[go: up one dir, main page]

WO2014054534A1 - Dispositif de commande de véhicule hybride - Google Patents

Dispositif de commande de véhicule hybride Download PDF

Info

Publication number
WO2014054534A1
WO2014054534A1 PCT/JP2013/076324 JP2013076324W WO2014054534A1 WO 2014054534 A1 WO2014054534 A1 WO 2014054534A1 JP 2013076324 W JP2013076324 W JP 2013076324W WO 2014054534 A1 WO2014054534 A1 WO 2014054534A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
motor
clutch
hybrid vehicle
power
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/JP2013/076324
Other languages
English (en)
Japanese (ja)
Inventor
崇一 折田
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.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
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 Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Publication of WO2014054534A1 publication Critical patent/WO2014054534A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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
    • 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 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 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
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • 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
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • 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
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/425—Temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/445—Temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/50—Drive Train control parameters related to clutches
    • B60L2240/507—Operating parameters
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/525—Temperature of converter or components thereof
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a hybrid vehicle control device, and more particularly to engine start control.
  • a clutch provided between the motor generator and the engine is fastened at the time of starting the engine, and is started using the power from the motor generator. Is common.
  • a starter motor for starting the engine is provided separately from the motor generator, and when the start by the motor generator cannot be performed, the starter motor is used to start the engine (for example, , See Patent Document 1).
  • the present invention has been made paying attention to the above problem, and an object of the present invention is to provide a hybrid vehicle control device capable of executing engine start control capable of suppressing engine stall after engine start.
  • a control device for a hybrid vehicle of the present invention includes: In a hybrid vehicle having a power train system with a clutch between the high-voltage motor and the engine, When it is determined that the high electric motor start determining means for executing the start determination process for determining whether or not the engine can be started by the high electric motor cannot be started, the engine is started by the starting motor with the clutch open. And at this time, the target engine speed before clutch engagement, which is the engine rotation speed after engine startup and before clutch engagement, is set to the engine rotation speed at the time of power generation by the high electric motor after clutch engagement.
  • the hybrid vehicle control device includes engine start control means for executing engine start control for controlling the engine speed to be higher than the target engine speed.
  • the engine starting control means starts the engine using the starting motor when the engine cannot be started by the high electric motor. Further, the engine start control means sets the engine speed after engine start and before clutch engagement to a target engine speed before clutch engagement that is higher than the target engine speed after clutch engagement by engine start control.
  • the engine speed can be kept high even when the clutch is engaged after the engine is started and power is generated by the high-power motor and the engine speed is drawn to the high-power motor speed. Therefore, it is possible to suppress the occurrence of engine stall as compared with a case where the engine speed after starting the engine and before engaging the clutch is not set higher than the target engine speed after engaging the clutch.
  • FIG. 3 is a calculation block diagram illustrating an integrated controller according to the first embodiment.
  • FIG. 3 is a map diagram showing a steady target torque map used in the control device of the first embodiment.
  • FIG. 3 is a map diagram showing an MG assist driving force map used in the control device of the first embodiment.
  • 3 is a map showing an engine start / stop line map used in the control device of the first embodiment.
  • FIG. 3 is a characteristic diagram showing an optimum fuel consumption line of an engine used in the control device of the first embodiment.
  • FIG. 3 is a shift map diagram illustrating an example of a shift line in the automatic transmission according to the first embodiment.
  • FIG. 5 is a flowchart showing the flow of the first half of the engine start control process in the hybrid vehicle control apparatus of the first embodiment, showing a process including a start determination process.
  • FIG. 5 is a flowchart showing a flow of the latter half of the engine start control process in the hybrid vehicle control apparatus of the first embodiment.
  • FIG. 11 is a block diagram showing a portion for executing the processes of steps S211 and S212 in FIG. 10 in the integrated controller.
  • FIG. 11 is a block diagram showing a portion for executing a high-voltage motor rotation speed calculation before clutch engagement in step S211 of FIG. 10 in the integrated controller.
  • FIG. 11 is a block diagram showing a portion for executing a target engine speed calculation before clutch engagement in step S212 of FIG. 10 in the integrated controller. It is explanatory drawing of the calculating formula in the target engine speed calculation before clutch fastening of step S212 of FIG.
  • FIG. 11 is a block diagram showing a portion for executing a torque command in the high-voltage motor drive in step S215 of FIG.
  • FIG. 10 in the integrated controller, and shows an example in which a motor torque command Tm * is output based on motor rotation speed control.
  • FIG. 11 is a block diagram showing a portion for executing a torque command in the high-voltage motor drive in step S215 of FIG. 10 in the integrated controller, and shows an example of outputting a motor torque command Tm * based on a battery output.
  • 3 is a time chart showing an execution example of engine start control by the hybrid vehicle control apparatus of the first embodiment.
  • FIG. 1 shows a powertrain system of a hybrid vehicle to which the first embodiment is applied.
  • the power train system configuration will be described with reference to FIG.
  • the power train system of the hybrid vehicle to which the first embodiment is applied includes an engine 1, a motor generator (high electric motor) 2, an automatic transmission 3, a first clutch 4, and a second clutch.
  • a clutch 5, a differential gear 6, and tires 7 and 7 (drive wheels) are provided.
  • This hybrid vehicle has a power train system configuration including an engine, one motor, and two clutches.
  • a travel mode an “HEV mode” in which the first clutch 4 is engaged and an “EV mode” in which the first clutch 4 is released.
  • WSC mode in which the second clutch 5 travels in a slip-engaged state.
  • the “EV mode” is a mode in which the vehicle travels only with the power of the motor generator (high electric motor) 2 and is driven by driving the engine 1.
  • the “HEV mode” is a mode in which the engine 1 and the motor generator 2 are driven. This mode is driven by power.
  • the engine 1 has an output shaft serving as a drive transmission system and an input shaft of a motor generator 2 (abbreviated MG) connected via a first clutch 4 (abbreviated CL1) having a variable torque capacity.
  • Motor generator 2 has an output shaft connected to an input shaft of automatic transmission 3 (abbreviated as AT). That is, the motor generator 2 transmits the driving force to the tire 7 via the automatic transmission 3 to enable traveling in the EV mode. Further, the motor generator 2 can generate power (regenerative power generation) by inputting a driving force from the tire 7.
  • the automatic transmission 3 is a transmission having a plurality of shift stages, and tires 7 and 7 are connected to an output shaft of the automatic transmission 3 via a differential gear 6.
  • the automatic transmission 3 performs an automatic shift that automatically selects a shift speed according to the vehicle speed VSP and the accelerator opening APO, or a manual shift that selects a shift speed selected by the driver.
  • the second clutch 5 (abbreviated as CL2) uses one of the engaging elements of a clutch / brake having a variable torque capacity, which is responsible for power transmission in different transmissions depending on the shift state of the automatic transmission 3.
  • CL2 uses one of the engaging elements of a clutch / brake having a variable torque capacity, which is responsible for power transmission in different transmissions depending on the shift state of the automatic transmission 3.
  • the automatic transmission 3 combines the power of the engine 1 input via the first clutch 4 and the power input from the motor generator 2 and outputs the combined power to the tires 7 and 7.
  • the first clutch 4 and the second clutch 5 may be, for example, a dry multi-plate clutch or a wet multi-plate clutch that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid. According to the connection state of the first clutch 4, it is possible to switch between the “EV mode” and the “HEV mode” described above.
  • a starter motor (starting motor) 8 that can start the engine 1 by inputting power between the engine 1 and the first clutch 4 in the power train system is provided.
  • AT output rotation sensor 13 is provided.
  • FIG. 2 shows a control system for a hybrid vehicle to which the first embodiment is applied.
  • the control system in the first embodiment includes an integrated controller 20, an engine controller 21, a motor controller 22, an inverter 23, a high-power battery 24, and a DC / DC converter 25 shown in FIG. And an auxiliary battery 26.
  • the control system in the first embodiment includes a battery temperature sensor 14, an engine water temperature sensor 15, an SOC sensor 16, an accelerator opening sensor 17, and a motor temperature sensor 18 as shown in FIG. 2.
  • the ATF temperature sensor 19 and the inverter temperature sensor 23b are provided.
  • the SOC sensor 16 detects the state of charge of the high-power battery 24.
  • the accelerator opening sensor 17 detects an accelerator opening (APO).
  • the battery temperature sensor 14 detects the temperature of the high-power battery 24.
  • the engine water temperature sensor 15 detects the cooling water temperature of the engine 1 shown in FIG.
  • the motor temperature sensor 18 detects the temperature of the motor generator 2.
  • the ATF temperature sensor 19 detects the oil (ATF) temperature of the automatic transmission 3 as the hydraulic system temperature. The hydraulic pressure using the oil of the automatic transmission 3 is used for engaging the first clutch 4.
  • the inverter temperature sensor 23 b detects the temperature of the inverter 23.
  • the integrated controller (engine start control means: high-electric motor start determination means) 20 performs integrated control of the operating points of the power train components.
  • the driving force desired by the driver is determined according to the accelerator opening APO, the battery state of charge SOC (hereinafter referred to as the battery SOC), and the vehicle speed VSP (proportional to the automatic transmission output shaft speed).
  • the motor controller 22 is instructed to target MG torque or target MG rotation speed
  • the engine controller 21 is instructed to target engine torque
  • the first solenoid valve 31 is instructed to drive.
  • the engine controller 21 controls the engine 1.
  • the motor controller 22 controls the motor generator 2.
  • Inverter 23 drives motor generator 2.
  • the high-power battery 24 stores electric energy for driving the motor generator 2. Further, the auxiliary battery 26 is connected to the high-power battery 24 via the DC / DC converter 25 and serves as a power source for auxiliary devices including the controllers 20 to 22 and the starter motor (starting motor) 8.
  • the power train system is provided with a first solenoid valve 31 and a second solenoid valve 32.
  • the first solenoid valve 31 controls the hydraulic pressure of the first clutch 4.
  • the second solenoid valve 32 controls the hydraulic pressure of the second clutch 5.
  • FIG. 3 is a calculation block diagram illustrating the integrated controller 20 according to the first embodiment.
  • the integrated controller 20 includes a target driving force calculation unit 100, a mode selection unit 200, a target power generation output calculation unit 300, an operating point command unit 400, and a shift control unit 500. .
  • the target driving force calculation unit 100 uses the target steady driving force map shown in FIG. 4A and the MG assist driving force map shown in FIG. 4B to calculate the target steady driving force and the MG assist driving force from the accelerator opening APO and the vehicle speed VSP. Is calculated.
  • the mode selection unit 200 shown in FIG. 3 calculates an operation mode (HEV mode, EV mode) using the engine start / stop line map set at the accelerator opening for each vehicle speed shown in FIG. As indicated by the characteristics of the engine start line (SOC high, SOC low) and the engine stop line (SOC high, SOC low), the engine start line and the engine stop line are shown in FIG. Is set as a characteristic that decreases in the direction of decreasing.
  • the target power generation output calculation unit 300 shown in FIG. 3 calculates the target power generation output from the battery SOC using the traveling power generation request output map shown in FIG. Further, an output necessary for increasing the engine torque from the current operating point to the optimum fuel consumption line shown in FIG. 7 is calculated, and a smaller output than the target power generation output is added as a required output to the engine output.
  • the shift control unit 500 shown in FIG. 3 drives and controls the solenoid valve in the automatic transmission 3 so as to achieve these from the target CL2 torque capacity and the target gear ratio.
  • FIG. 8 shows an example of a shift line map used in the shift control. From the vehicle speed VSP and the accelerator opening APO, it is determined how many of the next shift stage from the current shift stage, and if there is a shift request, the shift clutch is controlled to change the speed.
  • This engine start control is executed when the vehicle is started from a stopped state, and is executed when the motor generator 2 is not driven.
  • the target driving force is positive torque and the accelerator operation (accelerator opening APO> 0) is performed during EV traveling, so that a mode transition request to “HEV mode” is issued.
  • the start control is not included in the present invention, and thus the description thereof is omitted.
  • step S201 data is received from each of the controllers 21 and 22, and in the next step S202, each sensor value is read and information necessary for the subsequent calculation is taken.
  • step S203 it is determined whether or not the engine water temperature is equal to or higher than a preset set value. If the engine water temperature is equal to or higher than the set value, the process proceeds to step S204, and if it is lower than the set value, the process proceeds to step S210. In other words, the cranking torque necessary for starting the engine can be obtained based on the engine water temperature detected by the engine water temperature sensor 15.
  • step S204 on the step S209 side where the engine is started by the motor generator (high electric motor) 2. Without proceeding, the process proceeds to step S210 in which engine start by the starter motor 8 is executed.
  • step S204 that proceeds when the engine water temperature is equal to or higher than the set value in step S203, it is determined whether or not the high-power battery temperature TempBAT is within a preset temperature range. If the high battery temperature TempBAT is within the set temperature range, the process proceeds to step S205, and if the high battery temperature TempBAT is outside the set temperature range, the process proceeds to step S210. That is, it is possible to obtain the high-voltage motor-generated output Pmot based on the high-power battery temperature TempBAT.
  • step S204 if the high-power battery temperature TempBAT is outside the set temperature range in which a preset cranking torque can be obtained, the engine generator (high-power motor) 2 starts the engine and the step on the step S209 side. Without progressing to S205, it progresses to step S210 which performs engine starting by the starter motor 8.
  • step S210 which performs engine starting by the starter motor 8.
  • step S205 which proceeds when the high-power battery temperature TempBAT is within the set temperature range in step S204, it is determined whether or not the high-power battery output possible power value Pout is equal to or greater than a preset set value. If it is less than the set value, the process proceeds to step S210. That is, whether the high-power battery output possible power value Pout, which is the power that can be output from the high-power battery 24, from the high-power battery temperature TempBAT and the battery SOC is larger than a set value at which the required cranking torque of the engine 1 can be obtained. Judge whether or not.
  • step S206 If the high-power battery output possible power value Pout is less than a preset value capable of obtaining a preset cranking torque, the process proceeds to step S206 on the step S209 side where the engine is started by the motor generator (high-power motor) 2. Without advance, it progresses to step S210 which performs engine starting by the starter motor 8.
  • step S210 which performs engine starting by the starter motor 8.
  • step S206 it is determined whether or not the motor temperature detected by the motor temperature sensor 18 is equal to or lower than a preset set value. If it is equal to or lower than the set value, the process proceeds to step S207. Proceed to That is, if the motor temperature is higher than a preset value that can be driven to obtain a cranking torque set in advance, the engine generator is started by the motor generator (high electric motor) 2 in step S207 on the side of step S209. Without proceeding, the process proceeds to step S210 in which engine start by the starter motor 8 is executed.
  • step S207 it is determined whether or not the inverter temperature detected by the inverter temperature sensor 23b is equal to or lower than a preset set value. If the inverter temperature is equal to or lower than the preset value, the process proceeds to step S208. Proceed to That is, in step S207, it is determined whether or not the inverter temperature is equal to or lower than a set value at which power conversion driving for obtaining cranking torque set in advance can be performed. If the inverter temperature is higher than the set value, the process proceeds to step S210 in which the starter motor 8 is started without proceeding to step S208 on the step S209 side where the motor generator 2 starts the engine.
  • step S208 it is determined whether or not the number of executions of this sequence is continuously less than or equal to the set number of times. On the other hand, if the number of executions of this sequence is continuous and exceeds the set number, the process proceeds to step S210. In other words, the case where the number of executions of this sequence continuously exceeds the set number in step S208 can be started although the start is executed by the determination that the motor generator (high electric motor) 2 can start. If not. As described above, when the start by the motor generator 2 cannot be started even after exceeding the set number of times, the engine 1 is reliably started using the starter motor 8 as the fail safe mode, and the running performance and brake performance of the vehicle are ensured. .
  • step S211 a high-voltage motor rotational speed ⁇ mb before clutch engagement, which is the high-voltage motor rotational speed before engaging the first clutch 4, is calculated. That is, the pre-clutch high-voltage motor rotation speed calculation unit 20a shown in FIG. 11 included in the integrated controller 20 estimates the high-voltage motor rotation speed ⁇ mb before clutch engagement based on the high-power battery temperature TempBAT, the battery SOC, and the ATF temperature TempATF. .
  • the high-voltage motor revolution number calculation unit 20a before clutch engagement will be described with reference to FIG.
  • the characteristic of the illustrated high-power motor possible output Pmot is set according to the high-power battery temperature TempBAT. That is, the output Pmot capable of generating the high electric motor is set to be lower than that in the intermediate region when the high electric battery temperature TempBAT is low and high. Further, the characteristics of the strong electric motor generateable output Pmot shift to a side where the high electric motor generateable output Pmot becomes lower as the battery SOC is lower, and shift to a side where the higher electric motor generateable output Pmot becomes higher as the battery SOC is higher. It is set to be.
  • the high-power motor shaft friction calculation unit 20d sets the high-power motor shaft friction based on the ATF temperature TempATF. That is, the high electric motor shaft friction Tfrc is set to increase as the ATF temperature TempATF becomes lower as shown in the figure. Then, the final calculation output unit 20e calculates the high-speed motor speed ⁇ mb before clutch engagement based on the high-power motor possible output Pmot and the high-power motor shaft friction Tfrc. That is, the pre-stored arithmetic expression is multiplied by the high-electric motor generation possible output Pmot, and the high-electric motor shaft friction Tfrc is divided to calculate the high-electric motor rotational speed ⁇ mb before clutch engagement.
  • the second strong electric motor generateable output calculation unit 20h for obtaining the high electric motor generateable output Pmot is provided in parallel with the high electric motor generateable output calculation unit 20c as shown in FIG. Any one of the strong electric motor generation possible outputs Pmot may be used. In this case, the reliability is increased by selecting the lower value.
  • the second strong electric motor generateable output calculation unit 20h may be used instead of the high electric motor generateable output calculation unit 20c.
  • step S212 the target engine speed ⁇ eb before clutch engagement, which is the target engine speed before engaging the first clutch 4, is calculated, and the engine speed ⁇ eng is controlled toward this.
  • the target engine speed ⁇ eb before clutch engagement is determined by the high engine speed ⁇ mb before clutch engagement and the target engine speed ⁇ ea after clutch engagement by the target engine speed calculator 20b before clutch engagement shown in FIG. Based on and.
  • FIG. 13 shows an example of the target engine speed calculator 20b before clutch engagement. That is, as means for obtaining the target engine speed ⁇ eb before clutch engagement, a first pre-clutch target engine speed calculator 20f that calculates based on a preset map and a preset calculation formula (1) are used. A second pre-clutch target engine speed calculation unit 20g that calculates based on the second clutch engagement.
  • the clutch loss can be calculated by ( ⁇ eng ⁇ mot) ⁇ Tcl1 ⁇ ⁇ t.
  • Tcl1 is the first clutch torque capacity
  • ⁇ t is the first clutch engagement time.
  • the second pre-clutch target engine speed calculator 20g shown in FIG. 13 inputs the high-voltage motor speed ⁇ mb before clutch engagement and the target engine speed ⁇ ea after clutch engagement based on the calculation formula (1). Then, the target engine speed ⁇ eb before clutch engagement is calculated.
  • a map based on this calculation formula (1) is input in advance to the first engine speed calculation unit 20f before clutch engagement. That is, in this map, the characteristic of the target engine speed ⁇ eb before clutch engagement with respect to the high-speed motor speed ⁇ mb before clutch engagement is set. This characteristic is set according to the target engine speed ⁇ ea after clutch engagement, and the characteristic is such that the higher the target engine speed ⁇ ea before clutch engagement is, the higher the target engine speed ⁇ eb before clutch engagement is. Yes.
  • the higher value of the pre-clutch target engine speed ⁇ eb obtained by both the pre-clutch target engine speed calculators 20f and 20g is used as the calculation result of step S212. Note that the calculation may be performed by only one of the target engine speed calculation units 20f and 20g before both clutches are engaged.
  • step S213 following step S212 the engine self-supporting determination is performed until the engine 1 starts to rotate independently, and after determining that it has been self-supporting, the process proceeds to the next step S214.
  • this self-supporting determination it is determined as self-supporting when a rotational state exceeding a preset engine speed continues for a set time or longer.
  • step S214 the motor generator 2 is connected to high power, and the process proceeds to step S215.
  • step S215 the motor generator 2 is driven. That is, the engagement hydraulic pressure for engaging the first clutch 4 is supplied from an oil pump 3 p provided in the automatic transmission 3. Therefore, the motor generator 2 is driven to rotate the automatic transmission 3 so as to generate a hydraulic pressure necessary for engaging the first clutch 4 in the oil pump 3p.
  • FIGS. 15A and 15B The example shown in FIG. 15A is an example in which a motor torque command Tm * is output based on motor rotation speed control. That is, the rotation speed control unit 20j generates a motor torque command Tm * based on the target motor rotation speed ⁇ mot * and the motor rotation speed (actual motor rotation speed) ⁇ mot. In this case, the target motor rotation speed ⁇ mot * is set to a high value, and the motor torque is set to stick to the battery output upper limit.
  • the example shown in FIG. 15B is an example in which the motor torque command Tm * is output based on the battery output. That is, the power control unit 20k generates a motor torque command Tm * based on the target battery output Pbat *, the battery current Ibat, and the battery voltage Vbat. Note that both the rotational speed control unit 20j and the power control unit 20k use conventional PI control and PID control.
  • step S216 following step S215 the first clutch 4 is instructed to be engaged, and then the process proceeds to step S217.
  • the engagement instruction of the first clutch 4 is based on the ATF temperature TempATF so that both the engagement response of the first clutch 4 (hydraulic response is slow at low temperatures) and the engagement shock (shock when suddenly engaged).
  • a first clutch engagement torque inclination and a first clutch engagement torque are set.
  • the line pressure PL by the oil pump 3p is controlled to a preset minimum line pressure PLmin (see FIG. 16).
  • the minimum line pressure PLmin is a pressure that requires the first clutch 4 to perform the engagement operation, and outputs an engagement instruction in a state where this pressure is secured.
  • step S217 the engagement determination of the first clutch 4 is performed, and after the engagement determination is obtained, the process proceeds to step S218.
  • this engagement determination the difference between the engine rotational speed ⁇ eng and the motor rotational speed ⁇ mot is calculated, and it is determined that the engagement is established when a state where the difference is equal to or less than the set rotational speed continues for a set time.
  • step S218 the Ready lamp 33 (see FIG. 2) indicating that the vehicle is ready to travel is turned on, and then the process proceeds to the end.
  • the starter switch (not shown) is turned on at time t 1, and engine start control in steps S 203 to S 208 shown in FIG. 9 is started by driving the motor generator 2 or by driving the starter motor 8. A determination of whether to start is made.
  • the process flow from step S203 to S210 is determined, and it is determined that the engine is started by driving the starter motor 8 in steps S210 to S218.
  • the starter motor 8 is driven at the timing t2, and the engine 1 is started. Therefore, the engine speed ⁇ eng shown by the solid line in the figure rises.
  • the high-speed motor speed ⁇ mb before clutch engagement is calculated (step S211), and the target engine speed ⁇ eb before clutch engagement is calculated (step S211).
  • Step S212 the target engine speed ⁇ eb before clutch engagement is set to be higher than the target engine speed ⁇ ea after clutch engagement. For example, in the example shown in this time chart, since the target engine speed ⁇ ea after clutch engagement is during cold start, the high idle speed (for example, 1000 pm) higher than the normal idling speed (for example, 1000 pm). 1200 rpm).
  • the target engine speed ⁇ eb before clutch engagement is set to a higher speed (for example, 1400 to 1800 rpm) than the high idle speed.
  • This pre-clutch target engine speed ⁇ eb is determined based on the post-clutch target high engine speed ⁇ ea, the high-power battery temperature TempBAT and the high-voltage motor speed ⁇ mb before clutch engagement set according to the high-voltage battery temperature TempBAT and the ATF temperature TempATF (FIG. 11).
  • the target engine speed ⁇ eb before clutch engagement has a certain variable range.
  • the high-speed motor speed ⁇ mb before clutch engagement is set to a low value (see FIG. 12), so the target engine speed ⁇ eb before clutch engagement is within the above variable range.
  • a higher value is set (see FIG. 13).
  • the engine speed ⁇ eng indicated by a solid line in the figure is controlled toward the target engine speed ⁇ eb before clutch engagement that is set higher after time t3.
  • the target engine speed ⁇ eb before clutch engagement is set higher than the high idle speed that is the target engine speed ⁇ ea after clutch engagement.
  • step S213 when the independence of the engine 1 is determined at the time t3 to t4 (step S213), after the high power connection is made to the motor generator 2 at the time t4 to t5 (step S214), the motor generator 2 Driven (step S215).
  • the driving of the motor generator 2 is started from time t5, and the engagement command for the first clutch 4 is output.
  • the motor generator 2 is controlled to the high-voltage motor rotational speed ⁇ mb before clutch engagement.
  • the high-power motor speed ⁇ mb before clutch engagement is obtained by the high-power motor shaft friction Tfrc obtained based on the high-power battery temperature TempBAT, the high-power generation potential Pmot obtained from the battery SOC, and the ATF temperature TempATF. , Determined by. Therefore, the motor generator 2 is driven within the output possible range of the high-power battery 24.
  • the motor generator 2 is driven to drive the oil pump 3p of the automatic transmission 3 to form a line pressure. In the first embodiment, this line pressure is set to the minimum line pressure PLmin, and the mechanical friction of the oil pump 3p is minimized.
  • the transmission torque of the first clutch 4 rises from time t6, and accordingly, the motor generator 2 starts to rotate with the engine 1 and the rotational speed increases.
  • the motor generator 2 starts to rotate synchronously with the engine 1, but at this time, the engine speed ⁇ eng decreases due to the retraction of the motor generator 2.
  • the engine speed ⁇ eng is controlled to be higher than the target engine speed ⁇ ea after the clutch is engaged before the first clutch 4 is engaged, the speed when the motor generator 2 is reduced due to the pull-in. Is the target engine speed ⁇ ea after clutch engagement. Thereby, generation
  • the Ready lamp 33 is turned on at time t8 when the first clutch 4 is completely engaged, so that the driver can be informed that the vehicle is ready to run. Further, at the time when the first clutch 4 is completely engaged (t8), the motor generator 2 generates idle power corresponding to the power used by the auxiliary machinery. At this time, in order to guarantee the torque for this power generation, the torque command value to the first clutch 4 from the time t8 is also increased according to the transmission torque.
  • the hybrid vehicle control apparatus of the first embodiment is A first clutch 4 provided in a drive transmission system for transmitting the driving force of the engine 1 to a tire 7 as a drive wheel, and capable of connecting and disconnecting the engine 1 side and the tire 7 side;
  • the engine 1 is installed on the side of the tire 7 relative to the first clutch 4 in the drive transmission system so as to enable output of the driving force to the drive transmission system and power generation by the input of the driving force.
  • a motor generator 2 as a strong electric motor capable of starting A starter motor 8 as a starting motor that is provided separately from the motor generator 2 and can start the engine 1;
  • the engine 1 is started by the starter motor 8 with the first clutch 4 opened, and at this time, at the engine speed after the engine is started and before the clutch is engaged.
  • the part corresponding to the engine start control means in the integrated controller 20 is the target engine speed before clutch engagement before starting the engine and before engaging the first clutch when the engine 1 is started using the starter motor 8.
  • ⁇ eb is set to a higher rotational speed than the target engine speed ⁇ ea after clutch engagement after clutch engagement.
  • the engine speed can be kept high when the engine speed is drawn to the motor generator 2 side. Therefore, the occurrence of engine stall can be suppressed as compared with a case where the engine speed after starting the engine and before clutch engagement is not set higher than the target engine speed ⁇ ea after clutch engagement.
  • the hybrid vehicle control device of the first embodiment is The oil pump 3p that forms the fastening pressure of the first clutch 4 is provided on the side of the tire 7 that is the driving wheel rather than the first clutch 4 of the drive transmission system, and the portion corresponding to the engine start control means in the integrated controller 20 is: During engine start control, before the first clutch 4 is engaged, the motor generator 2 is driven within the possible output range of the high-power battery 24 that is the power source of the motor generator 2 to drive the oil pump 3p. Therefore, the first clutch 4 can be fastened using the hydraulic pressure generated by the oil pump 3p.
  • the motor generator 2 is rotated by the rotation of the engine 1 transmitted through the first clutch 4.
  • the number of revolutions can be increased to the number of revolutions during power generation, and the mode can be shifted to the power generation mode.
  • the power generation by the motor generator 2 at this time is the power used by the auxiliary machinery, it is possible to prevent the high-power battery 24 from being burdened.
  • the line pressure PL is set to the minimum line pressure PLmin, the mechanical friction acting on the engine speed ⁇ eng can be kept low, and the pull-in amount of the engine speed ⁇ eng in a) can be suppressed.
  • the control device for the hybrid vehicle in the first embodiment is:
  • the portion corresponding to the engine start control means in the integrated controller 20 is a high-power motor speed before clutch engagement, which is a drivable high-speed motor rotation speed estimated based on the state of the high-power battery 24 based on the target engine speed ⁇ eb before clutch engagement.
  • a high-power motor speed before clutch engagement which is a drivable high-speed motor rotation speed estimated based on the state of the high-power battery 24 based on the target engine speed ⁇ eb before clutch engagement.
  • the target engine speed ⁇ ea after clutch engagement is obtained after the first clutch is engaged (configuration shown in FIG. 11). It is characterized by that. Therefore, the engine speed ⁇ eng after the first clutch 4 is engaged can be controlled to the target engine speed ⁇ ea after the clutch engagement, which is the target engine speed at the time of power generation when the first clutch 4 is engaged. .
  • the hybrid vehicle control apparatus of the first embodiment is The portion corresponding to the engine start control means in the integrated controller 20 is a high electric motor that is calculated from the high electric motor rotation speed ⁇ mb before clutch engagement from the high electric battery temperature TempBAT and the battery SOC and the high electric motor possible output Pmot and the ATF temperature TempATF. It is estimated based on the axial friction Tfrc (configuration shown in FIG. 12). Therefore, it is possible to estimate the high-speed motor ⁇ mb before clutch engagement with high accuracy based on the high-power battery temperature TempBAT, the battery SOC, and the ATF temperature TempATF.
  • the hybrid vehicle control device of the first embodiment is The portion corresponding to the high-power start determination means in the integrated controller 20 includes a case where the engine water temperature is higher than the set temperature (step S203) and a case where the high-power battery temperature TempBAT is within the set range as startable determination conditions (step S204). ). That is, the engine water temperature corresponds to the cranking torque necessary for starting the engine. Further, the high-power battery temperature TempBAT corresponds to the high-power motor-generated output Pmot. By setting these as startable determination conditions, it is possible to determine with high accuracy whether or not the necessary cranking torque can be obtained by the motor generator 2 using the high-power battery 24 as a power source. Therefore, it is possible to avoid using the power by driving the motor generator 2 in a state where it is difficult to use the power of the high-power battery 24.
  • the hybrid vehicle control device of Embodiment 1 The portion corresponding to the high-power start determination means in the integrated controller 20 is that the high-power battery output possible power value Pout is not less than the set value (step S205), the charge state value battery SOC is not less than the set value, and the motor temperature.
  • TempMOT includes at least one of a set value or less (step S206), and the temperature of the inverter 23 (inverter temperature Tinv) that drives the motor generator 2 by the power source of the high-power battery 24 is equal to or less than the set temperature (step S207).
  • the control device for the hybrid vehicle of the first embodiment is:
  • the portion corresponding to the high-power start determination means in the integrated controller 20 includes a case where the start cannot be started despite the start by the motor generator 2 exceeding the set number of times (step S208) as the start impossible determination condition. To do. As described above, when it is determined that the motor generator 2 can be started and the motor generator 2 cannot be started even after the set number of starts, the engine 1 is reliably started using the starter motor 8 in the fail-safe mode. Thereby, traveling performance and braking performance of the vehicle can be ensured.
  • the second clutch is set in the drive transmission system. This enables fine control, such as opening or sliding the second clutch to prevent the shock at the start of the engine from being transmitted to the tire side, such as when shifting from EV mode driving to HEV mode driving.
  • the second clutch is not necessarily provided. That is, the engine start control according to the present invention can be implemented even in a configuration without the second clutch.
  • the determination condition is not limited to this.
  • the determinations in steps S205 to S207 need not be performed.
  • whether or not the engine can be started may be determined based on whether or not the battery SOC that is the state of charge is equal to or greater than a set value as the determination condition.
  • the determination based on the battery SOC may be further added to the determinations in steps S205 to S207, or may be set instead of step S205.
  • the hybrid vehicle is assumed to be a rear-wheel drive vehicle in the drawing, but can also be applied to a front-wheel drive vehicle.

Landscapes

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

Abstract

L'invention concerne un dispositif de commande d'un véhicule hybride permettant d'exercer une commande de démarrage de moteur permettant d'éviter le calage une fois le moteur démarré. Le véhicule hybride comprend un système de groupe motopropulseur équipé d'un premier embrayage (4) entre un moteur générateur (2) et le moteur (1) et est caractérisé en ce qu'il est doté d'un moyen de commande de démarrage de moteur qui réalise une commande de démarrage de moteur dans laquelle, si un moyen de détermination de démarrage de moteur de puissance qui réalise un traitement de détermination de démarrage permettant de déterminer si oui ou non le moteur peut être démarré par le moteur générateur (2) détermine que le moteur ne peut pas être démarré, alors le moteur est démarré par un démarreur (8) avec le premier embrayage (4) dans un état relâché, et à ce moment, la vitesse de moteur cible avant l'engagement de l'embrayage, qui est la vitesse de moteur après le démarrage du moteur et avant l'engagement de l'embrayage, est commandée de manière à être supérieure à la vitesse de moteur cible après l'engagement de l'embrayage, qui est la vitesse de moteur pendant la génération par le moteur générateur (2) après l'engagement de l'embrayage.
PCT/JP2013/076324 2012-10-03 2013-09-27 Dispositif de commande de véhicule hybride Ceased WO2014054534A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012220913 2012-10-03
JP2012-220913 2012-10-03

Publications (1)

Publication Number Publication Date
WO2014054534A1 true WO2014054534A1 (fr) 2014-04-10

Family

ID=50434862

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2013/076324 Ceased WO2014054534A1 (fr) 2012-10-03 2013-09-27 Dispositif de commande de véhicule hybride

Country Status (1)

Country Link
WO (1) WO2014054534A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016001728A1 (fr) * 2014-06-30 2016-01-07 Toyota Jidosha Kabushiki Kaisha Système de conduite d'un véhicule
CN108528273A (zh) * 2018-04-01 2018-09-14 冯秉健 新能源汽车安全驾驶装置
JP2023070940A (ja) * 2021-11-10 2023-05-22 トヨタ自動車株式会社 ハイブリッド車両の制御装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10136508A (ja) * 1996-10-25 1998-05-22 Toyota Motor Corp ハイブリッド車両
JP2009214641A (ja) * 2008-03-10 2009-09-24 Nissan Motor Co Ltd ハイブリッド車両の制御装置
JP2012106514A (ja) * 2010-10-22 2012-06-07 Nissan Motor Co Ltd ハイブリッド車両のエンジン始動制御装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10136508A (ja) * 1996-10-25 1998-05-22 Toyota Motor Corp ハイブリッド車両
JP2009214641A (ja) * 2008-03-10 2009-09-24 Nissan Motor Co Ltd ハイブリッド車両の制御装置
JP2012106514A (ja) * 2010-10-22 2012-06-07 Nissan Motor Co Ltd ハイブリッド車両のエンジン始動制御装置

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016001728A1 (fr) * 2014-06-30 2016-01-07 Toyota Jidosha Kabushiki Kaisha Système de conduite d'un véhicule
CN106536250A (zh) * 2014-06-30 2017-03-22 丰田自动车株式会社 用于车辆的驱动系统
US10232845B2 (en) 2014-06-30 2019-03-19 Toyota Jidosha Kabushiki Kaisha Driving system for vehicle
CN106536250B (zh) * 2014-06-30 2020-03-06 丰田自动车株式会社 用于车辆的驱动系统
CN108528273A (zh) * 2018-04-01 2018-09-14 冯秉健 新能源汽车安全驾驶装置
JP2023070940A (ja) * 2021-11-10 2023-05-22 トヨタ自動車株式会社 ハイブリッド車両の制御装置

Similar Documents

Publication Publication Date Title
JP5880735B2 (ja) ハイブリッド車両の制御装置
JP5884894B2 (ja) 車両の制御装置
JP5223603B2 (ja) ハイブリッド車両の制御装置
CN103502070B (zh) 控制装置
JP5565637B2 (ja) 制御装置
EP2873576B1 (fr) Dispositif de commande d'un véhicule hybride et procédé de commande d'un véhicule hybride
JP5472227B2 (ja) 制御装置
JP6015773B2 (ja) ハイブリッド車両の制御装置
US9254839B2 (en) Control device
JP6036499B2 (ja) ハイブリッド車両のエンジン始動制御装置
WO2013022038A1 (fr) Dispositif de commande
JP2010070036A (ja) ハイブリッド車両の制御装置
JP5521685B2 (ja) 車両用駆動制御装置
JP2011201415A5 (fr)
JP2012106514A (ja) ハイブリッド車両のエンジン始動制御装置
JP5699522B2 (ja) ハイブリッド車両の制御装置
WO2014054534A1 (fr) Dispositif de commande de véhicule hybride
EP3088229A1 (fr) Appareil de commande pour véhicule hybride
JP5696502B2 (ja) ハイブリッド車両の制御装置
JP5896735B2 (ja) ハイブリッド車両の制御装置
JP5338473B2 (ja) エンジン始動制御装置
JP5578362B2 (ja) 制御装置
JP2012092975A (ja) 自動変速機
JP5550524B2 (ja) 自動変速機
JP5445867B2 (ja) 車両用駆動装置の制御装置

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: 13843170

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 13843170

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: JP