WO2021186991A1 - Système de commande de véhicule, dispositif de commande de véhicule et procédé de commande dudit dispositif de commande - Google Patents

Système de commande de véhicule, dispositif de commande de véhicule et procédé de commande dudit dispositif de commande Download PDF

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Publication number
WO2021186991A1
WO2021186991A1 PCT/JP2021/005752 JP2021005752W WO2021186991A1 WO 2021186991 A1 WO2021186991 A1 WO 2021186991A1 JP 2021005752 W JP2021005752 W JP 2021005752W WO 2021186991 A1 WO2021186991 A1 WO 2021186991A1
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Prior art keywords
power generation
power
storage rate
internal combustion
combustion engine
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PCT/JP2021/005752
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English (en)
Japanese (ja)
Inventor
鼎昌 許
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ボッシュ株式会社
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Priority to DE112021001763.2T priority Critical patent/DE112021001763T5/de
Priority to JP2022508147A priority patent/JP7298013B2/ja
Publication of WO2021186991A1 publication Critical patent/WO2021186991A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/30—Auxiliary equipments
    • B60W2510/305—Power absorbed by auxiliaries
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0677—Engine power
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/24—Control of the engine output torque by using an external load, e.g. a 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
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a vehicle control system provided with a motor capable of generating electricity by utilizing the output torque of an internal combustion engine.
  • idle stop control has been put into practical use in vehicles such as automobiles for the purpose of reducing fuel consumption or exhaust emissions.
  • the power storage device stores electricity while the vehicle is running.
  • forced power generation control for increasing the storage rate of the power storage device is performed (for example, Patent Document 1 and the like).
  • the charging current to the battery fluctuates according to the driving operation of the driver and the driving condition of the vehicle. Therefore, the storage rate of the battery reaches a predetermined threshold after the forced charging running control is started. Due to the fluctuation of the time until it becomes, the period until the electricity storage rate of the electricity storage device is raised to a predetermined target electricity storage rate by the forced power generation control may be extended from the initial schedule.
  • the present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle control system capable of increasing the storage rate of a power storage device to a predetermined target storage rate within a target time. To provide.
  • an internal combustion engine that outputs the driving torque of the vehicle, a motor that is driven by the output torque of the internal combustion engine to generate electricity, and a motor that can store the generated electric power of the motor.
  • a power storage device and a control device capable of performing forced power generation control to cause a motor to generate power to be charged in the power storage device by using the output torque of the internal combustion engine when the storage rate of the power storage device is below a predetermined lower limit value.
  • the control device sets a target power generation current for increasing the storage rate to a predetermined target storage rate within a predetermined target charging time, and outputs an internal combustion engine required to generate the target power generation current.
  • a vehicle control system that obtains a power generation torque, which is a torque, and controls an internal combustion engine based on the power generation torque.
  • an internal combustion engine (10) that outputs the driving torque of a vehicle and a motor (13) that is driven by the output torque of the internal combustion engine (10) to generate electricity.
  • a vehicle control device (101) including a power storage device (25) capable of storing power generated by the motor (13), wherein the control device (101) has a power storage rate of the power storage device (25). Is less than a predetermined lower limit, forced power generation control is executed to cause the motor (13) to generate electric power for charging the power storage device (25) by using the output torque of the internal combustion engine (10).
  • the forced power generation control provides a vehicle control device that controls the output torque of the internal combustion engine (10) based on the current power storage rate and the target power storage rate of the power storage device (25).
  • the storage rate of the power storage device can be increased to a predetermined target storage rate within the target charging time.
  • FIG. 4 It is a schematic diagram which shows the basic structure of the vehicle control system which concerns on embodiment of this invention. It is a block diagram which shows the functional structure of the control device (engine ECU) of the vehicle control system which concerns on this embodiment. It is a figure for demonstrating the reference example of forced power generation control. It is a figure for demonstrating the forced power generation control which concerns on this embodiment. It is a figure which shows the part of FIG. 4 enlarged. It is a flowchart which shows the processing operation of an engine ECU.
  • FIG. 1 is a schematic diagram showing a basic configuration of a vehicle control system 1.
  • the vehicle control system 1 shown in FIG. 1 includes an internal combustion engine 10 as a drive source, and is configured to be capable of executing idle stop control.
  • the vehicle control system 1 includes an internal combustion engine 10, an automatic transmission 20, a motor generator (ISG) 13, and drive wheels 60.
  • the automatic transmission 20 and the motor generator 13 are connected to the internal combustion engine 10.
  • the motor generator 13 corresponds to the motor of the present invention.
  • the internal combustion engine 10 is an internal combustion engine that generates driving torque of a vehicle using gasoline, diesel, or the like as fuel.
  • the internal combustion engine 10 is automatically stopped when a preset predetermined automatic stop condition is satisfied, and then automatically restarted when a preset predetermined restart condition is satisfied.
  • the internal combustion engine 10 has a crankshaft 17 as an output shaft.
  • the internal combustion engine 10 includes a crank angle sensor 15 that detects the rotation angle of the crankshaft 17.
  • the automatic transmission 20 includes a transmission mechanism such as a continuously variable transmission (CVT) or a stepped transmission mechanism, for example.
  • the transmission mechanism is connected to the crankshaft 17 of the internal combustion engine 10 via a torque converter 21.
  • the automatic transmission 20 converts the rotational torque input from the crankshaft 17 of the internal combustion engine 10 at a predetermined gear ratio and transmits it to the drive shaft 59.
  • the motor generator 13 is used to crank the internal combustion engine 10 at the time of the initial start of the internal combustion engine 10 or the start of the internal combustion engine 10 by idle stop control.
  • the rotating shaft 13a of the motor generator 13 is connected to the crankshaft 17 of the internal combustion engine 10 via a gear, a drive belt, or the like.
  • the motor generator 13 is connected to the secondary battery 25 and cranks the internal combustion engine 10 with the electric power supplied from the secondary battery 25 when the internal combustion engine 10 is started.
  • the motor generator 13 is integrally provided with a rectifier circuit and a voltage regulator, and has a function as a generator that generates power by utilizing the power of the internal combustion engine 10.
  • the motor generator 13 is rotationally driven from the internal combustion engine 10 via gears or the like to generate electricity, and charges the secondary battery 25.
  • the secondary battery 25 may be configured to supply electric power to various auxiliary machines 49 mounted on the vehicle in addition to the starter motor 11.
  • the secondary battery 25 may be, for example, a lithium ion battery rated at 200 V.
  • the secondary battery 25 includes a sensor unit 41.
  • the sensor unit 41 is a voltage sensor that detects the open circuit voltage of the secondary battery 25 (hereinafter, also referred to as “battery voltage”) and a temperature sensor that detects the temperature of the secondary battery 25 (hereinafter, also referred to as “battery temperature”). Has a function.
  • the secondary battery 25 is an aspect of the power storage device in the present invention, and the power storage device is not limited to the secondary battery as long as it can store the generated power of the motor generator 13.
  • the power storage device may be any one of a lithium ion battery, a nickel hydrogen battery, a lead storage battery, an alkaline storage battery, a capacitor, a power storage device using a flywheel, and the like.
  • the vehicle control system 1 includes a plurality of electronic control units (ECUs: Electronic Control Units) connected to a communication bus 100 such as CAN (Controller Area Network).
  • ECUs Electronic Control Units
  • CAN Controller Area Network
  • Each ECU is configured to include, for example, a microcomputer or a microprocessor unit.
  • a part or all of each ECU may be configured by an updatable firmware or the like, or may be a program module or the like executed by a command from a CPU (Central Processing Unit) or the like.
  • CPU Central Processing Unit
  • each ECU is provided with a storage device (not shown) that stores a program executed by a microcomputer or the like, parameters used for various calculations, detection data, information on calculation results, and the like.
  • the storage device may be, for example, a storage element such as RAM (Random Access Memory) or ROM (Read Only Memory), and may be an HDD (Hard Disk Drive), SSD (Solid State Drive), CD-ROM, storage device, or the like. It may be a storage device.
  • the ECU includes an engine ECU 101 and a transmission ECU 103.
  • the engine ECU 101 controls an internal combustion engine 10 including a motor generator 13.
  • the transmission ECU 103 controls the automatic transmission 20 including the torque converter 21. Signals from various sensors and various control information transmitted via the communication bus 100 are input to each ECU.
  • Each ECU drives various actuators of the drive system based on these inputs.
  • the engine ECU 101 is configured to be able to execute forced power generation control to generate electric power for charging the secondary battery 25 by using the motor generator 13 when the storage rate of the secondary battery 25 falls below a predetermined threshold value.
  • the forced power generation control is a control for quickly charging the secondary battery 25 without stopping the internal combustion engine 10. For example, when the accessory switch of the vehicle is on and the ignition switch is turned on after continuing to use the auxiliary machine without starting the internal combustion engine 10, or after the vehicle is stopped for a long period of time, the vehicle control system 1 is used. Forced power generation control can be executed when the vehicle is started, and when the auxiliary machine is continuously used with a high load even while the vehicle is in use.
  • FIG. 2 is a block diagram showing a functional configuration related to forced power generation control of the secondary battery 25 in the configuration of the engine ECU 101.
  • the engine ECU 101 includes a storage rate acquisition unit 111, an ISG control unit 113, a required torque calculation unit 115, a power generation torque calculation unit 117, a target drive torque calculation unit 119, and an engine control unit 121.
  • the storage rate acquisition unit 111, the ISG control unit 113, the required torque calculation unit 115, the power generation torque calculation unit 117, the target drive torque calculation unit 119, and the engine control unit 121 are functions realized by executing a program by a microcomputer or the like. It may be there.
  • a crank angle sensor 15, an ignition switch 61, and a sensor unit 41 are connected to the engine ECU 101.
  • the crank angle sensor 15 detects the rotation angle of the crankshaft 17 of the internal combustion engine 10 and outputs the detected signal to the engine ECU 101.
  • the sensor unit 41 detects the battery voltage and the battery temperature, and outputs the detected signals to the engine ECU 101.
  • the storage rate acquisition unit 111 acquires information on the storage rate (SOC: State of Charge) of the secondary battery 25 from the battery unit including the secondary battery 25. If the battery unit including the secondary battery 25 does not have a function of calculating the electricity storage rate, the electricity storage rate acquisition unit 111 may be configured to calculate the electricity storage rate.
  • the method for calculating the storage rate is not particularly limited, but for example, the storage rate acquisition unit 111 calculates the storage rate of the secondary battery 25 based on the battery voltage and the battery temperature output from the sensor unit 41. ..
  • the ISG control unit 113 controls the drive of the motor generator 13.
  • the ISG control unit 113 drives the motor generator 13 when starting the internal combustion engine 10 to perform a cranking operation for rotating the crankshaft 17 of the internal combustion engine 10.
  • the ISG control unit 113 performs a cranking operation of the internal combustion engine 10 at least when the internal combustion engine 10 is restarted by idle stop control. Further, the ISG control unit 113 executes regenerative control for generating electric power for charging the secondary battery 25 by utilizing the rotational energy of the drive wheels 60 when the vehicle is decelerated.
  • the ISG control unit 113 uses the output torque of the internal combustion engine 10 to generate electric power for charging the secondary battery 25 when the storage rate of the secondary battery 25 is below a predetermined lower limit value.
  • the predetermined lower limit value is set, for example, to be equal to or higher than the storage rate required to execute the cranking operation of the internal combustion engine 10 a predetermined number of times or more. As a result, the possibility that the internal combustion engine 10 cannot be restarted by the idle stop control is reduced, and the idle stop control can be continued.
  • the ISG control unit 113 sets a target storage rate when executing the forced power generation control, and executes the forced power generation control until the storage rate of the secondary battery 25 reaches the target storage rate. At that time, in the present embodiment, the ISG control unit 113 performs forced power generation control while setting a target power generation current so that the execution time of forced power generation control is completed within a predetermined maximum target charging time set in advance. Run.
  • the target storage rate is set based on, for example, at least one of the degree of deterioration of the secondary battery 25 and the charge / discharge efficiency.
  • the maximum target charging time is set based on, for example, at least one of the power generation efficiency and the charge / discharge efficiency of the motor generator 13.
  • the maximum target charging time may be a preset fixed value, or may be set each time the forced power generation control is started to be executed.
  • the ISG control unit 113 may notify the occupants of the vehicle of the set maximum target charging time. For example, the ISG control unit 113 may display the execution time or the remaining time of the forced power generation control on a display screen such as an instrument panel in a vehicle or a display device of a navigation device. Alternatively, the ISG control unit 113 may notify the maximum target charging time or the remaining time until the charging is completed by voice via the speaker. In addition, the ISG control unit 113 may notify the maximum target charging time or the remaining time until charging is completed by an appropriate means.
  • the required torque calculation unit 115 calculates the required torque to be output from the internal combustion engine 10 in order to output the required driving force of the vehicle. For example, the required torque calculation unit 115 calculates the required torque based on the required acceleration and the engine speed. The required acceleration can be obtained based on the amount of operation of the accelerator pedal operated by the driver. Alternatively, if the vehicle is a vehicle capable of performing automatic driving control, the required acceleration may be obtained from a control device that controls automatic driving. The engine speed can be obtained based on the signal output from the crank angle sensor 15.
  • the power generation torque calculation unit 117 calculates the power generation torque to be output from the internal combustion engine 10 in order to generate the electric power to be charged in the secondary battery 25.
  • the power generation torque calculation unit 117 sets the power storage rate within a predetermined maximum target charging time when executing the forced power generation control of the secondary battery 25.
  • the target power generation current for raising the target power generation current is set, and the power generation torque required to generate the target power generation current is calculated.
  • the target storage rate is set to an appropriate value that is at least larger than the lower limit value used for determining the execution of forced power generation control.
  • the power generation torque calculation unit 117 obtains the required charging power based on the difference between the current power storage rate and the target power storage rate at the start of execution of the forced power generation control. Further, the power generation torque calculation unit 117 sets a target power generation current based on the required charging power and a predetermined maximum target charging time. The power generation torque calculation unit 117 may acquire information on the power consumption of the auxiliary machine and add the power generation current for the auxiliary machine to be consumed by the auxiliary machine to the target power generation current to obtain the power generation torque.
  • the target drive torque calculation unit 119 calculates the target drive torque of the internal combustion engine 10 by adding the target torque and the power generation torque.
  • the engine control unit 121 controls the drive of the internal combustion engine 10 based on the target drive torque. Specifically, the engine control unit 121 calculates the drive amount of the fuel injection valve, the throttle valve, the EGR valve (exhaust gas recirculation valve), etc. provided in the internal combustion engine 10 based on the target drive torque, and controls these. conduct. As a result, a part of the torque output from the internal combustion engine 10 is used to generate electric power for charging the secondary battery 25, and the remaining part is used as a driving force for the vehicle.
  • FIG. 3 is an explanatory diagram showing forced power generation control of a reference example executed immediately after the start of the internal combustion engine 10 in a state where the storage rate SOC of the secondary battery 25 is below the lower limit value SOC_lo, and is an explanatory diagram showing an engine under forced power generation control. The transition of the rotation speed Ne, the power generation torque Tq_gen, the power generation current cur_mg, and the storage rate SOC of the secondary battery 25 is shown.
  • the target power generation current cur_mg_ ⁇ increases as the elapsed time from the start of the vehicle control system 1 increases. Is getting bigger.
  • the power generation current cur_mg of the motor generator 13 fluctuates according to the fluctuation of the engine rotation speed Ne and the power generation efficiency of the motor generator 13. .. That is, the generated current cur_mg of the motor generator 13 fluctuates depending on the driving operation of the driver. Therefore, it is not possible to predict the time Ti_gen from the start of the forced power generation control until the storage rate SOC reaches the target storage rate SOC_tgt.
  • the power generation current cur_mg of the motor generator 13 often falls below the target power generation current cur_mg_ ⁇ when power is efficiently generated. Therefore, the execution time of forced power generation control may become long.
  • FIG. 4 is an explanatory diagram showing forced power generation control by the engine ECU 101 of the vehicle control system 1 according to the present embodiment, and shows engine rotation speed Ne, power generation torque Tq_gen, power generation current cur_mg, and secondary battery during forced power generation control. It shows the transition of the storage rate SOC of 25.
  • the target power generation current cur_mg_ ⁇ is shown, and the reference storage rate change line SOC_ ⁇ when the secondary battery 25 is charged by generating the target power generation current cur_mg_ ⁇ is shown.
  • the reference storage rate change line SOC_ ⁇ shown in FIG. 4 is merely an example, and the reference storage rate change line SOC_ ⁇ can change variously depending on how the target power generation current cur_mg_ ⁇ is set.
  • the engine ECU 101 obtains the required charging power based on the difference ⁇ SOC between the current storage rate SOC_st and the target storage rate SOC_tgt at the start of execution of the forced power generation control, and obtains the required required charging power and a predetermined maximum.
  • the target power generation current cur_mg_ ⁇ is set based on the target charging time Ti_tgt.
  • the required charging power can be obtained by multiplying the difference ⁇ SOC (%) between the current storage rate SOC_st and the target storage rate SOS_tgt by the 100% charging capacity of the secondary battery 25.
  • the target power generation current cur_mg_ ⁇ can be calculated by dividing this required charging power by the charging voltage of the secondary battery 25 and the maximum target charging time Ti_tgt.
  • the target power generation current cur_mg_ ⁇ is set in consideration of the power generation efficiency of the motor generator 13 and the charging efficiency of the secondary battery 25.
  • the example shown in FIG. 4 is an example in which forced power generation control is executed immediately after the start of the internal combustion engine 10, and the temperature of the control system 1 rises from a low temperature state. Along with this, the power generation efficiency of the motor generator 13 and the charging efficiency of the secondary battery 25 also gradually increase.
  • the target power generation current cur_mg_ ⁇ in a state not corrected by the feedback control sets the required charging power to the charging voltage of the secondary battery 25 and the maximum without considering the power generation efficiency of the motor generator 13 and the charging efficiency of the secondary battery 25. It may be a constant value obtained by dividing by the target charging time Ti_tgt.
  • the target power generation current cur_mg_ ⁇ of the motor generator 13 is also set to gradually increase as the temperature rises.
  • map information indicating the relationship between the battery temperature T_bat output from the sensor unit 41 and the charging efficiency ⁇ _bat of the secondary battery 25 or the power generation efficiency ⁇ _mg of the motor generator 13 is stored in advance, and the map information is referred to. Therefore, the target power generation current cur_mg_ ⁇ can be set.
  • the reference storage rate change line SOC_ ⁇ stores electricity when the motor generator 13 is generated according to the target power generation current cur_mg_ ⁇ so that the storage rate SOC of the secondary battery 25 becomes the target storage rate SOC_tgt when the maximum target charging time Ti_tgt elapses. It shows the transition of the rate SOC.
  • the power generation torque calculation unit 117 sequentially feedback-controls the power generation torque based on the difference between the reference storage rate SOC_X corresponding to the reference storage rate change line SOC_ ⁇ and the actual storage rate SOC_act. .. Specifically, when the actual storage rate SOC_act is lower than the reference storage rate SOC_X, the power generation torque calculation unit 117 feedback-controls the power generation torque based on the difference between the reference storage rate SOC_X and the actual storage rate SOC_act. ..
  • the power generation current cur_mg is increased from the target power generation current cur_mg_ ⁇ until the actual storage rate SOC_act catches up with the reference storage rate SOC_X, and the storage rate SOC of the secondary battery 25 becomes the target storage rate within the maximum target charging time. It will reach SOC_tgt.
  • FIG. 5 is an explanatory diagram showing an enlarged region O surrounded by a dotted line in the transition of the storage rate SOC shown in FIG.
  • the power generation torque calculation unit 117 includes the reference storage rate SOC_X_1 (SOC_X_2, SOC_X_3, SOC_X_4) corresponding to the reference storage rate change line SOC_ ⁇ and the actual storage rate SOC_act_1 (SOC_act_2, SOC_act_3, SOC_ac) for each predetermined calculation cycle Ti_1 to Ti_4. ), PID control is performed based on this difference, and the power generation torque is calculated.
  • the predetermined calculation cycle may be, for example, a calculation cycle defined by the processing capacity of the engine ECU 101.
  • the storage rate SOC of the secondary battery 25 can be efficiently increased to the target storage rate SOC_tgt along the reference storage rate change line SOC_ ⁇ .
  • the power generation torque calculation unit 117 feedback-controls the power generation torque based on the difference between the actual storage rate SOC_act and the reference storage rate SOC_X. If the actual storage rate SOC_act exceeds the standard storage rate SOC_X, charging may be completed earlier than the maximum target charging time, so the correction is not performed.
  • FIG. 6 is a flowchart showing the processing operation of the engine ECU 101.
  • the storage rate acquisition unit 111 of the engine ECU 101 acquires information on the storage rate SOC of the secondary battery 25 calculated by the battery controller provided in the secondary battery 25 (step S11).
  • the storage rate acquisition unit 111 may calculate the storage rate SOC based on the information output from the sensor unit 41 provided in the secondary battery 25.
  • the ISG control unit 113 of the engine ECU 101 determines whether or not the storage rate SOC of the secondary battery 25 acquired by the storage rate acquisition unit 111 is below the predetermined lower limit value SOC_lo (step S13).
  • the lower limit value SOC_lo is set to, for example, a storage rate equal to or higher than the storage rate at which the cranking operation at the time of restarting the internal combustion engine 10 by idle stop control can be executed. That is, the lower limit value SOC_lo of the storage rate SOC of the secondary battery 25 is set so that the internal combustion engine 10 cannot be restarted after the internal combustion engine 10 is automatically stopped by the idle stop control.
  • the ISG control unit 113 calculates the storage rate SOC (step S11) and determines whether the storage rate SOC is the lower limit value SOC_lo or more. (Step S13) is repeated.
  • the ISG control unit 113 sets the target storage rate SOC_tgt by forced power generation control (step S15). As described above, the target storage rate SOC_tgt is set based on, for example, at least one of the degree of deterioration and the charge / discharge efficiency of the secondary battery 25.
  • the power generation torque calculation unit 117 of the engine ECU 101 increases the storage rate SOC of the secondary battery 25 to the target storage rate SOC_tgt within the maximum target charging time Ti_tgt, so that the target power generation current is increased according to the maximum target charging time Ti_tgt.
  • Cur_mg_ ⁇ is set (step S17).
  • the maximum target charging time is set based on, for example, at least one of the power generation efficiency and the charge / discharge efficiency of the motor generator 13.
  • the maximum target charging time may be a preset fixed value, or may be set each time the forced power generation control is started to be executed.
  • the required charging power obtained based on the difference ⁇ SOC between the current storage rate SOC_st and the target storage rate SOC_tgt is divided by the charging voltage of the secondary battery 25 and the maximum target charging time Ti_tgt. Can be calculated by.
  • the target power generation current cur_mg_ ⁇ may be a constant value, and may be set based on the temperature that affects the charging efficiency of the secondary battery 25 and the power generation efficiency of the motor generator 13. In the present embodiment, as described above, the value of the target power generation current cur_mg_ ⁇ is set to gradually increase with the passage of time in consideration of the power generation efficiency of the motor generator 13 and the charging efficiency of the secondary battery 25.
  • the power generation efficiency map of the temperature-dependent motor generator 13 and the charge efficiency map of the temperature-dependent secondary battery 25 are created in advance and stored in a storage unit (not shown) of the engine ECU 101, and the power generation torque calculation unit 117 , The target power generation current cur_mg_ ⁇ is set with reference to these map information.
  • the power generation torque calculation unit 117 calculates the power generation torque to be output to the internal combustion engine 10 in order to generate the power to be charged in the secondary battery 25 using the motor generator 13 (step S19).
  • the power generation torque Tq_gen includes a target power generation current cur_mg_ ⁇ , a temperature-dependent power generation efficiency map of the motor generator 13, a temperature-dependent charging efficiency map of the secondary battery 25, and consumption of auxiliary equipment provided in the vehicle. It can be calculated based on the power.
  • the torque for power generation may be limited based on the internal combustion engine 10, the secondary battery 25, the motor generator 13, the required acceleration of the driver, and the like.
  • the target drive torque calculation unit 119 adds the power generation torque Tq_gen calculated by the power generation torque calculation unit 117 and the required torque Tq_veh calculated by the required torque calculation unit 115 based on the required acceleration of the vehicle to the internal combustion engine 10.
  • the target drive torque Tq_ice of is calculated (step S21).
  • the engine control unit 121 controls the drive of the internal combustion engine 10 based on the target drive torque Tq_ice calculated by the target drive torque calculation unit 119, and the ISG control unit 113 controls the power generation calculated by the power generation torque calculation unit 117.
  • the drive of the motor generator 13 is controlled so that power generation corresponding to the torque for use is generated (step S23).
  • the electric power generated by the motor generator 13 is charged into the secondary battery 25.
  • the ISG control unit 113 may notify the occupants of the vehicle of the maximum target charging time or the remaining time until the charging is completed.
  • the power generation torque calculation unit 117 determines whether or not the storage rate SOC of the secondary battery 25 rises along the reference storage rate change line SOC_ ⁇ (step S25).
  • the power generation torque calculation unit 117 determines step S25 for each calculation cycle defined by the processing capacity of the engine ECU 101, for example.
  • the storage rate SOC of the secondary battery 25 does not rise along the reference storage rate change line SOC_ ⁇ (S25 / No), that is, from the reference storage rate SOC_X on the reference storage rate change line SOC_ ⁇ to the actual state of the secondary battery 25.
  • the power generation torque calculation unit 117 is based on the difference between the reference storage rate SOC_X on the reference storage rate change line SOC_ ⁇ and the actual storage rate SOC_act. PID calculation is performed (step S29). Next, the power generation torque calculation unit 117 returns to step S19 and calculates the power generation torque Tq_gen by reflecting the result of the PID calculation. The power generation torque calculation unit 117 sets a correction coefficient for the power generation torque Tq_gen based on the difference between the reference storage rate SOC_X and the actual storage rate SOC_act, and calculates the power generation torque Tq_gen using the set correction coefficient. May be good.
  • the power generation torque calculation unit 117 determines the storage rate SOC of the secondary battery 25. Determines whether or not the target storage rate SOC_tgt has been reached (step S27).
  • the power generation torque calculation unit 117 returns to step S25, and the storage rate SOC of the secondary battery 25 is the reference storage rate. It is repeated to determine whether or not the increase is along the change line SOC_ ⁇ or in a state where the reference storage rate change line SOC_ ⁇ is exceeded.
  • the ISG control unit 113 and the power generation torque calculation unit 117 end the calculation related to the forced power generation control (step). S31). As a result, the forced power generation control is completed.
  • the target charging time Ti_tgt may be corrected to notify the maximum target charging time or the remaining time until charging is completed.
  • the vehicle control system 1 when the storage rate SOC of the secondary battery 25 drops below the lower limit value SOC_lo and the forced power generation control is executed, a predetermined maximum target is obtained.
  • the forced power generation control can be completed within the charging time Ti_tgt.
  • the control device engine ECU 101 sets the target power generation current cur_mg_ ⁇ for increasing the storage rate SOC to the target storage rate SOC_tgt according to the maximum target charging time Ti_tgt, and generates the target power generation current cur_mg_ ⁇ .
  • the power generation torque Tq_gen of the internal combustion engine 10 required for the above is obtained.
  • the control device controls the drive of the internal combustion engine 10 and the motor generator 13 based on the power generation torque Tq_gen. Therefore, it is possible to prevent the internal combustion engine 10 from being prohibited from stopping due to idle stop control for a long time or the output torque of the internal combustion engine 10 to be excessively increased to prevent deterioration of drivability and commercial value. Can be done.
  • the control device sets the target power generation current cur_mg_ ⁇ in consideration of the power generation efficiency of the motor generator 13 and the charging efficiency of the secondary battery 25. Therefore, the secondary battery 25 can be charged while the motor generator 13 generates power in a driving state with good power generation efficiency, and the energy efficiency can be improved.
  • the control device has the reference storage rate SOC_X on the reference storage rate change line SOC_ ⁇ when the secondary battery 25 is charged according to the target power generation current, and the actual storage rate.
  • PID control of the power generation torque Tq_gen is executed based on the difference from SOC_act. Therefore, the storage rate SOC of the secondary battery 25 can be increased to the target storage rate SOC_tgt within the maximum target charging time Ti_tgt while maintaining the state of high power generation efficiency.
  • the control device may notify the occupants of the vehicle of the set maximum target charging time Ti_tgt or the remaining time until the charging is completed. As a result, the occupant can know when the forced power generation control ends, and even if the internal combustion engine 10 is not automatically stopped by the idle stop control, the occupant does not feel uncomfortable. can.
  • the vehicle control system 1 is a vehicle control system including an internal combustion engine 10 as a vehicle drive source, but the present invention is not limited to such an example.
  • the vehicle control system may be a hybrid vehicle control system including an internal combustion engine and a drive motor as a vehicle drive source. In this case, if the vehicle is restarted by the drive motor after the internal combustion engine 10 is automatically stopped by the idle stop control, the secondary battery that is the supply source of the electric power supplied to the drive motor by the forced power generation control is used. Charging is done.
  • the engine ECU 101 has a function of calculating the maximum target charging time, the target power generation current, and the power generation torque when executing the forced power generation control.
  • the invention is not limited to such examples.
  • the engine ECU 101, the motor generator 13, or the control device that integrally controls the control device of the drive motor may have the function.
  • vehicle control system 1 is an example of a control system including an automatic transmission, but the present invention is not limited to such an example.
  • the present invention can also be applied to a vehicle control system 1 provided with a manual transmission.

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

Abstract

L'invention concerne un système de commande de véhicule qui peut augmenter l'état de charge d'un dispositif de stockage d'énergie à un état de charge cible prescrit dans une période cible.　La présente invention comprend : un moteur à combustion interne (10) qui délivre en sortie le couple d'entraînement d'un véhicule ; un moteur (13) qui est entraîné par le couple de sortie du moteur à combustion interne (10) et génère de l'énergie ; un dispositif de stockage d'énergie (25) qui peut stocker l'énergie générée à partir du moteur (13) ; et un dispositif de commande (101) qui peut mettre en œuvre une commande de génération forcée dans laquelle, lorsque l'état de charge du dispositif de stockage d'énergie (25) tombe au-dessous d'une valeur minimale prescrite, le moteur (13) est amené à utiliser le couple de sortie du moteur à combustion interne (10) pour générer de l'énergie qui charge le dispositif de stockage d'énergie (25), pendant la commande de génération forcée, le moteur à combustion interne (10) étant commandé sur la base de l'état de charge actuel du dispositif de stockage d'énergie (25) et d'un état de charge cible prescrit.
PCT/JP2021/005752 2020-03-20 2021-02-16 Système de commande de véhicule, dispositif de commande de véhicule et procédé de commande dudit dispositif de commande WO2021186991A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112021001763.2T DE112021001763T5 (de) 2020-03-20 2021-02-16 Fahrzeugsteuerungssystem, Fahrzeugsteuerungsvorrichtung und Steuerungsverfahren der Steuerungsvorrichtung
JP2022508147A JP7298013B2 (ja) 2020-03-20 2021-02-16 車両の制御システム、車両の制御装置及び該制御装置の制御方法

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004222443A (ja) * 2003-01-16 2004-08-05 Nissan Motor Co Ltd 車両の駆動力制御装置
JP2012183915A (ja) * 2011-03-04 2012-09-27 Toyota Motor Corp ハイブリッド自動車
JP2015217690A (ja) * 2014-05-14 2015-12-07 トヨタ自動車株式会社 車両制御装置、車両および車両制御方法
JP2017013741A (ja) * 2015-07-06 2017-01-19 トヨタ自動車株式会社 ハイブリッド車両の制御装置

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5418785B2 (ja) * 2010-06-03 2014-02-19 三菱自動車工業株式会社 ハイブリッド車両の蓄電制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004222443A (ja) * 2003-01-16 2004-08-05 Nissan Motor Co Ltd 車両の駆動力制御装置
JP2012183915A (ja) * 2011-03-04 2012-09-27 Toyota Motor Corp ハイブリッド自動車
JP2015217690A (ja) * 2014-05-14 2015-12-07 トヨタ自動車株式会社 車両制御装置、車両および車両制御方法
JP2017013741A (ja) * 2015-07-06 2017-01-19 トヨタ自動車株式会社 ハイブリッド車両の制御装置

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