WO2022185463A1 - Procédé de commande régénérative et dispositif de commande régénérative pour véhicule hybride - Google Patents

Procédé de commande régénérative et dispositif de commande régénérative pour véhicule hybride Download PDF

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Publication number
WO2022185463A1
WO2022185463A1 PCT/JP2021/008314 JP2021008314W WO2022185463A1 WO 2022185463 A1 WO2022185463 A1 WO 2022185463A1 JP 2021008314 W JP2021008314 W JP 2021008314W WO 2022185463 A1 WO2022185463 A1 WO 2022185463A1
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WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
downhill
idling
battery
Prior art date
Application number
PCT/JP2021/008314
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English (en)
Japanese (ja)
Inventor
淳 手塚
Original Assignee
日産自動車株式会社
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Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to PCT/JP2021/008314 priority Critical patent/WO2022185463A1/fr
Priority to JP2023503272A priority patent/JP7371810B2/ja
Publication of WO2022185463A1 publication Critical patent/WO2022185463A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors

Definitions

  • the present invention relates to regenerative control on a downhill road in a hybrid vehicle, such as a series hybrid vehicle, which has a motor generator connected to an internal combustion engine and a motor generator connected to drive wheels of the vehicle.
  • Patent Document 1 when there is a downhill road on a planned route, the SOC is actively lowered by performing motor driving or the like before approaching the downhill road in order to recover as much energy as possible from traveling on a downhill road. Techniques are disclosed for letting go. By lowering the SOC in advance, the margin up to the upper limit of use becomes large, and efficient energy recovery on a downhill road can be achieved.
  • Regenerative control for a hybrid vehicle provides a hybrid vehicle including a first motor generator connected to an internal combustion engine, a second motor generator connected to drive wheels of the vehicle, and a battery.
  • a descending road on a route is detected in advance, and whether or not the SOC of the battery reaches the upper usage limit due to regeneration of the second motor generator during the descending slope is predicted.
  • part of the regenerated electric power is used to idle the internal combustion engine by the first motor generator.
  • the battery is charged while consuming part of the regenerated electric power due to the internal combustion engine running idle while traveling on a downhill road. Therefore, the charging power to the battery becomes relatively small, and the temperature rise of the battery is suppressed. Therefore, it is advantageous in terms of battery life.
  • FIG. 1 is a configuration explanatory diagram of a hybrid vehicle of one embodiment
  • 4 is a flowchart showing the flow of regeneration control processing for running downhill.
  • 4 is a flow chart showing the flow of processing for determining power during idling;
  • Time chart for explaining the operation of one embodiment.
  • FIG. 1 schematically shows the configuration of a series hybrid vehicle of one embodiment.
  • This series hybrid vehicle includes a first motor generator 1 that operates mainly as a power generator, an internal combustion engine 2 that is used as an internal combustion engine for power generation that drives the first motor generator 1 in accordance with electric power demand, and an internal combustion engine 2 that mainly functions as a motor. It includes a second motor generator 4 that operates to drive the drive wheels 3 and a battery 5 that temporarily stores the generated power.
  • the thick solid lines in FIG. 1 indicate mechanical connections.
  • the first motor generator 1 is mechanically connected to the internal combustion engine 2, and the second motor generator 4 is mechanically connected to the driving wheels 3. .
  • the dashed line in FIG. 1 indicates the connection of the electric power system
  • the first motor generator 1 is connected to the battery 5 via the first inverter device 6
  • the second motor generator 4 is connected via the second inverter device 7 It is connected to the battery 5.
  • the thin solid line in FIG. 1 indicates the connection of the control system, the first inverter device 6 is controlled by the first motor controller 8, and the second inverter device 7 is controlled by the second motor controller 9, respectively. Also, charging and discharging of the battery 5 is controlled by a battery controller 10 .
  • the battery controller 10 monitors the SOC and temperature of the battery 5 made up of, for example, a lithium ion secondary battery, and performs individual charging control of a plurality of cells.
  • These first and second motor controllers 8 and 9 and battery controller 10 are connected to a power train controller 11 that performs integrated control of the entire vehicle.
  • the powertrain controller 11 receives signals such as the accelerator pedal position, vehicle speed, and brake operation amount of the vehicle, and also receives a signal indicating the SOC from the battery controller 10. Based on these signals, the first and second motors are operated. It controls the generators 1 and 4 and the internal combustion engine 2 .
  • the vehicle is also equipped with a navigation system 12 that uses relatively high-precision map information and a GPS system.
  • the map information of the navigation system 12 includes three-dimensional road information, that is, road gradient information. In addition, it is desirable to include information on road surface roughness.
  • This map information may be stored in a storage device such as a hard disk of the navigation system 12, and is provided to the navigation system 12 from outside the vehicle via 5G communication or the like while the vehicle is running. good too.
  • the internal combustion engine 2 drives the first motor generator 1 to generate electric power, and the electric power is transmitted to the second motor generator 4 via the first inverter device 6 and the second inverter device 7. , and the surplus power is stored in the battery 5 .
  • the second motor generator 4 is controlled via the first inverter device 6 and the power of the battery 5 via the second inverter device 7 to drive the drive wheels 3 .
  • the second motor generator 4 regenerates during downhill or deceleration, and the electric power generated during this regeneration is stored in the battery 5 via the second inverter device 7 .
  • the internal combustion engine 2 is controlled by a power train controller 11 via an engine controller (not shown).
  • the internal combustion engine 2 that drives the first motor generator 1 for power generation is operated in accordance with a power request from the vehicle including the SOC of the battery 5 and the like. That is, when an electric power request is received from the power train controller 11 according to the accelerator pedal opening, vehicle speed, etc. of the vehicle, the internal combustion engine 2 is operated according to the electric power request.
  • the flowchart in FIG. 2 shows a main routine of regenerative control during downhill that is repeatedly executed by the powertrain controller 11 .
  • step 1 based on the information obtained from the navigation system 12, the vehicle speed profile and road gradient profile on the predicted travel route are obtained.
  • the vehicle speed profile is a predicted value of the vehicle speed at each point on the route.
  • the road gradient profile is a set of gradient information at each point on the route to be traveled from now on, and it is possible to detect in advance the downhill road on which the vehicle is to travel.
  • the length of the downhill road, the time required for the vehicle to run on the downhill road, and the like can be predicted from the road gradient profile and the vehicle speed profile.
  • step 2 proceed to step 2 to estimate the regenerative power generation energy that will be obtained when the vehicle travels downhill.
  • the regeneratively generated energy is correlated with the height difference and vehicle weight of the entire downhill road, the efficiency during regeneration, the presence or absence of mechanical braking, and the like.
  • the regenerative power generation energy may be estimated as an overall value from the height difference of the entire downhill road obtained from the road gradient profile, and the regenerative power generation energy between points obtained based on the road gradient at each point may be integrated.
  • any known method can be used as a method for estimating the regeneratively generated energy.
  • step 3 based on the estimated regenerative power generation energy and the SOC of the battery 5 at that time, when the battery 5 is charged with all of the regenerative power generation energy, the SOC exceeds the predetermined use upper limit HL (see FIG. 4). determine whether As shown in FIG. 4, the upper limit HL and the lower limit LL for use are set in advance for the battery 5 from the viewpoint of suppressing deterioration, and charging/discharging is performed so that the SOC is maintained between these limits. controlled.
  • step 3 If NO is determined in step 3, the process proceeds to step 7, and the internal combustion engine 2, which will be described later, is not idled on the next downhill road. In other words, normal regenerative charging is performed on the next downhill road.
  • step 3 determines YES, proceed to step 4 and lower the SOC before reaching the downhill road.
  • the SOC is intentionally lowered by actively performing running on the electric power of the battery 5 without power generation by the internal combustion engine 2 (so-called EV running).
  • This SOC is lowered with the goal of lowering it to a level that does not reach the use upper limit HL due to the charging of the downhill road at the starting point of the downhill road.
  • the use lower limit LL should not be exceeded.
  • the power of the battery 5 may be consumed by other means.
  • step 5 proceed to step 5, and predict whether or not the use upper limit HL will be reached in the middle of the downhill road when charging with the regeneratively generated energy is started from the SOC value lowered in step 4.
  • step 5 If NO is determined in step 5, the process proceeds to step 7, and the internal combustion engine 2, which will be described later, is not idled on the next downhill road. In other words, normal regenerative charging is performed on the next downhill road.
  • step 5 If it is determined YES in step 5, the process proceeds to step 6, and the internal combustion engine 2 is idled by the first motor generator 1 using part of the regenerated electric power on the next downhill road. A part of the regenerated electric power is consumed by the idling of the internal combustion engine 2, and the charging electric power supplied to the battery 5 is suppressed.
  • the idling of the internal combustion engine 2 starts at the starting point of the downhill road and ends at the end point of the downhill road.
  • the drive power of the first motor generator for idling so that the SOC of the battery 5 just reaches the use upper limit HL at the end of downhill travel. That is, the surplus energy is obtained by subtracting the running resistance energy and the free space energy of the battery from the regeneratively generated energy that is likely to be obtained on the downhill road, and the surplus energy is obtained in the scheduled idle time from the start of the downhill to the end of the downhill. By dividing, the driving power of the first motor generator 1 when the internal combustion engine 2 is idle can be determined.
  • FIG. 3 is a flow chart showing a specific routine for setting the driving power of the first motor generator 1 required for this idling (hereinafter referred to as "idling power").
  • idling power the surplus energy ⁇ E is obtained.
  • the surplus energy ⁇ E is the surplus energy that would exceed the use upper limit HL when all the regenerated electric power is used for charging without idling the internal combustion engine 2 .
  • the running resistance energy is the amount of energy consumed by running resistance during running on a downhill road.
  • the free battery capacity energy is the amount of energy that can be charged to the battery 5 at the start of downhill.
  • step 13 the processing after step 13 is added in order to limit the rotation speed of the internal combustion engine 2 during idling (referred to as "idling rotation speed") so that it does not become excessive.
  • the constant C is set in advance as a value including the frictional resistance of the internal combustion engine 2 and the like.
  • step 14 it is determined whether or not the idling rotation speed calculated in step 13 is equal to or less than a predetermined idling upper limit rotation speed.
  • the idling upper limit rotation speed can be appropriately set so as not to become an excessive rotation speed.
  • the vehicle speed specifically, the higher the vehicle speed, the higher the value of the idling upper limit rotational speed.
  • the vehicle speed here may be a vehicle speed value predicted based on the vehicle speed profile, or may be an actual vehicle speed while traveling on a downhill that is actually idling.
  • the rotation upper limit rotation speed may be set to a high value.
  • step 14 If YES in step 14, the value of the idling rotation speed in step 13 is retained as the target idling rotation speed.
  • step 14 proceed to step 15 and set the idling upper limit rotation speed as the target idling rotation speed. Then, in step 16, based on the target idling rotation speed, the idling power corresponding to this is calculated.
  • the idling power of the first motor generator 1 during downhill running is determined in this way. Therefore, basically, the SOC is obtained near the use upper limit HL at the stage when the downhill road is finished.
  • FIG. 4 is a time chart of one embodiment, showing (a) road altitude, (b) battery 5 SOC, and (c) internal combustion engine 2 rotation speed.
  • the downhill travel is from time t1 to time t2.
  • the next downhill road is predicted at time t0, and the process of lowering the SOC by EV driving is started.
  • time t1 when the descending road is reached, the SOC is reduced to near the use lower limit LL.
  • the maximum energy recovery can be achieved, as is clear from the fact that the SOC in FIG. 4 varies from the lower limit of use LL to the upper limit of use HL. In other words, it is possible to suppress deterioration of the battery 5 while maximally utilizing regeneration on a downhill road.
  • Such regenerative control on downhill roads is particularly suitable for hybrid vehicles configured to automatically perform regenerative braking when the accelerator pedal is released. Note that when such a regenerative braking function with the accelerator pedal can be canceled with a switch or the like, the control described above is not executed in a state where the driver cancels the regenerative braking function.
  • the internal combustion engine 2 when the internal combustion engine 2 is provided with an exhaust purification electrothermal catalyst in the exhaust system, a part of the regenerated electric power is used to energize the electrothermal catalyst while the internal combustion engine 2 is idle.
  • a part of the regenerated electric power is used to energize the electrothermal catalyst while the internal combustion engine 2 is idle.
  • control may be performed so that the energized power increases as the idling rotation speed increases.
  • the higher the idling rotation speed the lower the temperature due to the flow of gas. Therefore, by controlling the electric power supplied according to the idling rotation speed, the catalyst temperature can be kept at an appropriate constant temperature even if the electrothermal catalyst does not have a temperature sensor.
  • the driver releases the accelerator pedal.
  • the idling of the internal combustion engine 2 may start at the same time as the accelerator pedal is released, which gives the driver a sense of discomfort. There is concern to give. Therefore, in the example of FIG. 5, the idling of the internal combustion engine 2 is started slightly early.
  • the present invention is not limited to the above embodiment, and various modifications are possible.
  • the present invention is applicable not only to series hybrid vehicles but also to series-parallel hybrid vehicles, plug-in hybrid vehicles, and other hybrid vehicles capable of series operation.
  • a downhill road is detected in advance from the gradient information included in the map information.
  • the descending road may be detected in advance by learning such information. In such a case, the control described above is possible regardless of the gradient information.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

La présente invention comprend : un premier moteur-générateur (1) qui est utilisé pour générer de l'électricité et qui est entraîné par un moteur à combustion interne (2) ; et un second moteur-générateur (4) qui est utilisé pour le fonctionnement et qui est entraîné par une batterie (5). Des informations concernant une route devant la route sur laquelle se déroule actuellement le déplacement sont acquises et une prédiction est faite quant à savoir si une puissance régénérative devant être obtenue sur une route en descente amènera l'état de charge (SOC) de la batterie (5) à dépasser une limite d'utilisation supérieure HL. Si la prédiction montre que la limite d'utilisation supérieure HL sera dépassée, le déplacement EV est effectué à l'avance de manière à abaisser l'état de charge et le moteur à combustion interne (2) est mis au ralenti pendant le déplacement sur la route en descente utilisant une portion de la puissance régénérative. Par conséquent, étant donné que la puissance de charge de la batterie (5) est réduite d'autant, une augmentation de la température de la batterie (5) est supprimée.
PCT/JP2021/008314 2021-03-04 2021-03-04 Procédé de commande régénérative et dispositif de commande régénérative pour véhicule hybride WO2022185463A1 (fr)

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Application Number Priority Date Filing Date Title
PCT/JP2021/008314 WO2022185463A1 (fr) 2021-03-04 2021-03-04 Procédé de commande régénérative et dispositif de commande régénérative pour véhicule hybride
JP2023503272A JP7371810B2 (ja) 2021-03-04 2021-03-04 ハイブリッド車両の回生制御方法および回生制御装置

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PCT/JP2021/008314 WO2022185463A1 (fr) 2021-03-04 2021-03-04 Procédé de commande régénérative et dispositif de commande régénérative pour véhicule hybride

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000333305A (ja) * 1999-05-20 2000-11-30 Nissan Motor Co Ltd ハイブリッド車両の駆動制御装置
JP2002238105A (ja) * 2001-02-07 2002-08-23 Isuzu Motors Ltd ハイブリッド型電気自動車
JP2004354722A (ja) * 2003-05-29 2004-12-16 Nissan Motor Co Ltd 音声認識装置
JP2015080977A (ja) * 2013-10-22 2015-04-27 ダイムラー・アクチェンゲゼルシャフトＤａｉｍｌｅｒ ＡＧ ハイブリッド車両の走行制御装置
JP2017158389A (ja) * 2016-03-04 2017-09-07 本田技研工業株式会社 車両
JP2020029148A (ja) * 2018-08-22 2020-02-27 日産自動車株式会社 ハイブリッド車両の制御方法およびハイブリッド車両の制御装置

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6433345B2 (ja) 2015-03-09 2018-12-05 アイシン・エィ・ダブリュ株式会社 車両制御システム、車両制御方法および車両制御プログラム
JP6848739B2 (ja) 2017-07-18 2021-03-24 トヨタ自動車株式会社 ハイブリッド車両
JP6977622B2 (ja) 2018-03-06 2021-12-08 トヨタ自動車株式会社 ハイブリッド車両の制御装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000333305A (ja) * 1999-05-20 2000-11-30 Nissan Motor Co Ltd ハイブリッド車両の駆動制御装置
JP2002238105A (ja) * 2001-02-07 2002-08-23 Isuzu Motors Ltd ハイブリッド型電気自動車
JP2004354722A (ja) * 2003-05-29 2004-12-16 Nissan Motor Co Ltd 音声認識装置
JP2015080977A (ja) * 2013-10-22 2015-04-27 ダイムラー・アクチェンゲゼルシャフトＤａｉｍｌｅｒ ＡＧ ハイブリッド車両の走行制御装置
JP2017158389A (ja) * 2016-03-04 2017-09-07 本田技研工業株式会社 車両
JP2020029148A (ja) * 2018-08-22 2020-02-27 日産自動車株式会社 ハイブリッド車両の制御方法およびハイブリッド車両の制御装置

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JPWO2022185463A1 (fr) 2022-09-09

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