoided.
  • the specified time can be, for example, a time in the range of several seconds (eg, 0.1 second) to several seconds. Thus, one process ends.
  • the switching circuit 100 is basically maintained in the parallel connection mode of FIG. 6 after the start of the engine E by the process of S6 of FIG. 8 and the storage elements 46 and 47 are charged. Therefore, when the switching circuit 100 is switched to the series connection mode of FIG. 7 in the process of S13, the storage element 47 is not charged as in S1 of FIG. A process of charging the storage element 47 may be performed as shown in S1 of FIG. 8, but omitting this process improves the reaction to the acceleration operation and can improve the drivability. On the other hand, when the switching circuit 100 is switched to the serial connection mode of FIG. 7 in the process of S13, the storage amount of the storage element 47 may be confirmed and switching may be performed when a sufficient charge amount can be confirmed. In that case, a sensor for detecting the charge amount of the storage element 47 may be provided, and the detection result of the sensor may be used as a reference.
  • FIG. 10 is a circuit diagram showing an example thereof. Points different from the circuit of the above embodiment will be described.
  • the switching circuit 100 in the example of FIG. 10 includes a plurality of switching elements 104 to 107.
  • the switching elements 104 to 107 are MOSFETs in the same manner as the switching elements 91 and 92.
  • the switching element 104 is located between the wire 90 a and the positive electrode of the storage element 47 and connected thereto.
  • the switching element 106 is located between the wire 90 b and the negative electrode of the storage element 47 and connected thereto.
  • a diode 114 is provided in the wiring 90 b.
  • the switching element 105 is located between the positive electrode of the storage element 47 and the wiring 90 c and connected to them.
  • the wiring 90c is connected to the ground.
  • the switching element 107 is located between the negative electrode of the storage element 47 and the wiring 90 c and connected thereto.
  • the switching element 104 In the case of a circuit equivalent to the parallel connection mode of FIG. 5 (charging of the storage element 47 by the storage element 46), the switching element 104 is turned on and the switching elements 105 to 107 are turned off. In the case of a circuit equivalent to the parallel connection mode of FIG. 6 (charging of the storage elements 46 and 47 by the generator motor 70), the switching elements 104 and 107 are turned on and the switching elements 105 and 106 are turned off. In the case of a circuit equivalent to the series connection mode of FIG. 7, the switching elements 105 and 106 are turned on, and the switching elements 104 and 107 are turned off.

Abstract

L'invention concerne un dispositif de commande de véhicule comprenant : un moteur de générateur ; un onduleur qui est relié au moteur de générateur ; des premier et second moyens de stockage d'énergie ; et un moyen de commutation qui commute un état de liaison entre le premier moyen de stockage d'énergie, le second moyen de stockage d'énergie et l'onduleur entre un premier mode de liaison et un second mode de liaison. Dans le premier mode de liaison : le premier moyen de stockage d'énergie et le second moyen de stockage d'énergie, qui sont reliés en parallèle l'un à l'autre, sont reliés à l'onduleur ; et une électrode négative du premier moyen de stockage d'énergie et une électrode négative du second moyen de stockage d'énergie sont reliées l'une à l'autre par l'intermédiaire du sol. Dans le second mode de liaison : le premier moyen de stockage d'énergie et le second moyen de stockage d'énergie, qui sont reliés en série l'un à l'autre, sont reliés à l'onduleur ; et l'électrode négative du premier moyen de stockage d'énergie et une électrode positive du second moyen de stockage d'énergie sont reliées l'une à l'autre par l'intermédiaire du sol.
PCT/JP2018/026117 2017-09-29 2018-07-11 Dispositif de commande de véhicule WO2019064817A1 (fr)

Priority Applications (2)

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JP2019544310A JP6783948B2 (ja) 2017-09-29 2018-07-11 車両用制御装置
CN201880060578.2A CN111133188B (zh) 2017-09-29 2018-07-11 车辆用控制装置

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JP2017-190881 2017-09-29
JP2017190881 2017-09-29

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WO2019064817A1 true WO2019064817A1 (fr) 2019-04-04

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JPH0412637A (ja) * 1990-04-26 1992-01-17 Nippondenso Co Ltd バッテリ直並列切替制御装置
JP2000291983A (ja) * 1999-04-07 2000-10-20 Sanyo Electric Co Ltd 空気調和機の電源装置
JP2017002893A (ja) * 2015-06-04 2017-01-05 スズキ株式会社 エンジン駆動制御システム及び車両

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JP4460708B2 (ja) * 2000-03-29 2010-05-12 株式会社東芝 エンジンのスタータと発電機とを兼用した永久磁石モータの制御装置
JP3896258B2 (ja) * 2001-04-25 2007-03-22 株式会社日立製作所 自動車電源装置
RU2478490C2 (ru) * 2008-10-23 2013-04-10 Мицубиси Электрик Корпорейшн Устройство управления силовой установкой для электрического транспортного средства
JP5807180B2 (ja) * 2010-03-29 2015-11-10 パナソニックＩｐマネジメント株式会社 車両用電源装置
CN104884784B (zh) * 2013-12-18 2017-03-08 新电元工业株式会社 内燃机控制电路及内燃机控制方法
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CN105927449A (zh) * 2016-05-05 2016-09-07 安徽江淮汽车股份有限公司 一种发动机起动系统及方法

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JPH0412637A (ja) * 1990-04-26 1992-01-17 Nippondenso Co Ltd バッテリ直並列切替制御装置
JP2000291983A (ja) * 1999-04-07 2000-10-20 Sanyo Electric Co Ltd 空気調和機の電源装置
JP2017002893A (ja) * 2015-06-04 2017-01-05 スズキ株式会社 エンジン駆動制御システム及び車両

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CN111133188A (zh) 2020-05-08
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CN111133188B (zh) 2021-12-21

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