WO2022163410A1 - Dispositif de commande d'entraînement et procédé de commande d'entraînement - Google Patents

Dispositif de commande d'entraînement et procédé de commande d'entraînement Download PDF

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Publication number
WO2022163410A1
WO2022163410A1 PCT/JP2022/001420 JP2022001420W WO2022163410A1 WO 2022163410 A1 WO2022163410 A1 WO 2022163410A1 JP 2022001420 W JP2022001420 W JP 2022001420W WO 2022163410 A1 WO2022163410 A1 WO 2022163410A1
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Prior art keywords
internal combustion
combustion engine
engine
operating point
motor
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PCT/JP2022/001420
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English (en)
Japanese (ja)
Inventor
大悟 伊藤
隆昌 堀
竜三 加山
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株式会社デンソー
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Publication of WO2022163410A1 publication Critical patent/WO2022163410A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • 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
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
    • 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
    • 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

Definitions

  • the present disclosure relates to a vehicle drive control device and a drive control method.
  • Patent Document 1 Conventionally, hybrid vehicles equipped with an engine and a motor are known to perform torque assist and regenerative power generation using the motor (for example, Patent Document 1).
  • torque assist is performed by two electric motors. This eliminates torque shortage and increases the chances of setting the engine operating point to the optimum fuel efficiency state.
  • a hybrid vehicle that uses an internal combustion engine is also provided with an exhaust purification system for purifying exhaust gas. For example, based on the amount of NOx emitted from the engine, the amount of reducing agent supplied to the NOx purification catalyst is controlled to purify the exhaust gas.
  • the present disclosure has been made in view of the above problems, and an object thereof is to provide a drive control device and a drive control method for a vehicle that can suppress deterioration of emissions.
  • a first means for solving the above-mentioned problems is a hybrid vehicle comprising an internal combustion engine, a driving motor connected to an axle and capable of at least power running, and a catalyst for purifying the exhaust gas of the internal combustion engine.
  • a vehicle drive control device an operating point that determines the load and rotation speed of the internal combustion engine is set within at least a specified operating range excluding a high load range, and the internal combustion engine is operated at the set operating point.
  • a second means is executed by a drive control device for a hybrid vehicle comprising an internal combustion engine, a drive motor that is drivingly connected to an axle and capable of at least power running, and a catalyst that purifies the exhaust gas of the internal combustion engine.
  • a drive control device for a hybrid vehicle comprising an internal combustion engine, a drive motor that is drivingly connected to an axle and capable of at least power running, and a catalyst that purifies the exhaust gas of the internal combustion engine.
  • an operating point that determines the load and rotation speed of the internal combustion engine is set within at least a prescribed operating range excluding a high load range, and the internal combustion engine is operated at the set operating point.
  • an internal combustion engine control step for controlling the internal combustion engine; and an electric motor control step for power-running the driving electric motor so as to satisfy a vehicle demand, wherein the high load region is an exhaust gas from the internal combustion engine.
  • flow rate is a predetermined amount or more, or the temperature of the exhaust gas is a predetermined temperature or more.
  • the operating point is not set in the high load region where the flow rate of the exhaust gas from the internal combustion engine is equal to or higher than a predetermined amount or the temperature of the exhaust gas is equal to or higher than a predetermined temperature.
  • the flow rate of the exhaust gas exceeds a predetermined amount and blows through the catalyst, making it impossible to purify the exhaust gas, resulting in deterioration of emissions. to prevent emissions from deteriorating.
  • FIG. 1 is a configuration diagram showing the outline of the drive system
  • FIG. 2 is a diagram showing a map of the operating area
  • FIG. 3 is a diagram showing the relationship between the purification rate and the exhaust flow rate
  • FIG. 4 is a diagram showing the relationship between the degree of deterioration and the catalyst temperature
  • FIG. 5 is a diagram showing a specified operating region and a specified operating point
  • FIG. 6 is a flowchart of engine drive processing
  • FIG. 7 is a flowchart of the first motor control process
  • FIG. 8 is a flowchart of the second motor control process
  • FIG. 1 is a configuration diagram showing the outline of the drive system
  • FIG. 2 is a diagram showing a map of the operating area
  • FIG. 3 is a diagram showing the relationship between the purification rate and the exhaust flow rate
  • FIG. 4 is a diagram showing the relationship between the degree of deterioration and the catalyst temperature
  • FIG. 5 is a diagram showing a specified operating region and a specified operating point
  • FIG. 6
  • FIG. 9 is a diagram showing the relationship between the engine output mode and emissions
  • FIG. 10 is a configuration diagram showing the outline of the drive system of the second embodiment
  • FIG. 11 is a diagram showing the specified operating point of the second embodiment
  • FIG. 12 is a flowchart of the first motor control process of the second embodiment
  • FIG. 13 is a flowchart of the second motor control process of the second embodiment
  • FIG. 14 is a diagram showing the relationship between vehicle demand and engine output in the second embodiment.
  • FIG. 1 shows an outline of a drive system of a hybrid vehicle 100.
  • a series hybrid vehicle is exemplified.
  • a hybrid vehicle 100 includes an engine 10 as an internal combustion engine, a first motor 20 as a generator motor, a second motor 30 as a drive motor, a rechargeable battery 40, an engine 10 and motors 20 and 30. and an ECU 50 (electronic control unit) as a drive control device that controls the .
  • the engine 10 is a four-cycle engine that is driven by combustion of fuel such as gasoline, and that repeatedly performs intake, compression, expansion, and exhaust strokes.
  • the engine 10 is, for example, an in-line four-cylinder engine, and four cylinders 12 are formed in a cylinder block 11 .
  • a piston is housed in each cylinder 12 so as to be able to reciprocate.
  • a cylinder head is assembled to the cylinder block 11, and a combustion chamber is formed by the cylinder 12, the piston, and the cylinder head.
  • the engine 10 is illustrated as a four-cylinder engine, the number of cylinders may be any number. Also, the engine 10 may be a diesel engine.
  • the engine 10 has a fuel injection device 13 .
  • the fuel injection device 13 is attached near the intake port of each cylinder 12 in the intake manifold 61 .
  • the fuel injector 13 injects fuel into each cylinder 12 of the engine 10 .
  • the fuel injection device 13 may be provided so as to inject fuel directly into the cylinder 12 .
  • the intake port and the exhaust port of the engine 10 are provided with an intake valve and an exhaust valve that open and close according to the rotation of a camshaft (not shown).
  • a mixture of air and fuel is introduced into the combustion chamber by opening the intake valve, and exhaust gas after combustion is discharged to the exhaust pipe 70 by opening the exhaust valve.
  • the intake valve and the exhaust valve are provided with a variable valve mechanism that varies the opening/closing timing of each valve.
  • the variable valve mechanism adjusts the relative rotational phase between the crankshaft and the intake camshaft of the engine 10, and is capable of phase adjustment to the advance side and the retard side with respect to a predetermined reference position.
  • a hydraulically driven or electric variable valve mechanism is used as the variable valve mechanism.
  • an ignition device 14 is attached to each cylinder 12 in the cylinder head of the engine 10 .
  • the ignition device 14 is a spark plug, and a high voltage is applied at a desired ignition timing through an ignition coil (not shown) or the like. Due to the application of this high voltage, spark discharge is generated between the opposing electrodes of each ignition device 14, and the fuel is ignited and burned in the combustion chamber.
  • An intake pipe 60 and an exhaust pipe 70 are connected to the cylinder block 11 .
  • the intake pipe 60 is connected to each cylinder 12 via an intake manifold 61 .
  • the exhaust pipe 70 is connected to each cylinder 12 via an exhaust manifold 71 .
  • An air cleaner (not shown) and a throttle valve 62 are installed in the intake pipe 60 from the upstream side.
  • An airflow sensor 63 for detecting the amount of intake air is installed downstream of the air cleaner and upstream of the throttle valve 62 .
  • An intake manifold 61 is connected downstream of the throttle valve 62 . Air is supplied to each cylinder 12 of the engine 10 from an intake manifold 61 .
  • a catalyst 72 that purifies the exhaust gas from the engine 10 is installed in the exhaust pipe 70 .
  • the catalyst 72 is, for example, a three-way catalyst that purifies CO, HC and NOx in the exhaust.
  • the catalyst 72 is provided with a catalyst temperature sensor 73 that detects the temperature of the catalyst.
  • An air-fuel ratio sensor 74 ( ⁇ sensor) is provided upstream of the catalyst 72 in the exhaust pipe 70 to detect the air-fuel ratio of the air-fuel mixture using the exhaust gas as a detection target. Note that the catalyst temperature sensor 73 may not be provided if a mechanism for estimating the catalyst temperature is provided.
  • the output shaft of the first motor 20 is drivingly connected to the crankshaft of the engine 10 via a belt or the like.
  • the first motor 20 is configured to be power driven, and configured to rotate the crankshaft of the engine 10 (so-called motoring). Therefore, the first motor 20 of this embodiment corresponds to a motoring electric motor.
  • the first motor 20 is configured to be capable of regenerative power generation using the driving force of the crankshaft of the engine 10, and also functions as a generator motor.
  • the first motor 20 is connected to a battery 40 via an inverter or the like, and power is supplied from the battery 40 during power running. Further, during regenerative power generation, the power generated by the first motor 20 charges the battery 40 via an inverter or the like.
  • the first motor 20 is connected to the ECU 50 via an inverter, and the ECU 50 controls power running and regenerative power generation.
  • the output shaft of the second motor 30 is drivingly connected to the axle 101 of the hybrid vehicle 100 via a transmission, a differential, and the like.
  • Second motor 30 is configured to be capable of power running drive, and is configured to transmit its driving force to axle 101 to cause hybrid vehicle 100 to run.
  • the second motor 30 functions as a main motor of the hybrid vehicle 100 .
  • the second motor 30 is configured to regenerate power using the driving force of the axle 101 .
  • the second motor 30 is connected to a battery 40 via an inverter or the like, and power is supplied from the battery 40 during power running. During regenerative power generation, the power generated by the second motor 30 charges the battery 40 via an inverter or the like.
  • the second motor 30 is connected to the ECU 50 via an inverter, and the ECU 50 controls power running and regenerative power generation.
  • the hybrid vehicle 100 also includes various sensors 80 .
  • the sensors 80 include the airflow sensor 63, the catalyst temperature sensor 73, and the air-fuel ratio sensor 74 described above.
  • Other sensors 80 may include, for example, an ignition (IG) sensor, a crank sensor, a cam sensor, a water temperature sensor, an intake air temperature sensor, an outside air temperature sensor, an oil temperature sensor, a fuel temperature sensor, and the like.
  • sensors 80 include an accelerator sensor that detects the accelerator operation amount (accelerator opening), a vehicle speed sensor that detects the vehicle speed, a brake sensor that detects the operation amount of the brake pedal, and a cylinder pressure that detects the cylinder pressure.
  • An internal pressure sensor, a battery sensor for detecting a voltage between terminals of the battery 40, a charging/discharging current, and the like may be included. Signals from the sensors 80 are sequentially input to the ECU 50 .
  • the ECU 50 is an electronic control device including a microcomputer or the like comprising a well-known CPU, ROM, RAM, etc., and controls the engine 10 and the motor 20 based on the detection results of various sensors 80 provided in the hybrid vehicle 100. , 30 as a drive control device.
  • the ECU 50 receives vehicle requests based on signals from the sensors 80 .
  • the ECU 50 controls the opening degree of the throttle valve 62, the opening/closing timing of the intake valve and the exhaust valve, control of fuel injection by the fuel injection device 13, ignition control by the ignition device 14, and the like, in accordance with vehicle requirements.
  • the ECU 50 controls power running and regenerative power generation of the motors 20 and 30 in accordance with vehicle requirements.
  • Hybrid vehicle 100 also has an internal EGR mechanism.
  • the ECU 50 is configured to overlap the intake valve and the exhaust valve (both are open) to mix the exhaust gas with the intake air and supply it to the cylinder 12 again.
  • the ECU 50 starts the engine 10 when the engine start condition is satisfied after the hybrid vehicle 100 is started (after the ignition switch is turned on), and stops the engine 10 when the engine stop condition is satisfied.
  • the engine start condition is established, for example, when it is determined based on the signals from the sensors 80 that the battery 40 requires charging.
  • the engine stop condition is satisfied when it is determined based on the signals from the sensors 80 that the battery 40 does not require charging. Whether or not charging is required is determined based on the state of the battery 40 (SOC, voltage, etc.) by determining the state of the battery 40 from the signals from the sensors 80 .
  • the conditions for starting the engine and the conditions for stopping the engine may be changed, and further conditions may be added. For example, the engine start condition may be met when the engine 10 needs to be warmed up.
  • the ECU 50 sets the engine operating point during operation (during operation) of the engine 10 in consideration of emissions.
  • the engine operating point is defined by the net mean effective pressure (BMEP, in bar) as a load and the engine speed (in rpm).
  • BMEP net mean effective pressure
  • the ECU 50 sets the engine operating point so that the engine operating point is within the prescribed operating region E10, excluding the high load region E11 and the low load region E12.
  • FIG. 2 shows a map of the operating range. In the map shown in FIG. 2, the vertical axis is the net mean effective pressure, and the horizontal axis is the engine speed.
  • the high load region E11 in this embodiment is a region in which the flow rate of the exhaust gas from the engine 10 is a predetermined amount or more, or a region in which the temperature of the exhaust gas is a predetermined temperature or more.
  • the high load area E11 is the upper right area.
  • the predetermined amount is a flow rate at which the exhaust gas blows through the catalyst 72 and is not purified (difficult to be purified). That is, as shown in FIG. 3, it is known that the purification rate sharply deteriorates when the exhaust gas flow rate (exhaust gas flow rate) exceeds the threshold TH1.
  • a predetermined amount is set based on this threshold TH1. Note that the threshold TH1 varies depending on the amount of noble metal in the catalyst 72 .
  • the predetermined temperature is a temperature at which deterioration of the catalyst 72 is accelerated by the temperature of the exhaust gas. That is, as shown in FIG. 4, it is known that the deterioration of the catalyst 72 rapidly worsens when the catalyst temperature exceeds the threshold TH2.
  • a predetermined temperature is set based on this threshold TH2. Note that the threshold TH2 varies depending on the amount of noble metal in the catalyst 72 .
  • the region in which the flow rate of exhaust gas from the engine 10 is equal to or greater than a predetermined amount can be determined by an operation region-exhaust flow rate map determined in advance by adaptation or the like. A region in which the flow rate of the exhaust gas from the engine 10 is equal to or greater than a predetermined amount may be determined based on the detection value of the airflow sensor 63 . Similarly, the region in which the temperature of the exhaust gas is equal to or higher than a predetermined temperature can be determined by an operating region-catalyst temperature map determined in advance by adaptation or the like. Alternatively, the area where the temperature is equal to or higher than a predetermined temperature may be determined based on the value detected by the catalyst temperature sensor 73 .
  • the low load region E12 is a region in which the in-cylinder flow environment in each cylinder 12 becomes a low in-cylinder flow environment and combustion cannot be performed at a predetermined EGR rate or EGR amount or more. Specifically, it is a region where ignition becomes difficult and internal EGR cannot be used appropriately. In the map shown in FIG. 2, the low load area E12 is the lower left area. A region in which combustion is possible with an EGR rate or EGR amount equal to or higher than a predetermined value can be determined by an operation region-combustible internal EGR amount map, which is previously determined by adaptation or the like.
  • the ECU 50 determines that the engine operating point is within the range of the prescribed operating range E10 and within the range of a predetermined high efficiency range F0 (best fuel consumption range) including the highest efficiency point (most fuel efficient point) in the engine efficiency characteristics.
  • Set the engine operating point so that Specifically, in the map shown in FIG. 5, contour lines indicate areas where the engine efficiency is the same.
  • the engine efficiency characteristic is also a characteristic representing a constant fuel consumption curve.
  • a high efficiency region F0 is defined as a region including the highest efficiency point, and a relationship is defined such that the farther from the high efficiency region F0, the lower the engine efficiency.
  • the ECU 50 sets the engine operating point so that the engine operating point is within the specified operating region E10 and within the high efficiency region F0. In this embodiment, engine parameters such as ignition timing and EGR rate are adjusted (tuned) so that the prescribed operating region E10 and the high efficiency region F0 overlap.
  • the ECU 50 in order to suppress variations in the air-fuel ratio ( ⁇ ) based on the transition of the engine operating point, the ECU 50, as shown in FIG.
  • the engine operating point is always set to one prescribed specified operating point P1 within the range of the efficiency region F0.
  • the ECU 50 controls the opening of the throttle valve 62 and the opening/closing timing of the intake valve and the exhaust valve so as to operate the engine 10 at the set engine operating point. , fuel injection control by the fuel injection device 13, ignition control by the ignition device 14, and the like. Therefore, the ECU 50 functions as an internal combustion engine control section that controls the engine 10 .
  • the ECU 50 determines that the engine operating point is within the specified operating region E10 and within the high efficiency region F0.
  • the engine operating point is set to the specified operating point P1.
  • the ECU 50 When warming up the catalyst 72 while setting the engine operating point to the specified operating point P1, the ECU 50 retards the ignition timing in order to increase the temperature of the exhaust gas.
  • the retardation amount is set within a range in which stable combustion can be achieved even when the exhaust gas generated when the engine 10 is operated to warm up the catalyst 72 is used for internal EGR. .
  • stable combustion means combustion in which torque fluctuation is small for each combustion and does not lead to deterioration of drivability.
  • the ECU 50 controls the first motor 20 via an inverter or the like so that the first motor 20 regenerates power using the driving force of the engine 10 while the engine 10 is running.
  • the ECU 50 supplies the electric power generated by the first motor 20 to the battery 40 via an inverter or the like to charge the battery 40 .
  • the ECU 50 drives the first motor 20 for power running until the engine speed reaches the set engine operating point. is increasing. That is, the ECU 50 performs motoring.
  • the ECU 50 power-drives the second motor 30 in accordance with vehicle requests (accelerator opening, etc.). At this time, the ECU 50 supplies power from the battery 40 to the second motor 30 via an inverter or the like. Therefore, the ECU 50 functions as an electric motor control section that power-drives the second motor 30 so as to satisfy the vehicle requirements. Further, the ECU 50 controls the second motor 30 to regeneratively generate power and charge the battery 40 when the vehicle decelerates.
  • step S101 the engine start condition of the first embodiment is determined based on, for example, whether or not the battery 40 needs to be charged. If the determination result in step S101 is negative, the ECU 50 terminates the engine driving process.
  • step S101 When the determination result in step S101 is affirmative, the ECU 50 sets the engine operating point within the range of the specified operating region E10 and within the range of the high efficiency region F0 (step S102). In this embodiment, it is set to the specified operating point P1. Then, the ECU 50 identifies the engine speed based on the signals from the sensors 80, and determines whether or not it is equal to or higher than the engine speed determined by the specified operating point P1 (step S103).
  • step S104 the ECU 50 requests the first motor 20 to perform power running drive in order to increase the engine speed.
  • step S104 the first motor 20 is powered and driven to increase the engine speed.
  • step S103 is implemented again after predetermined time progress. That is, the motoring is carried out until the engine speed determined by the specified operating point P1 is reached.
  • step S103 burns fuel at the specified operating point P1 to start the engine 10 (step S105).
  • step S106 determines whether the catalyst 72 needs to be warmed up (step S106). Specifically, it is determined whether or not the catalyst temperature is lower than the warm-up threshold TH3.
  • step S107 the ECU 50 retards the ignition timing (step S107).
  • the retardation amount is set within a range in which stable combustion can be achieved even when the exhaust gas generated when the engine 10 is operated to warm up the catalyst 72 is used for internal EGR. .
  • the ECU 50 executes step S106 again after a predetermined period of time has elapsed. In other words, the ignition timing is retarded until the warm-up of the catalyst 72 is completed.
  • step S108 determines whether or not the engine stop condition is satisfied.
  • the engine stop condition is determined, for example, based on whether the battery 40 is fully charged. If the determination result in step S108 is negative, the ECU 50 executes step S108 again after a predetermined period of time has elapsed. That is, the engine 10 is operated (operated) until the engine stop condition is satisfied. On the other hand, if the determination result in step S108 is affirmative, the ECU 50 terminates the engine driving process.
  • step S201 determines whether or not the engine 10 is running (in operation)
  • step S202 determines whether or not the battery 40 can be charged (step S202). If the determination result is negative, the ECU 50 terminates the first motor control process.
  • step S202 determines whether or not the engine 10 has stopped (step S204). If the determination result is affirmative, the ECU 50 terminates regenerative power generation (step S205) and terminates the first motor control process. On the other hand, if the determination result of step S204 is negative, the ECU 50 executes the process of step S202 again after a predetermined period of time has elapsed.
  • step S201 determines whether power running drive of the first motor 20 is requested (step S206). Specifically, in step S104 of the engine driving process, it is determined whether or not power running driving (motoring) of the first motor 20 is requested.
  • step S207 If the determination result is affirmative, the ECU 50 drives the first motor 20 for power running to increase the engine speed (step S207). On the other hand, if the determination result in step S206 is negative, the ECU 50 terminates the first motor control process.
  • step S301 the ECU 50 determines whether or not to drive the second motor 30 for power running based on a vehicle request. For example, when the accelerator opening is large and the vehicle is to be driven, it is determined that the second motor 30 is to be driven for power running. If the determination result is affirmative, the ECU 50 drives the second motor 30 for power running based on the vehicle request (step S302). After powering the engine, the ECU 50 terminates the second motor control process.
  • step S303 the ECU 50 determines whether or not to regenerate the second motor 30 based on the vehicle request. For example, if the battery 40 is in a chargeable state while the vehicle is decelerating, it is determined that the second motor 30 should be regenerated. If the determination result is affirmative, the ECU 50 causes the second motor 30 to regeneratively generate power based on the vehicle request (step S304). After regeneratively generating power, the ECU 50 terminates the second motor control process. If the determination result in step S303 is negative, the ECU 50 directly ends the second motor control process.
  • the ECU 50 implements a drive control method including an internal combustion engine control step for controlling the engine 10 and an electric motor control step for power-running the second motor 30 .
  • FIG. 9 The action when the engine 10 is operated as described above will be described with reference to FIG.
  • the comparative example is indicated by a dashed line
  • the action of this embodiment is indicated by a solid line.
  • FIG. 9 will be described on the assumption that the vehicle speed is changed, as shown at the top.
  • the engine output is increased in order to increase the vehicle speed or to maintain the vehicle speed.
  • the air-fuel ratio ( ⁇ ) becomes lower than the ideal air-fuel ratio (rich state, insufficient amount of air), and may exceed the purification capacity of the catalyst 72 (exceed the OSC maximum value (indicated by the dashed line)). be.
  • the air-fuel ratio ( ⁇ ) may increase from the ideal air-fuel ratio (lean state, excessive air amount).
  • the engine output increases or decreases according to vehicle requirements.
  • the engine operating point may be set in the high load region E11 and the low load region E12, which worsens emissions.
  • the engine operating point when operating the engine 10, the engine operating point is set to the specified operating point P1. Therefore, as shown by the solid line in FIG. 9, the engine output is constant from the start of the engine 10 to the stop. Except when the engine is started and stopped, the engine output changes less, and the air-fuel ratio is less likely to fluctuate (that is, the ideal air-fuel ratio can be easily achieved).
  • the prescribed operating point P1 is a region excluding the high load region E11 and the low load region E12.
  • the engine 10 is started after the engine speed is increased by the first motor 20 until it reaches the engine speed corresponding to the specified operating point P1. As described above, the engine 10 can be operated within the purification capacity of the catalyst 72, and deterioration of emissions can be suppressed.
  • the ECU 50 sets the engine operating point within a prescribed operating region E10 excluding at least a high load region E11 in which the flow rate of the exhaust gas from the engine 10 is equal to or higher than a predetermined amount or the temperature of the exhaust gas is equal to or higher than a predetermined temperature. Then, the engine 10 is operated at the set engine operating point. According to this, the operating point is not set in the high load region E11 in which the flow rate of the exhaust gas from the engine 10 is equal to or higher than the predetermined amount or the temperature of the exhaust gas is equal to or higher than the predetermined temperature. As a result, the flow rate of the exhaust gas becomes a predetermined amount or more, and the exhaust gas blows through the catalyst 72 and cannot be purified, resulting in deterioration of emissions. can be prevented from deteriorating due to deterioration of emission. Further, since the second motor 30 is power-running so as to meet the vehicle requirements, even if the operating point is not set in the high load region E11, the traveling is not affected.
  • the specified operating region E10 excludes a low load region E12 in which the in-cylinder flow environment becomes a low in-cylinder flow environment and combustion cannot be performed at an EGR rate or EGR amount equal to or higher than a predetermined value.
  • the operating point is not set in the low load region E12 in which the in-cylinder flow environment becomes a low in-cylinder flow environment and combustion cannot be performed at a predetermined EGR rate or EGR amount or more. Therefore, it becomes difficult to ignite, and it is possible to prevent internal EGR from becoming unusable.
  • the output of the engine 10 is used to cause the first motor 20 to regeneratively generate power. Therefore, even if the engine operating point is not set to the low load region E12 when the vehicle demand is small, it is possible to prevent energy from being wasted.
  • the ECU 50 sets the engine operating point within the specified high efficiency area F0 including the maximum efficiency point in the efficiency characteristics of the engine 10, which is within the prescribed operating area E10. As a result, deterioration of emissions can be suppressed and fuel efficiency can be improved.
  • the purification performance of the catalyst 72 deteriorates when the air-fuel ratio is not near the ideal air-fuel ratio (stoichiometric).
  • the operating conditions of the engine 10 are changed, that is, when the engine operating point is changed, in the transitional period, residual wetness in the port or cylinder 12 from the previous cycle and response delay of A/F feedback may occur. Due to such effects, variations occur in the air-fuel ratio of the exhaust gas. Therefore, the ECU 50 reduces the number of changes in operating conditions and suppresses variation by always setting the engine operating point to one predetermined specified operating point P1. As a result, deterioration of emissions can be suppressed.
  • the ECU 50 controls the first motor 20 so that the engine speed is increased by the first motor 20 if the engine speed is too small to operate the engine 10 at the engine operating point. drive the When the engine 10 is operated at the set engine operating point, the ECU 50 controls the engine speed by driving the first motor 20 to increase the engine speed if the engine speed is too small to operate at the set engine operating point. Combustion is performed after the number of revolutions reaches or exceeds the operating point, and the engine 10 is operated. As a result, the engine operating point is not set in the low load region E12, and deterioration of emissions can be suppressed.
  • the ECU 50 When warming up the catalyst 72, the ECU 50 sets the engine operating point in the prescribed operating region E10, operates the engine 10, and retards the ignition timing of the engine 10. As described above, even when the catalyst 72 is warmed up, the engine operating point is set in the prescribed operating region E10, so that deterioration of emissions can be suppressed. Further, even if the high load region E11 or the low load region E12 is not set, retarding the ignition timing makes it possible to raise the temperature of the exhaust gas and warm up the catalyst 72 early. Further, the retardation amount is set within a range in which stable combustion can be realized even when the exhaust gas generated when the engine 10 is operated to warm up the catalyst 72 is used for internal EGR. be done. As a result, deterioration of emissions can be prevented even when retarding the angle.
  • FIG. 10 shows an outline of the drive system of the hybrid vehicle 200 of the second embodiment.
  • This embodiment exemplifies a two-clutch parallel hybrid vehicle.
  • the hybrid vehicle 200 includes an engine 10 as an internal combustion engine, a first motor 20 as a generator motor, a second motor 30 as a drive motor, and a chargeable/dischargeable battery 40.
  • an ECU 50 electronic control unit
  • the hybrid vehicle 200 includes an engine 10 as an internal combustion engine, a first motor 20 as a generator motor, a second motor 30 as a drive motor, and a chargeable/dischargeable battery 40.
  • ECU 50 electronic control unit
  • the output shaft of the engine 10 and the output shaft of the second motor 30 are connected via a clutch 202.
  • the output shaft of the second motor 30 is connected to the axle 101 via a clutch 203 or the like.
  • the first motor 20 only has a power running function and does not have a regenerative power generation function. That is, the first motor 20 has only a function as a starter, and is connected to the crankshaft of the engine 10 or the like via a belt.
  • the ECU 50 starts the engine 10 when the engine start condition is satisfied, and the engine stop condition is satisfied. is established, the engine 10 is stopped.
  • the engine start condition and the engine stop condition are different from those of the first embodiment.
  • the engine start condition of the second embodiment is established when it is determined that the accelerator operation amount is equal to or greater than a predetermined amount (a torque equal to or greater than a predetermined amount is requested). For example, when a torque greater than the maximum torque of the second motor 30 is requested, the engine start condition is met.
  • a torque greater than the maximum torque of the second motor 30 is requested.
  • conditions may be added or changed. For example, if the warm-up of the engine 10 has not been completed, the engine 10 may be started.
  • the engine stop condition of the second embodiment is met, for example, when it is determined that the accelerator operation amount is less than a predetermined amount, when it is determined that the brake operation is being performed, or when the vehicle is stopped. Note that conditions may be added or changed.
  • the ECU 50 when the engine 10 is operated, the ECU 50 takes into account emissions and fuel consumption, and as shown in FIG. Set the engine operating point within the range.
  • the output of the engine 10 is directly transmitted to the axle 101 via the clutches 202 and 203 in the second embodiment.
  • the second motor 30 is powered to compensate for the shortage. In other words, torque assist is provided by the second motor 30 .
  • the engine operating point is set within the specified operating region E10 so that the output of the second motor 30 that compensates for the shortage is minimized.
  • the engine operating point is set on the output curve X1 that can minimize the output (burden) of the second motor 30 within the specified operating region E10.
  • the output curve X1 is shown as a solid line in the map shown in FIG.
  • the output curve X1 can be determined by a map of the operating range--the load of the second motor 30, which is determined in advance by means of adaptation or the like.
  • the ECU 50 controls the engine operation at one predetermined specified operating point P11 in order to suppress variations in the air-fuel ratio based on the transition of the engine operating point.
  • a point must be set.
  • the prescribed operating point P11 is defined on the output curve X1 within the prescribed operating region E10 and within the high efficiency region F0. Note that the catalyst 72, the engine 10, the second motor 30, etc. are tuned so that there is a point (or area) where the specified operating area E10, the high efficiency area F0, and the output curve X1 overlap.
  • the ECU 50 sets the engine operating point to the specified operating point P11 even when the temperature of the catalyst 72 is below the predetermined temperature and warm-up is required. At that time, as in the first embodiment, the ignition timing is retarded.
  • the ECU 50 drives the first motor 20 for power running when the engine 10 is started, but in the second embodiment, the first motor 20 is not regenerated.
  • the ECU 50 controls the second motor 30 so as to make up for the shortage.
  • the ECU 50 uses the excess output of the engine 10 to cause the second motor 30 to regeneratively generate power. to control. Therefore, in the second embodiment, the second motor 30 corresponds to a generator motor.
  • the ECU 50 performs engine drive processing at predetermined intervals, as in the first embodiment.
  • the flow and processing contents of the engine driving process of the second embodiment are substantially the same as the engine driving process shown in FIG. 6 described in the first embodiment.
  • the content of the engine start condition in step S101 and the content of the engine stop condition in step S108 are different from those of the first embodiment.
  • step S206 the ECU 50 determines whether power driving of the first motor 20 is requested. Specifically, in step S104 of the engine driving process, it is determined whether or not power running driving (motoring) of the first motor 20 is requested.
  • step S207 If the determination result is affirmative, the ECU 50 drives the first motor 20 for power running to increase the engine speed (step S207). On the other hand, if the determination result in step S206 is negative, the ECU 50 terminates the first motor control process.
  • Step S400 determines whether or not the engine 10 is stopped. If the determination result is affirmative, the processing of steps S401 to S404 is executed. Steps S401 to S404 correspond to steps S301 to S304 of the second motor control process in the first embodiment, respectively, and similar processes are performed.
  • step S400 determines whether the output of the engine 10 is insufficient for the vehicle demand (step S405).
  • step S405 determination may be made based on the degree of opening of the accelerator.
  • the required torque, required output, etc. may be calculated from vehicle requirements, and the required torque or required output may be compared with the torque or output of the engine 10 for determination. Further, the determination may be made by comparing the required torque or required output with a threshold value.
  • the determination method may be changed arbitrarily.
  • the ECU 50 causes the second motor 30 to power run so as to compensate for the insufficient output of the engine 10 (step S406). Then, the second motor control process ends.
  • step S407 determines whether or not the output of the engine 10 is sufficient for the vehicle demand.
  • step S407 determination may be made based on the degree of opening of the accelerator.
  • the required torque, required output, etc. may be calculated from vehicle requirements, and the required torque or required output may be compared with the torque or output of the engine 10 for determination. Further, the determination may be made by comparing the required torque or required output with a threshold value.
  • the determination method may be changed arbitrarily.
  • step S407 determines whether the determination result in step S407 is affirmative. If the determination result in step S407 is affirmative, the ECU 50 controls the second motor 30 to regenerate power using the extra output of the engine 10 (step S408). Then, the second motor control process ends. If the determination result in step S407 is negative, the ECU 50 terminates the second motor control process.
  • FIG. 14(a) shows a comparative example
  • FIG. 14(b) shows the effect of this embodiment.
  • FIG. 14(a) a comparative example will be described with reference to FIG. 14(a).
  • the solid line indicates the vehicle demand
  • the area surrounded by the dashed line indicates the engine output.
  • the hatched area indicates the motor output.
  • the second motor 30 is powered so as to compensate for the vehicle demand by the output of the engine 10 .
  • Both the engine output and the motor output increase or decrease in accordance with vehicle requirements. Therefore, the air-fuel ratio ( ⁇ ) often deviates from the ideal air-fuel ratio.
  • the engine operating point may be set in the high load region E11 or the low load region E12, and the purification capacity of the catalyst 72 or internal EGR may be exceeded, resulting in deterioration of emissions. be.
  • the solid line indicates the vehicle demand, and the area surrounded by the dashed line indicates the engine output.
  • the hatched area above the dashed line indicates the portion where the output of the engine 10 is supplemented by the power running drive of the second motor 30.
  • the hatched area below the dashed line indicates the portion where the surplus output of the engine 10 is utilized by the regenerative power generation of the second motor 30 .
  • the output of the engine 10 is constant regardless of vehicle requirements. Therefore, the air-fuel ratio ( ⁇ ) rarely deviates from the ideal air-fuel ratio except when the engine 10 is started and stopped.
  • the engine operating point is not set in the high load region E11 or the low load region E12, except when the engine 10 is started and stopped, the purification capacity of the catalyst 72 and the internal EGR is not exceeded, and deterioration of emissions is prevented. can be suppressed.
  • the output of the engine 10 is insufficient for the vehicle demand, the output is supplemented by the second motor 30 . Further, when the output of the engine 10 is surplus to the vehicle demand, the surplus output of the engine 10 is used to cause the second motor 30 to regenerate power.
  • the engine speed is increased by the first motor 20 until it reaches the engine speed determined at the specified operating point P11, and then the engine 10 is started. there is Therefore, it is possible to suppress deterioration of emissions at the time of starting.
  • the ECU 50 compensates for the output of the engine 10 by the second motor 30 when the output of the engine 10 is insufficient for the vehicle demand.
  • the second motor 30 is driven for power running.
  • the ECU 50 operates within the prescribed operating region E10.
  • the engine operating point is set on the output curve X1 that can minimize the output of the second motor 30 that compensates for the shortage. Thereby, the maximum output of the second motor 30 can be suppressed and the size can be reduced.
  • the ECU 50 utilizes the surplus output of the engine 10 to The second motor 30 is caused to perform regenerative power generation. As a result, energy is not wasted even when the engine operating point is set within the prescribed operating region E10 (specifically, the prescribed operating point P11).
  • the internal EGR mechanism may not be provided.
  • the prescribed operating region E10 may include the low load region E12.
  • the engine operating point may be set at any point within the range of the specified operating region E10. At that time, it is desirable to set the engine operating point within the range of the high efficiency region F0. Also, in the second embodiment, it is desirable to set the engine operating point on the output curve X1 that reduces the load on the second motor 30 .
  • the hybrid vehicles 100 and 200 in the above embodiments may be plug-in hybrids (PHV). It may also be a parallel series hybrid (split hybrid).
  • the electric power generated by the first motor 20 may be directly supplied to the second motor 30 .
  • the battery 40 may be charged with the surplus generated power.
  • the output is insufficient for the vehicle demand (when the generated power supplied is small and the output of the second motor 30 is insufficient)
  • the insufficient power can be supplied from the battery 40 to the second motor 30.
  • the second motor 30 when the output of the engine 10 exceeds the vehicle demand, the second motor 30 is caused to perform regenerative power generation, but the first motor 20 may be caused to perform regenerative power generation.
  • the first motor 20 is configured to be capable of both power running and regenerative power generation. ), motors may be provided separately for each function.
  • the second motor 30 may be similarly divided.
  • the controller and techniques described in this disclosure may be implemented by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by the computer program.
  • the controls and techniques described in this disclosure may be implemented by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits.
  • the control units and techniques described in this disclosure can be implemented by a combination of a processor and memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. It may also be implemented by one or more dedicated computers configured.
  • the computer program may also be stored as computer-executable instructions on a computer-readable non-transitional tangible recording medium.

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

Abstract

La présente invention concerne un dispositif de commande d'entraînement (50) pour un véhicule hybride (100, 200), qui comprend un moteur à combustion interne (10), un moteur électrique (30) d'entraînement qui est raccordé par entraînement à un essieu (101) et est capable de réaliser au moins un entraînement par puissance, et un catalyseur (72) destiné à purifier les gaz d'échappement du moteur à combustion interne. Le dispositif comprend : une unité de commande de moteur à combustion interne qui définit un point de fonctionnement pour déterminer la charge et la vitesse de rotation du moteur à combustion interne devant être dans une plage d'au moins une zone d'entraînement définie (E10) à l'exclusion d'une zone de charge élevée (E11), et qui commande le moteur à combustion interne de manière à faire fonctionner le moteur à combustion interne au point de fonctionnement défini ; et une unité de commande de moteur électrique qui amène le moteur électrique d'entraînement à effectuer un entraînement de puissance de façon à satisfaire une demande de véhicule. La zone de charge élevée est une zone où le débit des gaz d'échappement provenant du moteur à combustion interne est une quantité prédéfinie ou une quantité supérieure, ou la température du gaz d'échappement est une température prédéfinie ou une température supérieure.
PCT/JP2022/001420 2021-01-27 2022-01-17 Dispositif de commande d'entraînement et procédé de commande d'entraînement WO2022163410A1 (fr)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009191649A (ja) * 2008-02-12 2009-08-27 Toyota Motor Corp 内燃機関の制御装置
WO2012070133A1 (fr) * 2010-11-25 2012-05-31 トヨタ自動車株式会社 Dispositif de commande pour un véhicule hybride et procédé de commande
JP2015120400A (ja) * 2013-12-24 2015-07-02 日産自動車株式会社 プラグインハイブリッド車両の制御装置および制御方法

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009191649A (ja) * 2008-02-12 2009-08-27 Toyota Motor Corp 内燃機関の制御装置
WO2012070133A1 (fr) * 2010-11-25 2012-05-31 トヨタ自動車株式会社 Dispositif de commande pour un véhicule hybride et procédé de commande
JP2015120400A (ja) * 2013-12-24 2015-07-02 日産自動車株式会社 プラグインハイブリッド車両の制御装置および制御方法

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