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    • 专利摘要:
    HYBRID VEHICLE AND METHOD OF CONTROL OF THE SAME. The present invention relates to a hybrid vehicle that works with power from at least one of an electric motor and an engine. When a required output exceeds the sum of an electric motor output, which is driven by electrical energy supplied from a battery and an engine output, while the hybrid vehicle is running in a drive mode, where at least the engine works as a drive source with a clutch engaged, a gear shift unit increases an electric gear ratio for mechanical transmission of the engine output and a hitch / disengage control unit releases the clutch at a point in time when the mechanically transmitted output from the engine becomes 0, with the clutch engaged
    公开号:BR112012014574B1
    申请号:R112012014574-6
    申请日:2010-12-09
    公开日:2021-03-02
    发明作者:Yutaka Tamagawa
    申请人:Honda Motor Co., Ltd；
    IPC主号:
    专利说明:

    Technical Field
    [001] The present invention relates to a hybrid vehicle, which controls the release of an electric transmission hitch / disengagement unit, which is performed when the vehicle is moved from a drive mode in which at least one internal combustion engine it works as a trigger source and a control method for it. Prior Art
    [002] In an electric vehicle combined in series and in parallel (SPHV) disclosed in Patent Literature 1, when the speed of revolution of an engine decreases to be less than a predetermined value, while the vehicle is running in a mode of parallel hybrid vehicle (PHV), a mechanical connection between a generator and the engine is released by releasing a clutch, whereby the vehicle is shifted to a series hybrid vehicle (SHV) mode. When the vehicle is running in PHV mode, the wheels are driven by the mechanical output of the engine and, when the vehicle is started, it is accelerated or has reduced gear or is stopped using the brakes, a difference between a required output and the output engine mechanics is made up of the engine. Additionally, when the vehicle is running in SHV mode, the generator is driven by the mechanical output of the engine and the engine is driven by the electrical energy generated by the generator and the electrical energy discharged from a battery, so the wheels are driven by the engine. Related Technical Literature Patent Literature Patent Literature 1: JP-3052753-B Outline of the Invention Problems to be solved by the invention
    [003] When the SPHV of Patent Literature 1 described above is operating in PHV mode, the required output is obtained from the mechanical output of the motor and the auxiliary output of the motor, depending on the conditions. On the other hand, when in SHV mode, the required output is obtained only from the motor output. As a result, even in the case where the clutch release conditions are established to release the clutch immediately, when the vehicle is moved from PHV mode to SHV mode, there may be a situation in which the required output cannot be dealt with immediately in if a change in the required motor output is large.
    [004] For example, in the case where the state of charge of the battery is low, when the vehicle is moved to SHV mode, it is necessary that the generator is driven by the mechanical output of the motor so that the motor is driven by electrical energy generated by the generator. However, the response of the engine and generator is not so high that there may be a situation where the electrical energy corresponding to the required output is not supplied to the engine immediately after the clutch is released. As this occurs, a driving force corresponding to the required output cannot come out of the engine and, therefore, a shock is generated when the clutch is released, resulting in a possibility that the driver will feel a sensation of physical discomfort. In addition, the battery must have sufficient capacity for the battery to be a difference between the electrical energy that the engine needs to satisfy the required output, needed immediately after the clutch is released, and the electrical energy that the generator can generate.
    [005] An objective of the invention is to provide a hybrid vehicle that can release a power transmission hitch / disengage unit while satisfying a required output when the vehicle is moved from a drive mode in which at least one engine internal combustion works as a drive source for a series drive mode in which at least one electric motor acts as a drive source and a control method for it. Means to Solve Problems
    [006] Claim 1 provides a hybrid vehicle including: an engine (for example, an engine 111 in the embodiment); a generator (for example, a 113 generator, in the modality), which is driven by the engine to generate electrical energy; a battery (for example, a battery 101, in modality) to supply electrical energy to an electric motor; the electric motor (for example, an electric motor 109, in the modality), which is connected to a drive wheel, (for example, a drive wheel 133, in the modality) and which is driven by electric energy supplied from at least one between the battery and the generator; and a power transmission engaging / disengaging unit (for example, a locking clutch 117, in modality), which is arranged between the generator and the drive wheel for engaging and disengaging an engine power transmission line for the drive wheel via the generator, the hybrid vehicle being able to run on power supplied from at least one of the electric motor and the engine, the hybrid vehicle still including a gear unit for changing gear (for example, an ECU 123 , in the modality) for changing an electric transmission ratio for mechanical transmission of an engine output, an engagement / disengagement control unit (for example, the management ECU 123, in the embodiment) to control the engagement / disengagement unit transmission power to be released, when the hybrid vehicle is moved from a drive mode in which at least the engine acts as a drive source to a series drive mode in which the electric torch acts as a drive source; and a required output calculation unit (for example, the management ECU 123, in modality) to calculate a required, required output from the hybrid vehicle based on an accelerator pedal opening, which corresponds to an operation of an accelerator pedal. accelerator and an operating speed of the hybrid vehicle, where, when the required output calculated by the required output calculation unit exceeds a sum of an electric motor output, which is driven by the electrical energy supplied from the battery and the engine output, while the hybrid vehicle is running in the drive mode where at least the engine functions as a drive source with the power transmission hitch / disengagement unit engaged, the gear ratio shift unit engaged, the gear shift unit transmission ratio increases the electrical transmission ratio to mechanical transmission of the motor output and the hitch / disengage control unit controls the hitch unit up / disengagement of power transmission.
    [007] Claim 2, based on claim 1, the hybrid vehicle further including a battery output control unit (for example, the management ECU 123, in modality) for control of the electric power supply from the battery to the engine electric; and - an engine control unit (for example, the management ECU 123, in modality) to control the operation of the engine, in which, after the power transmission hitch / disengage unit is released, the engine control unit battery output decreases the electric power supply from the battery to the electric motor; and the engine control unit operates the engine so that it stays on a specific optimum fuel consumption line (for example, a BSFC bottom line, in modality), which is formed by connecting operating points where a Optimal and specific fuel consumption is achieved, so that the engine output increases as the electric power supply from the battery to the electric motor decreases.
    [008] Claim 3 provides, based on claim 1 or 2, the hybrid vehicle further including an engine control unit (for example, the management ECU 123, in modality) to control the operation of the engine, where, when the required output is increased while the hybrid vehicle is running in the drive mode where the engine acts as a drive source with the power transmission engage / disengage unit engaged, the engine control unit increases the engine output up to that one point of the operation reaches the specific optimal fuel consumption line (for example, the BSFC bottom line, in the modality), which is formed by the connection of operating points where an optimal, specific fuel consumption is obtained; and where, when the required output exceeds the output of the engine, which is operated at an operating point on the specific optimum fuel consumption line, the engine control unit operates the engine so that it remains on the fuel consumption line optimum and the electric motor, which is driven by electrical energy supplied from the battery, leaves the electrical energy that constitutes the insufficient motor output.
    [009] Claim 4, based on claim 3, the hybrid vehicle in which the electric motor emits the electric energy that constitutes the insufficient output of the engine to the point where the electric motor can have the output according to the state of the drums.
    [0010] Claim 5 provides a control method for a hybrid vehicle, the hybrid vehicle including an engine (eg, a 111 engine, in the modality), a generator (eg, a generator 113, in the modality), which is triggered by the engine to generate electrical energy; . a battery (for example, a battery 101, in modality) to supply electrical energy to an electric motor; the electric motor (for example, an electric motor 109, in the modality), which is connected to a drive wheel (for example, a drive wheel 133, in the modality) and which is driven by electric energy supplied from at least one among the battery and the generator; and a power transmission engaging / disengaging unit (for example, a locking clutch 117, in modality), which is arranged between the generator and the drive wheel for engaging and disengaging an engine power transmission line for the drive wheel via the generator, the hybrid vehicle being able to run on power supplied from at least one of the electric motor and the engines, the control method including: calculating a required, required output of the hybrid vehicle based on a opening of the accelerator pedal, which corresponds to the operation of an accelerator pedal and the travel speed of the hybrid vehicle; and when the required output thus calculated exceeds a sum of an electric motor output that is driven by electrical energy supplied from the battery and an engine output, while the hybrid vehicle is running in a drive mode where at least the engine operates as a drive source with the power transmission hitch / disengage unit, increasing an electrical transmission ratio for mechanical transmission of the motor output and releasing the power transmission hitch / disengagement unit at a point in time when the output mechanically transmitted from the motor becomes 0, with the power transmission engaging / disengaging unit engaged. Advantage of the Invention
    [0011] According to claims 1 to 5, the power transmission release / disengagement unit can be released at the same time that it satisfies the required output, when the vehicle is moved from the drive mode in which at least the engine functions as a drive source for the series drive mode in which the electric motor works as a drive source.
    [0012] According to claim 2, the engine is operated at the operating points on the specific optimum fuel consumption line, while the hybrid vehicle is shifted to the series drive mode and therefore the specific fuel consumption of the engine it is not diminished.
    [0013] According to claims 3 to 4, the motor output can be transmitted mechanically until the electric motor becomes ready for the electrical energy output that constitutes the insufficient motor output and, therefore, the hybrid vehicle can operate with good overall efficiency. Brief Description of Drawings
    [0014] Figure 1 shows an internal block configuration of a HEV in series / in parallel.
    [0015] Figure 2 shows the characteristics of an engine 111 in relation to thermal efficiency.
    [0016] Figure 3 shows a transition from an operating point of the engine 111 when a clutch 117 is released according to an increase in the required output.
    [0017] Figure 4 shows changes in the respective outputs, when clutch 117 is released according to an increase in the required output.
    [0018] Figure 5 shows a transition from the operating point of engine 111, when clutch 117 is released according to a change in the state of a battery 101.
    [0019] Figure 6 shows changes in the respective ones when clutch 117 is released according to a change in battery status 101.
    [0020] Figure 7A shows a relationship between SOC and the upper limit of battery output; and figure 7B shows a relationship between the battery temperature and the upper limit of the battery output.
    [0021] Figure 8 shows operations of a management ECU123.
    [0022] Figure 9 shows operations of the management ECU 123. Mode for Carrying Out the Invention
    [0023] Modalities of the invention will be described through Reference: to the drawings.
    [0024] A HEV ("Hybrid Electric Vehicle") includes an electric motor and a motor and works with the electric motor drive source and / or the motor depends on the operating conditions of the vehicle. HEVs are roughly classified into two types, a HEV in series and a HEV in parallel. HEV is used only for electricity generation and electricity generated using the motor's drive source is stored in a battery or supplied to the electric motor. On the other hand, the HEV in parallel works with the driving force of one or both of the electric motor and the motor.
    [0025] A series / parallel HEV is also known in which series and parallel configurations are combined. In this type of HEV, a clutch is engaged or disengaged (engaged / disengaged), depending on the operating conditions of the vehicle, so that the drive force transmission system is switched to one of the configurations in series and in parallel. In particular, when the vehicle operates at low speeds, the clutch is disengaged to adopt the serial configuration, while, when the vehicle operates at intermediate or high speeds, the clutch is engaged to adopt the parallel configuration. In the following description, a drive mode using the series configuration will be referred to as a "series drive mode".
    [0026] In one embodiment, a hybrid vehicle according to the invention will be described as a series / parallel HEV (hereinafter referred to as a "hybrid vehicle"). Figure 1 shows an internal block configuration of the HEV in series / in parallel. The hybrid vehicle shown in figure 1 includes a battery (BATT) 101, a temperature sensor 103 (TEMP), a converter (CONV) 105, a first inverter (1STINV 107, an electric motor (MOT) 109, an engine (ENG ) 111, a generator (GEN) 113, a second inverter (2NDINV) 115, a locking clutch (hereinafter referred to simply as a "clutch") 117, a gearbox (hereinafter referred to simply as a " gear ") 119, a vehicle speed sensor 121, a management ECU (FI / MG ECU) 123, an engine ECU (MOT / GEN ECU) 125 and a battery ECU (BATT ECU) 127. Also, the vehicle includes a sensor (not shown) to detect engine 111 revolution speed.
    [0027] Battery 101 has multiple battery cells that are connected in series and provides, for example, a high voltage of 100 to 200V. Battery cells are lithium ion batteries or nickel metal hydride batteries. Temperature sensor 103 detects a battery temperature 101 (hereinafter referred to as a "battery temperature"). A signal indicating the battery temperature detected by temperature sensor 103 is sent to battery ECU 127.
    [0028] Converter 105 increases or decreases a direct current health voltage of battery 101 while maintaining it as a direct current. The first inverter 107 converts a characteristic voltage into an alternating current voltage in order to supply a three-phase current to the electric motor 109. In addition, the first inverter 107 converts an alternating current voltage, which is introduced when the electric motor 109 performs a regenerative operation on a direct current voltage for storage in the battery 101.
    [0029] The electric motor 109 generates energy with which the vehicle works. The torque generated in the electric motor 109 is transmitted to driveshafts 131 via gear 119. Note that a rotor of electric motor 109 is connected directly to gear 119. Additionally, electric motor 109 operates as a generator when regenerative brakes are applied and electrical energy generated in electric motor 109 is stored in battery 101.
    [0030] Engine 111 is used only for generator 113, when the hybrid vehicle operates in series drive mode with clutch 117 disengaged. However, when clutch 117 is engaged, engine output 111 is transmitted to the driveshafts 131 via generator 113, clutch 117 and gear 119 as the mechanical energy required to drive the hybrid vehicle. Motor 111 is connected directly to a rotor of generator 113.
    [0031] Generator 113 generates electrical energy by making use of motor 111 energy. The electrical energy generated by generator 113 is stored in battery 101 or is supplied to electric motor 109. The second inverter 115 converts an alternating current generated in the generator. 113 at a direct current voltage. The electrical energy converted by the second inverter 115 is stored in battery 101 or is supplied to electric motor 109 via the first inverter 107.
    [0032] Clutch 117 engages or disengages a power transmission line from engine 111 to drive wheels 133 based on an instruction from a management ECU 123. Gear 119 is a fixed speed gear that corresponds to a fifth speed, for example. As a result, gear 119 converts a driving force of electric motor 109 into a speed of revolution and torque into a gear ratio specific for transmission for the driveshafts 131. Vehicle speed sensor 121 detects a running speed of the vehicle (a vehicle speed). A signal indicating the vehicle speed, detected by the vehicle speed sensor, is sent to the management ECU 123.
    [0033] The management ECU 123 calculates a required output based on an accelerator pedal opening that corresponds to an operation of an accelerator pedal by a hybrid vehicle driver and a vehicle speed, switches driving force transmission systems , controls clutch engagement or disengagement 117 and controls engine 111. Control of engine 111 by the management ECU 123 is indicated by a line of alternating long and short dashes in figure 1. The details of management ECU 123 will be described later.
    [0034] Motor ECU 125 controls the switching of switching elements that make up converter 105, the first inverter 107 and the second inverter 115 to thereby control the operation of electric motor 109 or generator 113. The control of converter 105 , the first inverter 107 and the second inverter 115 by the motor ECU 125 are indicated by lines with alternating long and short dashes in figure 1.
    [0035] Battery ECU 127 calculates a charge status (SOC) of battery 101 based on information about battery temperature obtained from temperature sensor 103 and charge and discharge currents and terminal voltage of battery 101.
    [0036] Figure 2 shows characteristics of motor 111 in relation to its thermal efficiency. In figure 2, an ordinate axis denotes the torque of motor 111 and an abscissa axis denotes the speed of revolution of motor 111. In figure 2, a thick full line is a line that connects operating points of motor 111 and where a optimal, specific fuel consumption is obtained (a BSFC bottom line). Clutch 117 is engaged or disengaged according to the selected drive force transmission system. Namely, clutch 117 is disengaged when the vehicle operates in series drive mode and is engaged when engine output 111 is used as mechanical energy.
    [0037] The output energy of the engine 111 is mechanical energy. However, the mechanical energy that comes out of the engine 111, when the clutch 117 is disengaged is converted into electrical energy by the generator 113 and is then used to drive the vehicle. . One form of energy transmission adopted here is referred to as an "electrical transmission". On the other hand, the mechanical energy coming out of the engine 111, when the clutch 117 is engaged, is consumed as it is via the generator 113 and the gear 119 to drive the vehicle. One form of energy transmission adopted here is referred to as a "mechanical transmission".
    [0038] Hereinafter, a control performed by the managing ECU 123 to release the clutch 117 while the hybrid vehicle of this modality is running in a drive mode in which the engine 111 functions as a drive source with the clutch 117 engaged will be described through reference to figures 3 to 6. Figure 3 shows a transition from an operating point of the engine 111, when the clutch 117 is released according to an increase in the required output.
    [0039] Figure 4 shows changes in the respective outputs, when clutch 117 is released according to an increase in the required output. Figure 5 shows a transition from the operating point of the engine 111, when the clutch 117 is released according to a change in the state of a battery 101.
    [0040] Figure 6 shows changes in the respective outputs when clutch 117 is released according to a change in battery status 101. Note that it is understood that no losses are generated when transmitting energy in figures 4 to 6. Mode 1
    [0041] Hereinafter, referring to figures 3 and 4, a control performed by the management ECU 123 to release the clutch 117 according to an increase in the required output will be described. Motor 111 is operated at an operating point A shown in figure 3, when an output required with clutch 117 engaged is equal to an output indicated by a line of alternating long and short lines, denoted by the Reference numeral: 201. À As this occurs, electric motor 109 is not started. When the required output increases from this state due to the driver's operation of the accelerator pedal, the management ECU 123 controls the engine 111 in order to increase the torque while maintaining the speed of revolution. As this occurs, the operating point of motor 111 is shifted up from operating point A in figure 3. Note that an upper limit of the operating point of motor 111 is established on a BSFC bottom line.
    Consequently, for example, when an output indicated by a line with alternating long and short dashes, denoted by the reference numeral 203 is required as a required output, the management ECU 123 controls the motor 111 in order to increase the torque, while maintaining the speed of revolution to thus operate at an operating point B on the BSFC bottom line. As shown in figures 3 and 4, however, the output of motor 111, which operates at operating point B, does not satisfy the required output. Because of this, the management ECU 123 instructs the motor ECU 125 to cause the electric motor 109 to output electrical energy corresponding to an insufficient output (= required output - the motor output 111) so that the motor output 111 does not can satisfy the required output.
    [0043] At this point in time, electric motor 109 is driven by the electric energy supplied from battery 101. However, depending on the state of battery 101, there may be a situation in which electric power 109 cannot supply electrical energy corresponding to insufficient output. For example, when the charge status (SOC) of battery 101 is low, there may be a situation where battery 101 cannot supply electrical energy required by electric motor 109. Additionally, when the temperature of battery 101 is low, the energy Electric battery output 101 is decreased. As a result, battery ECU 127 calculates an upper battery output limit 101 (an upper battery output limit) based on the battery SOC and the battery temperature. The management ECU 123 instructs the motor ECU 125 to cause the electric motor 109 to output electrical energy corresponding to insufficient output as much as possible within an available output capacity (an available backup capacity).
    [0044] Battery ECU 127 calculates a battery SOC 101 based on an integral value of battery charge and discharge currents 101 and a battery terminal voltage 101. In addition, battery ECU 127 establishes a lower value as a upper battery output limit based on a relationship between SOC and upper battery output limit shown in figure 7B.
    [0045] However, when an output indicated by a line of alternating long and short strokes, denoted by the Reference numeral: 205 is required as a required output, the electric motor cannot leave electrical energy corresponding to an insufficient output through which the output of the motor 111 cannot satisfy the required output. As a result, the management ECU 123 performs a control to make the vehicle move to the series drive mode. As this occurs, the management ECU 123 controls respective outputs from engine 111, generator 113 and electric motor 109 with clutch 117 kept engaged, as shown in figure 4, and then causes the vehicle to move for series drive mode by releasing clutch 117. The management ECU 123 moves the operating point of motor 111 from operating point B to an operating point b shown in figure 3 along the BSFC bottom line during the transition period to series drive mode until clutch 117 is released.
    [0046] In addition, the motor ECU 125 controls the second inverter115 so that part of the motor output 111, which is mechanically transmitted to the transmission shafts 133, is used to generate electrical energy by the generator 113, in order to increase an electric transmission ratio for mechanical transmission of the motor output 111. Namely, as shown in figure 4, the motor output 111, which is transmitted mechanically, is gradually decreased, while the output that is transmitted electrically is increased, gradually . The output of the motor 111, which is transmitted mechanically, is supplied to the generator 113 and the output (electrical power) of the generator 113 is supplied to the electric motor 109. Consequently, as the output that is transmitted electrically is increased, the respective outputs of generator 113 and electric motor 109 are increased.
    [0047] The output of generator 113 equals the output of motor 111 and the output of electric motor 109 equals the required output at a point in time when the operating point of motor 111 moves to operating point b, shown in the figure 3, so that the output that is mechanically transmitted becomes 0. As this occurs, the management ECU 123 performs a control to release the clutch 117. However, in addition to the generator output 113, the battery output 101 also it is included in the electrical energy that is supplied to the electric motor 109 below. After releasing the clutch 117, the management ECU 123 moves the operating point of the motor 111 to an operating point C, shown in figure 3 and brings the electric power supplied from the battery 101 to the electric motor 109 (the battery output 101) to 0, so that all the electrical energy that is supplied to the electric motor 109 is constituted by the output of the generator 113.
    [0048] Thus, when the vehicle is moved to the series drive mode because the required output, when the vehicle operates in the drive mode where the motor 111 functions as a drive source for the series drive mode, none shock is generated and, therefore, the driver is prevented from feeling a sensation of physical discomfort, even when clutch 117 is released. In addition, the output that exceeds the upper battery output limit is not required from battery 101 and therefore battery 101 is used properly. As a result, a large capacity battery does not have to be used to deal with the temporary situation. In addition, engine 111 is operated at the operating point on the BSFC bottom line during the transition period to series drive mode and therefore fuel consumption will not be impaired. Mode 2
    [0049] From now on, referring to: Figures 5 and 6, a control will be described which is performed by the management ECU 123, when the clutch 117 is released according to a change in battery status 101. In an initial state shown in figure 6, with clutch 117 engaged, motor 111 is controlled so as to operate at an operating point D on a BSFC bottom line shown in figure 5 and electric motor 109 is controlled so that electrical energy comes out corresponding to an insufficient output by which an output of motor 111 cannot satisfy a required output (= required output - output of motor 111), which is indicated by a line with alternating long and short dashes, denoted by the reference numeral 301 in the figure 5, through the use of electrical power supplied from the battery 101. As this occurs, there may be a situation where an upper limit on battery output 101 (an upper limit on battery output) is decreased due to a reduction in SOC or a reduction in the temperature of the battery and, therefore, of the 113 generator, electrical energy cannot be released corresponding to the insufficient output.
    [0050] The battery ECU 127 calculates an upper limit of the debate output based on the SOC and the temperature of the battery 101. When a sum of a battery output 109, corresponding to the upper limit of the battery output (hereinafter referred to as an "upper electric motor output limit 109") and the motor output 111 exceeds the required output, as shown in figure 6, the management ECU 123 controls the respective outputs of the generator 113 and the electric motor 109 at the same time which maintains the operating point of engine 111 that remains on the ESFC bottom line, with clutch 117 engaged, and then releases clutch 117 so that the vehicle is shifted to series drive mode.
    [0051] During a transition period to the series actuation mode until the clutch 117 is released, the management ECU 123 controls the second inverter 115 so that part of the motor output 111, which is mechanically transmitted, is used to the generation of electrical energy by the generator 113 in order to increase the electrical transmission ratio for the mechanical transmission of the motor output 111. Namely, as shown in figure 6, the motor output 111, which is transmitted mechanically, is gradually decreased. The output of the motor 111, which is transmitted electrically, is supplied to the generator 113 and the output (electrical power) of the generator 113 is supplied to the electric motor 109. As a result, as the output that is transmitted electrically increases, the respective outputs of generator 113 and electric motor 109 are increased.
    [0052] At a point where the output of motor 111, which mechanically transmitted, becomes 0, the output of generator 113 equals the output of motor 111 and the output of electric motor 109, equal to the output of motor 111 and the output of electric motor 109 equals the required output, as a result of which the management ECU 123 controls the clutch 117 to be released. As this occurs, however, the electrical power supplied to the electric motor 109 includes the battery output 101 in addition to the generator output 113. After releasing the clutch 117, the management ECU 123 changes the operating point of the motor 111 to an operating point E shown in figure 5 and brings the electrical energy from battery 101 to electric motor 109 (battery output 101) close to 0, so that all electrical energy supplied to electric motor 109 is made up of the output of the 113 generator.
    [0053] Thus, when the vehicle is moved to the serial drive mode because the upper battery output limit of the battery 101 decreases and the sum of the electric motor output 109, which corresponds to the upper limit of the battery output (the upper output limit of electric motor 109) and the output of motor 111 exceeds the required output, of motor 111 and electric motor 109 the driving force comes out, which equals the required output. As a result, when the vehicle is moved from the drive mode where the engine 111 functions as a drive source to the series drive mode, no shock is generated and therefore the driver is prevented from feeling a sense of physical discomfort. , even when clutch 117 is released. In addition, the output that exceeds the upper battery output limit is not required from battery 101 and therefore battery 101 is used properly. As a result, a large capacity battery does not have to be used to deal with the temporary situation. In addition, engine 111 is operated at the BSFC bottom line operating point during the transition period to series drive mode and therefore fuel consumption will not be impaired.
    [0054] Hereinafter, the operation of the management ECU 123, including the control of the engine 111, the generator 113, the electric motor 109 and the battery 101 and the release of the clutch 117 will be described with reference to figures 8 and 9 Figures 8 and 9 show operations of the management ECU 123. When the hybrid vehicle is running in the drive mode where at least engine 111 functions as a drive source with clutch 117 engaged, as shown in figure 8, the Management ECU 123 determines whether or not the vehicle speed is less than a predetermined value (step S101). If the vehicle speed is determined to be slower than the predetermined value, the flow of control proceeds to step S103, whereas if the vehicle speed is determined to be equal to or faster than the predetermined value, the control flow proceeds to step S105.
    [0055] In step S103, the management ECU 123 performs a control to make the vehicle move to the series drive mode shown in figure 9. The details of the displacement control from the drive mode to the drive mode in series will be described later. In step S105, battery ECU 127 calculates an upper battery output limit 101 (an upper battery output limit) based on the SOC and battery battery temperature 101. Next, management ECU 123 calculates a insufficient output by which the output of motor 111, which is operated on the BSFC line, cannot satisfy a required output (the required output - the output of motor 111) and which is a required output of electric motor 109 (step S107).
    [0056] Next, the management ECU 123 determines whether the required output required for electric motor 109, which is calculated in step S107, is greater than the output of electric motor 109, which corresponds to the upper limit of battery output ( the upper battery output limit 109) calculated in step S105 (step S109). If the required required output of electric motor 109 is greater than the upper output limit of electric motor 109, the flow of control proceeds to step S103. On the other hand, if the required output required for electric motor 109 is equal to or less than the upper output limit of electric motor 109, the management ECU 123 terminates the operation.
    [0057] In step S103, the management ECU 123 performs the shift control from drive mode to drive mode in series with clutch 117, left engaged. Hereinafter, the details of this control will be described with reference to figure 9. As shown in figure 9, the management ECU 123 instructs the motor ECU 125 to control the generator 113 and the electric motor 109, so that the relationship from the electric transmission to the mechanical transmission of the engine output 111 with clutch 117, left engaged (step S201). Namely, the output of motor 111, which is transmitted mechanically, is gradually decreased, while the output of motor 111, which is electrically transmitted is increased, gradually. The output of the motor 111, which is transmitted electrically, is supplied to the generator 113 and the output (electrical power) of the generator 113 is supplied to the electric motor 109. As a result, as the output that is transmitted electrically increases, the respective outputs of generator 113 and electric motor 109 increase.
    [0058] Next, the management ECU 123 determines whether the output of generator 113 matches or not the output of motor 111 (step S203). If these outputs are the same, the flow of control proceeds to step S205, the management ECU 123 performs control to release clutch 117. Then, the management ECU 123 instructs engine ECU 125 to control the motor 111 and battery 101, so that the output of motor 111 increases along the bottom line of ESFC, while the output of battery 101 decreases, so that all the electrical energy supplied to electric motor 109 is constituted by the output of the generator 113 (step S207). The management ECU 123 then determines whether the required output equals the motor output or not and whether the battery output is 0 or not (step S209). The management ECU 123 continues to perform the operation in step S207 until the two conditions are met and ends its operation at a point in time when the two conditions are met.
    [0059] Thus, in the case where the control by the ECU of management 123 that was described above is performed in the hybrid vehicle of the modality, when the vehicle is moved to the series drive mode because the required output exceeds the sum of the output of the motor 111 and electric motor 109 output due to an increase in the required output or a reduction in the upper battery output limit, motor 111 and electric motor 109 output the drive source equal to the required output. As a result, no shock is generated when the vehicle is moved from the drive mode in which engine 111 functions as a drive source to the series drive mode, and therefore the driver is prevented from feeling a sense of physical discomfort. , even when clutch 117 is released. In addition, the output that exceeds the upper battery output limit is not required from battery 101 and therefore battery 101 is used properly. As a result, a large capacity battery does not have to be used to deal with the temporary situation. In addition, engine 111 is operated at the operating point on the BSFC bottom line during the transition period to series drive mode and therefore fuel consumption will not be impaired.
    [0060] Although the invention has been described in detail and by reference to specific modalities, it is obvious to those skilled in the art that various changes or modifications can be made to the invention without departing from the spirit and scope of the invention.
    [0061] This patent application is based on the Japanese Patent Application (N ° 2009-285416) filed on December 16, 2009, the contents of which are incorporated by reference. LISTING OF REFERENCE NUMBERS
    [0062] 101 Battery (BATT); 103 Temperature Sensor (TEMP); 105 Converter (CONV); 107 First Inverter (1STINV); 109 electric motor (MOT); 111 Engine (ENG); 113 Generator (GEN); 115 Second Inverter (2ND INV); 117 locking clutch; 119 gear box; 121 vehicle speed sensor; 123 management ECU (Fl / MG ECU); 125 engine ECU (MOT / GEN ECU); 127 battery ECU (BATT ECU); 131 transmission shaft; 133 drive wheel.
    权利要求:
    Claims (4)
    [0001]
    1. Hybrid vehicle including: an engine (111); a generator (113), which is driven by the motor (111) to generate electrical energy; a battery (101) to supply electrical energy to an electric motor (109), the electric motor (109), which is connected to a drive wheel (133) and which is driven by electrical energy supplied from at least one of the battery (101) and the generator (113); and a power transmission engaging / disengaging unit (117), which is arranged between the generator (113) and the drive wheel (133) for engaging and disengaging a power transmission line from the motor (111) to the drive wheel (133) via the generator (113), the hybrid vehicle being able to operate with energy supplied from at least one of the electric motor (109) and the motor (111); the hybrid vehicle further including: a gear shift unit for changing an electric gear ratio to mechanical transmission of an engine output (111); an engagement / disengagement control unit to control the energy transmission engagement / disengagement unit (117) to be released, when the hybrid vehicle is moved from a drive mode in which at least the engine (111) functions as a drive source for a series drive mode in which the electric motor (109) functions as a drive source; an output calculation unit required to calculate a required, required output of the hybrid vehicle based on an accelerator pedal opening, which corresponds to an operation of an accelerator pedal and an operating speed of the hybrid vehicle, and a unit of motor control to control the operation of the motor (111), characterized by the fact that when the required output calculated by the required output calculation unit exceeds a sum of an electric motor output (109), which is driven by electrical energy supplied from the battery (101) and the engine outlet (111), while the hybrid vehicle is running in the drive mode where at least the engine (111) functions as a drive source with the transmission transmission engage / disengage unit power (117) engaged, gear shift unit engaged, gear shift unit increases the electric gear ratio for mechanical transmission of the engine output (111) and the engage / disengage control unit controls the power transmission engage / disengage unit (117), to be released at a point in time when the mechanically transmitted motor output (111) becomes 0, with the power transmission engage / disengage unit (117) engaged, where, when the required output is increased while the hybrid vehicle is running in the drive mode where the engine (111) functions as a drive source with the power transmission hitch / disengage unit (117) engaged, the engine control unit increases the engine output (111) until an operating point reaches the specific optimum fuel consumption line, which is formed by the operation points where a specific optimum fuel consumption is obtained; and where, when the required output exceeds the output of the engine (111), which is operated at an operating point on the specific optimum fuel consumption line, the engine control unit operates the engine (111) so that it remains in the specific optimum fuel consumption line and the electric motor (109), which is driven by the electric energy supplied from the battery (101), has the electrical energy as an output that compensates for the insufficient output of the engine (111).
    [0002]
    2. Hybrid vehicle, according to claim 1, characterized by the fact that it also includes: a battery output control unit for controlling the electric power supply from the battery (101) to the electric motor (109); wherein, after the power transmission hitch / disengage unit (117) is released, the battery output control unit decreases the battery's electrical power supply (101) to the electric motor (109), and the unit engine control unit operates the engine (111) so that it remains on the specific optimum fuel consumption line, so that the engine output increases as the battery's power supply (101) to the electric motor (109 ) decreases.
    [0003]
    3. Hybrid vehicle, according to claim 1, characterized by the fact that the electric motor (109) generates electric energy that compensates for the insufficient output of the motor (111) to the point where the electric motor (109) can have a output according to battery status (101).
    [0004]
    4. Control method for a hybrid vehicle, the hybrid vehicle including: an engine (111); a generator (113), which is driven by the motor (111) to generate electrical energy; a battery (101) for supplying electrical power to an electric motor (109); the electric motor (109), which is connected to a drive wheel (133), and which is driven by electrical energy supplied from at least one of the battery (101) and the generator (113); and a power transmission engaging / disengaging unit (117), which is arranged between the generator (113) and the drive wheel (133) for engaging and disengaging a power transmission line from the motor (111) to the drive wheel (133) via the generator (113), the hybrid vehicle being able to run on power supplied by at least one of the electric motor (109) and the motor (111), characterized by the fact that the control method includes: the calculation of a required, required output of the hybrid vehicle based on an accelerator pedal opening, which corresponds to an operation of an accelerator pedal and a travel speed of the hybrid vehicle; when the required output thus calculated exceeds a sum of an electric motor output (109) which is driven by electrical energy supplied from the battery (101) and an engine output (111), while the hybrid vehicle is running in a drive mode in which at least the motor (111) acts as a drive source with the power transmission engaging / disengaging unit (117) engaged, increasing an electrical transmission ratio for mechanical transmission of the motor output (111) and releasing the power transmission engagement / disengagement unit (117) at a point in time when the mechanically transmitted motor output (111) becomes 0, with the energy transmission engagement / disengagement unit (117) engaged; when the required output is increased while the hybrid vehicle is running in the drive mode where the engine (111) acts as a drive source with the power transmission hitch / disengage unit (117) engaged, increasing the engine output (111) until an operating point reaches the specific optimum fuel consumption line, which is formed by connecting operating points where a specific optimum fuel consumption is obtained; and when the required output exceeds the engine output (111) which is operated at an operating point on the specific optimum fuel consumption line, the engine control unit operates the engine (111) in order to remain on the consumption line of specific optimum fuel and the electric motor (109), which is driven by electrical energy supplied from the battery (101), has electrical energy output that compensates for the insufficient motor output (111).
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    法律状态:
    2020-09-01| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|
    2021-01-05| B09A| Decision: intention to grant|
    2021-03-02| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 10 (DEZ) ANOS CONTADOS A PARTIR DE 02/03/2021, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2009285416|2009-12-16|
    JP2009-285416|2009-12-16|
    PCT/JP2010/072178|WO2011074483A1|2009-12-16|2010-12-09|Hybrid vehicle and control method thereof|
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