WO2020065799A1 - Procédé de commande de véhicule électrique et système de propulsion de véhicule électrique - Google Patents

Procédé de commande de véhicule électrique et système de propulsion de véhicule électrique Download PDF

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Publication number
WO2020065799A1
WO2020065799A1 PCT/JP2018/035811 JP2018035811W WO2020065799A1 WO 2020065799 A1 WO2020065799 A1 WO 2020065799A1 JP 2018035811 W JP2018035811 W JP 2018035811W WO 2020065799 A1 WO2020065799 A1 WO 2020065799A1
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WIPO (PCT)
Prior art keywords
torque
clutch
mode
electric vehicle
switching
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PCT/JP2018/035811
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English (en)
Japanese (ja)
Inventor
古閑　雅人
隆行 加賀谷
中島　祐樹
田中　克典
Original Assignee
日産自動車株式会社
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Priority to PCT/JP2018/035811 priority Critical patent/WO2020065799A1/fr
Publication of WO2020065799A1 publication Critical patent/WO2020065799A1/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
    • B60K6/36—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 transmission gearings
    • 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
    • B60K6/38—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 driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching 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
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • 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 method and a drive system for an electric vehicle configured to be able to run by switching between a series hybrid mode and an engine direct connection mode.
  • JP 2004-123060A as such a drive system, is provided with a clutch capable of connecting and disconnecting the internal combustion engine and the drive wheels, and configured to be able to transmit the power of the internal combustion engine to the drive wheels without using a traveling motor.
  • a clutch capable of connecting and disconnecting the internal combustion engine and the drive wheels, and configured to be able to transmit the power of the internal combustion engine to the drive wheels without using a traveling motor.
  • An object of the present invention is to provide a control method for an electric vehicle and a drive system for an electric vehicle in consideration of the above problems.
  • an internal combustion engine includes: an internal combustion engine; a power generation motor disposed so as to be able to generate power by receiving the power of the internal combustion engine; and a traveling motor disposed so as to be driven by the electric power generated by the power generation motor.
  • the driving wheels are connected via a first clutch so as to be able to be connected and disconnected, while the traveling motor and the driving wheels are connected so as to be able to be connected and disconnected via a second clutch different from the first clutch.
  • a series hybrid mode in which the power of a traveling motor is transmitted to driving wheels as a driving source to travel, and a traveling mode in which at least one of an internal combustion engine and a generator is used as a driving source and the power of the driving source is transmitted to driving wheels.
  • a control method for an electric vehicle configured to be able to switch between an engine direct connection mode and an engine direct connection mode.
  • both the first clutch and the second clutch are engaged, and while both the first and second clutches are engaged, the internal combustion engine is switched on.
  • the ratio of each of the torque and the torque of the traveling motor to the total drive torque of the vehicle is changed toward the ratio after the mode switching, and when the ratio approaches or reaches the ratio after the mode switching, the first and the second are performed.
  • the clutch on the release side of the two clutches is released.
  • a drive system for an electric vehicle is provided.
  • FIG. 1 is a schematic diagram showing an overall configuration of a drive system for an electric vehicle according to an embodiment of the present invention.
  • FIG. 2 is an explanatory diagram showing an operation in a series hybrid mode of the drive system according to the embodiment.
  • FIG. 3 is an explanatory diagram showing an operation of the drive system according to the embodiment in an engine direct connection mode.
  • FIG. 4 is an explanatory diagram showing a driving mode according to the driving area of the drive system according to the embodiment.
  • FIG. 5 is a flowchart showing an overall flow of the mode switching control according to the embodiment.
  • FIG. 6 is a flowchart showing the contents of a process in a torque change phase of the mode switching control according to the embodiment.
  • FIG. 1 is a schematic diagram showing an overall configuration of a drive system for an electric vehicle according to an embodiment of the present invention.
  • FIG. 2 is an explanatory diagram showing an operation in a series hybrid mode of the drive system according to the embodiment.
  • FIG. 3 is an explanatory diagram showing an operation of the
  • FIG. 7 is an explanatory diagram showing an example of an operation by mode switching control according to one embodiment of the present invention when switching from the series hybrid mode to the engine direct connection mode.
  • FIG. 8 is an explanatory diagram showing an operation according to a comparative example when switching from the series hybrid mode to the engine direct connection mode.
  • FIG. 9 is an explanatory diagram showing an example of an operation by mode switching control according to one embodiment of the present invention when switching from the engine direct connection mode to the series hybrid mode.
  • FIG. 10 is a flowchart showing the content of the processing in the torque change phase of the mode switching control according to another embodiment of the present invention.
  • FIG. 11 is an explanatory diagram showing an example of an operation by mode switching control according to another embodiment of the present invention when switching from the series hybrid mode to the engine direct connection mode.
  • FIG. 12 is an explanatory diagram illustrating an operation according to another comparative example when switching from the series hybrid mode to the engine direct connection mode.
  • FIG. 13 is an explanatory diagram showing an example of an operation by mode switching control according to another embodiment of the present invention when switching from the engine direct connection mode to the series hybrid mode.
  • FIG. 14 is an explanatory diagram showing an example of an operation by mode switching control according to still another embodiment of the present invention when switching from the series hybrid mode to the engine direct connection mode.
  • FIG. 1 shows an overall configuration of a drive system S for an electric vehicle according to an embodiment of the present invention.
  • the drive system (hereinafter, simply referred to as “drive system”) S is mounted on an electric vehicle and constitutes a propulsion device of the vehicle.
  • the drive system S includes an internal combustion engine 1, an electric motor for power generation (hereinafter, referred to as “generation motor”) 2, and an electric motor for traveling (hereinafter, referred to as “travel motor”) 3.
  • An internal combustion engine (hereinafter simply referred to as “engine”) 1 has an output shaft or crankshaft 11 connected to a rotating shaft 21 of a generator motor 2 via a gear train Ga composed of a plurality of gears.
  • the torque of the engine 1 is transmitted to the generator motor 2 through the gear train Ga at a predetermined gear ratio, and the generator motor 2 is operated.
  • the connection between the engine 1 and the generator motor 2 via the gear train Ga is permanent, that is, cannot be cut off.
  • the generator motor 2 is electrically connected to the traveling motor 3 and connected to the battery 4, and supplies power generated by receiving power from the engine 1 to the traveling motor 3 or the battery 4. .
  • the supply of electric power from the generator motor 2 to the traveling motor 3 and the supply of electric power from the generator motor 2 to the battery 4 can be executed in accordance with the operating state of the vehicle, the state of charge of the battery 4, and the like.
  • FIG. 1 schematically shows the electrical connection between the generator motor 2, the traveling motor 3, and the battery 4 by a two-dot chain line.
  • the traveling motor 3 is electrically connected to the battery 4, and the rotating shaft 31 is connected to a ring gear of the differential 5 via a gear train Gb including a plurality of gears.
  • the torque of the traveling motor 3 is transmitted to the differential 5 at a predetermined gear ratio through the gear train Gb, and is further distributed to the left and right drive shafts 6 via the differential 5 to rotate the drive wheels 7 to rotate the vehicle.
  • the traveling motor 3 is configured by a motor generator that can operate not only as a generator but also as a motor, and in addition to propulsion of the vehicle, power is supplied from the driving wheels 7 via a gear train Gb. It is also possible to receive and generate electricity.
  • the electric power generated by the traveling motor 3 can be supplied to the battery 4 and used for charging the battery 4.
  • the output shaft 11 of the engine 1 is connected to the ring gear of the differential 5 via a gear train Gc including a plurality of gears.
  • the torque of the engine 1 is transmitted to the differential 5 at a predetermined gear ratio through the gear train Gc, and is distributed to the left and right drive shafts 6 via the differential 5, so that the drive wheels 7 are rotated and the vehicle is propelled. Is done.
  • clutches c1 and c2 are interposed in each of the gear train Gc and the gear train Gb, and the connection between the engine 1 and the drive wheels 7 via the gear train Gc and the connection between the traveling motor 3 and the drive wheels 7 are established.
  • the connection via the gear train Gb can be disconnected by the clutches c1 and c2, respectively.
  • Each of the clutches c1 and c2 may be an engagement type clutch, and a dog clutch can be exemplified as one applicable to the clutches c1 and c2.
  • a dock clutch is adopted as each of the clutches c1 and c2.
  • the clutch c1 provided in the gear train Gc on the engine 1 side constitutes the “first clutch” according to the present embodiment
  • the clutch c2 provided in the gear train Gb on the traveling motor 3 side corresponds to the "first clutch” according to the present embodiment. 2 clutches.
  • the controller 101 is constituted by a microcomputer including a central processing unit (CPU), various storage units such as ROM and RAM, and an input / output interface as an electronic control unit.
  • CPU central processing unit
  • storage units such as ROM and RAM
  • input / output interface as an electronic control unit.
  • a signal indicating the amount of operation of the accelerator pedal (hereinafter, referred to as “accelerator opening”) APO by the driver, a signal indicating the traveling speed of the vehicle (hereinafter, referred to as “vehicle speed”) VSP, and the rotation speed Neng of the engine 1 are shown.
  • a signal indicating the rotation speed Nmg1 of the generator motor 2 and a signal indicating the rotation speed Nmg2 of the traveling motor 3 are input to the controller 101.
  • the accelerator opening sensor 201 for detecting the accelerator opening APO, the vehicle speed sensor 202 for detecting the vehicle speed VSP, and the rotation speed Neng of the engine 1 are referred to as the number of rotations per unit time (hereinafter referred to as “engine rotation speed”). )),
  • a motor speed sensor 205 is provided.
  • the controller 101 performs a predetermined calculation based on the input various signals to control the operations of the engine 1, the generator motor 2 and the traveling motor 3, and also controls the states of the clutches c1 and c2.
  • the traveling motor 3 is used as a drive source of the vehicle.
  • the engine direct connection mode basically, the engine 1 is used as a drive source of the vehicle.
  • FIGS. 2 and 3 show the operation according to the traveling mode of the drive system S.
  • FIG. 2 shows the operation in the series hybrid mode
  • FIG. 3 shows the operation in the engine direct connection mode.
  • 2 and 3 show the path through which the power is transmitted by a thick dotted line with an arrow, and the arrow indicates the direction in which the power is transmitted.
  • the clutch c1 is released, the clutch c2 is engaged, and the torque of the engine 1 can be transmitted to the generator motor 2 through the gear train Ga. Can be transmitted to the differential 5 and the drive wheels 7 through the gear train Gb.
  • the clutch c1 is engaged and the clutch c2 is released, so that the torque of the engine 1 can be transmitted to the differential 5 and the drive wheels 7 through the gear train Gc.
  • the clutch c2 on the power transmission path connecting the traveling motor 3 and the driving wheel 7 is in a disconnected state, the transmission of power between the traveling motor 3 and the driving wheel 7 is blocked, and the driving wheel The traveling motor 3 is prevented from being rotated together with the rotation of the motor 7.
  • the power generation motor 2 is configured by a motor generator, the torque of the power generation motor 2 as well as the engine 1 can be transmitted to the drive wheels 7 through the gear trains Ga and Gc.
  • Switching between the series hybrid mode and the engine direct connection mode is performed by switching the engagement and disengagement states of the clutches c1 and c2 based on a signal from the controller 101.
  • FIG. 4 shows a traveling mode according to the driving area of the vehicle.
  • the direct engine mode is selected in the high-speed range, and the series hybrid mode is selected in other areas.
  • the engine direct connection mode is selected in a region B where the load is relatively low, and the series hybrid mode is selected in the other region A.
  • the controller 101 determines the driving regions A and B to which the driving state of the vehicle belongs based on the vehicle speed VSP and the accelerator opening APO, and switches the driving mode according to the determination result.
  • mode switching control The control relating to the switching of the traveling mode (hereinafter referred to as “mode switching control”) will be described below. After describing the overall flow with reference to a flowchart, a more specific description will be made with reference to a time chart.
  • FIG. 5 shows the overall flow of the mode switching control
  • FIG. 6 shows the contents of the processing in the torque switching phase in the mode switching control.
  • the controller 101 is programmed to execute the mode switching control at a predetermined cycle.
  • the driving state of the vehicle is read. Specifically, an accelerator opening APO, a vehicle speed VSP, an engine speed Neng, a power generation motor speed Nmg1 and a traveling motor speed Nmg2 are read as the operation states related to the mode switching control.
  • S102 it is determined whether or not the mode is switched. Specifically, the operating state of the vehicle determined by accelerator opening APO and vehicle speed VSP has shifted from area A in the series hybrid mode to area B in the direct engine mode in the operating area shown in FIG. 4, or vice versa. It is determined whether or not the state has shifted from the area B to the area A. If a transition of the operating state occurs between the operating regions A and B and the mode is being switched, the process proceeds to S103. If the mode is not switched, the control by this routine is ended.
  • control for matching the rotational speeds of the drive element and the driven element of the clutch on the engagement side (hereinafter referred to as “rotational synchronization control”) is started.
  • the clutch on the engagement side refers to a clutch that is engaged after mode switching (in other words, is in a released state before mode switching).
  • the rotation synchronization control in this case, a torque is generated by the generator motor 2 to increase the generator motor rotation speed Nmg1.
  • the rotation synchronization control can also be executed by generating torque with the engine 1 instead of the power generation motor 2 or together with the power generation motor 2.
  • S104 it is determined whether the rotation synchronization has been completed. This determination is made, for example, based on whether or not the difference in rotation speed between the driving element and the driven element of the clutch on the engagement side has decreased to a predetermined value, and the rotation synchronization has been completed when the difference has decreased to the predetermined value. Is determined.
  • the process proceeds to S105, and when not completed, the determination of S104 is repeated until the rotation synchronization is completed.
  • the determination as to whether or not the rotation synchronization has been completed is not limited to this, and may be made based on whether or not the state in which the difference between the rotation speeds is equal to or less than a predetermined value has continued for a predetermined time.
  • a command to engage the clutch is output to the clutch on the engagement side.
  • the clutches c1 and c2 convert the operation of an actuator (for example, a servo-type electric motor) into movement of a driving element or a driven element via a link mechanism including a cam and a lever, the clutch c1, c2
  • an actuator for example, a servo-type electric motor
  • the clutch c1, c2 On the other hand, a command to operate in the direction to engage the clutch is output.
  • S106 it is determined whether the engagement of the clutch has been completed. This determination can be made, for example, based on whether or not the actuators of the clutches c1 and c2 (specifically, the movable parts thereof) have reached a target position at the time of engagement.
  • the process proceeds to S201 of the flowchart shown in FIG. 6 to execute the process in the torque transfer phase, and when not completed, the determination of S106 is repeated until the completion.
  • a command to release the clutch on the release side is output.
  • a command to operate the clutches c1 and c2 in a direction to release the clutch is output.
  • the release-side clutch means a clutch that is released after the mode switching (in other words, is in a state of being engaged before the mode switching).
  • the mode switching in other words, is in a state of being engaged before the mode switching.
  • the clutch c2 provided in the gear train Gb.
  • control for changing the torque between the driving source before the mode switching and the driving source after the mode switching is started between these driving sources.
  • this will be described at the time of switching from the series hybrid mode to the engine direct connection mode.
  • the torque of the traveling motor 3 which is the driving source before the mode switching is reduced, and the mode is changed accordingly.
  • This is embodied as control for increasing the torque of the engine 1, which is the drive source after switching.
  • S203 it is determined whether the release of the clutch has been completed. This determination can be made, for example, based on whether or not the actuators (specifically, the movable parts thereof) of the clutches c1 and c2 have reached a target position at the time of disengagement.
  • the process returns to the flowchart of FIG. 5, and when the release is not completed, the determination in S203 is repeated until the release is completed.
  • FIG. 7 and 9 show the operation of the drive unit S by the mode switching control according to the present embodiment.
  • FIG. 7 shows the operation at the time of switching from the series hybrid mode to the engine direct connection mode
  • FIG. Operations at the time of switching to the series hybrid mode are shown respectively.
  • FIG. 8 shows an operation according to a comparative example when switching from the series hybrid mode to the engine direct mode.
  • 7 to 9 show, among the rotation speed N and the torque Trq, those of the engine 1 by a solid line, those of the generator motor 2 by a dotted line, those of the traveling motor 3 by a two-dot chain line, and the output of the drive system S. That is, the rotation speed and torque of the drive shaft 6 are indicated by a particularly thick solid line.
  • the state in which the clutch c2 as the disengagement side clutch is engaged is maintained, and in the torque change phase Pswt, the state in which both the clutches c1 and c2 are engaged is formed. Is done.
  • a command to release the clutch c2 is output at the same time as the transition to the torque change phase Pswt (time t31).
  • the torque Trqeng of the engine 1 is increased while the torque Trqmg2 of the traveling motor 3 is decreased while the torque applied to the drive shaft 6, that is, the total drive torque Trqttl of the vehicle is kept constant.
  • the command to release the clutch c1 is output in the same manner as described above. Then, it is determined that the torque switching has been completed when the torque Trqmg2 of the traveling motor 3 matches the total drive torque Trqttl or the torque Trqeng of the engine 1 has decreased to 0 (time t43), and the clutch c1 After the release, the mode switching control ends (time 53).
  • FIG. 8 shows the operation when the engagement of the clutch c1 and the release of the clutch c2 are started simultaneously at the time of switching from the series hybrid mode to the direct engine connection mode as a comparative example.
  • the torque is changed in a state where both the clutches c1 and c2 are engaged, and the clutch on the release side is disengaged.
  • the drive system S is prevented from entering a neutral state throughout the switching period.
  • a clutch c1 is interposed on a power transmission path connecting the engine 1 and the drive wheels 7 so that the connection between the engine 1 and the drive wheels 7 can be cut off.
  • a clutch c2 is interposed on the power transmission path to be connected, so that the connection between the traveling motor 3 and the driving wheels 7 can be cut off.
  • the process shifts to the torque change phase after the engagement side clutch is engaged, and the torque is changed while both clutches c1 and c2 are engaged, so that when the mode is switched, It is possible to prevent the drive system S from entering the neutral state, and to perform the switching more appropriately.
  • the clutches c1 and c2 are both engaged when the torque is changed, the reduction of the torque on the disengagement side and the increase of the torque on the engagement side are performed by keeping the total drive torque Trqttl constant. It is possible to perform while maintaining, and it is possible to suppress deterioration of drivability, and to maintain drivability before and after mode switching.
  • the torque of the drive source before the mode switching decreases to zero before the mode switching.
  • a command to release the clutch is output to the disengagement side clutch. This makes it possible to release the clutch immediately after the torque reaches 0 on the release side, and to suppress the deterioration in efficiency due to the co-rotation.
  • FIG. 10 is a flowchart showing the content of the processing in the torque change phase of the mode switching control according to another embodiment of the present invention.
  • the configuration of the drive system S according to the present embodiment may be the same as that shown in FIG. 1, and the overall flow of the mode switching control may be the same as that shown in FIG.
  • a command to release the clutch on the release side is output.
  • a command to operate the clutch actuator in a direction to release the clutch is output.
  • steps S302 to S304 control for changing the torque between the engagement side and the release side is executed.
  • the torque transmitted to the drive wheels 7 via the release-side clutch is reduced to 0 over a predetermined time (hereinafter, referred to as “target change time”)
  • target change time a predetermined time
  • the reduced torque is embodied as a control that compensates for the increased torque by increasing the torque transmitted to the drive wheels 7 via the clutch on the engagement side.
  • a command torque Tcmd_mg2 for the traveling motor 3 is calculated.
  • the traveling motor command torque Tcmd_mg2 is set to the smaller one of the replacement calculated torque Tcal_mg2 calculated by the following equation (1.1) and the post-switch target torque Ttrg_mg2.
  • the post-switch target torque Ttrg_mg2 can be set based on the operating state of the vehicle, such as the accelerator opening APO and the vehicle speed VSP.
  • Tcal_mg2 (Ttrg_mg2-Tcal_mg2 n-1 ) / (tswt-t) + Tcal_mg2 n-1 (1.1)
  • Tcal_mg2 n-1 is the previous value of the calculated torque at the time of transfer
  • tswt is the target transfer time
  • t is the elapsed time since the start of the transfer. is there.
  • the command torque Tcmd_eng for the engine 1 is calculated.
  • the engine command torque Tcmd_eng is set to the smaller one of the replacement calculated torque Tcal_eng calculated by the following equation (1.2) and the post-switch target torque Ttrg_eng.
  • the post-switch target torque Ttrg_eng can be set based on the driving state of the vehicle.
  • Tcal_eng (Ttrg_eng ⁇ Tcal_eng n ⁇ 1 ) / (tswt ⁇ t) + Tcal_eng n ⁇ 1 (1.2)
  • Tcal_eng n-1 is the previous value of the calculated torque at the time of replacement.
  • a command torque Tcmd_mg1 for the generator motor 2 is calculated.
  • the generation motor command torque Tcmd_mg1 is set to the smaller one of the replacement calculated torque Tcal_mg1 calculated by the following equation (1.3) and the post-switch target torque Ttrg_mg1.
  • the post-switch target torque Ttrg_mg1 can be set based on the driving state of the vehicle.
  • Tcal_mg1 Ttrg_ttl ⁇ ⁇ (Tcmd_mg2 ⁇ Rmg2 + Tcmd_eng ⁇ Reng) / Reng ⁇ ⁇ Rmg1 (1.3)
  • Ttrg_ttl is a target value of the total drive torque according to the driving state of the vehicle
  • Rmg1 is the gear ratio of the gear train Ga
  • Rmg2 is the gear ratio of the gear train Gb.
  • Reng is the gear ratio of the gear train Gc.
  • the above equation (1.3) means that the shortage of the total torque of the traveling motor command torque Tcmd_mg2 and the engine command torque Tcmd_eng with respect to the total drive torque target value Ttrg_ttl is set to the generation motor command torque Tcmd_mg1. I do.
  • the calculated torque at the time of replacement can be calculated by the following equations (2.1) to (2.3).
  • Tcal_mg1 (Ttrg_mg1-Tcal_mg1 n-1 ) / (tswt-t) + Tcal_mg1 n-1 (2.1)
  • Tcal_eng (Ttrg_eng ⁇ Tcal_eng n ⁇ 1 ) / (tswt ⁇ t) + Tcal_eng n ⁇ 1 (2.2)
  • Tcal_mg2 ⁇ Tcmd_ttl- (Tcmd_mg1 / Rmg1 + Tcmd_eng) ⁇ Reng ⁇ / Rmg2 ⁇ (2.3)
  • S305 it is determined whether or not the release of the clutch has been completed. When the release of the clutch is completed, the process returns to the basic routine shown in FIG. 5. When the release is not completed, the processes of S302 to 305 are repeated until the release is completed, and the switching of the torque is continued.
  • the command torque for each of the engine 1, the generator motor 2, and the traveling motor 3 is set to the post-switch target torque. That is, regardless of whether or not the change of the torque is completed, when the release of the clutch is completed, the command torque is set to the respective post-switch target torque immediately after the release of the clutch.
  • FIG. 11 and 13 show the operation of the drive unit S by the mode switching control according to the present embodiment.
  • FIG. 11 shows the operation at the time of switching from the series hybrid mode to the direct engine mode
  • FIG. Operations at the time of switching to the series hybrid mode are shown respectively.
  • FIG. 12 shows an operation according to a comparative example when switching from the series hybrid mode to the engine direct connection mode.
  • the rotation synchronization control for the clutch c1 which is the engagement side clutch, is started (rotation synchronization phase Psyn).
  • the generator motor rotation speed Nmg1 and the engine rotation speed Neng are increased by reducing the torque Trqmg1 for the regeneration by the generation motor 2, and the generation motor rotation speed Nmg1 is made closer to the output rotation speed Nout.
  • Tcmd_mg1 and Tcmd_mg2 are calculated.
  • the traveling motor command torque Tcmd_mg2 is reduced, and the reduced torque is supplemented by the power generation motor command torque Tcmd_mg1, so that the total drive torque does not become excessive or insufficient with respect to the target value Ttrg_ttl, and the torque is replaced.
  • the target value Ttrg_ttl of the total drive torque increases accordingly (time t54), but the total drive torque becomes insufficient with respect to the target value Ttrg_ttl after the increase.
  • the minute is eliminated by increasing the generator motor command torque Tcmd_mg1 by a torque corresponding to the shortage. Then, it is determined that the torque transfer has been completed when the target transfer time tswt has elapsed or the traveling motor command torque Tcmd_mg2 has decreased to 0 (time t64), and the mode switching is performed after the release of the clutch c2. The control ends (time 74).
  • Tcmd_mg1 and Tcmd_mg2 are calculated. Specifically, the engine command torque Tcmd_eng is reduced, and the travel motor command torque Tcmd_mg2 is increased by the amount corresponding to the decrease.
  • the traveling motor is reduced by the shortage of the total drive torque with respect to the target value Ttrg_ttl after the increase.
  • the command torque Tcmd_mg2 is increased. Then, when the engine command torque Tcmd_eng has decreased to 0, it is determined that the change of torque has been completed (time t66), and the mode switching control is terminated after releasing the clutch c1 (time 76).
  • FIG. 12 shows, as a comparative example, a case where switching from the series hybrid mode to the engine direct connection mode is performed, and when the accelerator opening APO increases in the torque switching phase Pswt, the torque is switched during the target switching time tswt. Are completed (steps t55 to t65) when the gradient of the change in the command torque Trqmg1 to the traveling motor 3 is increased in order to complete.
  • the total value Trqttl of the command torques Trqeng, Trqmg1, and Trqmg2 does not follow the target value Ttrg_ttl of the total drive torque, as shown by a dashed line in comparison with the target value Ttrg_ttl of the total drive torque, and the total drive torque Tttl. Therefore, there is a concern that a quick response to depression of the accelerator pedal cannot be obtained, and that drivability is deteriorated.
  • the target value Ttrg_ttl by increasing the torque transmitted to the drive wheels 7 through the engagement-side clutch, it is possible to suppress the occurrence of the shortage, and to ensure the follow-up of torque control. In addition, deterioration of drivability can be suppressed.
  • the torque corresponding to the shortage is generated by the electric motor (the power generation motor 2 when switching from the series hybrid mode to the engine direct-coupled motor), so that the response of the actual torque to the change in the command torque is ensured.
  • the electric motor the power generation motor 2 when switching from the series hybrid mode to the engine direct-coupled motor
  • FIG. 14 shows an example of the operation when the clutch is released before the torque change is completed (time t67), when switching from the series hybrid mode to the engine direct connection mode.
  • the command torques Tcmd_eng, Tcmd_mg1, and Tcmd_mg2 for the engine 1, the power generation motor 2, and the traveling motor 3 are set to the post-switching target torques Ttrg_eng, Ttrg_mg1, and Ttrg_mg2 immediately after the clutch is released. That is, in response to accidental or sudden release of the clutch c2, which is the clutch on the disengagement side, the torque transmitted to the drive wheels 7 through the clutch c1, which is the clutch on the engagement side, is increased to match the target value after switching. It is.

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

Abstract

L'invention concerne un système de propulsion de véhicule électrique comprenant un moteur à combustion interne, un moteur de production d'électricité disposé de manière à pouvoir produire de l'électricité par réception d'une puissance motrice en provenance du moteur à combustion interne, et un moteur de déplacement disposé de manière à pouvoir être entraîné par l'électricité produite par le moteur de production d'électricité. Le système de propulsion de véhicule électrique est conçu de telle sorte que le moteur à combustion interne et une roue motrice sont reliés de manière séparable au moyen d'un premier embrayage, et le moteur de déplacement et la roue motrice sont reliés de manière séparable au moyen d'un deuxième embrayage différent du premier embrayage, ce qui permet la commutation entre un mode hybride en série, dans lequel le véhicule est amené à se déplacer en transmettant la puissance motrice provenant du moteur de déplacement servant de source d'entraînement à la roue motrice, et un mode de connexion directe de moteur, dans lequel le véhicule est amené à se déplacer en amenant au moins un élément parmi le moteur à combustion interne et un générateur à servir de source d'entraînement et en transmettant la puissance motrice de la source d'entraînement à la roue motrice. Le système de propulsion de véhicule électrique embraye les premier et deuxième embrayages lors de la commutation entre le mode hybride en série et le mode de connexion directe de moteur, et, tandis que les premier et deuxième embrayages sont embrayés, change la proportion de couple de moteur à combustion interne et la proportion de couple de moteur de déplacement dans le couple d'entraînement de véhicule total à la proportion après la commutation de mode. Lorsque la proportion se rapproche ou atteint la proportion après la commutation de mode, le système d'entraînement de véhicule électrique débraye un embrayage côté débrayage parmi les premier et deuxième embrayages.
PCT/JP2018/035811 2018-09-26 2018-09-26 Procédé de commande de véhicule électrique et système de propulsion de véhicule électrique WO2020065799A1 (fr)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113386730A (zh) * 2021-07-19 2021-09-14 中国第一汽车股份有限公司 混合动力汽车串并联驱动模式切换的控制方法
JP2022115746A (ja) * 2021-01-28 2022-08-09 本田技研工業株式会社 車両制御装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10259746A (ja) * 1997-03-07 1998-09-29 Mannesmann Sachs Ag 動力車のための駆動装置
JP2002027611A (ja) * 2001-04-26 2002-01-25 Toyota Motor Corp ハイブリッド車の駆動制御装置
JP2016210359A (ja) * 2015-05-12 2016-12-15 トヨタ自動車株式会社 四輪駆動車両の制御装置
WO2017217066A1 (fr) * 2016-06-13 2017-12-21 三菱自動車工業株式会社 Dispositif de boîte-pont

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10259746A (ja) * 1997-03-07 1998-09-29 Mannesmann Sachs Ag 動力車のための駆動装置
JP2002027611A (ja) * 2001-04-26 2002-01-25 Toyota Motor Corp ハイブリッド車の駆動制御装置
JP2016210359A (ja) * 2015-05-12 2016-12-15 トヨタ自動車株式会社 四輪駆動車両の制御装置
WO2017217066A1 (fr) * 2016-06-13 2017-12-21 三菱自動車工業株式会社 Dispositif de boîte-pont

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2022115746A (ja) * 2021-01-28 2022-08-09 本田技研工業株式会社 車両制御装置
JP7280902B2 (ja) 2021-01-28 2023-05-24 本田技研工業株式会社 車両制御装置
CN113386730A (zh) * 2021-07-19 2021-09-14 中国第一汽车股份有限公司 混合动力汽车串并联驱动模式切换的控制方法
CN113386730B (zh) * 2021-07-19 2023-01-06 中国第一汽车股份有限公司 混合动力汽车串并联驱动模式切换的控制方法

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