WO2016080224A1 - Hybrid vehicle control method - Google Patents

Hybrid vehicle control method Download PDF

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Publication number
WO2016080224A1
WO2016080224A1 PCT/JP2015/081457 JP2015081457W WO2016080224A1 WO 2016080224 A1 WO2016080224 A1 WO 2016080224A1 JP 2015081457 W JP2015081457 W JP 2015081457W WO 2016080224 A1 WO2016080224 A1 WO 2016080224A1
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hybrid vehicle
resistance force
engine
crankshaft
vehicle
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PCT/JP2015/081457
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French (fr)
Japanese (ja)
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竜 山角
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いすゞ自動車株式会社
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    • 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
    • B60K6/48—Parallel type
    • 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
    • B60L7/20—Braking by supplying regenerated power to the prime mover of vehicles comprising engine-driven 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
    • B60W10/02—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
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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 hybrid vehicle control method, and more particularly to a hybrid vehicle control method capable of improving the energy regeneration efficiency during deceleration without impairing drivability.
  • Patent Document 1 Japanese Patent Application Laid-Open No. 2002-238105
  • an engine generator connected to a battery can assist engine torque.
  • Hybrid vehicles equipped with a hybrid system that regenerates energy are attracting attention.
  • the hybrid system efficiently recovers a part of the deceleration energy of the vehicle when the driver turns off the accelerator or operates the brake, and uses the recovered energy for driving the vehicle's electrical components and assisting the engine.
  • the aim is to improve fuel efficiency by reducing engine fuel consumption.
  • An object of the present invention is to provide a control method for a hybrid vehicle that can improve energy regeneration efficiency during deceleration without impairing drivability.
  • one end of the crankshaft of the engine is connected to the drive wheel via a clutch and a transmission having a lock-up mechanism, and the other end of the crankshaft is electrically operated.
  • the traveling resistance force is calculated from the air resistance force, rolling resistance force, and engine braking force applied to the hybrid vehicle during deceleration, and the drivability is considered in advance for the traveling resistance force. Since the magnitude of the required regenerative torque for the motor generator is determined by multiplying the set determination coefficient, the energy regeneration efficiency during deceleration can be improved without impairing drivability.
  • FIG. 1 is a configuration diagram of a hybrid vehicle that is an object of a hybrid vehicle control method according to an embodiment of the present invention.
  • FIG. 2 is a flowchart for explaining a hybrid vehicle control method according to the embodiment of the present invention.
  • FIG. 3 is a graph showing an example of map data for obtaining the engine friction torque.
  • FIG. 4 is a graph showing an example of map data for obtaining a regeneration amount determination coefficient.
  • FIG. 5 is a graph showing another example of map data for obtaining a regeneration amount determination coefficient.
  • FIG. 1 shows a configuration of a hybrid vehicle that is an object of a hybrid vehicle control method according to an embodiment of the present invention.
  • crankshaft 3 of the engine 2 is connected to the drive wheel 6 via the clutch 4 having the lock-up mechanism and the automatic transmission 5, while the other end of the crankshaft 3 is a pair of It is connected to the rotating shaft 10 of the motor generator 9 via an endless belt member 8 wound around the pulleys 7a and 7b.
  • the connecting means between the crankshaft 3 and the rotating shaft 10 of the motor generator 9 is not limited to the belt member 8 and may be any mechanical connecting means such as a gear.
  • an ECM (Engine Control Module) 11 performs control to change the fuel injection amount and injection timing from the injector according to the operating state of the hybrid vehicle 1.
  • the TCM 12 Transmission Control ⁇ ⁇ ⁇ Module determines the target gear stage by referring to the map data based on information such as the vehicle speed and the accelerator opening, and the clutch 4 is connected and disconnected. Control to shift to the shift stage is performed.
  • the motor generator 9 is connected to a high voltage lithium ion battery 14 or a lead battery 15 via an inverter 13.
  • the motor generator 9 and the inverter 13 constitute an integrated unit 17 controlled by an MCU 16 (Motor Control Unit).
  • ECM 11, TCM 12, and MCU 16 are connected to the HCU 18 (Hybrid Control Unit) through an in-vehicle network (indicated by a one-dot chain line). Further, an accelerator opening sensor 19 is connected to the HCU 18.
  • a control method related to energy regeneration in the hybrid vehicle 1 will be described below as a function of the HCU 18 with reference to FIG.
  • the HCU 18 determines from the detection value of the accelerator opening sensor 19 whether the driver has turned off the accelerator (S10). If the accelerator is turned off, the HCU 18 instructs the TCM 12 to turn on the clutch 4. Lock up is performed (S20).
  • the HCU 18 calculates the air resistance force Fa applied to the hybrid vehicle 1 from the equation (1) (S30), and calculates the rolling resistance force Fr applied to the tire of the drive wheel 6 from the equation (2) (S40).
  • M vehicle weight
  • g gravitational acceleration
  • ⁇ rolling resistance coefficient
  • ⁇ air resistance coefficient
  • S front projected area of the vehicle
  • V vehicle speed.
  • the HCU 18 calculates an engine braking force Fe applied to the crankshaft 3 of the engine 2 from the equation (3) (S50).
  • T EngFric engine friction torque
  • ⁇ TM gear ratio of the automatic transmission
  • ⁇ diff differential gear ratio
  • ⁇ TM transmission efficiency of the automatic transmission
  • R tire drive wheel 6 tire dynamic load radius.
  • the engine friction torque T EngFric is determined from map data indicating the relationship between the engine speed and the engine friction torque T EngFric set in advance for each engine, for example, as shown in FIG.
  • the HCU 18 adds the calculated air resistance force Fa, rolling resistance force Fr, and engine brake force Fe as shown in equation (4) to obtain the vehicle running resistance force F (S60).
  • the HCU 18 multiplies the vehicle running resistance force F by the regeneration amount determination coefficient k REG to obtain the regenerative force F REG on the tire ground contact surface of the drive wheels 6 (S70).
  • the regeneration amount determination coefficient k REG means an increase rate of the deceleration speed of the hybrid vehicle 1 that does not impair drivability, and is set in advance by experiments or calculations.
  • the regeneration amount determination coefficient k REG is a constant value (eg, a value in the range of 0.2 to 0.4) that is a positive value of zero or more.
  • map data indicating the relationship between the vehicle speed of the hybrid vehicle 1 and the number of gear stages of the automatic transmission 5 is used as the regeneration amount determination coefficient k REG. Also good.
  • the HCU 18 calculates a required regenerative torque T REG that is a torque on the rotating shaft 10 of the motor generator 9 from the equation (6) based on the regenerative force F REG (S80).
  • eta Pulley pulley 7a
  • the torque transmission efficiency of 7b belt member 8
  • ⁇ pulley pulley 7a, which is the ratio of 7b.
  • the HCU 18 instructs the MCU 16 to perform energy regeneration at the required regeneration torque T REG in the motor generator 9 (S90).
  • the energy regeneration efficiency during deceleration can be improved without impairing drivability in the hybrid vehicle 1.

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

Abstract

Provided is a hybrid vehicle control method capable of improving energy regeneration efficiency during deceleration without impairing drivability, said hybrid vehicle (1) being constructed such that one end of a crankshaft (3) of an engine (2) is connected to a pair of drive wheels (6, 6) via a clutch (4) having a lock-up mechanism and an automatic transmission (5), and the other end of the crankshaft (3) is mechanically connected to a motor-generator (9). An HCU (18): locks up the clutch (4) when the accelerator of the hybrid vehicle (1) is off; obtains a vehicle travel resistance force F from an air resistance force Fa, a rolling resistance force Fr, and an engine-braking force Fe which act on the hybrid vehicle (1); and multiplies the travel resistance force F by a preset determination coefficient kREG in order to calculate a regenerative torque TREG requested of the motor-generator (9).

Description

ハイブリッド車両の制御方法Control method of hybrid vehicle
　本発明はハイブリッド車両の制御方法に関し、更に詳しくは、ドライバビリティを損なうことなく減速時のエネルギー回生効率を向上することができるハイブリッド車両の制御方法に関する。 The present invention relates to a hybrid vehicle control method, and more particularly to a hybrid vehicle control method capable of improving the energy regeneration efficiency during deceleration without impairing drivability.
　近年、燃費向上と環境対策などの観点から、例えば日本出願の特開２００２－２３８１０５号公報（特許文献１）に記載されているように、バッテリーに接続する電動発電機により、エンジントルクのアシストやエネルギー回生を行うハイブリッドシステムを搭載したハイブリッド車両が注目されている。 In recent years, from the viewpoint of improving fuel consumption and environmental measures, for example, as described in Japanese Patent Application Laid-Open No. 2002-238105 (Patent Document 1), an engine generator connected to a battery can assist engine torque. Hybrid vehicles equipped with a hybrid system that regenerates energy are attracting attention.
　ハイブリッドシステムは、ドライバーがアクセルをオフした時やブレーキを操作した時に、車両の減速エネルギーの一部を効率よく回収し、その回収したエネルギーを車両の電装品の駆動やエンジンのアシストに用いることで、エンジンの燃料消費量を低減して燃費を向上させることを目的としている。 The hybrid system efficiently recovers a part of the deceleration energy of the vehicle when the driver turns off the accelerator or operates the brake, and uses the recovered energy for driving the vehicle's electrical components and assisting the engine. The aim is to improve fuel efficiency by reducing engine fuel consumption.
　このエネルギー回生に係る制御においては、車両の減速エネルギーを可能な範囲でより多く回収することが必要である。しかし、回生量を大きくし過ぎると、ドライバーが車両減速度に対して違和感を感じることになる。そのため、ドライバビリティを損なわない範囲で、いかに多くのエネルギーを回生するかが重要となっている。 In the control related to this energy regeneration, it is necessary to recover more deceleration energy of the vehicle as much as possible. However, if the regeneration amount is increased too much, the driver will feel uncomfortable with the vehicle deceleration. Therefore, how much energy is regenerated within the range that does not impair drivability is important.
日本出願の特開２００２－２３８１０５号公報Japanese Patent Application No. 2002-238105
　本発明の目的は、ドライバビリティを損なうことなく減速時のエネルギー回生効率を向上することができるハイブリッド車両の制御方法を提供することにある。 An object of the present invention is to provide a control method for a hybrid vehicle that can improve energy regeneration efficiency during deceleration without impairing drivability.
　上記の目的を達成する本発明のハイブリッド車両の制御方法は、エンジンのクランク軸の一端がロックアップ機構を有するクラッチ及び変速機を介して駆動輪に接続するとともに、前記クランク軸の他端が電動発電機に機械的に連結するハイブリッド車両の制御方法であって、前記ハイブリッド車両がアクセルオフ時になったときに前記クラッチをロックアップするステップと、前記ハイブリッド車両に加わる空気抵抗力を算出するステップと、前記駆動輪に加わる転がり抵抗力を算出するステップと、前記クランク軸に加わるエンジンブレーキ力を算出するステップと、前記空気抵抗力、転がり抵抗力及びエンジンブレーキ力を合計して車両走行抵抗力を求めるステップと、前記車両走行抵抗力に予め設定された決定係数を乗ずることで前記電動発電機における回生力を求めるステップと、前記回生力に基づいて前記電動発電機への要求回生トルクを算出するステップとを有することを特徴とするものである。 In the hybrid vehicle control method of the present invention that achieves the above object, one end of the crankshaft of the engine is connected to the drive wheel via a clutch and a transmission having a lock-up mechanism, and the other end of the crankshaft is electrically operated. A method of controlling a hybrid vehicle mechanically coupled to a generator, the step of locking up the clutch when the hybrid vehicle is in an accelerator-off state, and the step of calculating an air resistance force applied to the hybrid vehicle; A step of calculating a rolling resistance force applied to the drive wheel, a step of calculating an engine braking force applied to the crankshaft, and adding the air resistance force, the rolling resistance force and the engine braking force to obtain a vehicle running resistance force. Multiplying the vehicle running resistance force by a predetermined coefficient of determination. Determining a regenerative force in serial electric generator, it is characterized in that a step of calculating a required regenerative torque to the motor generator on the basis of the regenerative power.
　本発明のハイブリッド車両の制御方法によれば、減速時においてハイブリッド車両に加わる空気抵抗力、転がり抵抗力及びエンジンブレーキ力から走行抵抗力を算出し、その走行抵抗力にドライバビリティを考慮して予め設定された決定係数を乗ずることで、電動発電機に対する要求回生トルクの大きさを決定するようにしたので、ドライバビリティを損なうことなく減速時のエネルギー回生効率を向上することができる。 According to the hybrid vehicle control method of the present invention, the traveling resistance force is calculated from the air resistance force, rolling resistance force, and engine braking force applied to the hybrid vehicle during deceleration, and the drivability is considered in advance for the traveling resistance force. Since the magnitude of the required regenerative torque for the motor generator is determined by multiplying the set determination coefficient, the energy regeneration efficiency during deceleration can be improved without impairing drivability.
図１は、本発明の実施形態からなるハイブリッド車両の制御方法の対象となるハイブリッド車両の構成図である。FIG. 1 is a configuration diagram of a hybrid vehicle that is an object of a hybrid vehicle control method according to an embodiment of the present invention. 図２は、本発明の実施形態からなるハイブリッド車両の制御方法を説明するフロー図である。FIG. 2 is a flowchart for explaining a hybrid vehicle control method according to the embodiment of the present invention. 図３は、エンジンフリクショントルクを求めるマップデータの例を示すグラフである。FIG. 3 is a graph showing an example of map data for obtaining the engine friction torque. 図４は、回生量決定係数を求めるマップデータの例を示すグラフである。FIG. 4 is a graph showing an example of map data for obtaining a regeneration amount determination coefficient. 図５は、回生量決定係数を求めるマップデータの他の例を示すグラフである。FIG. 5 is a graph showing another example of map data for obtaining a regeneration amount determination coefficient.
　以下に、本発明の実施の形態について、図面を参照して説明する。図１は、本発明の実施形態からなるハイブリッド車両の制御方法の対象であるハイブリッド車両の構成を示す。 Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a configuration of a hybrid vehicle that is an object of a hybrid vehicle control method according to an embodiment of the present invention.
　このハイブリッド車両１は、エンジン２のクランク軸３の一端が、ロックアップ機構を有するクラッチ４及び自動変速機５を介して駆動輪６に接続する一方で、クランク軸３の他端が、一対のプーリー７ａ、７ｂに巻き回された無端状のベルト部材８を介して電動発電機９の回転軸１０に連結している。なお、クランク軸３と電動発電機９の回転軸１０との連結手段は、ベルト部材８に限るものではなく、歯車などの機械的な連結手段であれば良い。 In this hybrid vehicle 1, one end of the crankshaft 3 of the engine 2 is connected to the drive wheel 6 via the clutch 4 having the lock-up mechanism and the automatic transmission 5, while the other end of the crankshaft 3 is a pair of It is connected to the rotating shaft 10 of the motor generator 9 via an endless belt member 8 wound around the pulleys 7a and 7b. The connecting means between the crankshaft 3 and the rotating shaft 10 of the motor generator 9 is not limited to the belt member 8 and may be any mechanical connecting means such as a gear.
　エンジン２においては、ＥＣＭ（Engine Control Module）１１が、ハイブリッド車両１の運転状態に応じて、インジェクタからの燃料噴射量や噴射タイミングを変更する制御などを行う。 In the engine 2, an ECM (Engine Control Module) 11 performs control to change the fuel injection amount and injection timing from the injector according to the operating state of the hybrid vehicle 1.
　自動変速機５及びクラッチ４においては、ＴＣＭ１２（Transmission Control Module）が車速やアクセル開度などの情報を基にマップデータを参照して目標変速段を決定し、クラッチ４を断接して、その目標変速段に変速する制御を行う。 In the automatic transmission 5 and the clutch 4, the TCM 12 (Transmission Control マ ッ プ Module) determines the target gear stage by referring to the map data based on information such as the vehicle speed and the accelerator opening, and the clutch 4 is connected and disconnected. Control to shift to the shift stage is performed.
　電動発電機９は、インバータ１３を介して高電圧のリチウムイオン電池１４や鉛バッテリ１５に接続している。電動発電機９及びインバータ１３は、ＭＣＵ１６（Motor Control Unit）により制御される一体型のユニット１７を構成している。 The motor generator 9 is connected to a high voltage lithium ion battery 14 or a lead battery 15 via an inverter 13. The motor generator 9 and the inverter 13 constitute an integrated unit 17 controlled by an MCU 16 (Motor Control Unit).
　上述したＥＣＭ１１、ＴＣＭ１２及びＭＣＵ１６は、ＨＣＵ１８（Hybrid Control Unit）に車載ネットワーク（一点鎖線で示す）を通じて接続されている。また、ＨＣＵ１８には、アクセル開度センサ１９が接続されている。 The above-described ECM 11, TCM 12, and MCU 16 are connected to the HCU 18 (Hybrid Control Unit) through an in-vehicle network (indicated by a one-dot chain line). Further, an accelerator opening sensor 19 is connected to the HCU 18.
　このようなハイブリッド車両１におけるエネルギー回生に係る制御方法を、ＨＣＵ１８の機能として、図２に基づいて以下に説明する。 A control method related to energy regeneration in the hybrid vehicle 1 will be described below as a function of the HCU 18 with reference to FIG.
　まず、ＨＣＵ１８は、アクセル開度センサ１９の検出値から、ドライバーがアクセルをオフしているか否かを判定し（Ｓ１０）、アクセルがオフされている場合には、ＴＣＭ１２に指令してクラッチ４をロックアップする（Ｓ２０）。 First, the HCU 18 determines from the detection value of the accelerator opening sensor 19 whether the driver has turned off the accelerator (S10). If the accelerator is turned off, the HCU 18 instructs the TCM 12 to turn on the clutch 4. Lock up is performed (S20).
　そして、ＨＣＵ１８は、ハイブリッド車両１に加わる空気抵抗力Ｆａを（１）式から算出する（Ｓ３０）とともに、駆動輪６のタイヤに加わる転がり抵抗力Ｆｒを（２）式から算出する（Ｓ４０）。
Figure JPOXMLDOC01-appb-I000001
　ここで、Ｍ：車両重量、ｇ：重力加速度、μ：ころがり抵抗係数、λ：空気抵抗係数、Ｓ：車両の前面投影面積、Ｖ：車速である。 Then, the HCU 18 calculates the air resistance force Fa applied to the hybrid vehicle 1 from the equation (1) (S30), and calculates the rolling resistance force Fr applied to the tire of the drive wheel 6 from the equation (2) (S40).
Figure JPOXMLDOC01-appb-I000001
Here, M: vehicle weight, g: gravitational acceleration, μ: rolling resistance coefficient, λ: air resistance coefficient, S: front projected area of the vehicle, and V: vehicle speed.
　次に、ＨＣＵ１８は、エンジン２のクランク軸３に加わるエンジンブレーキ力Ｆｅを（３）式から算出する（Ｓ５０）。
Figure JPOXMLDOC01-appb-I000002
　ここで、ＴEngFric：エンジンフリクショントルク、γTM：自動変速機５のギア比、γdiff：デフギア比、ηTM：自動変速機５の伝達効率、ηdiff：デフ伝達効率、Ｒtire：駆動輪６のタイヤ動荷重半径である。 Next, the HCU 18 calculates an engine braking force Fe applied to the crankshaft 3 of the engine 2 from the equation (3) (S50).
Figure JPOXMLDOC01-appb-I000002
Here, T EngFric : engine friction torque, γ TM : gear ratio of the automatic transmission 5, γ diff : differential gear ratio, η TM : transmission efficiency of the automatic transmission 5, η diff : differential transmission efficiency, R tire : drive wheel 6 tire dynamic load radius.
　なお、エンジンフリクショントルクＴEngFricは、例えば図３に示すような、エンジン毎に予め実験により設定されたエンジン回転数とエンジンフリクショントルクＴEngFricとの関係を示すマップデータから決定される。 The engine friction torque T EngFric is determined from map data indicating the relationship between the engine speed and the engine friction torque T EngFric set in advance for each engine, for example, as shown in FIG.
　そして、ＨＣＵ１８は、それぞれ算出された空気抵抗力Ｆａ、転がり抵抗力Ｆｒ及びエンジンブレーキ力Ｆｅを、（４）式のように合計して車両走行抵抗力Ｆを求める（Ｓ６０）。
Figure JPOXMLDOC01-appb-I000003
Then, the HCU 18 adds the calculated air resistance force Fa, rolling resistance force Fr, and engine brake force Fe as shown in equation (4) to obtain the vehicle running resistance force F (S60).
Figure JPOXMLDOC01-appb-I000003
　次に、ＨＣＵ１８は、（５）式に示すように、車両走行抵抗力Ｆに回生量決定係数ｋREGを乗じて、駆動輪６のタイヤ接地面上における回生力ＦREGを求める（Ｓ７０）。
Figure JPOXMLDOC01-appb-I000004
Next, as shown in equation (5), the HCU 18 multiplies the vehicle running resistance force F by the regeneration amount determination coefficient k REG to obtain the regenerative force F REG on the tire ground contact surface of the drive wheels 6 (S70).
Figure JPOXMLDOC01-appb-I000004
　回生量決定係数ｋREGは、ドライバビリティを損うことのないハイブリッド車両１の減速速度の増加率を意味しており、予め実験や計算により設定される。回生量決定係数ｋREGとしては、ゼロ以上の正の値である一定値（例えば、０．２～０．４の範囲の値）とする。あるいはその他に、図４及び図５にそれぞれ例を示すように、回生量決定係数ｋREGとして、ハイブリッド車両１の車速や自動変速機５のギヤ段数との関係を示すマップデータを用いるようにしても良い。 The regeneration amount determination coefficient k REG means an increase rate of the deceleration speed of the hybrid vehicle 1 that does not impair drivability, and is set in advance by experiments or calculations. The regeneration amount determination coefficient k REG is a constant value (eg, a value in the range of 0.2 to 0.4) that is a positive value of zero or more. Alternatively, as shown in FIGS. 4 and 5, for example, map data indicating the relationship between the vehicle speed of the hybrid vehicle 1 and the number of gear stages of the automatic transmission 5 is used as the regeneration amount determination coefficient k REG. Also good.
　そして、ＨＣＵ１８は、回生力ＦREGに基づいて、（６）式から電動発電機９の回転軸１０上のトルクである要求回生トルクＴREGを算出する（Ｓ８０）。
Figure JPOXMLDOC01-appb-I000005
　ここで、ηpulley：プーリー７ａ、７ｂ（ベルト部材８）のトルク伝達効率、γpulley：プーリー７ａ、７ｂの比である。 Then, the HCU 18 calculates a required regenerative torque T REG that is a torque on the rotating shaft 10 of the motor generator 9 from the equation (6) based on the regenerative force F REG (S80).
Figure JPOXMLDOC01-appb-I000005
Here, eta Pulley: pulley 7a, the torque transmission efficiency of 7b (belt member 8), γ pulley: pulley 7a, which is the ratio of 7b.
　最後に、ＨＣＵ１８は、ＭＣＵ１６に指令して、電動発電機９において要求回生トルクＴREGでのエネルギー回生を行う（Ｓ９０）。 Finally, the HCU 18 instructs the MCU 16 to perform energy regeneration at the required regeneration torque T REG in the motor generator 9 (S90).
　このようなハイブリッド車両１の制御方法を行うことで、ハイブリッド車両１においてドライバビリティを損なうことなく減速時のエネルギー回生効率を向上することができるのである。 By performing such a control method of the hybrid vehicle 1, the energy regeneration efficiency during deceleration can be improved without impairing drivability in the hybrid vehicle 1.
１　ハイブリッド車両
２　エンジン
３　クランク軸
４　クラッチ
５　自動変速機
６　駆動輪
７ａ、７ｂ　プーリー
８　ベルト部材
９　電動発電機
１０　回転軸
１８　ＨＣＵ
１９　アクセル開度センサ DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 2 Engine 3 Crankshaft 4 Clutch 5 Automatic transmission 6 Drive wheel 7a, 7b Pulley 8 Belt member 9 Motor generator 10 Rotating shaft 18 HCU
19 Accelerator position sensor

Claims (3)

  1. 　エンジンのクランク軸の一端がロックアップ機構を有するクラッチ及び変速機を介して駆動輪に接続するとともに、前記クランク軸の他端が電動発電機に機械的に連結するハイブリッド車両の制御方法であって、
    　前記ハイブリッド車両がアクセルオフ時になったときに前記クラッチをロックアップするステップと、
    　前記ハイブリッド車両に加わる空気抵抗力を算出するステップと、
    　前記駆動輪に加わる転がり抵抗力を算出するステップと、
    　前記クランク軸に加わるエンジンブレーキ力を算出するステップと、
    　前記空気抵抗力、転がり抵抗力及びエンジンブレーキ力を合計して車両走行抵抗力を求めるステップと、
    　前記車両走行抵抗力に予め設定された決定係数を乗ずることで前記電動発電機における回生力を求めるステップと、
    　前記回生力に基づいて前記電動発電機への要求回生トルクを算出するステップと、を有することを特徴とするハイブリッド車両の制御方法。     A control method for a hybrid vehicle in which one end of an engine crankshaft is connected to a drive wheel via a clutch and transmission having a lock-up mechanism, and the other end of the crankshaft is mechanically connected to a motor generator. ,
    Locking up the clutch when the hybrid vehicle is in an accelerator-off state;
    Calculating an air resistance applied to the hybrid vehicle;
    Calculating rolling resistance applied to the drive wheel;
    Calculating an engine braking force applied to the crankshaft;
    Adding the air resistance force, rolling resistance force and engine braking force to obtain a vehicle running resistance force;
    Obtaining the regenerative power in the motor generator by multiplying the vehicle running resistance by a predetermined coefficient of determination;
    Calculating a required regenerative torque to the motor generator based on the regenerative power.
  2. 　前記決定係数が、一定値である請求項１に記載のハイブリッド車両の制御方法。 The method for controlling a hybrid vehicle according to claim 1, wherein the determination coefficient is a constant value.
  3. 　前記決定係数が、前記ハイブリッド車両の車速、又は前記変速機の段数に基づいて決定される請求項１に記載のハイブリッド車両の制御方法。 2. The hybrid vehicle control method according to claim 1, wherein the determination coefficient is determined based on a vehicle speed of the hybrid vehicle or a number of stages of the transmission.
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CN108725419A (en) * 2017-04-21 2018-11-02 铃木株式会社 Hybrid vehicle
CN108725419B (en) * 2017-04-21 2021-08-24 铃木株式会社 Hybrid vehicle

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