WO2017086446A1 - Hybrid vehicle and control method for same - Google Patents

Hybrid vehicle and control method for same Download PDF

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Publication number
WO2017086446A1
WO2017086446A1 PCT/JP2016/084287 JP2016084287W WO2017086446A1 WO 2017086446 A1 WO2017086446 A1 WO 2017086446A1 JP 2016084287 W JP2016084287 W JP 2016084287W WO 2017086446 A1 WO2017086446 A1 WO 2017086446A1
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Prior art keywords
motor generator
rotation speed
transmission
hybrid vehicle
gear stage
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PCT/JP2016/084287
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French (fr)
Japanese (ja)
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憲仁 岩田
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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
    • B60K6/485—Motor-assist 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 ; 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • 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
    • B60W20/14—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 in conjunction with braking regeneration
    • 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
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • 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

  • This disclosure relates to a hybrid vehicle and a control method thereof.
  • HEV hybrid vehicle
  • driving force is assisted by a motor generator when the vehicle is accelerated or started, while regenerative power generation is performed by the motor generator during inertia traveling or braking (see, for example, Patent Document 1).
  • HEVs having a hybrid system of a type in which a motor generator is connected to an output shaft that transmits engine power have been developed (see, for example, Patent Document 2).
  • a motor generator rotation speed that is, a suitable rotation speed
  • increases the regenerative power generation efficiency of the motor generator when the motor generator performs regenerative power generation during inertial running, there is a motor generator rotation speed (that is, a suitable rotation speed) that increases the regenerative power generation efficiency of the motor generator.
  • the aspect of the present disclosure has been made in view of the above, and an object thereof is to provide a hybrid vehicle and a control method thereof that can increase the energy recovery amount of the motor generator during inertial traveling.
  • a hybrid vehicle having a motor generator connected to an output shaft for transmitting engine power; A transmission for transmitting the power of the engine; The gear stage of the transmission is set based on the rotation speed of the motor generator so that the rotation speed of the motor generator becomes a predetermined rotation speed that is set in advance when the motor generator generates regenerative power during inertial running. And a control device.
  • the hybrid vehicle may further include a shift actuator that changes a gear stage of the transmission,
  • the control device may set the gear stage by controlling a shift actuator.
  • control device may detect the rotation speed of the motor generator.
  • the control device stores the information on the predetermined rotation speed set in advance and the information on the gear stage of the transmission that can obtain the predetermined rotation speed set in advance.
  • the control device may set the gear stage of the transmission based on the information on the predetermined rotational speed and the information on the gear stage stored in the storage device.
  • the regenerative power generation efficiency is highest when the motor generator rotates at the predetermined rotational speed.
  • a hybrid vehicle control method includes a hybrid system having a motor generator connected to an output shaft that transmits engine power, and a transmission to which the engine power is transmitted.
  • the rotational speed of the motor generator is set so that the rotational speed of the motor generator becomes a predetermined rotational speed when the motor generator performs regenerative power generation during inertial traveling.
  • the gear stage of the transmission is set based on the above.
  • the rotation speed of the motor generator can be set to a predetermined rotation speed set in advance.
  • the regenerative power generation efficiency can be improved by setting the number of rotations of the motor generator to a suitable value with high regenerative power generation efficiency during inertial running, so that the amount of energy recovered by the motor generator can be increased.
  • the energy recovery amount of the motor generator during inertial traveling can be increased.
  • FIG. 1 is a configuration diagram of a hybrid vehicle according to an embodiment of the present disclosure.
  • This hybrid vehicle (hereinafter referred to as “HEV”) is a vehicle including not only a normal passenger car but also a bus, a truck, etc., and a hybrid having an engine 10 and a motor generator 31 that are controlled in combination according to the driving state of the vehicle.
  • a system 30 is provided.
  • the crankshaft 13 is rotationally driven by thermal energy generated by the combustion of fuel in a plurality (four in this example) of cylinders 12 formed in the engine body 11.
  • the engine 10 is a diesel engine or a gasoline engine.
  • the rotational power of the crankshaft 13 is transmitted to the transmission 20 via a clutch 14 (for example, a wet multi-plate clutch) connected to one end of the crankshaft 13.
  • the transmission 20 uses an AMT or AT that automatically shifts gears to the target gear determined based on the HEV driving state and preset map data using the shift actuator 21.
  • Rotational power changed by the transmission 20 is transmitted to the differential 23 through the propeller shaft 22 and distributed to the pair of driving wheels 24 as driving force.
  • the hybrid system 30 includes a motor generator 31, and an inverter 35, a high voltage battery 32, a DC / DC converter 33, and a low voltage battery 34 that are electrically connected to the motor generator 31 in this order.
  • the high voltage battery 32 include a lithium ion battery and a nickel metal hydride battery.
  • the low voltage battery 34 is a lead battery.
  • the DC / DC converter 33 has a function of controlling the charge / discharge direction and the output voltage between the high voltage battery 32 and the low voltage battery 34.
  • the low voltage battery 34 supplies power to various vehicle electrical components 36.
  • BMS 39 battery management system
  • the motor generator 31 is an endless shape wound around a first pulley 15 attached to the rotating shaft 37 and a second pulley 16 attached to the other end of the crankshaft 13 which is an output shaft of the engine body 11. Power is transmitted to and from the engine 10 via the belt-shaped member 17. Note that power can be transmitted using a gear box or the like instead of the first pulley 15, the second pulley 16 and the belt-like member 17. Further, the output shaft of the engine main body 11 connected to the motor generator 31 is not limited to the crankshaft 13, and may be, for example, a transmission shaft or the propeller shaft 22 between the engine main body 11 and the transmission 20.
  • the motor generator 31 has a function of performing cranking instead of a starter motor (not shown) that starts the engine body 11.
  • the hybrid system 30 described above is controlled by the control device 80. Specifically, the hybrid system 30 is controlled by the control device 80 to assist at least a part of the driving force by the motor generator 31 supplied with power from the high voltage battery 32 when the HEV starts or accelerates. On the other hand, at the time of braking or when the HEV travels while the fuel injection of the engine 10 is stopped, regenerative power generation is performed by the motor generator 31, and surplus kinetic energy is converted into electric power to generate a high voltage battery 32. To charge.
  • control device 80 controls the disengagement and connection of the clutch 14, and also controls the gear stage of the transmission 20 by controlling the speed change actuator 21.
  • the control device 80 detects the rotational speed of the motor generator 31.
  • the control device 80 includes a CPU having a function as a control unit for executing various control processes, and a ROM, a RAM, and the like having a function as a storage unit for storing various data and programs used for the operation of the CPU.
  • a microcomputer is provided.
  • control device 80 rotates the motor generator 31 so that the rotational speed of the motor generator 31 becomes a predetermined rotational speed that is set in advance when the motor generator 31 performs regenerative power generation during inertial traveling.
  • the gear stage of the transmission 20 is controlled based on the number. This control process will be described below with reference to a flowchart.
  • FIG. 2 is a flowchart showing an example of control processing by the control device 80.
  • the control unit of the control device 80 repeatedly executes the flowchart of FIG. 2 at a predetermined cycle.
  • step S10 the control unit determines whether or not the motor generator 31 has performed regenerative power generation during inertial traveling. When it determines with No by step S10, a control part complete
  • step S10 the control unit detects the rotation speed of the motor generator 31 (MG), and rotates the motor generator 31 so that the detected rotation speed becomes a predetermined rotation speed set in advance.
  • the gear stage of the transmission 20 is set based on the number (step S20). Details of the control processing in step S20 are as follows.
  • the regenerative power generation efficiency refers to the power generation efficiency at the time of regenerative power generation of the motor generator 31, which corresponds to the conversion efficiency in the case of converting kinetic energy into electric energy.
  • the higher the regenerative power generation efficiency the higher the amount of energy recovered by the motor generator 31. As a result, the fuel efficiency of the HEV becomes better.
  • information on the optimum rotational speed of the motor generator 31 is stored in advance (that is, preset) in the storage unit (for example, ROM) of the control device 80 according to the present embodiment.
  • information on the gear stage of the transmission 20 (in other words, the gear stage suitable for the optimum rotation speed) that can obtain the optimum rotation speed is also stored in the storage unit in advance. It is preferable that the optimum rotational speed of the motor generator 31 stored in advance in the storage unit and the gear stage of the transmission 20 that can obtain the optimum rotational speed are associated with each other.
  • step S ⁇ b> 20 the control unit controls the transmission 20 so that the gear stage of the transmission 20 becomes the gear stage stored in the storage unit, so that the gear stage of the transmission 20 is optimally rotated by the motor generator 31. Set the gear that matches the number. By executing step S20 in this way, the rotational speed of the motor generator 31 can be set to an optimal rotational speed. After step S20, the control unit ends the flowchart.
  • the rotation speed of the motor generator 31 can be set to a predetermined rotation speed when the motor generator 31 performs regenerative power generation during inertia traveling, and therefore the rotation speed of the motor generator 31 during inertia traveling.
  • the present invention is useful in that the energy recovery amount of the motor generator during inertial traveling can be increased.

Abstract

A hybrid vehicle that comprises: a hybrid system 30 that has a motor generator 31 that is connected to an output shaft 13 that transmits the motive power of an engine 10; a transmission 20 to which the motive power of the engine is transmitted; and a control device 80. The hybrid vehicle is characterized in that, when the motor generator is regenerating power during inertial travel, the control device sets the gear step of the transmission on the basis of the rotational speed of the motor generator such that the rotational speed of the motor generator becomes a preset prescribed rotational speed.

Description

ハイブリッド車両及びその制御方法Hybrid vehicle and control method thereof
　本開示はハイブリッド車両及びその制御方法に関する。 This disclosure relates to a hybrid vehicle and a control method thereof.
　近年、燃費向上及び環境対策などの観点から、車両の運転状態に応じて複合的に制御されるエンジン及びモータージェネレーターを有するハイブリッドシステムを備えたハイブリッド車両（以下「ＨＥＶ」という）が注目されている。このＨＥＶにおいては、車両の加速時や発進時には、モータージェネレーターによる駆動力のアシストが行われる一方で、慣性走行時や制動時においてはモータージェネレーターによる回生発電が行われる（例えば特許文献１参照）。 In recent years, a hybrid vehicle (hereinafter referred to as “HEV”) including a hybrid system having an engine and a motor generator that are controlled in combination according to the driving state of the vehicle has attracted attention from the viewpoint of improving fuel efficiency and environmental measures. . In this HEV, driving force is assisted by a motor generator when the vehicle is accelerated or started, while regenerative power generation is performed by the motor generator during inertia traveling or braking (see, for example, Patent Document 1).
　ところで、近年、エンジンの動力を伝達する出力軸にモータージェネレーターが接続されたタイプのハイブリッドシステムを有するＨＥＶが開発されてきている（例えば特許文献２参照）。このタイプのＨＥＶにおいて、慣性走行時にモータージェネレーターが回生発電する場合、モータージェネレーターの回生発電効率が高くなるようなモータージェネレーターの回転数（すなわち好適な回転数）が存在する。 Incidentally, in recent years, HEVs having a hybrid system of a type in which a motor generator is connected to an output shaft that transmits engine power have been developed (see, for example, Patent Document 2). In this type of HEV, when the motor generator performs regenerative power generation during inertial running, there is a motor generator rotation speed (that is, a suitable rotation speed) that increases the regenerative power generation efficiency of the motor generator.
　しかしながら、このタイプのＨＥＶの場合、従来は、慣性走行時においてトランスミッションのギア段は、ＨＥＶの速度に応じて設定されていた。すなわち、慣性走行時において、モータージェネレーターの回転数が好適な値となるようにトランスミッションのギア段は設定されていなかった。そのため、慣性走行時におけるモータージェネレーターの回生発電効率は十分に高いとはいえず、したがって、モータージェネレーターによるエネルギー回収量は十分に多いとはいえなかった。 However, in the case of this type of HEV, conventionally, the gear stage of the transmission was set according to the speed of the HEV during inertial running. In other words, the gear stage of the transmission has not been set so that the rotational speed of the motor generator becomes a suitable value during inertial running. Therefore, it cannot be said that the regenerative power generation efficiency of the motor generator during inertia traveling is sufficiently high, and therefore the amount of energy recovered by the motor generator is not sufficiently large.
日本国特開２００２－２３８１０５号公報Japanese Unexamined Patent Publication No. 2002-238105 日本国特開２００６－１５１３０７号公報Japanese Unexamined Patent Publication No. 2006-151307
　本開示の様態は上記のことを鑑みてなされたものであり、その目的は、慣性走行時におけるモータージェネレーターのエネルギー回収量を増大させることができるハイブリッド車両及びその制御方法を提供することにある。 The aspect of the present disclosure has been made in view of the above, and an object thereof is to provide a hybrid vehicle and a control method thereof that can increase the energy recovery amount of the motor generator during inertial traveling.
　上記の目的を達成するための本開示の様態のハイブリッド車両は、
　エンジンの動力を伝達する出力軸に接続されたモータージェネレーターを有するハイブリッドシステムと、
前記エンジンの動力が伝達されるトランスミッションと、
　慣性走行時において前記モータージェネレーターが回生発電する場合に、前記モータージェネレーターの回転数が予め設定された所定回転数となるように、前記モータージェネレーターの回転数に基づいて前記トランスミッションのギア段を設定する制御装置と
を備えることを特徴とする。 In order to achieve the above object, a hybrid vehicle according to an aspect of the present disclosure is provided.
A hybrid system having a motor generator connected to an output shaft for transmitting engine power;
A transmission for transmitting the power of the engine;
The gear stage of the transmission is set based on the rotation speed of the motor generator so that the rotation speed of the motor generator becomes a predetermined rotation speed that is set in advance when the motor generator generates regenerative power during inertial running. And a control device.
　また、上記のハイブリッド車両において、前記トランスミッションのギア段を変える変速用アクチュエーターを更に備え、
前記制御装置は、変速用アクチュエーターを制御することで前記ギア段を設定してもよい。 The hybrid vehicle may further include a shift actuator that changes a gear stage of the transmission,
The control device may set the gear stage by controlling a shift actuator.
　また、上記のハイブリッド車両において、前記制御装置は、前記モータージェネレーターの回転数を検出してもよい。 Further, in the above hybrid vehicle, the control device may detect the rotation speed of the motor generator.
　また、上記のハイブリッド車両において、前記制御装置は前記予め設定された所定回転数の情報と、前記予め設定された所定回転数が得られるような前記トランスミッションの前記ギア段の情報とを記憶した記憶部を有し、
　前記制御装置は、前記記憶装置に記憶された前記所定回転数の情報と前記ギア段の情報とに基づいて前記トランスミッションのギア段を設定してもよい。 In the hybrid vehicle described above, the control device stores the information on the predetermined rotation speed set in advance and the information on the gear stage of the transmission that can obtain the predetermined rotation speed set in advance. Part
The control device may set the gear stage of the transmission based on the information on the predetermined rotational speed and the information on the gear stage stored in the storage device.
　また、上記のハイブリッド車両において、前記所定回転数で前記モータージェネレーターが回転した時に回生発電効率が最も高くなることが好ましい。 In the above hybrid vehicle, it is preferable that the regenerative power generation efficiency is highest when the motor generator rotates at the predetermined rotational speed.
　上記の目的を達成するための本開示の様態のハイブリッド車両の制御方法は、エンジンの動力を伝達する出力軸に接続されたモータージェネレーターを有するハイブリッドシステムと、前記エンジンの動力が伝達されるトランスミッションと、を備えたハイブリッド車両の制御方法において、慣性走行時において前記モータージェネレーターが回生発電する場合に、前記モータージェネレーターの回転数が予め設定された所定回転数となるように、前記モータージェネレーターの回転数に基づいて前記トランスミッションのギア段を設定することを特徴とする。 In order to achieve the above object, a hybrid vehicle control method according to an aspect of the present disclosure includes a hybrid system having a motor generator connected to an output shaft that transmits engine power, and a transmission to which the engine power is transmitted. In the method for controlling a hybrid vehicle, the rotational speed of the motor generator is set so that the rotational speed of the motor generator becomes a predetermined rotational speed when the motor generator performs regenerative power generation during inertial traveling. The gear stage of the transmission is set based on the above.
　本開示の様態によれば、慣性走行時においてモータージェネレーターが回生発電する場合に、モータージェネレーターの回転数を予め設定された所定回転数にすることができる。これにより、慣性走行時においてモータージェネレーターの回転数を回生発電効率が高い好適な値にして回生発電効率を向上させることができるので、モータージェネレーターによるエネルギー回収量を増大させることができる。 According to the aspect of the present disclosure, when the motor generator performs regenerative power generation during inertia traveling, the rotation speed of the motor generator can be set to a predetermined rotation speed set in advance. As a result, the regenerative power generation efficiency can be improved by setting the number of rotations of the motor generator to a suitable value with high regenerative power generation efficiency during inertial running, so that the amount of energy recovered by the motor generator can be increased.
　本開示の様態によれば、慣性走行時におけるモータージェネレーターのエネルギー回収量を増大させることができる。 According to the aspect of the present disclosure, the energy recovery amount of the motor generator during inertial traveling can be increased.
本開示の実施形態からなるハイブリッド車両の構成図である。It is a lineblock diagram of a hybrid vehicle which consists of an embodiment of this indication. 制御装置による制御処理の一例を示すフローチャートである。It is a flowchart which shows an example of the control processing by a control apparatus.
　以下に、本開示の実施の形態について、図面を参照して説明する。図１は、本開示の実施形態からなるハイブリッド車両の構成図である。このハイブリッド車両（以下「ＨＥＶ」という）は、普通乗用車のみならず、バスやトラックなどを含む車両であり、車両の運転状態に応じて複合的に制御されるエンジン１０及びモータージェネレーター３１を有するハイブリッドシステム３０を備えている。 Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. FIG. 1 is a configuration diagram of a hybrid vehicle according to an embodiment of the present disclosure. This hybrid vehicle (hereinafter referred to as “HEV”) is a vehicle including not only a normal passenger car but also a bus, a truck, etc., and a hybrid having an engine 10 and a motor generator 31 that are controlled in combination according to the driving state of the vehicle. A system 30 is provided.
　エンジン１０においては、エンジン本体１１に形成された複数（この例では４個）の気筒１２内における燃料の燃焼により発生した熱エネルギーにより、クランクシャフト１３が回転駆動される。このエンジン１０には、ディーゼルエンジンやガソリンエンジンが用いられる。クランクシャフト１３の回転動力は、クランクシャフト１３の一端部に接続するクラッチ１４（例えば、湿式多板クラッチなど）を介してトランスミッション２０に伝達される。 In the engine 10, the crankshaft 13 is rotationally driven by thermal energy generated by the combustion of fuel in a plurality (four in this example) of cylinders 12 formed in the engine body 11. The engine 10 is a diesel engine or a gasoline engine. The rotational power of the crankshaft 13 is transmitted to the transmission 20 via a clutch 14 (for example, a wet multi-plate clutch) connected to one end of the crankshaft 13.
　トランスミッション２０には、ＨＥＶの運転状態と予め設定されたマップデータとに基づいて決定された目標ギア段へ、変速用アクチュエーター２１を用いて自動的に変速するＡＭＴ又はＡＴが用いられている。 The transmission 20 uses an AMT or AT that automatically shifts gears to the target gear determined based on the HEV driving state and preset map data using the shift actuator 21.
　トランスミッション２０で変速された回転動力は、プロペラシャフト２２を通じてデファレンシャル２３に伝達され、一対の駆動輪２４にそれぞれ駆動力として分配される。 Rotational power changed by the transmission 20 is transmitted to the differential 23 through the propeller shaft 22 and distributed to the pair of driving wheels 24 as driving force.
　ハイブリッドシステム３０は、モータージェネレーター３１と、このモータージェネレーター３１に順に電気的に接続するインバーター３５、高電圧バッテリー３２、ＤＣ／ＤＣコンバーター３３及び低電圧バッテリー３４とを有している。 The hybrid system 30 includes a motor generator 31, and an inverter 35, a high voltage battery 32, a DC / DC converter 33, and a low voltage battery 34 that are electrically connected to the motor generator 31 in this order.
　高電圧バッテリー３２としては、リチウムイオンバッテリーやニッケル水素バッテリーなどが好ましく例示される。また、低電圧バッテリー３４には鉛バッテリーが用いられる。ＤＣ／ＤＣコンバーター３３は、高電圧バッテリー３２と低電圧バッテリー３４との間における充放電の方向及び出力電圧を制御する機能を有している。また、低電圧バッテリー３４は、各種の車両電装品３６に電力を供給する。 Preferred examples of the high voltage battery 32 include a lithium ion battery and a nickel metal hydride battery. The low voltage battery 34 is a lead battery. The DC / DC converter 33 has a function of controlling the charge / discharge direction and the output voltage between the high voltage battery 32 and the low voltage battery 34. The low voltage battery 34 supplies power to various vehicle electrical components 36.
　このハイブリッドシステム３０における種々のパラメータ、例えば、電流値、電圧値やＳＯＣなどは、ＢＭＳ３９（バッテリーマネージメントシステム）により検出される。 Various parameters in the hybrid system 30, such as current value, voltage value, and SOC, are detected by the BMS 39 (battery management system).
　モータージェネレーター３１は、回転軸３７に取り付けられた第１プーリー１５とエンジン本体１１の出力軸であるクランクシャフト１３の他端部に取り付けられた第２プーリー１６との間に掛け回された無端状のベルト状部材１７を介して、エンジン１０との間で動力を伝達する。なお、第１プーリー１５、第２プーリー１６及びベルト状部材１７の代わりに、ギアボックス等を用いて動力を伝達することもできる。また、モータージェネレーター３１に接続するエンジン本体１１の出力軸は、クランクシャフト１３に限定されるものではなく、例えばエンジン本体１１とトランスミッション２０との間の伝達軸やプロペラシャフト２２であってもよい。 The motor generator 31 is an endless shape wound around a first pulley 15 attached to the rotating shaft 37 and a second pulley 16 attached to the other end of the crankshaft 13 which is an output shaft of the engine body 11. Power is transmitted to and from the engine 10 via the belt-shaped member 17. Note that power can be transmitted using a gear box or the like instead of the first pulley 15, the second pulley 16 and the belt-like member 17. Further, the output shaft of the engine main body 11 connected to the motor generator 31 is not limited to the crankshaft 13, and may be, for example, a transmission shaft or the propeller shaft 22 between the engine main body 11 and the transmission 20.
　このモータージェネレーター３１は、エンジン本体１１を始動するスターターモーター（図示せず）の代わりに、クランキングを行う機能も有している。 The motor generator 31 has a function of performing cranking instead of a starter motor (not shown) that starts the engine body 11.
　上述したハイブリッドシステム３０は制御装置８０によって制御される。具体的にはハイブリッドシステム３０は、制御装置８０に制御されることで、ＨＥＶの発進時や加速時には、高電圧バッテリー３２から電力を供給されたモータージェネレーター３１により駆動力の少なくとも一部をアシストする一方で、制動時や、エンジン１０の燃料噴射が停止した状態でＨＥＶが走行する慣性走行時においては、モータージェネレーター３１による回生発電を行い、余剰の運動エネルギーを電力に変換して高電圧バッテリー３２を充電する。 The hybrid system 30 described above is controlled by the control device 80. Specifically, the hybrid system 30 is controlled by the control device 80 to assist at least a part of the driving force by the motor generator 31 supplied with power from the high voltage battery 32 when the HEV starts or accelerates. On the other hand, at the time of braking or when the HEV travels while the fuel injection of the engine 10 is stopped, regenerative power generation is performed by the motor generator 31, and surplus kinetic energy is converted into electric power to generate a high voltage battery 32. To charge.
　また制御装置８０は、ハイブリッドシステム３０の他に、クラッチ１４の切断及び接続を制御するとともに、変速用アクチュエーター２１を制御することでトランスミッション２０のギア段も制御する。制御装置８０は、モータージェネレーター３１の回転数を検出する。この制御装置８０は、各種の制御処理を実行する制御部としての機能を有するＣＰＵと、ＣＰＵの動作に用いられる各種データやプログラム等を記憶する記憶部としての機能を有するＲＯＭ、ＲＡＭ等とを有するマイクロコンピュータを備えている。 Further, in addition to the hybrid system 30, the control device 80 controls the disengagement and connection of the clutch 14, and also controls the gear stage of the transmission 20 by controlling the speed change actuator 21. The control device 80 detects the rotational speed of the motor generator 31. The control device 80 includes a CPU having a function as a control unit for executing various control processes, and a ROM, a RAM, and the like having a function as a storage unit for storing various data and programs used for the operation of the CPU. A microcomputer is provided.
　また本実施形態に係る制御装置８０は、慣性走行時において、モータージェネレーター３１が回生発電する場合に、モータージェネレーター３１の回転数が予め設定された所定回転数となるように、モータージェネレーター３１の回転数に基づいてトランスミッション２０のギア段を制御する。この制御処理についてフローチャートを用いて説明すると次のようになる。 In addition, the control device 80 according to the present embodiment rotates the motor generator 31 so that the rotational speed of the motor generator 31 becomes a predetermined rotational speed that is set in advance when the motor generator 31 performs regenerative power generation during inertial traveling. The gear stage of the transmission 20 is controlled based on the number. This control process will be described below with reference to a flowchart.
　図２は制御装置８０による制御処理の一例を示すフローチャートである。制御装置８０の制御部は図２のフローチャートを所定周期で繰り返し実行する。ステップＳ１０において制御部は、慣性走行時においてモータージェネレーター３１が回生発電を実行したか否かを判定する。ステップＳ１０でＮｏと判定された場合、制御部はフローチャートの実行を終了する。 FIG. 2 is a flowchart showing an example of control processing by the control device 80. The control unit of the control device 80 repeatedly executes the flowchart of FIG. 2 at a predetermined cycle. In step S10, the control unit determines whether or not the motor generator 31 has performed regenerative power generation during inertial traveling. When it determines with No by step S10, a control part complete | finishes execution of a flowchart.
　ステップＳ１０でＹｅｓと判定された場合、制御部は、モータージェネレーター３１（ＭＧ）の回転数を検出し、検出された回転数が予め設定された所定回転数となるように、モータージェネレーター３１の回転数に基づいてトランスミッション２０のギア段を設定する（ステップＳ２０）。このステップＳ２０の制御処理の詳細は次のとおりである。 When it is determined Yes in step S10, the control unit detects the rotation speed of the motor generator 31 (MG), and rotates the motor generator 31 so that the detected rotation speed becomes a predetermined rotation speed set in advance. The gear stage of the transmission 20 is set based on the number (step S20). Details of the control processing in step S20 are as follows.
　まず、慣性走行時においてモータージェネレーター３１が回生発電した場合に、回生発電効率が所定の基準値よりも高くなるようなモータージェネレーター３１の回転軸３７の回転数が存在する。なお、本実施形態において、回生発電効率とはモータージェネレーター３１の回生発電時の発電効率をいい、これは、運動エネルギーを電気エネルギーに変換する場合の変換効率に相当する。この回生発電効率が高いほど、モータージェネレーター３１によるエネルギー回収量は高くなり、その結果、ＨＥＶの燃費は良好になる。 First, there is a rotation speed of the rotating shaft 37 of the motor generator 31 such that the regenerative power generation efficiency becomes higher than a predetermined reference value when the motor generator 31 generates regenerative power during inertia traveling. In the present embodiment, the regenerative power generation efficiency refers to the power generation efficiency at the time of regenerative power generation of the motor generator 31, which corresponds to the conversion efficiency in the case of converting kinetic energy into electric energy. The higher the regenerative power generation efficiency, the higher the amount of energy recovered by the motor generator 31. As a result, the fuel efficiency of the HEV becomes better.
　そこで、本実施形態では、上述したステップＳ２０の所定回転数として、慣性走行時に回生発電が行われた場合に回生発電効率が基準値よりも高い値となるモータージェネレーター３１の回転軸３７の回転数（好適な回転数）を用い、より具体的には、この好適な回転数のうち、回生発電効率が最も高い値となる回転数（すなわち最適な回転数）を用いる。 Therefore, in the present embodiment, the rotational speed of the rotating shaft 37 of the motor generator 31 in which the regenerative power generation efficiency is higher than the reference value when regenerative power generation is performed during inertia traveling as the predetermined rotational speed in step S20 described above. (Preferable number of rotations) is used, and more specifically, the number of rotations (that is, the optimum number of rotations) having the highest regenerative power generation efficiency is used among the preferable number of rotations.
　具体的には、本実施形態に係る制御装置８０の記憶部（例えばＲＯＭ）には、このモータージェネレーター３１の最適な回転数の情報が予め記憶されている（すなわち予め設定されている）。また、記憶部には、この最適な回転数が得られるようなトランスミッション２０のギア段（換言すると、最適な回転数に合ったギア段）の情報も予め記憶されている。なお、記憶部に予め記憶されているモータージェネレーター３１の最適な回転数と、この最適な回転数が得られるようなトランスミッション２０のギア段は互いに関連付けられていることが好ましい。ステップＳ２０において、制御部は、トランスミッション２０のギア段が、この記憶部に記憶されているギア段となるようにトランスミッション２０を制御することで、トランスミッション２０のギア段をモータージェネレーター３１の最適な回転数に合ったギア段に設定する。このようにしてステップＳ２０が実行されることで、モータージェネレーター３１の回転数を最適な回転数にすることができる。ステップＳ２０の後に制御部はフローチャートの実行を終了する。 Specifically, information on the optimum rotational speed of the motor generator 31 is stored in advance (that is, preset) in the storage unit (for example, ROM) of the control device 80 according to the present embodiment. In addition, information on the gear stage of the transmission 20 (in other words, the gear stage suitable for the optimum rotation speed) that can obtain the optimum rotation speed is also stored in the storage unit in advance. It is preferable that the optimum rotational speed of the motor generator 31 stored in advance in the storage unit and the gear stage of the transmission 20 that can obtain the optimum rotational speed are associated with each other. In step S <b> 20, the control unit controls the transmission 20 so that the gear stage of the transmission 20 becomes the gear stage stored in the storage unit, so that the gear stage of the transmission 20 is optimally rotated by the motor generator 31. Set the gear that matches the number. By executing step S20 in this way, the rotational speed of the motor generator 31 can be set to an optimal rotational speed. After step S20, the control unit ends the flowchart.
　以上説明した本実施形態によれば、慣性走行時においてモータージェネレーター３１が回生発電する場合にモータージェネレーター３１の回転数を所定回転数にすることができるので、慣性走行時においてモータージェネレーター３１の回転数を、回生発電効率の高い好適な回転数や回生発電効率の最も高い最適な回転数にすることができる。これにより、慣性走行時におけるモータージェネレーター３１の回生発電効率を向上させることができるので、慣性走行時におけるモータージェネレーター３１によるエネルギー回収量を増大させることができる。したがって、ＨＥＶの燃費を向上させることができる。 According to the present embodiment described above, the rotation speed of the motor generator 31 can be set to a predetermined rotation speed when the motor generator 31 performs regenerative power generation during inertia traveling, and therefore the rotation speed of the motor generator 31 during inertia traveling. Can be set to a suitable rotational speed with high regenerative power generation efficiency and an optimal rotational speed with the highest regenerative power generation efficiency. Thereby, since the regenerative power generation efficiency of the motor generator 31 during inertial traveling can be improved, the amount of energy recovered by the motor generator 31 during inertial traveling can be increased. Therefore, HEV fuel efficiency can be improved.
　以上本発明の好ましい実施形態について説明したが、本発明はかかる特定の実施形態に限定されるものではなく、特許請求の範囲に記載された本発明の要旨の範囲内において、種々の変形・変更が可能である。 Although the preferred embodiments of the present invention have been described above, the present invention is not limited to such specific embodiments, and various modifications and changes can be made within the scope of the gist of the present invention described in the claims. Is possible.
　本出願は、2015年11月20日付で出願された日本国特許出願（特願2015-227561）に基づくものであり、その内容はここに参照として取り込まれる。 This application is based on a Japanese patent application (Japanese Patent Application No. 2015-227561) filed on November 20, 2015, the contents of which are incorporated herein by reference.
　本発明によれば、慣性走行時におけるモータージェネレーターのエネルギー回収量を増大させることができるという点で有用である。 The present invention is useful in that the energy recovery amount of the motor generator during inertial traveling can be increased.
１０　エンジン
１３　クランクシャフト（出力軸）
１４　クラッチ
２０　トランスミッション
３０　ハイブリッドシステム
３１　モータージェネレーター
８０　制御装置 10 Engine 13 Crankshaft (output shaft)
14 Clutch 20 Transmission 30 Hybrid system 31 Motor generator 80 Control device

Claims (6)

  1. 　エンジンの動力を伝達する出力軸に接続されたモータージェネレーターを有するハイブリッドシステムと、
    前記エンジンの動力が伝達されるトランスミッションと、
    　慣性走行時において前記モータージェネレーターが回生発電する場合に、前記モータージェネレーターの回転数が予め設定された所定回転数となるように、前記モータージェネレーターの回転数に基づいて前記トランスミッションのギア段を設定する制御装置と
    を備えることを特徴とするハイブリッド車両。     A hybrid system having a motor generator connected to an output shaft for transmitting engine power;
    A transmission for transmitting the power of the engine;
    The gear stage of the transmission is set based on the rotation speed of the motor generator so that the rotation speed of the motor generator becomes a preset rotation speed when the motor generator generates regenerative power during inertial running. A hybrid vehicle comprising a control device.
  2. 前記トランスミッションのギア段を変える変速用アクチュエーターを更に備え、
    前記制御装置は、変速用アクチュエーターを制御することで前記ギア段を設定することを特徴とする請求項１に記載のハイブリッド車両。     A shift actuator for changing the gear position of the transmission;
    The hybrid vehicle according to claim 1, wherein the control device sets the gear stage by controlling a shift actuator.
  3. 　前記制御装置は、前記モータージェネレーターの回転数を検出することを特徴とする請求項１または２に記載のハイブリッド車両。 The hybrid vehicle according to claim 1 or 2, wherein the control device detects a rotation speed of the motor generator.
  4. 　前記制御装置は前記予め設定された所定回転数の情報と、前記予め設定された所定回転数が得られるような前記トランスミッションの前記ギア段の情報とを記憶した記憶部を有し、
    　前記制御装置は、前記記憶装置に記憶された前記所定回転数の情報と前記ギア段の情報とに基づいて前記トランスミッションのギア段を設定することを特徴とする請求項１乃至３に記載のハイブリッド車両。     The control device includes a storage unit that stores information on the predetermined rotation speed set in advance and information on the gear stage of the transmission that can obtain the predetermined rotation speed set in advance.
    4. The hybrid according to claim 1, wherein the control device sets a gear stage of the transmission based on information on the predetermined rotation speed and information on the gear stage stored in the storage device. 5. vehicle.
  5. 　前記所定回転数で前記モータージェネレーターが回転した時に回生発電効率が最も高くなることを特徴とする請求項１乃至４に記載のハイブリッド車両。 The hybrid vehicle according to any one of claims 1 to 4, wherein regenerative power generation efficiency is highest when the motor generator rotates at the predetermined rotation speed.
  6. 　エンジンの動力を伝達する出力軸に接続されたモータージェネレーターを有するハイブリッドシステムと、前記エンジンの動力が伝達されるトランスミッションと、を備えたハイブリッド車両の制御方法において、
    　慣性走行時において前記モータージェネレーターが回生発電する場合に、前記モータージェネレーターの回転数が予め設定された所定回転数となるように、前記モータージェネレーターの回転数に基づいて前記トランスミッションのギア段を設定することを特徴とするハイブリッド車両の制御方法。     In a hybrid vehicle control method comprising: a hybrid system having a motor generator connected to an output shaft that transmits engine power; and a transmission to which the engine power is transmitted.
    The gear stage of the transmission is set based on the rotation speed of the motor generator so that the rotation speed of the motor generator becomes a predetermined rotation speed that is set in advance when the motor generator generates regenerative power during inertial running. A control method of a hybrid vehicle characterized by the above.
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Citations (5)

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JPH09310755A (en) * 1996-05-22 1997-12-02 Honda Motor Co Ltd Control device for hybrid vehicle
JP2001146121A (en) * 1999-11-19 2001-05-29 Toyota Motor Corp Control device for hybrid vehicle with transmission
JP2006118590A (en) * 2004-10-21 2006-05-11 Nissan Motor Co Ltd Hybrid vehicle
JP2010143491A (en) * 2008-12-19 2010-07-01 Toyota Motor Corp Controller for vehicular power transmission device
JP2014213654A (en) * 2013-04-23 2014-11-17 トヨタ自動車株式会社 Control unit of hybrid vehicle

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09310755A (en) * 1996-05-22 1997-12-02 Honda Motor Co Ltd Control device for hybrid vehicle
JP2001146121A (en) * 1999-11-19 2001-05-29 Toyota Motor Corp Control device for hybrid vehicle with transmission
JP2006118590A (en) * 2004-10-21 2006-05-11 Nissan Motor Co Ltd Hybrid vehicle
JP2010143491A (en) * 2008-12-19 2010-07-01 Toyota Motor Corp Controller for vehicular power transmission device
JP2014213654A (en) * 2013-04-23 2014-11-17 トヨタ自動車株式会社 Control unit of hybrid vehicle

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