[go: up one dir, main page]

WO2014080721A1 - Dispositif de commande de véhicule hybride - Google Patents

Dispositif de commande de véhicule hybride Download PDF

Info

Publication number
WO2014080721A1
WO2014080721A1 PCT/JP2013/078891 JP2013078891W WO2014080721A1 WO 2014080721 A1 WO2014080721 A1 WO 2014080721A1 JP 2013078891 W JP2013078891 W JP 2013078891W WO 2014080721 A1 WO2014080721 A1 WO 2014080721A1
Authority
WO
WIPO (PCT)
Prior art keywords
motor
output
engine
rated output
temperature
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/JP2013/078891
Other languages
English (en)
Japanese (ja)
Inventor
小室　敦
健太郎 志賀
史博 板羽
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.)
Hitachi Astemo Ltd
Original Assignee
Hitachi Automotive Systems 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 Hitachi Automotive Systems Ltd filed Critical Hitachi Automotive Systems Ltd
Publication of WO2014080721A1 publication Critical patent/WO2014080721A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • 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
    • B60K6/42—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
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • B60L15/2054—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
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • 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
    • B60L3/04—Cutting off the power supply under fault conditions
    • 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
    • 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
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • 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
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • 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
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/80—Time limits
    • 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
    • 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
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/145—Structure borne vibrations
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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 control apparatus for a hybrid vehicle equipped with an engine and a motor, and more particularly to a control method and apparatus for increasing the rated output of a motor when the engine is started.
  • Patent Document 1 discloses a hybrid vehicle having a one-motor two-clutch structure provided with a second clutch that uses the friction element as a starting clutch.
  • This hybrid vehicle has an EV travel mode in which only an electric motor is used as a drive source, and an HEV drive mode in which an electric motor and an engine are used as drive sources. Works.
  • the first clutch is set in a semi-engaged state, the engine is cranked using the electric motor as a starter motor, the engine is started by fuel injection and ignition, and then the first clutch is engaged.
  • the motor output that can be turned to the driving force is a value obtained by subtracting the cranking in advance so that the engine can be started from the EV traveling mode without pulling in the driving force.
  • the motor output that can be turned into driving force is rated output because the cranking is ensured despite the fact that the engine start frequency is low.
  • the driving area in the EV mode has become smaller due to the smaller size.
  • the present invention has been made in view of such a problem, and an object of the present invention is to provide a control device for a hybrid vehicle capable of expanding the traveling region in the EV mode and reliably starting the engine. It is to provide.
  • the motor when the engine is started, the motor is operated using an output that is equal to or higher than the first rated output capable of continuously outputting the motor, and the engine is started.
  • the engine In addition to expanding the travel area, the engine can be reliably started when the engine is started.
  • the control device for a hybrid vehicle it is possible to expand the travel area in the EV mode and to start the engine reliably.
  • 1 is an overall view showing a hybrid vehicle in an embodiment.
  • 4 is a flowchart illustrating processing when starting the engine from the EV mode in the first embodiment. It is a flowchart which shows the process of 2nd rated output calculation. It is a figure which shows an example of the format of 2nd rated output information. It is a figure which shows the relationship between a motor rotation speed and a motor output.
  • 6 is a flowchart illustrating a control process in the second embodiment. It is a time chart showing the operation
  • FIG. 1 is an overall system diagram showing a hybrid vehicle by front wheel drive or rear wheel drive in the first embodiment.
  • the drive system of the hybrid vehicle includes an engine 3, a flywheel FW, a first clutch (fastening means) CL1, a motor / generator (hereinafter referred to as a motor) 4, and a mechanical oil pump M. -O / P, second clutch CL2, automatic transmission CVT, transmission input shaft IN, transmission output shaft OUT, differential 8, left drive shaft DSL, right drive shaft DSR, and left tire (Drive wheel) LT and right tire (drive wheel) RT.
  • the engine 3 is a gasoline engine or a diesel engine. Based on an engine control command from an engine controller (engine control means) 21, engine start control, engine stop control, throttle valve opening control, fuel cut control, etc. Is done.
  • the first clutch CL1 is a clutch interposed between the engine 3 and the motor / generator 4.
  • the first clutch CL1 is controlled to be engaged / semi-engaged / released by the first clutch control hydraulic pressure generated by the first clutch hydraulic unit 6 based on the first clutch control command output from the first clutch controller 5. Is done.
  • a normally closed dry single-plate clutch is used that keeps full engagement with an urging force of a diaphragm spring and controls the engagement state by stroke control using a hydraulic actuator 14 having a piston 14a. It is done.
  • the motor 4 is a synchronous motor / generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. Based on a control command from a motor controller (motor control means) 22, a drive circuit (hereinafter referred to as an inverter) This is controlled by applying a three-phase alternating current generated by 10.
  • the motor 4 operates as an electric motor that is rotationally driven in response to power supplied from the battery 19 during power running.
  • the rotor receives rotational energy from the engine 3 and the drive wheels RT and LT, functions as a generator that generates electromotive force at both ends of the stator coil, and charges the battery 19.
  • the second clutch CL2 is a clutch interposed between the motor 4 and the left and right tires LT, RT and between the motor shaft and the transmission input shaft IN.
  • the second clutch CL2 is controlled to be engaged / slip engaged / released by a control hydraulic pressure generated by the second clutch hydraulic unit 9 based on the second clutch control command output from the CVT controller 23.
  • a normally open wet multi-plate clutch capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used.
  • the automatic transmission CVT is disposed at a downstream position of the second clutch CL2, determines a target input rotational speed according to the vehicle speed, accelerator opening, etc., and automatically changes a continuously variable transmission ratio.
  • a transmission is used.
  • the automatic transmission CVT mainly includes a primary pulley on the transmission input shaft IN side, a secondary pulley on the transmission output shaft OUT side, and a belt stretched over both pulleys. Then, a primary pulley pressure and a secondary pulley pressure are generated using the pump hydraulic pressure as a source pressure. With this pulley pressure, the movable pulley of the primary pulley and the movable pulley of the secondary pulley are moved in the axial direction to change the pulley contact radius of the belt, thereby changing the transmission ratio steplessly.
  • the hybrid vehicle has an electric vehicle travel mode (hereinafter referred to as “EV mode”), a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”), and a drive torque control travel as travel modes depending on driving modes.
  • EV mode electric vehicle travel mode
  • HEV mode hybrid vehicle travel mode
  • WSC mode drive torque control travel as travel modes depending on driving modes.
  • WSC mode is an abbreviation of “Wet Start Clutch”.
  • the “EV mode” is a mode in which the first clutch CL1 is in a disengaged state and travels using the motor 4 as a drive source. This “EV mode” is selected when the required driving force is low and the battery SOC is secured.
  • the “HEV mode” is a mode in which the first clutch CL1 is engaged and travels using the engine 3 and the motor 4 as drive sources, and includes a motor assist travel mode, a power generation travel mode, and an engine travel mode. Travel by mode. This “HEV mode” is selected when the required driving force is high or when the battery SOC is insufficient.
  • the mode is changed to the HEV mode via the engine start control.
  • the first clutch CL1 opened in the EV mode is put into a semi-engaged state, the engine is cranked by using the motor 4 as a starter motor, the engine is started by fuel injection and ignition, and then the first clutch CL1 is fastened.
  • the motor 4 since the motor 4 needs to crank the engine 3 as a starter motor, it is necessary to secure the cranking amount in advance during the EV mode. Therefore, it is impossible to distribute all of the rated output of the motor (hereinafter referred to as the first rated output) to the driving force during EV mode traveling, and the motor output cannot be fully utilized.
  • driving force determination is one of the transition conditions from EV mode to HEV mode.
  • the required driving force of the driver exceeds the motor output that can be output in the EV mode, the engine starts.
  • the engine 3 is likely to start, that is, the EV mode traveling region is small.
  • the present embodiment is focused on that there is no possibility of causing deterioration or thermal damage of the inverter 10 even if the output of the motor 4 is increased beyond the first rated output for a limited short time of engine start.
  • No. 1 expands the EV mode travel region by operating the motor 4 exceeding the first rated output when the engine is started.
  • the upper limit of the output exceeding the first rated output (hereinafter referred to as the second rated output) is determined by the inverter temperature and the cranking time, thereby suppressing the abnormal temperature rise of the inverter 10 and reliably deteriorating the inverter 10. Made it possible to prevent thermal damage.
  • FIG. 2 is a flowchart showing a process when the engine 3 is started from the EV mode.
  • the process of the flowchart shown in FIG. 2 is executed at a predetermined control cycle.
  • step S101 it is determined whether or not the EV mode is set. If the EV mode is not set, the HEV mode in which the engine 3 has already been started is set, so the processing in this flowchart is terminated. On the other hand, in the EV mode, the process proceeds to step S102.
  • the engine 3 may be started as a warm-up operation when the key switch is turned on.
  • the EV mode is used for strong HEV and plug-in HEV.
  • the process proceeds to S102.
  • the warm-up operation is performed after the key switch is turned on even with the strong HEV or the plug-in HEV.
  • the engine is started in the scene where the required driving force of the driver is zero, No output exceeding the rated output is required, and basically switching to the second rated output is unnecessary. If necessary, a method may be adopted in which the processing after step S102 is executed to shift to warm-up operation.
  • step S102 the cranking time t_crk is calculated.
  • the cranking time t_crk the worst time in any scene may be used, or the time may be calculated according to the scene.
  • the cranking time t_crk varies depending on the water temperature and oil temperature of the engine 3, the output and temperature of the battery 19, and so on, and may be estimated from these information.
  • the process proceeds to step S103.
  • step S103 the second rated output is calculated using the cranking time t_crk. A specific calculation method will be described later.
  • step S104 engine start determination is performed.
  • the engine start determination is made in consideration of various conditions such as the battery SOC, driving force, temperature, and learning.
  • driving force e.g., driving force, temperature, and learning.
  • the 1-motor 2-clutch hybrid vehicle must always secure the amount of cranking, so the required driving force of the driver exceeds the value obtained by subtracting the amount of cranking from the first rated output. Sometimes it is determined that the engine has started.
  • the engine since the maximum output of the motor 4 at the time of engine start is the second rated output, the engine is driven when the required driving force of the driver is equal to or greater than the value obtained by subtracting the cranking from the second rated output. Determined to start.
  • the maximum output of the motor 4 shown in FIG. 2 indicates not the maximum output determined from the structure of the motor 4 but the maximum output recognized as control. Although the maximum output determined by the structure is larger than the first rated output, it is necessary to continuously output the motor 4 when traveling in the EV mode, etc., so the rated value that allows continuous output (first rated output) Is set as the maximum motor output for control so that no further output is required of the motor 4. Although it is possible to increase the output of the motor 4 by setting the maximum motor output to the second rated output, the maximum motor output needs to be less than or equal to the maximum output determined by the structure.
  • step S105 it is determined whether an engine start request has been generated based on the engine start determination calculated in step S104.
  • the engine start request is not generated, that is, when the required driving force of the driver is equal to or less than the value obtained by subtracting the cranking from the second rated output, for example, the process returns to step S101 and the EV mode is continued.
  • step S106 the maximum motor output is switched. Since the engine start determination in step S104 is based on the second rated output, the maximum output of the motor 4 is switched from the first rated output to the second rated output in step S106. This is because when the maximum output of the motor 4 remains the first rated output, the cranking output is insufficient and the engine 3 cannot be started or the driving force is drawn.
  • step S107 cranking is started while the first clutch CL1 is engaged at the second rated output, and engine start is completed in step S108.
  • the determination as to whether or not the engine has been started may be calculated from the relationship between the engine speed and time, or from the torque generation information of the engine 3.
  • the engine can be started when the torque value of the motor 4 is inverted from a positive value to a negative value.
  • step S109 the maximum output of the motor 4 is returned from the second rated output to the first rated output, and the mode is changed to the HEV mode.
  • cranking may take longer than the cranking time t_crk estimated in step S102.
  • step S109 when the estimated cranking time t_crk has elapsed, the cranking is continued while watching the temperature rise of the inverter 10 instead of immediately returning the maximum motor output from the second rated output to the first rated output.
  • the engine 3 can be reliably started.
  • cranking is continued while monitoring the inverter temperature from the temperature sensor inside the inverter or the integrated value of the current during cranking.
  • the EV mode travel region can be expanded, and deterioration and thermal damage due to the temperature rise of the inverter 10 can be reliably prevented.
  • step S201 the temperature Tinv_base of the inverter 10 is calculated.
  • a temperature sensor is provided inside the inverter, and the current temperature is calculated using this temperature sensor.
  • the maximum temperature of each phase is set as the temperature Tinv_base of the inverter 10.
  • the allowable temperature rise ⁇ Tinv is calculated from the difference between the current inverter temperature Tinv_base and the limit temperature Tmax.
  • the limit temperature Tmax is a temperature at which an element in the inverter 10 deteriorates due to a temperature rise and causes thermal damage, and can be calculated in advance by an inverter unit test or the like.
  • the inverter 10 is composed of a plurality of elements, and the element here refers to the most thermally weak element in the inverter 10.
  • the allowable temperature rise ⁇ Tinv is a temperature rise that does not cause deterioration or thermal damage even if the temperature rises, and a margin is secured to some extent in order to ensure more safety in consideration of machine difference variation.
  • step S203 the second rated output is calculated from the allowable temperature rise ⁇ Tinv and the cranking time t_crk calculated in step S102 of FIG. Since the temperature rise of the inverter 10 is caused by a loss in the inverter 10, it can be determined by the magnitude of the current flowing in the inverter and its time. Therefore, as shown in FIG. 4 as an example, if the second rated output is secured as map information with the vertical axis representing the duration and the horizontal axis representing the allowable temperature rise, in step S203, the map is retrieved. The second rated output can be calculated.
  • FIG. 4 shows a method of calculating the second rated output Pa from the allowable temperature rise Tinv and the duration t_crk.
  • the second rated output here is calculated on the premise that the second rated output is continuously output for the same duration, for example. In an actual scene, the current fluctuates below the second rated output, and therefore, the temperature rise is set to have a margin rather than the second rated output always being constant for a predetermined time.
  • the second rated output is similarly calculated for other factors that limit the motor output such as the motor temperature and the battery temperature, and the minimum It is realistic to use the value as the final second rated output.
  • the motor 4 when the engine is started, the motor 4 is operated using the output exceeding the normal first rated output, and the engine 3 is started.
  • the output that can be supplied by the motor 4 as a driving force is increased, it is possible to expand the traveling region in the EV mode.
  • the inverter 10 may rise in temperature and cause problems such as deterioration of the inverter 10 and thermal damage. Therefore, by calculating the output at the time of starting the engine (second rated output) based on the temperature of the inverter 10, it is possible to reliably suppress an excessive temperature rise of the inverter 10 while ensuring an output capable of starting the engine. .
  • cranking time t_crk cranking time t_crk
  • FIG. 5 is a graph in which the motor rotation speed is plotted on the horizontal axis and the motor output is plotted on the vertical axis.
  • L1 is the first rated output that can be continuously operated
  • Lcrk is the rated output during cranking described in the first embodiment (FIG. 2) (in the first embodiment (FIG. 2), the second rated output is described.
  • the rated output during cranking is used).
  • the cranking rated output varies depending on the cranking time t_crk as described above. It is large when the cranking time t_crk is short, and it is small when the cranking time t_crk is long.
  • L2 is an output line obtained by subtracting the cranking from the rated output during cranking.
  • the travel area in the EV mode is expanded using the area surrounded by L1 and L2.
  • processing when the engine is started from the EV mode in the second embodiment will be described based on a flowchart shown in FIG.
  • a configuration in which an engine start request is generated when the required driving force exceeds the first rated output will be described as an example.
  • step S302 it is determined whether or not the required driving force of the driver exceeds the first rated output. If the driver's required driving force does not exceed the first rated output, the driver's required driving force can be covered by the output of the motor 4, so there is no need to start the engine, the process returns to step S301 and the EV mode is set. continue. When the driver's required driving force exceeds the first rated output, the driver's required driving force cannot be satisfied by the motor output alone, so the engine is normally started and the mode is shifted to the HEV mode.
  • step S303 an output excess duration time in which the driver's required driving force exceeds the first rated output is estimated.
  • the information is calculated using, for example, slope information or overtaking information, using information from an external recognition device such as navigation, a stereo camera, or a laser.
  • step S304 the second rated output is calculated from the output excess duration calculated in step S303.
  • the calculation method is calculated from the allowable temperature increase ⁇ Tinv and the output excess duration as in the case described with reference to FIG.
  • step S305 it is determined whether or not the required driving force of the driver exceeds the second rated output. If the required driving force of the driver is smaller than the second rated output (S305: YES), the process proceeds to step S306, assuming that the output of the motor 4 can be increased without deterioration of the inverter and thermal damage, and the maximum output of the motor 4 is set to the second output. Switching to the rated output, the travel in the EV mode with the second rated output is continued in step S307. After the travel in the EV mode by the second rated output is completed, the process proceeds to step S308, the maximum output of the motor 4 is returned to the first rated output, and the flow is terminated. The end determination of EV traveling by the second rated output can be determined by the fact that the required driving force of the driver is smaller than the first rated output.
  • step S305 determines that the travel area in the EV mode cannot be expanded, and the process proceeds to step S309 to perform engine start determination.
  • step S310 the mode shifts to the HEV mode. Thereafter, the motor 4 and the engine 3 are controlled so as to satisfy the driver's required driving force.
  • step S305 when it is determined in step S305 that the required driving force does not exceed the second rated output, depending on the operation scene, the duration for which the required driving force exceeds the first rating (hereinafter referred to as duration) is step.
  • the output excess duration estimated in S303 may be exceeded.
  • the temperature of the inverter 10 rises, which may cause deterioration and thermal damage. Therefore, if the duration exceeds the output excess duration, the engine is started according to the inverter temperature or the cranking rated output.
  • FIG. 7 shows a time chart when the duration exceeds the output excess duration.
  • the relationship of the motor output in this time chart is an example when the motor rotational speed is the rotational speed R1 shown in FIG.
  • Tq1 is the first rated output
  • Tq2 is the cranking rated output
  • Tq3 is the cranking rated output minus the cranking
  • Tq4 is the second rated output.
  • the required driving force exceeds the first rated output Tq1 at time T71 from the state of the first rated output Tq1 or less
  • the output excess duration is estimated at time T71
  • the second rated output Tq4 is based on the output excess duration. Is calculated.
  • the motor maximum output is set to the second rated output Tq4 as shown in FIG. 7, and the traveling in the EV mode is continued.
  • the duration is also measured from time T71.
  • the control at the second rated output Tq4 should be terminated, but the state where the driving force becomes equal to or higher than the first rated output Tq1 depending on the driving situation continues.
  • the temperature of the inverter 10 rises and the cranking rated output Tq2 falls.
  • the cranking rated output Tq2 is calculated from the allowable temperature increase ⁇ Tinv, which is the difference between the inverter temperature Tinv_base and the limit temperature Tmax, so that the allowable temperature increase ⁇ Tinv decreases as the inverter temperature Tinv_base increases. Because.
  • the inverter temperature Tinv_base As the inverter temperature Tinv_base, a temperature sensor inside the inverter may be used. When the response of the temperature sensor is slow, the loss of the inverter 10 is obtained from the integrated value of the current value, and the temperature rise is estimated. May be calculated. Of course, a final determination method using both the temperature sensor value and the calculated value may be used.
  • the inverter temperature Tinv_base further increases, and the cranking rated output Tq2 further decreases.
  • the engine is started at time T73 when Tq3 obtained by subtracting the cranking from the cranking rated output Tq2 intersects the second rated output Tq4.
  • the reason for starting the engine at this timing is that after time T73, Tq3 obtained by subtracting the cranking from the cranking rated output Tq2 further decreases, and the engine cannot be started while satisfying the driver's required driving force. Because.
  • the motor maximum output is set to the cranking rated output Tq2, and the engine is returned to the first rated output Tq1 at time T74 when the engine is started. Thereafter, by running in the HEV mode, the temperature increase of the inverter 10 can be prevented.
  • the increase in motor output has been described on the assumption that the vehicle is traveling in the EV mode.
  • the present invention can be similarly applied during the HEV mode.
  • the driver's request When the driving force increases, if the increased required driving force can cover the motor 4 with the second rated output Tq4, the output distribution of the engine 3 may be left unchanged and the output of the motor 4 increased. .
  • FIG. 8 is a time chart showing an example of the operation of the second rated output restriction control.
  • the cumulative temperature of the inverter temperature when operated at the second rated output is calculated, and the threshold value of this cumulative temperature (threshold value 1 and threshold value 2 in FIG. 8) is set in advance.
  • the accumulated temperature exceeds the threshold value 1 at time T83.
  • an upper limit restriction is imposed on the second rated output at the next second rated output switching in order to prevent the deterioration of the inverter 10 from being promoted. That is, the value of the upper limit output at the second rated output is lowered.
  • the second rated output is controlled in a state where the upper limit is imposed.
  • the temperature Tinv_base of the inverter 10 increases.
  • the upper limit output in the second rated output is further restricted to suppress the temperature rise.
  • the selection of the second rated output can be prohibited by setting the upper limit output to the first rated output.
  • Another example of the second output restriction control will be described based on the graph of FIG.
  • a histogram as shown in FIG. 9 is plotted.
  • the number of times of accumulation can be set in advance for each temperature range, and if the number of accumulation exceeds the limit number of times, it is possible to suppress repeated temperature rise by prohibiting operation beyond that temperature range. It becomes. In general, damage caused by repeated temperature increases is greater at higher temperatures than at lower temperatures.
  • the motor output It is possible to cope with this by increasing.
  • the driver's required driving force can be satisfied by changing the output of the motor 4 without changing the output of the engine 3. Can be suppressed, and fuel consumption and exhaust deterioration can be prevented.
  • the second rated output obtained based on the output excess continuation time is used in a state where the temperature of the inverter 10 is high, the temperature of the inverter 10 may become too high in some cases, leading to deterioration of the inverter 10 and thermal damage. There is. Therefore, by calculating the second rated output in consideration of the temperature of the inverter 10, for example, when the temperature of the inverter 10 is high, the inverter 10 can be protected by reducing the second rated output. . Further, when the temperature of the inverter 10 is low, there is still a thermal margin, so that the second rated output can be increased and the motor 4 can be used more effectively.
  • the temperature of the inverter 10 rises. This temperature rise is set so that it does not cause deterioration of the inverter 10 and thermal damage. However, if this temperature rise occurs frequently, thermal fatigue accumulates and deterioration tends to proceed. there is a possibility. Therefore, when the accumulated temperature is measured and the accumulated temperature exceeds a predetermined value, the maximum output of the motor 4 is limited, thereby suppressing excessive repetition of temperature rise, deterioration of the inverter 10, and thermal Damage can be prevented.
  • the first and second embodiments describe a hybrid vehicle with one motor and two clutches, but the present invention is not limited to this configuration, and the second rated output is used even in a hybrid vehicle that drives an engine with a starter. This makes it possible to expand the EV mode travel area.

Landscapes

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

Abstract

Une gamme de déplacement dans un mode EV (véhicule électrique) est augmentée, et le moteur est démarré de manière fiable. Un appareil de commande de véhicule hybride comprend un système d'entraînement comportant : un moteur à combustion (3) ; un moteur électrique (4) ; et un moyen de fixation (CL1) disposé entre le moteur à combustion (3) et le moteur électrique (4), le moteur à combustion (3) étant démarré par le moteur électrique (4) et le moyen de fixation (CL1). Quand le moteur à combustion (3) est démarré, le moteur électrique (4) est entraîné à une puissance égale ou supérieure à une première puissance nominale à laquelle le moteur électrique (4) peut produire une puissance de façon continue de manière à démarrer le moteur à combustion (3). Ainsi, la gamme de déplacement en mode EV dans lequel le moteur à combustion (3) ne fonctionne pas est augmentée, alors que le moteur à combustion (3) peut être démarré de manière fiable.
PCT/JP2013/078891 2012-11-21 2013-10-25 Dispositif de commande de véhicule hybride Ceased WO2014080721A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012-254859 2012-11-21
JP2012254859A JP2014101051A (ja) 2012-11-21 2012-11-21 ハイブリッド車両の制御装置

Publications (1)

Publication Number Publication Date
WO2014080721A1 true WO2014080721A1 (fr) 2014-05-30

Family

ID=50775909

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2013/078891 Ceased WO2014080721A1 (fr) 2012-11-21 2013-10-25 Dispositif de commande de véhicule hybride

Country Status (2)

Country Link
JP (1) JP2014101051A (fr)
WO (1) WO2014080721A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016013238A1 (fr) * 2014-07-24 2016-01-28 ジヤトコ株式会社 Dispositif de commande de véhicule hybride et procédé de commande associé
JP6350676B2 (ja) * 2014-11-27 2018-07-04 アイシン・エィ・ダブリュ株式会社 車両用駆動装置の制御装置
JP7137361B2 (ja) * 2018-06-04 2022-09-14 株式会社Subaru ハイブリッド車両の制御装置
JP7091987B2 (ja) * 2018-10-09 2022-06-28 トヨタ自動車株式会社 ハイブリッド車両の制御装置、及びハイブリッド車両の制御システム
JP7707936B2 (ja) * 2022-01-20 2025-07-15 トヨタ自動車株式会社 ハイブリッド車両の制御方法

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07322401A (ja) * 1994-05-19 1995-12-08 Fuji Heavy Ind Ltd 電気自動車のモータ出力制限装置
JPH10169535A (ja) * 1996-12-10 1998-06-23 Mitsubishi Motors Corp エンジンの始動制御装置およびその装置を用いたハイブリッド電気車両
JP2002058113A (ja) * 2000-08-07 2002-02-22 Toyota Motor Corp 動力出力装置およびその制御方法
JP2005039989A (ja) * 2003-07-02 2005-02-10 Toyota Motor Corp 出力管理装置およびこれを備える電気自動車
JP2005045861A (ja) * 2003-07-22 2005-02-17 Toyota Motor Corp 動力出力装置およびその制御方法並びに自動車
JP2007236109A (ja) * 2006-03-01 2007-09-13 Mitsubishi Fuso Truck & Bus Corp 電気自動車の制御装置
JP2009029386A (ja) * 2007-07-31 2009-02-12 Nissan Motor Co Ltd ハイブリッド車両の制御装置
JP2010047187A (ja) * 2008-08-22 2010-03-04 Toyota Motor Corp 車両用動力伝達装置の制御装置
JP2011130642A (ja) * 2009-12-21 2011-06-30 Hitachi Ltd 電動車両の冷却システム

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07322401A (ja) * 1994-05-19 1995-12-08 Fuji Heavy Ind Ltd 電気自動車のモータ出力制限装置
JPH10169535A (ja) * 1996-12-10 1998-06-23 Mitsubishi Motors Corp エンジンの始動制御装置およびその装置を用いたハイブリッド電気車両
JP2002058113A (ja) * 2000-08-07 2002-02-22 Toyota Motor Corp 動力出力装置およびその制御方法
JP2005039989A (ja) * 2003-07-02 2005-02-10 Toyota Motor Corp 出力管理装置およびこれを備える電気自動車
JP2005045861A (ja) * 2003-07-22 2005-02-17 Toyota Motor Corp 動力出力装置およびその制御方法並びに自動車
JP2007236109A (ja) * 2006-03-01 2007-09-13 Mitsubishi Fuso Truck & Bus Corp 電気自動車の制御装置
JP2009029386A (ja) * 2007-07-31 2009-02-12 Nissan Motor Co Ltd ハイブリッド車両の制御装置
JP2010047187A (ja) * 2008-08-22 2010-03-04 Toyota Motor Corp 車両用動力伝達装置の制御装置
JP2011130642A (ja) * 2009-12-21 2011-06-30 Hitachi Ltd 電動車両の冷却システム

Also Published As

Publication number Publication date
JP2014101051A (ja) 2014-06-05

Similar Documents

Publication Publication Date Title
JP5728996B2 (ja) エンジンの始動装置
JP4798154B2 (ja) ハイブリッド車両の制御装置
JP5880735B2 (ja) ハイブリッド車両の制御装置
KR101636580B1 (ko) 하이브리드 차량의 제어 장치
JP5569654B2 (ja) ハイブリッド車両の制御装置
KR101297020B1 (ko) 하이브리드 차량의 제어 장치
JP5899657B2 (ja) ハイブリッド車両のエンジン始動制御装置
JP6015774B2 (ja) ハイブリッド車両の制御装置
JP5309962B2 (ja) ハイブリッド車両の制御装置
JP5975115B2 (ja) ハイブリッド車両の制御装置
JP2011079478A (ja) ハイブリッド車両の制御装置
JP5973710B2 (ja) ハイブリッド車両の制御装置
JP4862624B2 (ja) ハイブリッド車両の制御装置
JP6485292B2 (ja) 電動車両の電力制御方法および電力制御装置
KR102506763B1 (ko) 구동 모터를 구비한 차량 및 그 제어 장치
WO2014103551A1 (fr) Dispositif de commande de véhicule hybride
JP5212199B2 (ja) ハイブリッド車両のクラッチ制御装置
JP6015773B2 (ja) ハイブリッド車両の制御装置
WO2014080721A1 (fr) Dispositif de commande de véhicule hybride
US20140088813A1 (en) Control device
JP2013155605A (ja) エンジンの制御装置
JP5765426B2 (ja) 車両制御システム
KR20180070341A (ko) 하이브리드 자동차 및 그를 위한 모드 전환 제어 방법
JP4998436B2 (ja) ハイブリッド車両の制御装置
JP6705403B2 (ja) 車両制御装置

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: 13857410

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: 13857410

Country of ref document: EP

Kind code of ref document: A1