WO2021192528A1 - Dispositif de commande hybride et procédé de commande de dispositif de commande hybride - Google Patents

Dispositif de commande hybride et procédé de commande de dispositif de commande hybride Download PDF

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Publication number
WO2021192528A1
WO2021192528A1 PCT/JP2021/001179 JP2021001179W WO2021192528A1 WO 2021192528 A1 WO2021192528 A1 WO 2021192528A1 JP 2021001179 W JP2021001179 W JP 2021001179W WO 2021192528 A1 WO2021192528 A1 WO 2021192528A1
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Prior art keywords
flow path
control device
fluid medium
hybrid control
engine
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PCT/JP2021/001179
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English (en)
Japanese (ja)
Inventor
坂口　重幸
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日立Astemo株式会社
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Publication of WO2021192528A1 publication Critical patent/WO2021192528A1/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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using AC induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/14—Indicating devices; Other safety devices
    • F01P11/16—Indicating devices; Other safety devices concerning coolant temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/12—Arrangements for cooling other engine or machine parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/20—Cooling circuits not specific to a single part of engine or machine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention relates to a hybrid control device and a control method for the hybrid control device.
  • hybrid (HV) vehicles developed for the purpose of improving environmental performance have become widespread.
  • the hybrid vehicle is provided with two drive sources, a fuel-burning engine and a driving motor, and is equipped with an inverter that converts the direct current from the battery into alternating current and supplies it to the driving motor. There is.
  • the hybrid vehicle in addition to cooling the engine, it is also necessary to cool the motor and inverter for hybrid driving. Therefore, the hybrid vehicle is provided with two cooling channels, a cooling channel for cooling the engine and a cooling channel for cooling the hybrid system, and the fluid medium is circulated in each cooling channel to circulate the engine or the hybrid system. Is cooling.
  • Patent Document 1 heat is transferred from the HV cooling water to the engine cooling water by transferring the heat of the HV (hybrid) cooling water to the engine cooling water, and the heat is heated by the waste heat of the traveling motor and the inverter. It is disclosed that the heat of the HV cooling water heats the engine cooling water, and the waste heat of the traveling motor and the inverter is used for warming up the engine.
  • the hybrid control device includes a fuel combustion type engine having a cylinder head, a radiator for cooling a circulating fluid medium, a traveling electric motor, a power conversion unit for driving the electric motor, and the cylinder head. Controls the flow path forming body that circulates the fluid medium through the power conversion unit and the electric motor, and the flow path of the flow path forming body, and also controls the driving of the electric motor and the power conversion unit.
  • the control unit heats the fluid medium by increasing the heat generated by the power conversion unit or the electric motor.
  • the control method of the hybrid control device forms a high-power heat-generating flow path that circulates a fluid medium through the cylinder head of a fuel-burning engine, a power conversion unit that drives a traveling motor, and the motor.
  • the fluid medium is heated by increasing the heat generated by the power conversion unit or the electric motor.
  • fuel efficiency can be improved by raising the temperature of the fluid medium as needed even during EV traveling.
  • FIG. 1 is a configuration diagram showing a hybrid control device 100, and shows an engine cooling flow path during engine operation.
  • the fuel combustion type engine 10 includes a cylinder head 11, a cylinder block 12, a heater core 13, and an EGR cooler 14.
  • the flow path through which the fluid medium passes from the cylinder head 11 to the cylinder block 12 reaches the water pump 23 via the flow path switching valve 22 and returns to the cylinder head 11.
  • the flow path through which the fluid medium passes from the cylinder head 11 to the heater core 13 reaches the water pump 23 from the EGR cooler 14 via the flow path switching valve 22 and returns to the cylinder head 11.
  • the flow path through which the fluid medium passes from the cylinder head 11 to the radiator 20 includes a reservoir tank 21, reaches the water pump 23 from the radiator 20 via the flow path switching valve 22, and returns to the cylinder head 11.
  • the fluid medium also flows to the flow path switching valve 24 from the middle of the path from the radiator 20 to the flow path switching valve 22.
  • the fluid medium has a path from the middle of the path from the heater core 13 to the EGR cooler 14 to the flow path switching valve 24.
  • the flow path is provided. Due to the action of the switching valve 24, the path flowing from the heater core 13 to the flow path switching valve 24 is blocked.
  • the fluid medium emitted from the flow path switching valve 24 joins the flow path connecting the flow path switching valve 22 and the water pump 23 via the power conversion unit 25 of the high-power system, the heat generating element 27, the motor 28, and the generator 29. ..
  • the power conversion unit 25 converts the DC power supplied from the battery 26 into AC power by an electric system (not shown), and drives the electric motor 28 for traveling the vehicle.
  • the generator 29 is coupled to the engine 10 and generates electricity while the engine 10 is operating to charge the battery 26.
  • the heat generating element 27 is, for example, a PTC heater or a Pelche element, and is incorporated in the flow path in the middle of the flow path or in the flow path in the power conversion unit 25, and is driven by a signal from the control unit 30 to heat the fluid medium.
  • the heat generating element 27 is driven. Although it is not done, it may be driven if the engine water temperature is low.
  • the control unit 30 controls the flow path of the flow path forming body through which the fluid medium passes, and also controls the drive of the power conversion unit 25 and the electric motor 28.
  • the flow path forming body forms a flow path for circulating the fluid medium through at least the cylinder head 11, the power conversion unit 25, and the electric motor 28, and the flow path is controlled by the control unit 30.
  • control unit 30 includes a water temperature ETW of the engine 10 from a temperature sensor (not shown) provided in the vicinity of the engine 10, an outside air temperature OT of the vehicle, a heat generation command AC from the air conditioner, and a blower from the air conditioner.
  • the fan signal BC, the deceleration NA of the vehicle, and the SOC (charged state) BT of the battery 26 are input. Further, the control unit 30 obtains the rate of decrease ETV of the water temperature ETW based on the input water temperature ETW of the engine 10.
  • control unit 30 controls the switching signals SW1 and SW2 to the flow path switching valves 22 and 24 to the power conversion unit 25, the heat generating element 27, and the motor 28, respectively, based on the input environmental information.
  • the signals CT1, CT2, and CT3 are output.
  • the control unit 30 While the engine is running, the control unit 30 outputs the switching signals SW1 and SW2 to the flow path switching valves 22 and 24. As a result, as shown in FIG. 1, the control unit 30 forms an engine cooling flow path in which the fluid medium circulates from the cylinder head 11 through the heater core 13 and the radiator 20 when the vehicle is running the engine.
  • the fluid medium cooled by the radiator 20 cools the engine 10 via the flow path switching valve 22 and the water pump 23.
  • the flow path area of the flow path switching valve 22 is controlled according to the temperature required from the air conditioner or the like. Further, the fluid medium cooled by the radiator 20 cools the power conversion unit 25 and the electric motor 28, which are high-power systems, via the flow path switching valve 24.
  • FIG. 2 is a configuration diagram showing the hybrid control device 100, and shows a high electric system heat generation flow path formed when the vehicle is in the EV traveling mode.
  • EV running means stopping the operation of the fuel combustion type engine 10 and driving the running electric motor 28 to run the vehicle.
  • control unit 30 In the case of EV traveling, the control unit 30 outputs switching signals SW1 and SW2 to the flow path switching valves 22 and 24, respectively, and as shown in FIG. 2, the fluid medium is powered from the cylinder head 11 via the heater core 13. A high electric power generation flow path that circulates to the conversion unit 25 is formed.
  • the flow path through which the fluid medium passes from the cylinder head 11 to the cylinder block 12 is blocked by the flow path switching valve 22. Further, the flow path through which the fluid medium passes from the cylinder head 11, the heater core 13, and the EGR cooler 14 is blocked by the flow path switching valve 22. Further, the flow path through which the fluid medium passes from the cylinder head 11 to the radiator 20 is blocked by the flow path switching valve 22. Further, the flow path through which the fluid medium flows from the radiator 20 to the flow path switching valve 22 to the flow path switching valve 24 is also closed. Instead, the flow path switching valve 24 forms a path that flows from the middle of the path from the heater core 13 to the EGR cooler 14 to the flow path switching valve 24.
  • the fluid medium passes from the cylinder head 11 through the heater core 13, the flow path switching valve 24, the power conversion unit 25, the heat generating element 27, the electric motor 28, and the generator 29, that is, through the high electric system, and the flow path switching valve 22. Joins the flow path connecting the water pump 23 and the water pump 23.
  • the control unit 30 is based on at least one of the water temperature ETW, the water temperature decrease rate ETV, the outside air temperature OT, the heat generation command AC from the air conditioner, the blower fan signal BC or the vehicle deceleration NA, and the SOC of the battery 26.
  • the fluid medium is heated based on the BT.
  • FIG. 3 is a circuit configuration diagram of the power conversion unit 25.
  • the inverter 251 in the power conversion unit 25 has a UVW phase upper and lower arm series circuit.
  • the U-phase upper and lower arm series circuit includes a U-phase upper arm switching element Tuu and a U-phase upper arm diode Du, and a U-phase lower arm switching element Tu and a U-phase lower arm diode Dul.
  • the V-phase upper and lower arm series circuit includes a V-phase upper arm switching element Tv and a V-phase upper arm diode Dvu, and a V-phase lower arm switching element Tvr and a V-phase lower arm diode Dvl.
  • the W-phase upper and lower arm series circuit includes a W-phase upper arm switching element Twoo and a W-phase upper arm diode Dwoo, and a W-phase lower arm switching element Twl and a W-phase lower arm diode Dwl.
  • the switching element is, for example, a power MOSFET (Metal Oxide Semiconductor Field Effect Transistor) or an IGBT (Insulated Gate Bipolar Transistor).
  • MOSFET Metal Oxide Semiconductor Field Effect Transistor
  • IGBT Insulated Gate Bipolar Transistor
  • the smoothing capacitor 252 smoothes the current generated by ON / OFF of the switching element and suppresses the ripple of the direct current supplied from the battery 26 to the inverter 251.
  • the smoothing capacitor 252 for example, an electrolytic capacitor or a film capacitor is used.
  • the motor control unit 253 performs pulse width modulation based on the three-phase voltage command Vc and the drive frequency Fc, generates a gate signal for driving the inverter 251 and outputs this gate signal to the switching element of the inverter 251.
  • the inverter 251 generates heat when the switching element is turned on and off.
  • the motor control unit 253 increases the drive frequency Fc in response to the control signal CT1 from the control unit 30 to increase the switching loss of the switching element. This increases the heat generation of the switching element.
  • the motor control unit 253 increases the reactive current by adjusting the phase of the motor in response to the control signal CT3 from the control unit 30, and increases the current consumption and the copper loss. This increases the heat generation of the motor 28.
  • the inverter 251 drives the motor 28 by converting the DC power obtained from the battery 26 into AC power during power running. Further, at the time of regeneration, the power of the motor 28 is converted into DC power to charge the battery 26.
  • each switching element is molded, and the flow path is arranged in the vicinity of the sealed switching element.
  • the drive frequency Fc is increased in response to the control signal CT1 from the control unit 30, and the switching loss of the switching element is increased, so that the fluid medium of the flow path formed in the power conversion unit 25 can be heated. ..
  • the heat generating element 27 is arranged in the flow path in the inverter 251 but may be arranged at any position in the high electric system heat generating flow path.
  • the motor 28 is driven by the inverter 251 to generate heat.
  • a flow path is formed inside the motor 28 while maintaining electrical insulation.
  • FIGS. 4 (A) to 4 (F) are graphs showing setting values corresponding to environmental information. These set values are stored in advance in the control unit 30.
  • the control unit 30 reads out the set value corresponding to the detected environmental information, performs the processing described later, and outputs the switching signals SW1 and SW2 and the control signals CT1, CT2, and CT3. ..
  • the horizontal axis shows the water temperature ETW of the engine 10
  • the vertical axis shows the output value kETW.
  • the output value kETW outputs 0 to 1 corresponding to the detected water temperature ETW of the engine 10, for example, 0 ° C. to 100 ° C.
  • the output value kETW outputs 1
  • the output value kETW gradually changes from 1 to 0, and the water temperature ETW becomes 0.
  • the output value kETW outputs 0.
  • the horizontal axis shows the outside air temperature OT
  • the vertical axis shows the output value kOT.
  • the output value kOT outputs 0 to 1 in response to the detected outside air temperature OT, for example, 0 ° C. to 50 ° C.
  • the output value kOT outputs 1
  • the output value kOT gradually changes from 1 to 0, and the outside air.
  • the output value kOT outputs 0.
  • the horizontal axis shows the heat generation command AC from the air conditioner
  • the vertical axis shows the output value kAC. If the heat generation command AC is turned off due to the operation of the air conditioner or the like, the output value kAC outputs 0. If the heat generation command AC is ON, the output value kAC outputs 1.
  • the horizontal axis shows the blower fan signal BC
  • the vertical axis shows the output value kBC. If the blower fan signal BC is OFF due to the operation of the blower fan or the like, the output value kBC outputs 0. If the blower fan signal BC is ON, the output value kBC outputs 1.
  • the horizontal axis shows the deceleration NA of the vehicle
  • the vertical axis shows the output value kNA.
  • the horizontal axis shows the SOC (charged state) BT of the battery 26, and the vertical axis shows the output value kBT.
  • the output value kBT outputs 0, and as the SOC (charged state) BT changes from about 30% to about 60%, the output value kBT starts from 0. It gradually becomes 1, and when the SOC (charged state) BT is larger than about 60%, the output value kBT outputs 1.
  • control unit 30 obtains the lowering speed ETV of the water temperature ETW based on the water temperature ETW of the engine 10, and stores in advance the relationship between the lowering speed ETV and its output value kETV as a set value. For example, when the decrease rate ETV of the water temperature ETW is fast, the output value kETV gradually approaches 1, and as the decrease rate ETV decreases, the output value kETV gradually approaches 0.
  • the control unit 30 Based on the input environmental information, the control unit 30 obtains an output value with reference to the set values shown in FIGS. 4 (A) to 4 (F) and the like, and obtains an output value from the following equation (1).
  • ELHL (kETW + kETV + kOT + kAC + kBC + kNA) x kBT (1)
  • ELHL 1 or more, it is set to 1.
  • the SOC of the battery 26 is given high priority. For example, when the SOC of the battery 26 is low, the heat generated by the high-power system that consumes the DC power of the battery 26 is reduced.
  • FIG. 5 is a graph showing the correspondence between the high electric system heat generation level ELHL and the control signal.
  • the horizontal axis of the figure shows the high electric system heat generation level ELHL, and the vertical axis shows the drive frequency Fc of the inverter 251 by the control signal CT1 and the reactive current of the motor 28 by the control signal CT3.
  • the control unit 30 determines the drive frequency Fc of the inverter 251 and the reactive current of the motor 28 corresponding to the high electric system heat generation level ELHL obtained from the equation (1), and converts the control signals CT1 and CT3 into electric power. Output to unit 25.
  • the heat generating element 27 may be driven by outputting the control signal CT2 corresponding to the high electric system heat generation level ELHL. For example, when the high electric system heat generation level ELHL is about 0.8 or more, the signal for driving the heat generation element 27 is gradually increased to output the control signal CT2 so that the fluid medium generates heat.
  • FIG. 5 shows an example in which control signals CT1 and CT3 are output at the same time corresponding to the high electric system heat generation level ELHL, but the present invention is not limited to this.
  • the control signal CT1 is output first in response to the high-electricity heat generation level ELHL, the control signal CT2 is output when further heating is required, and the control signal CT3 is output when further heating is required. It may be output stepwise.
  • FIG. 6 is a flowchart showing the control of high-voltage heat generation in the control unit 30.
  • the program shown in this flowchart can be executed by a computer equipped with a CPU, memory, and the like. All processing or some processing may be realized by a hard logic circuit. Further, this program can be provided by being stored in the storage medium of the hybrid control device 100 in advance. Alternatively, the program can be stored and provided in an independent storage medium, or the program can be recorded and stored in the storage medium of the hybrid control device 100 via a network line. It may be supplied as a computer-readable computer program product in various forms such as a data signal (carrier wave). All or part of the processing of the program shown in the flowchart of FIG. 6 may be executed by the motor control unit 253 or another control unit in the hybrid control device 100.
  • step S301 of FIG. 6 the control unit 30 determines whether the vehicle is in the EV traveling mode. If the vehicle is not in the EV driving mode, the control shown in the flowchart of FIG. 6 is terminated. The control shown in the flowchart of FIG. 6 is repeatedly executed at predetermined time intervals. If the vehicle is in the EV driving mode, the process proceeds to the next step S302.
  • step S302 the control unit 30 outputs switching signals SW1 and SW2 to the flow path switching valves 22 and 24, respectively, and as shown in FIG. 2, the fluid medium passes through the cylinder head 11 to the heater core 13 in the flow path forming body.
  • the switch is switched to a high-power heat-generating flow path that circulates to the power conversion unit 25.
  • the flow path forming body is switched to the engine cooling flow path as shown in FIG.
  • a flow path in which all the fluid medium flows only in the high-power heat generation flow path will be described as an example, but a part of the fluid medium may flow through the engine cooling flow path, and the vehicle The flow rate is controlled based on the operating condition and the like. Then, the process proceeds to step S303.
  • step S303 the control unit 30 reads the environmental information related to the temperature. That is, the water temperature ETW, the outside air temperature OT, the heat generation command AC from the air conditioner, the blower fan signal BC, the vehicle deceleration NA, and the battery SOC BT are read. Further, the decrease rate ETV of the water temperature ETW is obtained based on the read water temperature ETW of the engine 10. Then, the process proceeds to step S304.
  • step S304 the control unit 30 refers to the set values shown in FIGS. 4 (A) to 4 (F) and refers to the output values kETW, kETV, kOT, kAC, kBC, kNA, and kBT corresponding to the environmental information.
  • the high electric system heat generation level ELHL is obtained based on the equation (1).
  • the process proceeds to step S305. If the control permission condition is not satisfied, the control shown in the flowchart of FIG. 6 is terminated. For example, if the SOC of the battery is about 30% or less, the result of the equation (1) is 0, and the control permission condition is not satisfied.
  • step S305 the control unit 30 determines the drive frequency Fc of the inverter 251 and the reactive current of the motor 28 in response to the high electric power generation level ELHL obtained from the equation (1), and outputs the control signals CT1 and CT3. Output to the power conversion unit 25.
  • the heat generating element 27 may be driven by outputting the control signal CT2 corresponding to the high electric system heat generation level ELHL. As a result, the fluid medium in the high-voltage heating flow path is heated.
  • the heated fluid medium circulates through the water pump 23 and the cylinder head 11 to the heater core 13 and the flow path switching valve 24.
  • the fluid medium whose temperature has risen due to heating can be supplied to the cylinder head 11 and the heater core 13 even during EV traveling.
  • the rate of decrease in the water temperature of the engine 10 can be reduced, and the operating time of the engine 10 can be increased by lengthening the time until the engine 10 is restarted. It is effective in reducing fuel and exhaust gas.
  • the fluid medium whose temperature has risen is supplied to the heater core 13, so that the air conditioning performance can be maintained.
  • FIG. 7 is a time chart showing the control of the high electric system heat generation flow path in the EV traveling mode after warming up.
  • FIG. 7 (A) shows the vehicle speed
  • FIG. 7 (B) shows the engine speed
  • FIG. 7 (C) shows the engine water temperature
  • FIG. 7 (D) shows the heat generation request of the strong electric system
  • the horizontal axis shows the time. Is.
  • the engine water temperature gradually decreases in the EV driving mode after warming up. It is assumed that the engine 10 starts when the engine water temperature drops to 60 ° C. At time t1, it is assumed that the control unit 30 turns on the high electric system heat generation request as shown in FIG. 7 (D) by the control of steps S304 and S305 of FIG. 6 based on the environmental information related to the temperature. As a result, the fluid medium in the high-electricity heat generation flow path is heated, and as shown by the solid line in FIG. 7C, the rate of decrease in the engine water temperature slows down.
  • the dotted line in FIG. 7C shows the engine water temperature when the fluid medium is not heated. If the fluid medium is not heated, the engine water temperature drops quickly to 60 ° C., and as a result, the engine 10 starts early, as shown by the dotted line in FIG. 7 (B). However, when the fluid medium in the high-electric heat generation flow path is heated, the engine water temperature reaches 60 ° C. at time t2, and at this time, the engine 10 starts. That is, the start of the engine can be delayed by the period of T1 shown in FIG. 7 (B).
  • the control unit 30 turns on the high-electricity heat generation request as shown in FIG. 7 (D) by controlling steps S304 and S305 of FIG. 6 based on the environmental information related to the temperature. Then, since the fluid medium is heated, the engine water temperature reaches 60 ° C. at time t4, and at this time, the engine 10 starts. That is, the start of the engine can be delayed by the period of T2 shown in FIG. 7 (B). As a result, when the operation of the engine 10 is stopped and the engine is running in EV, the rate of decrease in the water temperature of the engine 10 can be reduced, and the operating time of the engine 10 can be increased by lengthening the time until the engine 10 is restarted. It is effective in reducing fuel and exhaust gas.
  • the engine speed shown in FIG. 7B fluctuates according to the vehicle speed shown in FIG. 7A.
  • FIG. 8 is a time chart showing the control of high-power system heat generation in the EV driving mode at cold temperature.
  • FIG. 8 (A) shows the vehicle speed
  • FIG. 8 (B) shows the engine speed
  • FIG. 8 (C) shows the engine water temperature
  • FIG. 8 (D) shows the heat generation request of the strong electric system
  • the horizontal axis shows the time. Is.
  • the control unit 30 When the vehicle is EV traveling, at time t1, the control unit 30 generates heat from the high electric system as shown in FIG. 8 (D) under the control of steps S304 and S305 of FIG. 6 based on the environmental information related to the temperature.
  • the request is turned on.
  • the fluid medium in the high-electricity heat generation flow path is heated, and as shown by the solid line in FIG. 8C, the rate of increase in the engine water temperature is increased.
  • the dotted line in FIG. 8C shows the engine water temperature when the fluid medium is not heated.
  • the engine 10 starts at time t2.
  • the fluid medium whose temperature has risen is supplied to the heater core 13, so that the air conditioning performance can be improved.
  • the engine water temperature is raised during EV driving, and the exhaust gas concentration at engine starting is reduced.
  • the hybrid control device 100 includes a fuel combustion type engine 10 having a cylinder head 11, a radiator 20 for cooling a circulating fluid medium, a traveling electric motor 28, and a power conversion unit for driving the motor 28. 25, a flow path forming body that circulates a fluid medium through the cylinder head 11, the power conversion unit 25, and the motor 28 (forming a flow path that passes through the cylinder head 11, the power conversion unit 25, and the motor 28), and a flow path formation.
  • the motor 28 and the control unit 30 for controlling the drive of the power conversion unit 25 are provided. Heat. As a result, fuel efficiency can be improved by raising the temperature of the fluid medium as needed even during EV traveling.
  • the control method of the hybrid control device 100 is a strong electric system heat generation in which a fluid medium is circulated through a cylinder head 11 of a fuel combustion type engine 10, a power conversion unit 25 for driving a traveling electric motor 28, and the electric motor 28.
  • a flow path is formed to increase the heat generated by the power conversion unit 25 or the electric motor 28 to heat the fluid medium.
  • fuel efficiency can be improved by raising the temperature of the fluid medium as needed even during EV traveling.
  • V-phase upper arm switching element Dvu ... V-phase upper arm diode, Tvr. ⁇ ⁇ V phase lower arm switching element, Dvl ⁇ ⁇ ⁇ V phase lower arm diode, Tuu ⁇ ⁇ ⁇ W phase upper arm switching element, Dwoo ⁇ ⁇ ⁇ W phase upper arm diode, Twl ⁇ ⁇ ⁇ W phase lower arm switching element , Dwl ... W phase lower arm diode.

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

Abstract

Il existe un problème selon lequel la consommation de carburant est réduite dans un cas où une unité de conversion de puissance telle qu'un onduleur n'est pas utilisée efficacement et une température d'un milieu fluide tel qu'une eau de refroidissement de moteur est faible. Pendant un déplacement de VE, une unité de commande (30) délivre des signaux de commutation (SW1 et SW2) à des soupapes de commutation de trajet d'écoulement, (22 et 24) respectivement, pour former un trajet d'écoulement de forte génération de chaleur d'électricité dans lequel un milieu fluide circule d'une culasse de cylindre (11) vers une unité de conversion de puissance (25) par l'intermédiaire d'un faisceau de chaufferette (13) tel que représenté sur la figure 2. Puis, sur la base d'au moins l'une d'une température d'eau (ETW), d'une vitesse de réduction (ETV) d'une température d'eau, d'une température d'air extérieur (OT), d'une instruction de génération de chaleur (AC) provenant d'un climatiseur, d'un signal de ventilateur de soufflante (BC) et d'une décélération (NA) d'un véhicule et sur la base de BT représentant un état de charge d'une batterie, l'unité de commande (30) augmente une génération de chaleur de l'unité de conversion de puissance (25) ou d'un moteur (28) pour chauffer le milieu fluide.
PCT/JP2021/001179 2020-03-23 2021-01-15 Dispositif de commande hybride et procédé de commande de dispositif de commande hybride WO2021192528A1 (fr)

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WO2023193735A1 (fr) * 2022-04-06 2023-10-12 长城汽车股份有限公司 Procédé et appareil de régulation de la température de l'eau d'un moteur, dispositif et support

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JPH1122466A (ja) * 1997-07-04 1999-01-26 Nissan Motor Co Ltd ハイブリッド型電気自動車の冷却装置
JP2004162860A (ja) * 2002-11-15 2004-06-10 Daikin Ind Ltd 自律型インバータ駆動油圧ユニットの昇温制御方法およびその装置
JP2007182857A (ja) * 2006-01-10 2007-07-19 Toyota Motor Corp 冷却装置
JP2010119282A (ja) * 2008-10-17 2010-05-27 Denso Corp 熱マネージメントシステム
JP2010125954A (ja) * 2008-11-27 2010-06-10 Mazda Motor Corp ハイブリッド車両のモータ制御装置
WO2016031089A1 (fr) * 2014-08-27 2016-03-03 三菱電機株式会社 Système d'entraînement
JP2018188112A (ja) * 2017-05-12 2018-11-29 株式会社豊田中央研究所 モータ制御装置

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Publication number Priority date Publication date Assignee Title
JPH1122466A (ja) * 1997-07-04 1999-01-26 Nissan Motor Co Ltd ハイブリッド型電気自動車の冷却装置
JP2004162860A (ja) * 2002-11-15 2004-06-10 Daikin Ind Ltd 自律型インバータ駆動油圧ユニットの昇温制御方法およびその装置
JP2007182857A (ja) * 2006-01-10 2007-07-19 Toyota Motor Corp 冷却装置
JP2010119282A (ja) * 2008-10-17 2010-05-27 Denso Corp 熱マネージメントシステム
JP2010125954A (ja) * 2008-11-27 2010-06-10 Mazda Motor Corp ハイブリッド車両のモータ制御装置
WO2016031089A1 (fr) * 2014-08-27 2016-03-03 三菱電機株式会社 Système d'entraînement
JP2018188112A (ja) * 2017-05-12 2018-11-29 株式会社豊田中央研究所 モータ制御装置

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023193735A1 (fr) * 2022-04-06 2023-10-12 长城汽车股份有限公司 Procédé et appareil de régulation de la température de l'eau d'un moteur, dispositif et support

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