WO2012111068A1 - Véhicule et procédé de commande de véhicule - Google Patents

Véhicule et procédé de commande de véhicule Download PDF

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Publication number
WO2012111068A1
WO2012111068A1 PCT/JP2011/053009 JP2011053009W WO2012111068A1 WO 2012111068 A1 WO2012111068 A1 WO 2012111068A1 JP 2011053009 W JP2011053009 W JP 2011053009W WO 2012111068 A1 WO2012111068 A1 WO 2012111068A1
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WO
WIPO (PCT)
Prior art keywords
engine
vehicle
power
motor generator
electric motor
Prior art date
Application number
PCT/JP2011/053009
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English (en)
Japanese (ja)
Inventor
啓介 森崎
Original Assignee
トヨタ自動車株式会社
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 トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2011/053009 priority Critical patent/WO2012111068A1/fr
Publication of WO2012111068A1 publication Critical patent/WO2012111068A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • 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
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a vehicle and a vehicle control method, and more particularly to a technique for restricting engine operation when regenerative power generation is performed by an electric motor.
  • a hybrid vehicle equipped with an electric motor as a drive source in addition to the engine is known.
  • the electric motor has a function as a generator in addition to a function as a drive source. Therefore, when the hybrid vehicle is braked, the electric motor can generate regenerative power.
  • the regenerated power is stored in a power storage device such as a battery and a capacitor.
  • the electric power stored in the power storage device is used for driving an electric motor, for example.
  • Some hybrid vehicles have a generator driven by an engine separately from an electric motor as a drive source. In such a hybrid vehicle, there is a problem that when the generator generates power simultaneously with the regenerative power generation by the electric motor, more power than necessary can be temporarily supplied to the battery.
  • Patent Document 1 discloses, in claim 13 and the like, that the engine is set in an idle state during regenerative braking (regenerative power generation) by an electric motor to limit power generation. To do.
  • the output of the engine is reduced during regenerative power generation by the electric motor, the output of the engine can be increased after the regenerative power generation is completed. Therefore, when the vehicle speed decreases to a speed at which regenerative power generation cannot be performed, the sound emitted from the engine during deceleration can increase. Therefore, the driver may be misunderstood that the vehicle changes from deceleration to acceleration.
  • An object of the present invention is to prevent the engine output from increasing during deceleration.
  • the vehicle includes an engine, an electric motor coupled to the wheels, and when the electric motor regeneratively generates power while the vehicle is decelerating, the operation of the engine is limited, and after the regenerative power generation by the electric motor ends, the engine And a control unit that continues to limit the operation of the system.
  • a method for controlling a vehicle provided with an engine and an electric motor coupled to a wheel includes a step of limiting the operation of the engine when the electric motor regenerates power during deceleration of the vehicle, and the electric motor. And after the regenerative power generation by is completed, the step of continuing to limit the operation of the engine.
  • FIG. 1 is a schematic configuration diagram of a vehicle. It is a figure which shows the alignment chart of a power split device. It is a figure which shows the electric system of a vehicle. It is a figure which shows the period which an engine drives, and the period which stops. It is a timing chart which shows the driving
  • engine 100, first motor generator 110, second motor generator 120, power split mechanism 130, reduction gear 140, and battery 150 are mounted on the vehicle.
  • a hybrid vehicle not having a charging function from an external power source will be described as an example, but a plug-in hybrid vehicle having a charging function from an external power source may be used.
  • ECU 170 Electronic Control Unit 170
  • Engine 100, first motor generator 110, second motor generator 120, and battery 150 are controlled by an ECU (Electronic Control Unit) 170.
  • ECU 170 may be divided into a plurality of ECUs.
  • This vehicle travels by driving force from at least one of engine 100 and second motor generator 120. That is, either one or both of engine 100 and second motor generator 120 is automatically selected as a drive source according to the operating state.
  • engine 100 and second motor generator 120 are controlled in accordance with the result of the driver operating accelerator pedal 172 and brake pedal 174.
  • the operation amount (accelerator opening) of the accelerator pedal 172 is detected by an accelerator opening sensor (not shown).
  • the operation amount of the brake pedal 174 is detected by a stroke sensor (not shown).
  • the vehicle travels using only the second motor generator 120 as a drive source. In this case, engine 100 is stopped. However, the engine 100 may be driven for power generation or the like.
  • the accelerator opening is large, the vehicle speed is high, or the remaining capacity (SOC: State Of Charge) of the battery 150 is small, the engine 100 is driven. In this case, the vehicle travels using only engine 100 or both engine 100 and second motor generator 120 as drive sources.
  • the second motor generator 120 can be controlled to generate regenerative power.
  • Engine 100 is an internal combustion engine. As the fuel / air mixture burns in the combustion chamber, the crankshaft as the output shaft rotates. A catalyst 102 is attached to the engine 100. The catalyst 102 is provided in the exhaust pipe. The exhaust gas discharged from the engine 100 is purified by the catalyst 102 and then discharged outside the vehicle. The catalyst 102 exhibits a purification action by being warmed up to a specific temperature. The catalyst 102 is warmed up by utilizing the heat of the exhaust gas.
  • the catalyst 102 is, for example, a three-way catalyst.
  • Engine 100, first motor generator 110, and second motor generator 120 are connected via power split mechanism 130.
  • the first motor generator 110 and the second motor generator 120 are connected to the output shaft of the engine 100 via the power split mechanism 130.
  • the power generated by the engine 100 is divided into two paths by the power split mechanism 130. One is a path for driving the front wheels 160 via the speed reducer 140. The other is a path for driving the first motor generator 110 to generate power.
  • the first motor generator 110 is a three-phase AC rotating electric machine including a U-phase coil, a V-phase coil, and a W-phase coil.
  • First motor generator 110 generates power using the power of engine 100 divided by power split mechanism 130.
  • the electric power generated by the first motor generator 110 is selectively used according to the running state of the vehicle and the remaining capacity of the battery 150. For example, during normal traveling, the electric power generated by first motor generator 110 becomes electric power for driving second motor generator 120 as it is.
  • the SOC of battery 150 is lower than a predetermined value, the electric power generated by first motor generator 110 is converted from AC to DC by an inverter described later. Thereafter, the voltage is adjusted by a converter described later and stored in the battery 150.
  • the first motor generator 110 When the first motor generator 110 is acting as a generator, the first motor generator 110 generates a negative torque.
  • the negative torque means a torque that becomes a load on engine 100.
  • first motor generator 110 When first motor generator 110 is supplied with electric power and acts as a motor, first motor generator 110 generates positive torque.
  • the positive torque means a torque that does not become a load on the engine 100, that is, a torque that assists the rotation of the engine 100. The same applies to the second motor generator 120.
  • the second motor generator 120 is a three-phase AC rotating electric machine including a U-phase coil, a V-phase coil, and a W-phase coil. Second motor generator 120 is driven by at least one of the electric power stored in battery 150 and the electric power generated by first motor generator 110.
  • the second motor generator 120 is connected to the front wheel 160 via the speed reducer 140. Therefore, the driving force of the second motor generator 120 is transmitted to the front wheels 160 via the speed reducer 140. As a result, the second motor generator 120 assists the engine 100 or causes the vehicle to travel by the driving force from the second motor generator 120.
  • the rear wheels may be driven instead of or in addition to the front wheels 160.
  • the second motor generator 120 When the accelerator opening is zero or when the brake pedal 174 is operated, the second motor generator 120 is controlled to generate regenerative power. When the second motor generator 120 generates regenerative power, the vehicle is regeneratively braked.
  • the second motor generator 120 is driven by the front wheels 160 via the speed reducer 140, and the second motor generator 120 operates as a generator. Accordingly, second motor generator 120 operates as a regenerative brake that converts braking energy into electric power.
  • the electric power generated by second motor generator 120 is stored in battery 150.
  • the power split mechanism 130 includes a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear.
  • the pinion gear engages with the sun gear and the ring gear.
  • the carrier supports the pinion gear so that it can rotate.
  • the sun gear is connected to the rotation shaft of first motor generator 110.
  • the carrier is connected to the crankshaft of engine 100.
  • the ring gear is connected to the rotation shaft of second motor generator 120 and speed reducer 140.
  • the engine 100, the first motor generator 110, and the second motor generator 120 are connected via a power split mechanism 130 that is a planetary gear, so that the rotational speeds of the engine 100, the first motor generator 110, and the second motor generator 120 are increased. As shown in FIG. 2, the relationship is connected by a straight line in the alignment chart.
  • the battery 150 is an assembled battery configured by connecting a plurality of battery modules in which a plurality of battery cells are integrated in series.
  • the voltage of the battery 150 is about 200V, for example.
  • the battery 150 is charged with electric power supplied from the first motor generator 110 and the second motor generator 120.
  • a capacitor may be used instead of or in addition to the battery 150.
  • the vehicle speed of the vehicle is detected by the vehicle speed sensor 180, and a signal representing the detection result is input to the ECU 170.
  • the acceleration and deceleration of the vehicle are calculated by differentiating the vehicle speed.
  • Each wheel is provided with a braking device 190 for braking the vehicle using frictional force.
  • a braking device 190 for braking the vehicle using frictional force.
  • FIG. 1 only the braking device 190 provided on the right rear wheel is shown as a representative example. Since a known technique may be used for braking device 190, detailed description thereof will not be repeated here.
  • the electric system of the vehicle will be further described with reference to FIG.
  • the vehicle is provided with a converter 200, a first inverter 210, a second inverter 220, and a system main relay 230.
  • Converter 200 includes a reactor, two npn transistors, and two diodes. One end of the reactor is connected to the positive electrode side of each battery, and the other end is connected to the connection point of the two npn transistors.
  • the two npn type transistors are connected in series.
  • the npn transistor is controlled by the ECU 170.
  • a diode is connected between the collector and emitter of each npn transistor so that a current flows from the emitter side to the collector side.
  • an IGBT Insulated Gate Bipolar Transistor
  • a power switching element such as a power MOSFET (Metal Oxide Semiconductor Field-Effect Transistor) can be used instead of the npn transistor.
  • MOSFET Metal Oxide Semiconductor Field-Effect Transistor
  • the voltage is boosted by the converter 200. Conversely, when charging the battery 150 with the electric power generated by the first motor generator 110 or the second motor generator 120, the voltage is stepped down by the converter 200.
  • the system voltage VH between the converter 200 and each inverter is detected by the voltage sensor 180.
  • the detection result of voltage sensor 180 is transmitted to ECU 170.
  • First inverter 210 includes a U-phase arm, a V-phase arm, and a W-phase arm.
  • the U-phase arm, V-phase arm and W-phase arm are connected in parallel.
  • Each of the U-phase arm, the V-phase arm, and the W-phase arm has two npn transistors connected in series. Between the collector and emitter of each npn-type transistor, a diode for flowing current from the emitter side to the collector side is connected.
  • a connection point of each npn transistor in each arm is connected to an end portion different from neutral point 112 of each coil of first motor generator 110.
  • the first inverter 210 converts the direct current supplied from the battery 150 into an alternating current and supplies the alternating current to the first motor generator 110.
  • the first inverter 210 converts the alternating current generated by the first motor generator 110 into a direct current.
  • the second inverter 220 includes a U-phase arm, a V-phase arm, and a W-phase arm.
  • the U-phase arm, V-phase arm and W-phase arm are connected in parallel.
  • Each of the U-phase arm, the V-phase arm, and the W-phase arm has two npn transistors connected in series. Between the collector and emitter of each npn-type transistor, a diode for flowing current from the emitter side to the collector side is connected.
  • a connection point of each npn transistor in each arm is connected to an end portion different from neutral point 122 of each coil of second motor generator 120.
  • the second inverter 220 converts the direct current supplied from the battery 150 into an alternating current and supplies the alternating current to the second motor generator 120. Second inverter 220 converts the alternating current generated by second motor generator 120 into a direct current.
  • the converter 200, the first inverter 210 and the second inverter 220 are controlled by the ECU 170.
  • the system main relay 230 is provided between the battery 150 and the converter 200.
  • the system main relay 230 is a relay that switches between a state where the battery 150 and the electric system are connected and a state where the battery 150 is disconnected. When system main relay 230 is in an open state, battery 150 is disconnected from the electrical system. When system main relay 230 is in a closed state, battery 150 is connected to the electrical system.
  • the state of the system main relay 230 is controlled by the ECU 170. For example, when ECU 170 is activated, system main relay 230 is closed. When ECU 170 stops, system main relay 230 is opened.
  • the output power is set as the power used for driving the vehicle.
  • the output power is calculated by ECU 170 according to a map having, for example, the accelerator opening and the vehicle speed as parameters.
  • the method for calculating the output power is not limited to this. Note that torque, acceleration, driving force, accelerator opening, and the like may be used instead of output power.
  • the engine 100 When the vehicle output power exceeds the engine start threshold, the engine 100 is driven. Thus, the vehicle travels using the driving force of engine 100 in addition to or instead of the driving force of second motor generator 120. Further, the electric power generated by first motor generator 110 using the driving force of engine 100 is directly supplied to second motor generator 120.
  • the engine 100 can be driven to generate power by the first motor generator 110 and charge the battery 150 even if the output power is smaller than the engine start threshold value.
  • the vehicle is controlled in a forced charging mode in which battery 150 is charged until the SOC of battery 150 becomes equal to or greater than the threshold value.
  • the forced charging mode the engine 100 is operated in principle, and the first motor generator 110 is controlled to generate power.
  • the second motor generator 120 when the second motor generator 120 generates regenerative power during deceleration of the vehicle, the operation of the engine 100 is restricted. More specifically, when the driver performs a brake operation (operation of the brake pedal 174) and the second motor generator 120 generates regenerative power, the operation of the engine 100 is limited. As shown in FIG. 5, during regenerative power generation by second motor generator 120 (period from time T1 to T2 in FIG. 5), power generation using engine 100 and first generator 110 is prohibited, and as a result, engine 100 The driving of the first motor generator 110 is limited. Therefore, during regenerative power generation by second motor generator 120, engine 100 is stopped or idling to reduce the power generated by first motor generator 110 to zero. That is, the load operation of engine 100 is prohibited. Even when the forced charging mode is being executed, the load operation of the engine 100 is prohibited. In the present embodiment, the load operation means that engine 100 is operated with a load larger than that during idle operation.
  • the engine 100 In an operation state in which the forced charging mode is executed, that is, an operation state in which the SOC of the battery 150 is lower than the threshold value, the engine 100 is loaded to drive the first motor generator 110. As described above, when the second motor generator 120 regenerates power during deceleration, the engine 100 is stopped or idling. Therefore, when the second motor generator 120 performs regenerative power generation during deceleration in an operation state in which the forced charging mode is executed, the output power of the engine 100 is reduced. In the present embodiment, limiting the operation of engine 100 includes reducing the output power of engine 100.
  • the operation of engine 100 continues to be restricted even after regenerative power generation by second motor generator 120 is completed at time T2 in FIG. More specifically, the operation of the engine 100 continues to be restricted while the driver is performing a brake operation (a period up to time T3 in FIG. 5).
  • the second motor generator 120 may not generate regenerative power during deceleration of the vehicle.
  • the engine 100 is operated and the first motor generator 110 generates power. For example, it is controlled in the forced charging mode.
  • the output power of the engine 100 when the second motor generator 120 does not generate regenerative power during deceleration of the vehicle is It is made larger than the output power of engine 100 when second motor generator 120 regenerates power during deceleration of the vehicle.
  • step (hereinafter step is abbreviated as S) 100 it is determined whether or not the brake pedal 174 has been operated.
  • brake pedal 174 When brake pedal 174 is operated (YES in S100), it is determined in S102 whether second motor generator 120 performs regenerative power generation. For example, when the vehicle speed is equal to or higher than the threshold value, it is determined that second motor generator 120 generates regenerative power.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Une voiture hybride est équipée d'un moteur et d'un moteur-générateur reliés aux roues de la voiture. Lorsque le moteur-générateur produit de l'électricité de façon régénérative pendant le ralentissement de la voiture, l'entraînement du moteur est limité. Après la fin de la production régénérative d'électricité par le moteur-générateur, l'entraînement du moteur est toujours limité.
PCT/JP2011/053009 2011-02-14 2011-02-14 Véhicule et procédé de commande de véhicule WO2012111068A1 (fr)

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Application Number Priority Date Filing Date Title
PCT/JP2011/053009 WO2012111068A1 (fr) 2011-02-14 2011-02-14 Véhicule et procédé de commande de véhicule

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Application Number Priority Date Filing Date Title
PCT/JP2011/053009 WO2012111068A1 (fr) 2011-02-14 2011-02-14 Véhicule et procédé de commande de véhicule

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104290607A (zh) * 2013-12-16 2015-01-21 郑州宇通客车股份有限公司 一种辅助驾驶员适应对纯电动车辆制动控制的方法
WO2023042517A1 (fr) * 2021-09-16 2023-03-23 三菱自動車工業株式会社 Dispositif de commande de véhicule électrique

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07236203A (ja) * 1994-02-23 1995-09-05 Mitsubishi Electric Corp 電気自動車の制御装置
JPH07279702A (ja) * 1994-04-13 1995-10-27 Mitsubishi Motors Corp ハイブリッド車用エンジンの制御装置
JPH08317506A (ja) * 1995-05-18 1996-11-29 Aqueous Res:Kk ハイブリッド車両
JP2002095106A (ja) * 2000-09-14 2002-03-29 Toyota Motor Corp 車輌の制動力制御装置
JP2002315107A (ja) * 2001-04-04 2002-10-25 Honda Motor Co Ltd ハイブリッド車両の制御装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07236203A (ja) * 1994-02-23 1995-09-05 Mitsubishi Electric Corp 電気自動車の制御装置
JPH07279702A (ja) * 1994-04-13 1995-10-27 Mitsubishi Motors Corp ハイブリッド車用エンジンの制御装置
JPH08317506A (ja) * 1995-05-18 1996-11-29 Aqueous Res:Kk ハイブリッド車両
JP2002095106A (ja) * 2000-09-14 2002-03-29 Toyota Motor Corp 車輌の制動力制御装置
JP2002315107A (ja) * 2001-04-04 2002-10-25 Honda Motor Co Ltd ハイブリッド車両の制御装置

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104290607A (zh) * 2013-12-16 2015-01-21 郑州宇通客车股份有限公司 一种辅助驾驶员适应对纯电动车辆制动控制的方法
CN104290607B (zh) * 2013-12-16 2016-11-16 郑州宇通客车股份有限公司 一种辅助驾驶员适应对纯电动车辆制动控制的方法
WO2023042517A1 (fr) * 2021-09-16 2023-03-23 三菱自動車工業株式会社 Dispositif de commande de véhicule électrique

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