WO2023170853A1 - ハイブリッド車の回生制動装置 - Google Patents

ハイブリッド車の回生制動装置 Download PDF

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Publication number
WO2023170853A1
WO2023170853A1 PCT/JP2022/010500 JP2022010500W WO2023170853A1 WO 2023170853 A1 WO2023170853 A1 WO 2023170853A1 JP 2022010500 W JP2022010500 W JP 2022010500W WO 2023170853 A1 WO2023170853 A1 WO 2023170853A1
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WO
WIPO (PCT)
Prior art keywords
regenerative braking
engine
vehicle
motoring
hybrid vehicle
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2022/010500
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English (en)
French (fr)
Japanese (ja)
Inventor
翔太 國井
徹 澤田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Motors Corp
Original Assignee
Mitsubishi Motors Corp
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 Mitsubishi Motors Corp filed Critical Mitsubishi Motors Corp
Priority to JP2024505751A priority Critical patent/JP7791511B2/ja
Priority to PCT/JP2022/010500 priority patent/WO2023170853A1/ja
Publication of WO2023170853A1 publication Critical patent/WO2023170853A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • 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 regenerative braking device for a hybrid vehicle.
  • hybrid cars plug-in hybrid cars and hybrid cars (hereinafter collectively referred to as hybrid cars) that are equipped with an engine and an electric motor as driving sources, regenerative power generation has been widely used to increase the distance that the electric motor can travel. There is. Regenerative power generation uses an electric motor for driving the vehicle to generate electricity during deceleration, and charges the storage battery.
  • Patent Document 1 in order to prevent overcharging of the storage battery, the loss of the electric motor is increased when the battery approaches full charge during regenerative braking, thereby ensuring the braking force (regenerative braking force) generated by regenerative power generation while generating electricity. Proposals have been made to reduce the amount.
  • a method for increasing the loss of the electric motor a method is described as an example of increasing the eddy current loss by increasing the switching frequency in an inverter that controls the electric motor.
  • the present invention has been made in view of these problems, and its purpose is to provide a regenerative braking device for a hybrid vehicle that can secure regenerative braking force when the storage battery is fully charged.
  • a regenerative braking device for a hybrid vehicle includes an engine, a storage battery, a first rotating electrical machine that drives driving wheels of the vehicle, and a second rotating electrical machine that is driven by the engine and generates electricity.
  • a regenerative braking device which is included in a hybrid vehicle and includes a regenerative braking control unit that performs regenerative braking that causes the first rotating electric machine to generate electricity and apply braking force to the vehicle when the vehicle is decelerating, a motoring control unit configured to supply electric power from the storage battery to the second rotating electric machine to forcibly drive the engine in a state where fuel supply is stopped when performing regenerative braking; and a charging rate of the storage battery.
  • a friction increasing means that increases friction in the forced drive of the engine if the charging rate is equal to or higher than a predetermined full charge value when the motoring is executed. It is characterized by:
  • the electric power generated by the first rotating electrical machine through regenerative braking is consumed in the second rotating electrical machine by performing motoring. Therefore, the amount of power generation in the first rotating electric machine can be increased, and the regenerative braking force can be increased. Further, when the charging rate of the storage battery is equal to or higher than a predetermined full charge value, friction is increased during forced driving of the engine during motoring, so that a large amount of power can be consumed in the second rotating electric machine. This prevents the charging rate of the storage battery from becoming overcharged.
  • the friction increasing means cools the engine.
  • the friction increasing means cools the engine.
  • the cooling means already installed in the engine it is possible to increase friction while suppressing increases in cost and installation space.
  • the friction increasing means uses an electric motor to cool the engine. Accordingly, when the friction increasing means cools the engine, the electric motor consumes electric power, so that the regenerated electric power can be further consumed.
  • the friction increasing means is an oil pump that circulates lubricating oil for the engine. This makes it possible to easily increase friction while suppressing increases in cost and mounting space by using the oil pump for circulating lubricating oil that is already provided in the engine.
  • the friction increasing means is a water pump that circulates cooling water for the engine. This makes it possible to easily increase friction while suppressing increases in cost and installation space by using the water pump for circulating cooling water that is already installed in the engine.
  • the vehicle includes a radiator that exchanges heat between the cooling water and outside air, and a radiator fan that blows air to the radiator, and the friction increasing means is configured to increase friction when driving the water pump during the motoring. It is preferable to drive the radiator fan.
  • cooling efficiency of the cooling water in the radiator can be improved, cooling of the engine can be promoted, and friction when the engine is forced to be driven can be further increased.
  • the regenerative braking device for a hybrid vehicle of the present invention when the charging rate of the storage battery is equal to or higher than a predetermined full charge value, the friction of the forced drive of the engine during motoring is increased, and the second rotating electrical machine consumes a large amount of electric power. Therefore, a large braking force due to regenerative braking can be ensured while suppressing the charging rate of the storage battery from becoming overcharged.
  • FIG. 1 is a schematic configuration diagram of a plug-in hybrid vehicle equipped with a regenerative braking device according to an embodiment of the present invention.
  • FIG. 1 is a configuration diagram of a regenerative braking system that performs a regenerative braking function. It is a flowchart which shows the control procedure of motoring in regenerative braking performed in a regenerative braking system. It is an explanatory view of a supply destination of regenerative electric power in a vehicle of this embodiment.
  • FIG. 1 is a schematic configuration diagram of a plug-in hybrid vehicle (hereinafter referred to as vehicle 1) equipped with a drive control device according to an embodiment of the present invention.
  • the vehicle 1 of this embodiment is capable of running by driving the front wheels 3 by the output of the engine 2, and is equipped with an electric front motor 4 (first rotating electric machine) that drives the front wheels 3 (driving drive wheels). .
  • the engine 2 can drive the drive shaft 8 of the front wheels 3 via the reducer 7, and can also drive the motor generator 9 (second rotating electric machine) via the reducer 7 to generate electricity. There is.
  • the front motor 4 is driven by being supplied with high voltage power from a drive battery 11 (storage battery) mounted on the vehicle 1 and a motor generator 9 via a front inverter 10, and is driven by driving the front motor 4 via a reduction gear 7.
  • the drive shaft 8 is driven.
  • the speed reducer 7 has a built-in engine clutch 7a that can connect and disconnect power transmission between the output shaft of the engine 2 and the drive shaft 8. Further, the reducer 7 has a built-in motor clutch 7b that can switch between connecting and disconnecting power transmission between the front motor 4 and the drive shaft 8.
  • the electric power generated by the motor generator 9 can charge the driving battery 11 via the front inverter 10 and can also supply electric power to the front motor 4.
  • the drive battery 11 is composed of a secondary battery such as a lithium ion battery, and has a battery module (not shown) configured by combining a plurality of battery cells, and also has a state of charge (state of charge) of the battery module.
  • a battery monitoring unit 11a charge rate detection means for monitoring SOC (hereinafter referred to as SOC) and the like is provided.
  • Front inverter 10 has a function of controlling the output of front motor 4 and the amount of power generated by motor generator 9 based on a control signal from hybrid control unit 20 .
  • the vehicle 1 is equipped with a charger 21 that charges the drive battery 11 using an external power source.
  • the engine 2 is equipped with an electric cooling system 50 (friction increasing means) that cools the engine 2.
  • the cooling system 50 is, for example, an electric engine oil pump that circulates lubricating oil for the engine 2.
  • the engine oil pump is controlled by the engine control unit 22 to operate when the engine is operating. Further, the operation of the engine oil pump is controlled by the hybrid control unit 20 via the engine control unit 22.
  • the electric cooling system 50 may be an electric water pump that circulates the cooling water of the engine 2.
  • the water pump is also controlled by the engine control unit 22 to operate when the engine is operating. Further, the operation of the water pump is controlled by the hybrid control unit 20 via the engine control unit 22.
  • a radiator fan that blows air to a radiator may be used together with a water pump. By driving the radiator fan at the same time as the water pump is driven, the cooling efficiency of the cooling water in the radiator that exchanges heat between the cooling water and the outside air can be improved, and the engine 2 can be further cooled.
  • the hybrid control unit 20 is a control device for comprehensively controlling the vehicle 1, and includes an input/output device, a storage device (ROM, RAM, nonvolatile RAM, etc.), a central processing unit (CPU), etc. configured.
  • a storage device ROM, RAM, nonvolatile RAM, etc.
  • CPU central processing unit
  • a battery monitoring unit 11a charging rate detection means of the drive battery 11
  • a front inverter 10 an engine control unit 22
  • an accelerator opening sensor 40 that detects the amount of accelerator operation, and the like. The detection and operation information from these devices is input.
  • the front inverter 10 the reduction gear 7 (clutches 7a, 7b), and the engine control unit 22 are connected to the output side of the hybrid control unit 20.
  • the hybrid control unit 20 calculates the vehicle required output and driving torque required for driving the vehicle 1 based on the various detected amounts and various operating information of the accelerator opening sensor 40, etc.
  • a control signal is sent to the control unit 22, front inverter 10, and reducer 7 to switch the driving mode ((EV mode: electric vehicle mode), series mode, parallel mode), output of the engine 2 and front motor 4, and control the motor. Controls the output (generated power) of the generator 9.
  • the engine 2 In the EV mode, the engine 2 is stopped, and the front motor 4 is driven by electric power supplied from the drive battery 11 to cause the vehicle 1 to travel.
  • the engine clutch 7a of the speed reducer 7 is disconnected, and the motor generator 9 is operated by the engine 2. Then, the front motor 4 is driven by the electric power generated by the motor generator 9 and the electric power supplied from the driving battery 11 to cause the vehicle to travel.
  • the rotational speed of the engine 2 is set to a predetermined rotational speed, and excess power is supplied to the drive battery 11 to charge the drive battery 11.
  • the engine clutch 7a of the reducer 7 is connected, and power is mechanically transmitted from the engine 2 via the reducer 7 to drive the front wheels 3. Further, the front motor 4 is driven by the electric power generated by operating the motor generator 9 by the engine 2 and the electric power supplied from the driving battery 11 to drive the vehicle.
  • the motor clutch 7b is in a connected state. Also in the parallel mode, the motor clutch 7b is basically in a connected state.
  • the hybrid control unit 20 sets the driving mode to the parallel mode in a region where the engine 2 is efficient, such as a high-speed region. Further, in a region other than the parallel mode, that is, in a medium-low speed region, switching is performed between the EV mode and the series mode based on the drive torque of the vehicle 1 and the charging rate SOC of the drive battery 11.
  • the front motor 4 When the vehicle 1 is decelerating with the accelerator off, the front motor 4 is forcibly driven by the rotational force of the front wheels 3 to generate electricity (regenerative power generation), and the vehicle 1 has a regenerative braking function that applies braking torque (regenerative braking force) to the front wheels 3. It is equipped with
  • FIG. 2 is a configuration diagram of a regenerative braking system 25 (regenerative braking device) that performs a regenerative braking function.
  • the hybrid control unit 20 of this embodiment includes a regenerative braking control section 51 that controls regenerative braking, and a motoring control section 52 that controls motoring.
  • the regenerative braking control unit 51 calculates regenerative braking torque based on wheel speed, brake operation amount, etc. when the vehicle 1 is decelerating. Further, the regenerative braking control section 51 controls the front motor 4 via the front inverter 10 to control regenerative braking torque due to regenerative power generation.
  • the motoring control unit 52 executes motoring in which the engine 2 is forcibly driven by the motor generator 9. During regenerative braking, motoring is performed with the engine clutch 7a disconnected and the motor clutch 7b connected, as in the series mode, and fuel is not supplied to the engine 2, but power is supplied to the motor generator 9. , the engine 2 is forcibly driven.
  • the motor generator 9 is supplied with power generated by the front motor 4 mainly during regenerative braking. As a result, electric power is consumed in the motor generator 9 due to friction when the engine 2 is forcibly driven.
  • FIG. 3 is a flowchart showing a motoring control procedure in regenerative braking performed in the regenerative braking system 25.
  • the motoring control shown in FIG. 3 is repeatedly performed during regenerative braking of the vehicle 1.
  • step S10 the charging rate of the drive battery 11 is input from the battery monitoring unit 11a, and it is determined whether it is fully charged. Specifically, the determination is made based on whether the charging rate input from the battery monitoring unit 11a is equal to or higher than a predetermined value (predetermined full charge value) that is close to a suitably set full charge.
  • a predetermined value predetermined full charge value
  • the process advances to step S20. If the battery is not fully charged, that is, if the charging rate is less than a predetermined value, the routine returns.
  • step S20 the surplus power amount is confirmed.
  • the surplus power amount is a value obtained by subtracting the power consumed by the above motoring from the power generated by the front motor 4 through regenerative power generation.
  • the actual generated power and power consumption may be input from the front inverter 10. Then, the process advances to step S30.
  • step S30 engine cooling determination is performed.
  • the surplus power confirmed in step S20 exceeds 0, it is determined that engine cooling is required, and the process proceeds to step S40. If the surplus power is 0 or less, it is determined that engine cooling is not necessary, and the process proceeds to step S50.
  • step S40 the cooling system 50 starts cooling the engine.
  • the engine 2 may be cooled by operating the electric oil pump, the engine 2 may be cooled by operating the water pump, or even the radiator fan. You can also do it in combination.
  • step S50 the motoring control unit 52 executes motoring in which the motor generator 9 forcibly drives the engine 2, and the routine returns.
  • step S50 the engine 2 is not cooled by the cooling system 50, but the engine 2 is forcibly motored by the motor generator 9, and the routine returns.
  • FIG. 4 is an explanatory diagram of regenerative power supply destinations in the vehicle 1 of this embodiment. Note that, in this figure, illustrations of the front inverter 10 and the motor clutch 7b are omitted. In FIG. 4, arrows indicate the destinations to which electric power is supplied from the front motor 4 during regenerative braking.
  • (A) of FIG. 4 shows a normal state when the charging rate of the driving battery 11 is less than a predetermined value
  • (B) shows a reference example in which motoring is performed when the charging rate of the driving battery 11 is fully charged than the predetermined value.
  • (C) show the present embodiment when fully charged.
  • the engine clutch 7a is in a disconnected state.
  • the driving battery 11 under normal conditions when the charging rate of the driving battery 11 is less than a predetermined value, the driving battery 11 is charged with the electric power (regenerative power) generated by the front motor 4 during regenerative braking.
  • the vehicle 1 of the present embodiment has a regenerative braking function that applies braking torque to the front wheels 3, which are driving wheels, by regenerative power generation during deceleration driving, so the service brake system of the vehicle 1 uses regenerative braking. It is possible to ensure braking performance while suppressing the use of the front motor 4, and to charge the drive battery 11 with the power generated by the front motor 4. Thereby, the distance that the front motor 4 can travel electrically can be increased.
  • motoring is enabled by the motoring control unit 52. If regenerative braking is requested in a state where the charging rate of the drive battery 11 is equal to or higher than a predetermined value close to full charge, motoring is performed to use the regenerative power generated by the front motor 4 during regenerative braking. Then, the motor generator 9 forcibly drives the engine 2 whose fuel supply is stopped. This makes it possible to increase the regeneratively generated power and ensure a high regenerative braking torque.
  • the engine 2 is cooled by the cooling system 50 during motoring when the drive battery 11 is nearly fully charged, so the friction when the engine 2 is forcibly driven is increased. This allows the motor generator 9 to consume a large amount of power during motoring, and prevents the drive battery 11 from being overcharged.
  • the cooling system 50 for the engine 2 uses, for example, an oil pump that circulates engine oil or a water pump that circulates cooling water, so these devices installed in the engine 2 can be used to cool the engine during motoring. 2 can be cooled. Therefore, there is no need to provide a new device in the vehicle 1 as the cooling system 50, and an increase in parts cost and device mounting space can be suppressed.
  • the cooling system 50 such as the oil pump and the water pump is an electric motor, it can consume electric power when cooling the engine 2 during motoring in a fully charged state, and prevents the drive battery 11 from being overcharged. can be further suppressed.
  • a radiator fan may also be operated. Thereby, the temperature of the cooling water can be lowered, the engine temperature can be lowered, and the friction of the engine 2 can be further increased.
  • the cooling system 50 executed during regenerative braking in a fully charged state may be other than an oil pump or a water pump.
  • the discharge amount of an oil pump or the like may be changed based on the engine temperature or charging rate.
  • the vehicle 1 of the above embodiment is a front wheel drive vehicle
  • the present invention can also be applied to a four wheel drive vehicle equipped with a rear motor that drives the left and right rear wheels 5, for example.
  • the vehicle 1 of this embodiment is a plug-in hybrid vehicle (PHEV) capable of external charging or external power supply
  • the present invention may be applied to a vehicle capable of motoring, such as a hybrid vehicle capable of series mode. Widely applicable.
  • PHEV plug-in hybrid vehicle

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
PCT/JP2022/010500 2022-03-10 2022-03-10 ハイブリッド車の回生制動装置 Ceased WO2023170853A1 (ja)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2024505751A JP7791511B2 (ja) 2022-03-10 2022-03-10 ハイブリッド車の回生制動装置
PCT/JP2022/010500 WO2023170853A1 (ja) 2022-03-10 2022-03-10 ハイブリッド車の回生制動装置

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2024119272A (ja) * 2023-02-22 2024-09-03 三菱自動車工業株式会社 ハイブリッド車両

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006152877A (ja) * 2004-11-26 2006-06-15 Nissan Motor Co Ltd エンジンの始動装置
JP2012006525A (ja) * 2010-06-25 2012-01-12 Mitsubishi Motors Corp ハイブリッド車の回生制御装置
JP2012086652A (ja) * 2010-10-19 2012-05-10 Nissan Motor Co Ltd ハイブリッド車両の制御装置
JP2016117451A (ja) * 2014-12-24 2016-06-30 日産自動車株式会社 車両の制御装置

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3594028B2 (ja) 2002-12-03 2004-11-24 トヨタ自動車株式会社 動力出力装置およびハイブリッド車両並びにその制御方法
JP2010018212A (ja) 2008-07-11 2010-01-28 Toyota Motor Corp ハイブリッドシステムの制御装置
JP6996400B2 (ja) 2018-04-06 2022-01-17 トヨタ自動車株式会社 車両システム
JP2021054331A (ja) 2019-09-30 2021-04-08 ダイハツ工業株式会社 電動車両用制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006152877A (ja) * 2004-11-26 2006-06-15 Nissan Motor Co Ltd エンジンの始動装置
JP2012006525A (ja) * 2010-06-25 2012-01-12 Mitsubishi Motors Corp ハイブリッド車の回生制御装置
JP2012086652A (ja) * 2010-10-19 2012-05-10 Nissan Motor Co Ltd ハイブリッド車両の制御装置
JP2016117451A (ja) * 2014-12-24 2016-06-30 日産自動車株式会社 車両の制御装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2024119272A (ja) * 2023-02-22 2024-09-03 三菱自動車工業株式会社 ハイブリッド車両
JP7846459B2 (ja) 2023-02-22 2026-04-15 三菱自動車工業株式会社 ハイブリッド車両

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JPWO2023170853A1 (https=) 2023-09-14

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