WO2022172388A1 - Système hybride - Google Patents

Système hybride Download PDF

Info

Publication number
WO2022172388A1
WO2022172388A1 PCT/JP2021/005157 JP2021005157W WO2022172388A1 WO 2022172388 A1 WO2022172388 A1 WO 2022172388A1 JP 2021005157 W JP2021005157 W JP 2021005157W WO 2022172388 A1 WO2022172388 A1 WO 2022172388A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
speed
pedal
engine
accelerator pedal
Prior art date
Application number
PCT/JP2021/005157
Other languages
English (en)
Japanese (ja)
Inventor
正登 小林
章洋 三好
伸 吉田
Original Assignee
株式会社Tbk
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社Tbk filed Critical 株式会社Tbk
Priority to JP2022581104A priority Critical patent/JPWO2022172388A1/ja
Priority to PCT/JP2021/005157 priority patent/WO2022172388A1/fr
Priority to KR1020237030039A priority patent/KR20230145102A/ko
Publication of WO2022172388A1 publication Critical patent/WO2022172388A1/fr

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • 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
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—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
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a vehicle hybrid system.
  • Hybrid vehicles equipped with an engine and a motor generator as drive sources have attracted attention.
  • Hybrid vehicles are roughly classified into mild hybrid vehicles and strong hybrid vehicles.
  • Mild hybrid vehicles use the engine as the main drive source.
  • Mainly during deceleration, the motor generator functions as a generator to regenerate energy. is assisted by the output of the motor generator (see Patent Document 1, for example).
  • Patent Document 1 for example.
  • mild hybrid vehicles have the advantage of low cost because they require fewer parts and batteries and have simpler mechanisms.
  • the present invention has been made in view of such problems, and aims to provide a hybrid system that can be diverted to a hybrid vehicle without requiring large-scale modification of an existing non-hybrid vehicle. aim.
  • a hybrid system is a vehicle equipped with an engine as a power source for running. and an assist control device for controlling the generator, wherein the assist control device receives signals from predetermined sensors provided on the vehicle without transmitting/receiving signals to/from other control devices provided on the vehicle.
  • the motor generator is controlled based on the detected signal.
  • a manual transmission in which the gear stage is switched by operating a shift lever and a power transmission path between the engine and the manual transmission are interposed, and the clutch pedal is depressed. Electric power is transferred between a clutch that connects and disconnects power transmission between the engine and the manual transmission according to operation, a clutch sensor that detects the amount of depression of the clutch pedal, and the motor generator.
  • a battery a battery sensor that detects the remaining capacity of the battery, and a vehicle speed sensor that detects the vehicle speed of the vehicle.
  • the assist control device detects that the clutch pedal is not depressed by the clutch sensor.
  • the assist control device detects the remaining amount of the battery by the battery sensor in the idling state of the engine. It is preferable that regenerative power generation of the motor generator is performed when it is detected that the capacity is less than a predetermined amount.
  • a manual transmission in which a shift stage is switched by operating a shift lever, and a power transmission path interposed between the engine and the manual transmission, the clutch pedal is depressed.
  • a clutch that connects and disconnects power transmission between the engine and the manual transmission in response to an operation, and a clutch sensor that detects the amount of depression of the clutch pedal, wherein the assist control device controls
  • the drive timing of the motor generator is determined based on the change in the depressing speed when the clutch pedal is released from the depressed state, and the motor generator is driven at the timing when the depressing speed changes from decreasing to increasing. It is preferable to start powering the generator.
  • the hybrid system includes an accelerator sensor that detects the amount of depression of an accelerator pedal, and a rotation sensor that detects the rotational speed of the engine.
  • an accelerator sensor that detects the amount of depression of an accelerator pedal
  • a rotation sensor that detects the rotational speed of the engine.
  • an accelerator sensor is provided for detecting the amount of depression of an accelerator pedal, and the assist control device detects when the amount of depression when the accelerator pedal is depressed exceeds a specified amount. It is preferable to start the power running drive of the motor generator and stop the power running drive of the motor generator when the accelerator pedal is released.
  • the hybrid system includes an accelerator sensor that detects the amount of depression of an accelerator pedal, and a vehicle speed sensor that detects the vehicle speed of the vehicle, and the assist control device detects that the vehicle speed is within a predetermined speed range.
  • the amount of depression of the accelerator pedal is compared with a preset first determination value, and the vehicle acceleration calculated from the vehicle speed is compared with a preset second determination value. Then, when the amount of depression of the accelerator pedal is less than a first determination value and the acceleration of the vehicle is equal to or greater than a second determination value, it is determined that the vehicle is in a light load state, and the amount of depression of the accelerator pedal is determined. is greater than or equal to a first determination value and the acceleration of the vehicle is less than a second determination value, it is preferable to determine that the vehicle is in the high load state.
  • the hybrid system includes an accelerator sensor that detects the amount of depression of an accelerator pedal, and the assist control device presets a depressing speed when the accelerator pedal is depressed and then released.
  • the assist control device determines that the vehicle has transitioned to constant speed running when the accelerator pedal is depressed back to a predetermined position set in advance, and the assist control device determines that the vehicle is traveling at a constant speed. is determined to have shifted to constant speed running, the motor generator is powered when the accelerator pedal is stepped on, and the power running of the motor generator is stopped when the accelerator pedal is released.
  • an accelerator sensor is provided to detect the amount of depression of an accelerator pedal, and the assist control device is operated when the accelerator pedal is released from a depressed state during power running of the motor generator.
  • the stepping-back speed is compared with a preset predetermined speed, if the stepping-back speed is less than the predetermined speed, the power running drive of the motor generator is stopped, and the stepping-back speed is equal to or higher than the predetermined speed. In this case, it is preferable to stop the power running drive of the motor generator and start the regenerative power generation of the motor generator when the depression amount of the accelerator pedal becomes zero.
  • the hybrid system includes an accelerator sensor that detects the amount of depression of an accelerator pedal, and a vehicle speed sensor that detects the vehicle speed of the vehicle, and the assist control device detects the acceleration from the state where the accelerator pedal is depressed.
  • a vehicle speed of the vehicle when the accelerator pedal starts to be released is stored as a reference vehicle speed, and the vehicle speed of the vehicle is higher than the reference vehicle speed by a predetermined value or more in a state where the depression amount becomes 0 by depressing the accelerator pedal back. It is preferable to start the regenerative power generation of the motor generator when it becomes large.
  • the hybrid system includes an accelerator sensor that detects the amount of depression of an accelerator pedal, and a brake sensor that detects depression of a brake pedal, and the assist control device detects a state in which the accelerator pedal is depressed.
  • the regenerative output of the motor generator is set to a low output to start regenerative power generation, and when the brake pedal is depressed.
  • the regenerative output of the motor generator is switched from low output to high output.
  • a manual transmission in which a shift stage is switched by operating a shift lever, and a power transmission path interposed between the engine and the manual transmission, the clutch pedal is depressed.
  • a clutch that connects and disconnects power transmission between the engine and the manual transmission according to operation, a clutch sensor that detects the amount of depression of the clutch pedal, and a brake sensor that detects the depression of the brake pedal.
  • the assist control device performs power running driving of the motor generator while the brake pedal is depressed and the clutch pedal is depressed by a predetermined amount or more.
  • a manual transmission in which a shift stage is switched by operating a shift lever, and a power transmission path interposed between the engine and the manual transmission, the clutch pedal is depressed.
  • a clutch that connects and disconnects power transmission between the engine and the manual transmission according to an operation; a clutch sensor that detects the amount of depression of the clutch pedal; a vehicle speed sensor that detects the vehicle speed of the vehicle; and a rotation sensor for detecting the rotation speed of the engine, and the assist control device detects that the rotation speed of the engine reaches a predetermined rotation speed when the vehicle speed of the vehicle tends to decrease in a state where the clutch pedal is not depressed. It is preferable to determine that the manual transmission is in a neutral state and limit the power running drive of the motor generator when the number has increased by a number or more.
  • the assist control device controls that the vehicle speed of the vehicle is equal to or higher than a predetermined speed when the vehicle speed of the vehicle does not tend to decrease while the clutch pedal is not depressed.
  • a predetermined speed when the vehicle speed of the vehicle does not tend to decrease while the clutch pedal is not depressed.
  • the assist control device rotates the motor generator in the reverse direction to once rotate the crankshaft of the engine in the reverse direction when the engine is restarted, and then rotates the motor generator. It is preferable to rotate the crankshaft in the normal rotation direction by driving the crankshaft in the normal direction.
  • vehicle information is input from predetermined sensors based on the independent judgment of the assist control device without requiring cooperation with other control devices (without requiring modification of the control system). Based on this, it is possible to determine the operation of the vehicle and control the motor generator, so the mild hybrid system can be retrofitted without the need for large-scale design changes or modifications to existing vehicles. As a result, existing vehicles can be easily converted to hybrid vehicles.
  • FIG. 4 is a flowchart of idling regeneration control; 4 is a time chart showing a specific example of idling regeneration control; 4 is a flowchart of start control; 4 is a time chart showing a specific example of start control; 4 is a flowchart of slip control; 4 is a time chart showing a specific example of slip control; 4 is a flowchart of acceleration assist control; 4 is a time chart showing a specific example of acceleration assist control; 4 is a flowchart of load determination control; 4 is a time chart showing a first specific example of load determination control; 9 is a time chart showing a second specific example of load determination control; 4 is a flowchart of constant-speed travel control; 4 is a time chart showing a specific example of constant speed running control; 4 is a flowchart of deceleration transition control; 4 is a time chart showing a first specific example of deceleration transition control; 9 is a time chart
  • FIG. 1 A vehicle 1 equipped with a hybrid system (mild hybrid system) according to one embodiment of the present invention is shown in FIG. .
  • the vehicle 1 is a mild hybrid vehicle, and is capable of running using only the engine 10 as a power source and running using both the engine 10 and the motor 20 as power sources. In other words, the vehicle 1 does not run only by the power of the motor 20, and in a situation where the power of the engine 10 is insufficient such as when starting or accelerating, or in a situation where improvement in fuel efficiency can be expected by providing assistance during cruising. The power of the engine 10 is assisted by the power of the motor 20 to run.
  • This vehicle 1 is, for example, a large vehicle such as a truck or a bus.
  • the vehicle 1 includes an engine 10, a motor 20, a clutch device 30, a transmission 40, a brake device 50, a vehicle control device 60, and a detector 70.
  • the engine 10 is a multi-cylinder diesel engine that generates driving force for running the vehicle 1 by burning fuel such as light oil.
  • a rotating shaft of a motor 20 is directly connected to an output shaft (crankshaft) of the engine 10 .
  • the motor 20 has a function as an electric motor (powering function) that converts supplied electric power into rotational power and outputs it, and a function as a generator (regenerative function) that converts input rotational power into electric power and outputs it.
  • a motor generator comprising The motor 20 exchanges electric power with a battery 22 via an inverter 21, which will be described later. When functioning as an electric motor, the motor 20 converts electric power supplied from the battery 22 to generate rotational power, adds the rotational power to the rotational power input from the engine 10, and transmits the power to the transmission 40 side. output (assist the output of the engine 10).
  • the motor 20 When the motor 20 functions as a generator, the motor 20 regenerates the rotational power transmitted from the drive wheels 43 to the transmission 40 or the rotational power output from the engine 10 to generate power. is charged to In this embodiment, the regenerative torque of the motor 20 can be controlled to an arbitrary value with a predetermined regenerative torque (maximum regenerative torque) value as the upper limit. Note that the maximum regenerative torque (maximum regenerative braking force) of the motor 20 changes for each rotation speed of the engine 10 .
  • An inverter 21 is connected to the electric circuit connecting the motor 20 and the battery 22 .
  • the inverter 21 is a converter that mutually converts DC power on the battery 22 side and AC power on the motor 20 side.
  • the inverter 21 is electrically connected to an assist ECU 64, which will be described later. Based on a control signal from the assist ECU 64, a drive current (electric power) is supplied from the battery 22 to the motor 20, or regenerative power of the motor 20 is supplied. Electricity is stored in the battery 22 .
  • An input shaft of a transmission 40 is connected to the rotation shaft of the motor 20 via a clutch device 30 .
  • the clutch device 30 is interposed between the rotating shaft of the motor 20 and the input shaft of the transmission 40, and transmits or cuts off the driving force according to the driver's depression and release of the clutch pedal 83.
  • the clutch device 30 of the present embodiment is, for example, a friction engagement multi-plate clutch.
  • the transmission 40 is a manual multi-speed transmission (manual transmission) that has a plurality of gear stages (for example, five forward gears and one reverse gear) and shifts gears according to the operation of a shift lever (not shown) by the driver. ), and the power from the engine 10 is shifted by any one of a plurality of gear stages and output.
  • a propeller shaft 41 is connected to the output shaft of the transmission 40 .
  • a driving force shifted by the transmission 40 is transmitted to a differential 42 via a propeller shaft 41 and distributed to a pair of wheels (driving wheels) 43, respectively.
  • a rear-wheel-drive hybrid vehicle is exemplified, but a front-wheel-drive hybrid vehicle is of course possible.
  • a four-wheel drive (all-wheel drive) hybrid vehicle is also possible, in which case engine power and motor power can be transmitted to the front and rear wheels (motor assist is possible) be).
  • the brake device 50 applies a braking force to each wheel (drive wheel, driven wheel) 43 when the brake pedal 82 is depressed by the driver.
  • Examples of the brake device 50 include an air brake operated by compressed air and a hydraulic brake operated by hydraulic pressure.
  • Vehicle control device 60 includes an engine ECU 61 that controls engine 10, a transmission ECU 62 that controls clutch device 30 and transmission 40, a brake ECU 63 that controls brake device 50, and an assist ECU 64 that controls motor generator 20. Configured.
  • Each of the ECUs 61 to 64 is an electronic circuit mainly composed of a microcomputer including CPU, ROM, RAM, and interfaces such as input/output.
  • the control by the vehicle control device 60 provides an engine running mode in which the vehicle runs only with the output of the engine 10, and an engine running mode in which the output of the engine 10 is assisted with the output of the motor 20, so that both the engine 10 and the motor 20 are operated. It is possible to switch the driving mode between the motor assist driving mode in which the vehicle is driven by the output.
  • a detection unit (various sensors) 70 is electrically connected to the vehicle control device 60 .
  • the detection unit 70 includes an accelerator sensor 71 that detects the operation amount (depression amount, depression amount) of the accelerator pedal 81, a brake sensor 72 that detects the operation (depression, depression amount) of the brake pedal 82, and an operation amount of the clutch pedal 83.
  • a clutch sensor 73 that detects (depression amount, depression amount), a vehicle speed sensor 74 that detects the running speed (vehicle speed) of the vehicle 1, a rotation sensor 75 that detects the rotation speed (rotational speed) of the engine 10 or the motor 20, and It is configured with a battery sensor 76 and the like for detecting the remaining charge amount of the battery 22 and the like.
  • the brake sensor 72 may detect the amount of operation (depression amount, depression amount) of the brake pedal 82 .
  • the number of revolutions (rotational speed) of the engine 10 and the number of revolutions (rotational speed) of the motor 20 match.
  • Information detected by the sensors 71 to 76 is appropriately input to necessary ECUs among the engine ECU 61, the transmission ECU 62, the brake ECU 63, and the assist ECU 64.
  • the assist ECU 64 assists the output of the engine 10 by controlling the power running drive of the motor 20 when the vehicle 1 starts or accelerates, and regenerates the motor 20 when the vehicle 1 decelerates or brakes.
  • the drive (regenerative power generation) is controlled to charge the battery 22 .
  • the assist ECU 64 is not electrically connected to the other ECUs 61-63 and does not transmit or receive signals to or from the other ECUs 61-63. Therefore, the assist ECU 64 of this embodiment controls the power running drive and the regenerative drive of the motor 20 based on the detection signals input from the detection section 70 (sensors 71 to 76).
  • the assist ECU 64, the motor 20, the inverter 21, the battery 22, and the like constitute a mild hybrid system. Thus, existing vehicles (non-hybrid vehicles) are hybridized.
  • the assist ECU 64 determines whether the vehicle 1 is in an idling state (stopped state) based on the information input from the detection unit 70 by its own judgment, and determines the remaining charge of the battery 22. When the amount is low, idling regeneration control is executed to perform regenerative power generation of the motor 20 using the power (idle rotation) of the engine 10 in the idling state.
  • FIG. 2 is a flowchart of idling regeneration control.
  • the assist ECU 64 determines whether or not the clutch pedal 83 is depressed based on the detection information from the clutch sensor 73 (step S101).
  • step S101 NO
  • the vehicle speed increases based on the detection information from the vehicle speed sensor 74. It is determined whether or not it is 0 (0 km/h) (step S102). That is, the assist ECU 63 determines that the vehicle 1 has shifted to the idle state (stopped state) on condition that the vehicle speed is 0 when the clutch pedal 83 is not depressed (when the clutch device 30 is in the engaged state). judge.
  • step S102 determines whether the vehicle speed is 0 (step S102: YES).
  • SOC State Of Charge
  • the SOC is a charging rate expressed as a percentage of the current charge amount (remaining charge amount) with respect to the full charge amount of the battery 22 .
  • SOC is calculated based on the output voltage or output current from battery 22 .
  • the assist ECU 64 determines whether the SOC of the battery 22 has recovered to a predetermined value or higher (step S105).
  • step S105: YES the assist ECU 64 stops regenerative driving of the motor 20 (step S107).
  • step S105: NO the assist ECU 64 determines whether or not the clutch pedal 83 is depressed.
  • step S106: NO the process returns to step S105.
  • step S106 determines that the clutch pedal 83 has been depressed (step S106: YES), that is, if it determines that the clutch device 30 is in the disengaged state, the assist ECU 64 stops regenerative driving of the motor 20 (step S107). It should be noted that in the case of a NO determination in step S101, step S102, or step S103, this processing is terminated as it is.
  • FIG. 3 is a time chart showing a specific example of idling regeneration control.
  • the driver depresses the clutch pedal 83 (not depressing it) and the vehicle speed is 0, so the vehicle 1 transitions to the idling state. It is determined that At this time, when the SOC of the battery 22 is less than the predetermined value S1 (when the remaining capacity of the battery 22 is low), the power output from the motor 20 (idle rotation) is used to regeneratively drive the motor 20. , to charge the battery 22 (time points t11 to t13). At time t13, when the SOC of the battery 22 recovers to the predetermined value S1 or higher, the regenerative driving of the motor 20 is stopped.
  • the assist ECU 64 independently determines that the engine 10 has entered the idling state based on the information input from the detection unit 70 without requiring cooperation with the other ECUs 61 to 63.
  • the assist ECU 64 By making a determination and regeneratively driving the motor 20 using the idling rotation (excess kinetic energy) of the engine 10, the amount of power generated by the motor 20 is sufficiently secured, and the remaining charge amount (electric power) of the battery 22 It is possible to avoid a situation in which there is a shortage of
  • start control of this embodiment will be described.
  • a problem with the conventional technology is that when the output of the engine 10 is assisted by the output of the motor 20 when the vehicle 1 starts moving, the motor 20 must be driven in time with the vehicle 1 starting to run, but the timing of the drive is too early. If the driving timing is too late, the driving force required for starting the vehicle 1 will be insufficient.
  • the assist ECU 64 in order to correct such a problem, the assist ECU 64, at its own judgment, based on the information input from the detection section 70, detects the acceleration of the vehicle 1 from the change point of the operation speed (depressing speed) of the clutch pedal 83. A start timing is detected, and start control is executed to power-drive the motor 20 in accordance with the start timing.
  • FIG. 4 is a flow chart of start control.
  • the assist ECU 64 determines whether or not the vehicle speed is 0 (step S201). When the assist ECU 64 determines that the vehicle speed is 0 (step S201: YES), it determines whether or not the clutch pedal 83 is depressed by a specified amount or more based on the detection information from the clutch sensor 73 (step S202). ). The prescribed amount is set within a range in which the clutch device 30 is in a disengaged state (for example, a range from the boundary position of the half-clutch region to the position where the clutch pedal 83 is fully depressed). That is, the assist ECU 64 determines whether or not the driver has operated the clutch pedal 83 to connect and disconnect the clutch device 30 .
  • step S203 determines whether the clutch pedal 83 has started to be depressed.
  • step S203 determines whether the clutch pedal 83 has started to be released.
  • step S204 determines whether or not.
  • the half-clutch region is a region in which the clutch device 30 is in a half-clutch state in which the power of the engine 10 is partially transmitted between a completely connected state (completely engaged state) and a completely disconnected state (completely released state).
  • the internal memory of the assist ECU 64 stores the stroke amount (depression amount, depression amount) of the clutch pedal 83 corresponding to the half-clutch region.
  • step S204 determines whether or not the depressing speed of the clutch pedal 83 changed from decreasing to increasing (step S205). ).
  • the timing at which the depressing speed of the clutch pedal 83 changes from decreasing to increasing within the half-clutch region is the timing that reflects the driver's intention to start the vehicle 1 .
  • the release operation (release speed) of the clutch pedal 83 is an index that clearly indicates the driver's intention to start the vehicle. Therefore, by detecting the changing point of the release speed of the clutch pedal 83, it is possible to accurately detect the start timing of the vehicle 1 that requires the drive torque (assist torque) of the motor 20.
  • step S205 When the assist ECU 64 determines that the depressing speed of the clutch pedal 83 has increased within the half-clutch region (step S205: YES), it starts power running driving (motor assist) of the motor 20 (step S206). Subsequently, the assist ECU 64 determines whether or not the clutch pedal 83 has been depressed back to a predetermined amount (step S207). This predetermined amount is set near the end point of the half-clutch region. That is, the assist ECU 64 estimates that the clutch device 30 has shifted to the fully engaged state (completely engaged state) as a result of the clutch pedal 83 being depressed back to the predetermined amount.
  • step S207 YES
  • step S208 the power running drive (motor assist) of the motor 20 is stopped. It should be noted that in the case of a NO determination in step S201 or step S202, this processing is terminated as it is.
  • FIG. 5 is a time chart showing a specific example of start control.
  • the driver starts depressing the clutch pedal 83 from the fully depressing state in order to start the vehicle 1 .
  • depressing of the accelerator pedal 81 is started at the same time that the clutch pedal 83 is released.
  • the depression amount of the clutch pedal 83 reaches the half-clutch region.
  • the clutch device 30 starts to be partially connected (engaged), and the driver reduces the depressing speed of the clutch pedal 83 .
  • the motor 20 starts powering (motor assist).
  • the vehicle speed starts increasing from 0 (vehicle 1 starts accelerating).
  • the clutch device 30 shifts to the fully connected state, thereby stopping the power running drive (motor assist) of the motor 20. do.
  • the driver operates the clutch pedal 83 based on the information input from the detection unit 70 based on the independent judgment of the assist ECU 64 without cooperation with the other ECUs 61 to 63.
  • motor assist is provided at a start timing that matches the feeling of the driver without being affected by the amount of wear of the clutch device 30, etc. can be executed, and the vehicle 1 can be started smoothly.
  • the assist ECU 46 determines the preset limit of rotational acceleration of the engine 10 during power running of the motor 20. When the acceleration exceeds the acceleration, it is determined that the wheels 43 have slipped, and the power running drive of the motor 20 is stopped. is continued, and slip control is executed to start regenerative driving of the motor 20 and apply regenerative braking force to the wheels 43 .
  • FIG. 6 is a flow chart of slip control.
  • the assist ECU 64 determines whether the accelerator pedal 81 has been depressed by a predetermined amount or more (step S301). That is, the assist ECU 64 determines whether or not the motor 20 needs to be powered (motor assisted) in order to start or accelerate the vehicle 1 .
  • step S301 YES
  • the assist ECU 64 starts power running driving of the motor 20 (step S302).
  • the assist ECU 64 determines whether or not the rotational acceleration of the engine 10 (rotational acceleration of the motor 20) exceeds a preset limit acceleration based on the information detected by the rotation sensor 75 (step S303).
  • the rotation acceleration of the engine 10 is obtained by differentiating the rotation speed (number of rotations) of the engine 10 detected by the rotation sensor 75 .
  • the assist ECU 64 determines whether or not the accelerator pedal 81 has been depressed back within a predetermined period of time from when the power running drive of the motor 20 was stopped (step S305). That is, the assist ECU 64 determines whether or not the depression amount of the accelerator pedal 81 has decreased within a predetermined time.
  • step S305: NO the assist ECU 64 starts regenerative driving of the motor 20 to generate regenerative braking torque. Rotation is suppressed (step S306).
  • the assist ECU 64 determines whether or not the accelerator pedal 81 has been depressed back during the regenerative driving of the motor 20 (step S307). When the assist ECU 64 determines that the accelerator pedal 81 has been released (step S307: YES), it stops regenerative driving of the motor 20 (step S308). It should be noted that in the case of a NO determination in step S301, step S303, or step S305, this processing is terminated as it is.
  • FIG. 7 is a time chart showing a specific example of slip control.
  • the driver's depression of the accelerator pedal 81 causes the motor 20 to start power running.
  • the rotation acceleration of the engine 10 exceeds the acceleration limit (due to a rapid rise in the rotation speed of the engine 10), so that the assist ECU 64 detects slip of the vehicle 1 and stops the power running of the motor 20. do.
  • the accelerator pedal 81 is not depressed within a predetermined period of time from when the power running drive of the motor 20 is stopped (when the slip of the vehicle 1 is detected), the regenerative drive of the motor 20 is started. The regenerative braking force reduces the rotation speed of the engine 10 .
  • the accelerator pedal 81 is depressed while the motor 20 is being regeneratively driven, the regenerative driving of the motor 20 is stopped.
  • the rotation speed (rotational acceleration ), the drive torque applied to the wheels 43 is reduced by stopping the power running drive (motor assist) of the motor 20, and the regenerative braking torque is applied to the wheels 43 by the regenerative drive of the motor 20.
  • the rotation speed (rotational acceleration ) is reduced by stopping the power running drive (motor assist) of the motor 20, and the regenerative braking torque is applied to the wheels 43 by the regenerative drive of the motor 20.
  • acceleration assist control Next, the acceleration assist control of this embodiment will be described.
  • the output of the engine 10 is assisted by the output of the motor 20 when the vehicle 1 starts moving, etc., acceleration is not possible unless the motor assist is performed at an appropriate timing that meets the driver's acceleration request. There was a problem that the feeling deteriorated and the fuel efficiency improvement effect could not be sufficiently obtained.
  • the assist ECU 64 determines the driver's acceleration request based on the information input from the detection unit 70 by its own judgment, and adjusts the timing according to the acceleration request. Acceleration assist control for powering the motor 20 is executed.
  • FIG. 8 is a flowchart of acceleration assist control.
  • the control shown in the flowchart of FIG. 8 is executed when the vehicle 1 is accelerated based on the driver's acceleration request (the driver's depression of the accelerator pedal 81).
  • the assist ECU 64 determines whether or not the accelerator pedal 81 has been depressed (step S401).
  • step S401 determines that the accelerator pedal 81 has been depressed (step S401: YES)
  • step S402 determines whether or not the depression amount of the accelerator pedal 81 has exceeded a preset specified amount (step S402). . That is, the assist ECU 64 determines whether or not there is a driver's acceleration request based on the depression amount of the accelerator pedal 81 .
  • step S403 When the assist ECU 64 determines that the depression amount of the accelerator pedal 81 has exceeded the specified amount (step S402: YES), it starts power running driving of the motor 20 (step S403). Subsequently, the assist ECU 64 determines whether or not the accelerator pedal 81 has been depressed back (whether or not the amount of depression of the accelerator pedal 81 has decreased) while the motor 20 is being powered (step S404). When the assist ECU 64 determines that the accelerator pedal 81 has been depressed back (step S403: YES), the assist ECU 64 determines that the driver's request for acceleration has ended, and stops the power running of the motor 20 (step S405). It should be noted that, in the case of NO determination in step S401 or step S402, this processing is terminated as it is.
  • FIG. 9 is a time chart showing a specific example of acceleration assist control.
  • the driver starts depressing the accelerator pedal 81 at time t41.
  • the amount of depression of the accelerator pedal 81 exceeds the specified amount AP1, so that the assist ECU 64 determines that there is a driver's acceleration request, and starts power running of the motor 20.
  • the driver depresses the accelerator pedal 81, and the assist ECU 64 determines that the driver's request for acceleration has ended, and stops the motor 20 from being powered.
  • the operation amount of the accelerator pedal 81 by the driver is calculated based on the information input from the detection unit 70 based on the independent judgment of the assist ECU 64 without cooperation with the other ECUs 61 to 63.
  • the assist ECU 64 makes its own judgment and based on the information input from the detection unit 70, the load state (light load state/high load state) of the vehicle 1 is estimated. Execute decision control.
  • FIG. 10 is a flow chart of load determination control.
  • the assist ECU 64 determines whether or not the vehicle speed is within a predetermined speed range based on the detection information from the vehicle speed sensor 74 (step S501).
  • the predetermined speed range is, for example, 20-40 km/h.
  • step S503 the assist ECU determines whether the acceleration of the vehicle 1 is less than the threshold acceleration (step S503).
  • the acceleration of the vehicle 1 is obtained by differentiating the vehicle speed detected by the vehicle speed sensor 74 .
  • an acceleration sensor for detecting acceleration of the vehicle 1 may be provided separately from the vehicle speed sensor 74 .
  • the assist ECU 64 determines that the vehicle 1 is in a high load state (step S504). That is, the assist ECU 64 determines that the vehicle 1 is in a high load state when the acceleration of the vehicle 1 does not reach the threshold acceleration even though the depression amount of the accelerator pedal 81 is equal to or greater than the threshold operation amount.
  • the high-load state refers to, for example, a state in which the vehicle 1 is loaded with cargo (the loaded weight is greater than a predetermined weight), a state in which the road surface is uphill, and the like.
  • the assist ECU 64 determines that the vehicle is in a high load state, the power running drive (motor assist) of the motor 20 is permitted.
  • step 502 determines whether the acceleration of the vehicle 1 is equal to or greater than the threshold acceleration (step S505). ).
  • the assist ECU 64 determines that the acceleration of the vehicle 1 is greater than or equal to the threshold acceleration (step S505: YES)
  • the light load state refers to, for example, an empty state in which the vehicle 1 is not loaded with cargo or the like (load weight is smaller than a predetermined weight), a state in which the road surface is downhill, and the like.
  • the assist ECU 64 determines that the vehicle 1 is in the light load state, the power running drive (motor assist) of the motor 20 is limited. It should be noted that in the case of a NO determination in step S501, step S503, or step S505, this process is terminated as it is.
  • 11 and 12 are time charts showing specific examples of load determination control.
  • the vehicle 1 load determination is performed.
  • the amount of depression of the accelerator pedal 81 is less than the threshold operation amount APth and the acceleration of the vehicle 1 is equal to or greater than the threshold acceleration Gth, so the assist ECU 64 determines that the vehicle 1 is in the light load state.
  • the vehicle 1 load determination is performed.
  • the amount of depression of the accelerator pedal 81 is equal to or greater than the threshold operation amount APth and the acceleration of the vehicle 1 is less than the threshold acceleration Gth, so the assist ECU 64 determines that the vehicle 1 is in a high load state.
  • the load state of the vehicle 1 (light load state/ high load state), it is possible to suppress unnecessary energy consumption and improve fuel efficiency. Further, in the present embodiment, the load state of the vehicle 1 can be determined based on existing vehicle information without adding a weight sensor for detecting the load weight of the vehicle 1 (the weight of the occupant, load, etc.). Therefore, it is possible to reduce the cost of the entire vehicle.
  • the assist ECU 64 calculates It is determined that the vehicle 1 has transitioned to constant speed running, and constant speed running control is executed to maintain the vehicle speed by motor assist with low output.
  • FIG. 13 is a flowchart of constant-speed travel control.
  • the assist ECU 64 determines whether or not the accelerator pedal 81 is depressed by a predetermined amount (first predetermined amount) or more based on the detection information from the accelerator sensor 71 (step S601). When the assist ECU 64 determines that the accelerator pedal 81 has been depressed by a predetermined amount or more (S601: YES), it determines whether the accelerator pedal 81 has started to be released (whether the depression amount has decreased). (step S602). When the assist ECU 64 determines that the accelerator pedal 81 has started to be released (step S602: YES), the accelerator pedal 81 is released at a depressing speed (operation speed while the depressing amount of the accelerator pedal 81 is being reduced). ) is equal to or less than a predetermined speed (step S603).
  • step S604 determines whether the depression amount of the accelerator pedal 81 has decreased to a predetermined determination operation amount.
  • step S604 determines whether the depression amount of the accelerator pedal 81 has decreased to the predetermined determination operation amount.
  • step S605 it is determined that the vehicle 1 has shifted to constant speed travel.
  • step S606 determines whether or not the depression amount of the accelerator pedal 81 has increased by a predetermined amount or more. That is, it is determined whether or not the accelerator pedal 81 has been further depressed in order to keep the vehicle speed constant.
  • step S606 determines that the depression amount of the accelerator pedal 81 has increased by a certain amount or more (step S606: YES).
  • step S607 the assist ECU 64 controls the drive torque of the motor 20 to a low torque.
  • step S608 determines whether or not the accelerator pedal 81 is released while the motor 20 is being powered.
  • step S609 the power running drive of the motor 20 is stopped (step S609). It should be noted that if NO determination is made in step S601, step S602, step S603, step S604, or step S606, this process is terminated as it is.
  • FIG. 14 is a time chart showing a specific example of constant speed travel control.
  • the driver starts depressing the accelerator pedal 81 in order to end the acceleration of the vehicle 1 during acceleration.
  • the accelerator pedal 81 is slowly depressed (the accelerator pedal 81 depression speed is equal to or less than a predetermined speed), and when the depression amount of the accelerator pedal 81 decreases to a predetermined determination operation amount AP2, the vehicle 1 has shifted to constant speed running.
  • the accelerator pedal 81 is further depressed (when the depression amount of the accelerator pedal 81 increases by a certain amount or more) while the vehicle 1 is running at a constant speed, power running of the motor 20 is started.
  • the accelerator pedal 81 is released (when the depression amount of the accelerator pedal 81 decreases by a certain amount or more) while the vehicle 1 is running at a constant speed, the motor 20 is stopped from being powered.
  • the amount of change in accelerator pedal operation by the driver is calculated based on the information input from the detection unit 70 based on the independent judgment of the assist ECU 64 without requiring cooperation with the other ECUs 61 to 63.
  • the assist ECU 64 determines the driving state intended by the driver (coasting) based on the amount of change in accelerator operation by the driver. (running/decelerating running) is discriminated, and deceleration transition control is executed to drive the motor 20 in accordance with the running state intended by the driver.
  • FIG. 15 is a flowchart of deceleration transition control.
  • the assist ECU 64 determines whether or not the motor 20 is being powered (step S701).
  • step S701: YES based on the detection information from the accelerator sensor 71, the amount of depression of the accelerator pedal 81 is equal to or greater than a predetermined amount (second predetermined amount). It is determined whether or not there is (step S702).
  • step S702: YES determines whether or not the accelerator pedal 81 has started to be released (step S703).
  • the assist ECU 64 determines that the accelerator pedal 81 has started to be released (step S703: YES)
  • the assist ECU 64 stops the power running drive of the motor 20 (step S704).
  • the assist ECU 64 determines whether or not the depressing speed of the accelerator pedal 81 is less than a predetermined value (step S705).
  • the assist ECU 64 determines whether the accelerator pedal 81 is completely depressed (whether the depression amount is returned to 0). ) is determined (step S706).
  • the assist ECU 64 determines that the accelerator pedal 81 has been completely released (step S706: YES), it determines that the driver has an intention of coasting (step S707).
  • step S707 when the assist ECU 64 determines that the depressing speed of the accelerator pedal 81 is equal to or higher than the predetermined value (step S707: YES), the assist ECU 64 determines whether the accelerator pedal 81 has been fully depressed (depression amount returns to 0). or not) is determined (step S708). When the assist ECU 64 determines that the accelerator pedal 81 has been completely released (step S708: YES), it determines that the driver intends to decelerate (step S709).
  • step S710 the assist ECU 64 starts regenerative driving of the motor 20 and decelerates the vehicle 1 by the regenerative braking force (step S710).
  • the assist ECU 64 determines whether or not the accelerator pedal 81 is depressed while the motor 20 is regeneratively driven (step S711).
  • step S711 YES
  • step S712 it stops regenerative driving of the motor 20 (step S712). It should be noted that in the case of a NO determination in step S701, step S702, step S703, step S706, or step S708, this process is terminated as it is.
  • 16 and 17 are time charts showing specific examples of deceleration transition control.
  • the motor 20 is powered and the vehicle 1 is traveling at a constant speed.
  • the driver starts depressing the accelerator pedal 81 from the depressing state
  • the power running drive of the motor 20 is stopped.
  • the accelerator pedal 81 is slowly released (if the release speed of the accelerator pedal 81 is less than a predetermined value)
  • the assist ECU 64 will cause the driver to (time t73).
  • the motor 20 is powered and the vehicle 1 is traveling at a constant speed.
  • the power running drive of the motor 20 is stopped.
  • the assist ECU 64 will operate when the accelerator pedal 81 is completely released. It is determined that the driver has the intention of decelerating (time t76).
  • time t76 the regenerative driving of the motor 20 is started.
  • time t77 when the driver depresses the accelerator pedal 81, the regenerative driving of the motor 20 is stopped.
  • the assist ECU 64 makes its own determination, without requiring cooperation with the other ECUs 61 to 63, based on the information input from the detection unit 70, to perform driving control that matches the feeling of the driver. By doing so, it is possible to reduce the number of useless operations and reduce fatigue, and it is possible to improve the energy recovery efficiency by accurately determining the driver's intention to decelerate and performing deceleration regeneration with the motor 20. becomes.
  • the assist ECU 64 stores the vehicle speed when the driver releases the accelerator pedal 81 based on the information input from the detection unit 70 at its own judgment. A speed at which the motor 20 is regeneratively driven to suppress an increase in vehicle speed when the current vehicle speed increases from the stored vehicle speed by exceeding a predetermined threshold even though the accelerator pedal 81 is fully depressed. Carry out maintenance control.
  • FIG. 18 is a flowchart of speed maintenance control.
  • the assist ECU 64 determines whether or not the depression amount of the accelerator pedal 81 is equal to or greater than a predetermined amount (third predetermined amount) based on the detection information from the accelerator sensor 71 (step S801). When the assist ECU 64 determines that the depression amount of the accelerator pedal 81 is equal to or greater than the predetermined amount (step S801: YES), it determines whether or not the accelerator pedal 81 has started to be released (step S802). When the assist ECU 64 determines that the accelerator pedal 81 has started to be released (step S802: YES), the assist ECU 64 temporarily stores the vehicle speed at which the accelerator pedal 81 started to be released as a reference speed (step S803). .
  • the assist ECU 64 determines whether or not the accelerator pedal 81 has been completely depressed (whether or not the depression amount has been returned to 0) (step S804). When it is determined that the accelerator pedal 81 has been completely released (step S804: YES), the assist ECU 64 determines whether or not the current vehicle speed is greater than the reference speed by a predetermined value or more (S805). In this embodiment, 3 km is set as the predetermined value. When the assist ECU 64 determines that the current vehicle speed is greater than the reference speed by a predetermined value or more (step S805: YES), the assist ECU 64 starts regenerative driving of the motor 20 (step S806).
  • the assist ECU 64 determines whether or not the current vehicle speed has decreased to the reference speed due to the regenerative braking force of the motor 20 (step S807). When the assist ECU 64 determines that the current vehicle speed has decreased to the reference speed (step S807: YES), it stops regenerative driving of the motor 20 (step S808). It should be noted that in the case of a NO determination in step S801, step S802, step S804, or step S805, this processing is terminated as it is.
  • FIG. 19 is a time chart showing a specific example of speed maintenance control.
  • the vehicle 1 in motion approaches a downhill, and the driver begins to depress the accelerator pedal 81.
  • the assist ECU 64 temporarily stores the vehicle speed when the accelerator pedal 81 starts to be released as the reference vehicle speed Va.
  • the depression amount of the accelerator pedal 81 is returned to zero.
  • the vehicle 1 accelerates downhill and the current vehicle speed becomes greater than the reference speed Va by a predetermined value ⁇ Vth or more even though the accelerator pedal 81 is not depressed. Start regenerative drive. As a result, the regenerative braking force of the motor 20 acts on the vehicle 1, and the vehicle speed is reduced.
  • the regenerative driving of the motor 20 is stopped.
  • the vehicle 1 travels downhill (downhill travel), based on the information input from the detection unit 70, based on the information input from the detection unit 70, based on the independent judgment of the assist ECU 64 without requiring cooperation with the other ECUs 61 to 63.
  • the motor 20 is regeneratively driven and the regenerative braking force suppresses an increase in vehicle speed, thereby reducing the driver's brake operation.
  • the load can be reduced, and by reducing the frequency of deceleration of the vehicle by the brake device 50, it is possible to suppress wear of the brake pads.
  • the assist ECU 64 monitors the operation state of the accelerator pedal 81 and the brake pedal 82 by the driver based on the information input from the detection unit 70 at its own judgment.
  • the deceleration regeneration control for performing the maximum output regeneration is executed.
  • FIG. 20 is a flowchart of deceleration regeneration control.
  • the assist ECU 64 determines whether or not the accelerator pedal 81 is depressed by a predetermined amount (fourth predetermined amount) or more based on the detection information from the accelerator sensor 71 (step S901). When the assist ECU 64 determines that the accelerator pedal 81 has been depressed by a predetermined amount or more (step S901: YES), it determines whether the accelerator pedal 81 has started to be released (step S902). When the assist ECU 64 determines that the accelerator pedal 81 has started to be released (step S902: YES), the assist ECU 64 determines whether the accelerator pedal 81 is released at a prescribed value or more (step S903). .
  • step S903 When the assist ECU 64 determines that the depressing speed of the accelerator pedal 81 is equal to or higher than the specified value (step S903: YES), the assist ECU 64 sets the regenerative output of the motor 20 to a low output (low regenerative torque) to regenerate the motor 20. Drive (step S904).
  • the assist ECU 64 determines whether or not the brake pedal 82 has been depressed based on the detection information from the brake sensor 72 (step S905).
  • step S905 YES
  • the regenerative output of the motor 20 is set to a high output (high regenerative torque) that is the maximum output, and the motor 20 is regeneratively driven.
  • Step S906 the assist ECU 64 switches the regenerative output of the motor 20 from low output (low regenerative torque) to high output (high regenerative torque) when the brake pedal 82 is depressed. It should be noted that if the determination in step S901, step S902 or step S903 is NO, the process proceeds to step S905. If the determination in step S905 is NO, the process ends.
  • FIG. 21 is a time chart showing a specific example of deceleration regeneration control.
  • the driver starts depressing the accelerator pedal 81 from the depressing state in order to decelerate the running vehicle 1 .
  • the accelerator pedal 81 is suddenly released (the release speed of the accelerator pedal 81 becomes equal to or higher than a specified value), so that the motor 20 is regeneratively driven with a low output (low regenerative torque).
  • the driver depresses the brake pedal 82 to switch the regenerative output of the motor 20 to a high output (high regenerative torque) that is the maximum output, thereby regeneratively driving the motor 20 .
  • the vehicle speed drops below the predetermined speed Vs, and the regenerative drive of the motor 20 is stopped.
  • the accelerator pedal 81 and the brake pedal 82 are operated by the driver based on the information input from the detection unit 70 based on the independent judgment of the assist ECU 64 without requiring cooperation with the other ECUs 61 to 63. is monitored, and the regenerative output of the motor 20 is increased step by step according to the driver's accelerator operation and brake operation, thereby reducing the deceleration shock caused by the regenerative braking force (regenerative torque) of the motor 20. In addition, it is possible to efficiently recover the regenerative energy.
  • Shift assist control Next, the shift assist control of this embodiment will be described.
  • a problem with the conventional technology is that when an inexperienced driver performs a downshift operation to switch the gear stage of the transmission 40 to the low speed side, a large deviation occurs between the rotation of the engine output shaft and the rotation of the transmission input shaft. , there is a problem that a shift shock occurs when the clutch device 30 is connected (reconnected).
  • the assist ECU 64 determines a downshift request based on the driver's brake operation and clutch operation based on the information input from the detection unit 70, based on its own judgment.
  • the clutch device 30 is in the disengaged state, the engine speed is temporarily increased by the motor assist to execute shift assist control to reduce the difference in speed between the engine output shaft and the transmission input shaft.
  • FIG. 22 is a flowchart of shift assist control.
  • the assist ECU 64 determines whether or not the vehicle 1 is running based on the detection information from the vehicle speed sensor 74 (step S1001). When the assist ECU 64 determines that the vehicle 1 is running (step S1001: YES), it determines whether the depression amount of the accelerator pedal 81 is 0 based on the detection information from the accelerator sensor 71 (step S1002). When the assist ECU 64 determines that the depression amount of the accelerator pedal 81 is 0 (step S1002: YES), it determines whether the brake pedal 82 is depressed based on the detection information from the brake sensor 72 (step S1003).
  • step S1003 When the assist ECU 64 determines that the brake pedal 82 is depressed (step S1003: YES), based on the detection information from the clutch sensor 73, the clutch pedal 83 is depressed by a specified amount while the brake pedal 82 is depressed. A determination is made as to whether or not the foot has been stepped on further (step S1004). That is, the assist ECU 64 determines whether or not the driver is performing a downshift operation (shift operation). The specified amount is set within a range in which the clutch device 30 is in a disengaged state (for example, a range from the boundary position of the half-clutch region to the position where the clutch pedal 83 is fully depressed).
  • the assist ECU 64 determines whether or not the driver has operated the clutch pedal 83 to disengage the clutch device 30 .
  • the assist ECU 64 determines that the clutch pedal 83 has been depressed more than the specified amount (step S1004: YES)
  • the assist ECU 64 starts power running of the motor 20 (step S1005). That is, in the present embodiment, the motor 20 is power-running while the depression amount of the clutch pedal 83 exceeds the specified amount.
  • the rotational speed of the engine 10 increases while the clutch device 30 is disengaged, and the rotational difference between the output shaft of the engine 10 and the input shaft of the transmission 40 is suppressed, thereby connecting (reconnecting) the clutch device 30.
  • step S1006 determines whether or not the depression amount of the clutch pedal 83 has been returned to less than a specified amount.
  • step S1006 determines that the amount of depression of the clutch pedal 83 is less than the specified amount (step S1006: YES)
  • step S1007 the assist ECU 64 stops the power running drive of the motor 20 (step S1007). It should be noted that in the case of a NO determination in step S1001, step S1002, step S1003, or step S1004, this processing is terminated as it is.
  • FIG. 23 is a time chart showing a specific example of shift assist control.
  • the driver starts depressing the accelerator pedal 81 after depressing it.
  • the accelerator pedal 81 is completely released (the depression amount of the accelerator pedal 81 is returned to 0).
  • the driver depresses the brake pedal 82 at time t103.
  • the driver starts depressing the clutch pedal 83 while depressing the brake pedal 82 .
  • the amount of depression of the clutch pedal 83 becomes equal to or greater than the specified amount CL1, so that the power running drive of the motor 20 is started.
  • the brake operation and clutch operation by the driver are detected based on the information input from the detection unit 70 based on the independent judgment of the assist ECU 64 without requiring cooperation with the other ECUs 61 to 63.
  • a request for downshifting is determined, and when the clutch device 30 is in the disengaged state, the engine speed is temporarily increased by motor assist to reduce the difference in rotation between the engine output shaft and the transmission input shaft (before and after shifting).
  • the assist ECU 64 determines the vehicle speed and the engine speed when the clutch device 30 is in the connected state (engaged state) based on the information input from the detection unit 70. Based on the relative relationship with the number of revolutions, it is determined that the gear stage of the transmission 40 is in the neutral state, and neutral determination control is executed to limit the power running drive of the motor 20 in the neutral state.
  • FIG. 24 is a flowchart of neutral determination control.
  • the assist ECU 64 determines whether or not the clutch device 30 is in the engaged state based on the information detected by the clutch sensor 73 (step S1101). When the assist ECU 64 determines that the clutch device 30 is in the engaged state (step S1101: YES), it determines whether the vehicle speed tends to decrease based on the detection information from the vehicle speed sensor 74 (step S1102). . For example, the assist ECU 64 determines that there is a decreasing tendency when the amount of change in vehicle speed is negative, and that there is an increasing tendency when the amount of change in vehicle speed is positive.
  • step S1102 determines that the vehicle speed tends to decrease (step S1102: YES)
  • step S1103 determines whether the rotation speed of the engine 10 has increased while the vehicle speed is decreasing.
  • step S1104 determines whether or not the amount of increase in the rotation speed of the engine 10 is equal to or greater than a predetermined value (step S1104).
  • step S1104 determines that the amount of increase in the rotational speed of the engine 10 is equal to or greater than the predetermined value (step S1104: YES)
  • step S1107 determines that the shift stage of the transmission 40 is in the neutral state
  • step S1102 determines whether the vehicle speed is equal to or higher than a predetermined speed. For example, 15 km/m is set as the predetermined speed.
  • step S1105 determines whether or not the rotation speed of the engine 10 is equal to or lower than the idle rotation speed.
  • step S1106 determines that the rotation speed of the engine 10 is equal to or lower than the idle rotation speed.
  • step S1106 determines that the shift stage of the transmission 40 is in the neutral state (step S1107).
  • step S1108 determines whether or not the clutch pedal 83 has been depressed.
  • step S1108 determines that the clutch pedal 83 has been depressed
  • step S1109 determines that the neutral state has been released.
  • step S1105 determines that the neutral state has been canceled
  • step S1106 the power running drive (motor assist) of the motor 20 is permitted.
  • 25 and 26 are time charts showing specific examples of neutral determination control.
  • a situation in which the number of revolutions of the engine 10 sharply increases when the vehicle speed tends to decrease is exemplified by the case where the air conditioner is driven in the neutral state, or the case where the accelerator pedal 81 is depressed in the neutral state.
  • the driver performs a shift operation, and when the clutch pedal 83 is depressed, the determination of the neutral state is cancelled. Thereby, the power running drive of the motor 20 is permitted.
  • the driver depresses the clutch pedal 83 while the vehicle 1 is running. After that, the driver operates the shift lever.
  • the clutch pedal 83 is completely released (engaged state of the clutch device 30).
  • the assist ECU 64 changes the gear position of the transmission 40 to neutral. state. Power running or regenerative driving of the motor 20 is prohibited during the period (t114 to t115) during which the assist ECU 64 determines the neutral state.
  • the driver performs a shift operation, and when the clutch pedal 83 is depressed, the determination of the neutral state is canceled. Thereby, the power running drive of the motor 20 is permitted.
  • the assist ECU 64 makes its own determination, without requiring cooperation with the other ECUs 61 to 63, based on the information input from the detection section 70, when the clutch device 30 is in the engaged state.
  • the assist ECU 64 determines that the shift stage of the transmission 40 has shifted to the neutral state according to the relative relationship between the vehicle speed and the engine speed, power consumption due to unnecessary driving of the motor 20 is suppressed, and the vehicle 1 is operated. It is possible to improve fuel efficiency.
  • 27 and 28 are diagrams showing an operation example when the engine is restarted.
  • the engine 10 of this embodiment includes a piston 11, a connecting rod 12, and a crankshaft 13, as shown in FIG.
  • the piston 11 is arranged in a cylinder (not shown) so as to be reciprocally movable.
  • the connecting rod 12 connects the piston 11 and the crankshaft 13 and transmits the reciprocating motion of the piston 11 to the crankshaft 13 .
  • the crankshaft 13 is rotatably supported by a crankcase (not shown).
  • a rotating shaft of a motor 20 is directly connected to one end of the crankshaft 13 .
  • the crankshaft 13 of the engine 10 and the motor 20 are directly connected, but the engine 10 is restarted from the idling stop state (stopped state).
  • the motor 20 is used to start the engine 10
  • the engine 10 can be restarted more quietly than when a starter motor is used.
  • startability deteriorated.
  • FIG. 27 if there is a cylinder in which the piston 11 is stopped in the middle of the compression stroke, restarting from that position will cause a low-power motor 20 such as that used in a mild hybrid system to operate. starting torque may not be able to rotate the crankshaft 13 .
  • the assist ECU 63 drives the motor 20 in the reverse direction to rotate the crankshaft 13 in the reverse direction by a predetermined angle (play) when the engine 10 is restarted, as shown in FIG.
  • the engine restart control is executed to switch the motor 20 from the reverse rotation drive to the forward rotation drive to rotate the crankshaft 13 in the forward rotation direction.
  • the motor 20 when the engine 10 is restarted, the motor 20 is operated based on the information input from the detection unit 70 based on the independent judgment of the assist ECU 64 without requiring cooperation with the other ECUs 61 to 63.
  • the run-up distance of the crankshaft 13 can be extended to make it easier to gain momentum, thereby increasing the engine speed. 10 startability can be improved.
  • the assist ECU 64 makes its own judgment based on the vehicle information input from the detection unit 70 without requiring cooperation with other ECUs 61 to 63 (without requiring modification of the control system). Since the operation of the vehicle can be determined and the control of the motor 20 can be executed, the mild hybrid system can be retrofitted to the existing vehicle without requiring a large-scale design change or repair. As a result, existing vehicles can be easily converted to hybrid vehicles.

Abstract

Ce système hybride est destiné à un véhicule équipé d'un moteur (10) servant de source d'énergie pour le déplacement, le système hybride comprenant : un moteur-générateur (20) qui est relié au moteur (10) et qui est apte à réaliser un entraînement de puissance et une génération d'énergie de régénération ; et un dispositif de commande d'assistance (64) destiné à commander le moteur-générateur (20). Le dispositif de commande d'assistance (64) ne réalise pas d'émission/de réception de signal entre le dispositif de commande d'assistance et d'autres dispositifs de commande (61-63) qui sont fournis à un véhicule (1), mais commande le moteur-générateur (20) sur la base de signaux de détection reçus en provenance de capteurs prescrits (71-75) qui sont fournis au véhicule (1).
PCT/JP2021/005157 2021-02-12 2021-02-12 Système hybride WO2022172388A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2022581104A JPWO2022172388A1 (fr) 2021-02-12 2021-02-12
PCT/JP2021/005157 WO2022172388A1 (fr) 2021-02-12 2021-02-12 Système hybride
KR1020237030039A KR20230145102A (ko) 2021-02-12 2021-02-12 하이브리드 시스템

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2021/005157 WO2022172388A1 (fr) 2021-02-12 2021-02-12 Système hybride

Publications (1)

Publication Number Publication Date
WO2022172388A1 true WO2022172388A1 (fr) 2022-08-18

Family

ID=82838537

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2021/005157 WO2022172388A1 (fr) 2021-02-12 2021-02-12 Système hybride

Country Status (3)

Country Link
JP (1) JPWO2022172388A1 (fr)
KR (1) KR20230145102A (fr)
WO (1) WO2022172388A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0771350A (ja) * 1993-09-02 1995-03-14 Nippondenso Co Ltd 車両用内燃機関始動装置
JP2000283010A (ja) * 1999-03-30 2000-10-10 Honda Motor Co Ltd エンジン始動装置
JP2004285908A (ja) * 2003-03-20 2004-10-14 Hino Motors Ltd ハイブリッドシステムのパティキュレートフィルタ床温制御方法
JP2005048630A (ja) * 2003-07-31 2005-02-24 Mazda Motor Corp ハイブリッド車両の制御装置
JP2013504492A (ja) * 2009-09-15 2013-02-07 ケーピーアイティ カミンズ インフォシステムズ リミテッド ユーザ入力に基づくハイブリッド車のモータ補助

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5784553B2 (ja) 2012-07-10 2015-09-24 株式会社日本自動車部品総合研究所 電力変換装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0771350A (ja) * 1993-09-02 1995-03-14 Nippondenso Co Ltd 車両用内燃機関始動装置
JP2000283010A (ja) * 1999-03-30 2000-10-10 Honda Motor Co Ltd エンジン始動装置
JP2004285908A (ja) * 2003-03-20 2004-10-14 Hino Motors Ltd ハイブリッドシステムのパティキュレートフィルタ床温制御方法
JP2005048630A (ja) * 2003-07-31 2005-02-24 Mazda Motor Corp ハイブリッド車両の制御装置
JP2013504492A (ja) * 2009-09-15 2013-02-07 ケーピーアイティ カミンズ インフォシステムズ リミテッド ユーザ入力に基づくハイブリッド車のモータ補助

Also Published As

Publication number Publication date
JPWO2022172388A1 (fr) 2022-08-18
KR20230145102A (ko) 2023-10-17

Similar Documents

Publication Publication Date Title
EP2727787B1 (fr) Dispositif de commande pour véhicule hybride
EP1826088B1 (fr) Contrôle de moteur
JP5382223B2 (ja) ハイブリッド車両の制御装置
EP1669236B1 (fr) Dispositif de commande de changement de vitesse de vehicule hybride electrique
JP5478572B2 (ja) ハイブリッド車両の制御装置
JP2006226440A (ja) ハイブリッド車両の電動オイルポンプ制御装置
JPWO2011092855A1 (ja) 車両制御装置
JP2010155590A (ja) ハイブリッド車両の発進制御装置。
JP2015059639A (ja) 車両用制御装置
JP2009035188A (ja) ハイブリッド車両の制御装置
KR20160063820A (ko) 하이브리드 차량의 회생제동 제어방법
JP5918464B2 (ja) ハイブリッド車両の制御装置
JP2010188776A (ja) ハイブリッド車両の制御装置
JP5092363B2 (ja) 車両の発進制御装置
JP5182072B2 (ja) ハイブリッド車両のオイルポンプ駆動装置
US8612080B2 (en) Method for operating a hybrid drive
JP2013180695A (ja) ハイブリッド電気自動車の制御装置
JP6554030B2 (ja) ハイブリッド車両の制御装置
WO2022172388A1 (fr) Système hybride
JP5960657B2 (ja) フライホイール回生システム及びその制御方法
JP2011244551A (ja) 電動車両
JP5141535B2 (ja) ハイブリッド車両の制御装置
JP5012190B2 (ja) ハイブリッド車
JP2013180698A (ja) ハイブリッド電気自動車の制御装置
JP5691383B2 (ja) 車両用走行制御装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 21925641

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2022581104

Country of ref document: JP

Kind code of ref document: A

ENP Entry into the national phase

Ref document number: 20237030039

Country of ref document: KR

Kind code of ref document: A

WWE Wipo information: entry into national phase

Ref document number: 1020237030039

Country of ref document: KR

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 21925641

Country of ref document: EP

Kind code of ref document: A1