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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 runs on power from at least one tooth, an electric motor and an engine that includes an engine control unit to control the engine, an engagement / disengagement control unit to engage an engine. clutch that engages or disengages a power transmission line from the engine to the drive wheels via a generator, when the hybrid vehicle is moved from a series drive mode to another drive mode where at least the engine functions as a source drive, an output calculation unit required to calculate a required output output based on an accelerator pedal opening and travel speed and a hitch revolution speed calculation unit to calculate a revolution speed on one side clutch drive wheel that corresponds to the vehicle speed as an engine revolution speed at which the clutch is engaged. The engage / disengage control unit engages the clutch when the speed of the engine vehicle coincides with the speed of revolution of the hitch as a result of controlling the engine to follow the required output while the hybrid vehicle is running in series drive mode me a predetermined or faster vehicle speed. Consequently, the clutch can be engaged without generating any shock or reduction in efficiency, when the hybrid vehicle is moved from the series drive mode to the other drive mode, where at least the engine acts as a drive source. .
    公开号:BR112012014767B1
    申请号:R112012014767-6
    申请日:2010-12-09
    公开日:2021-02-23
    发明作者:Yutaka Tamagawa
    申请人:Honda Motor Co., Ltd；
    IPC主号:
    专利说明:

    Technical Field
    [0001] The present invention relates to a hybrid vehicle, which controls the engagement of an electric transmission hitch / disengagement unit, which is performed when the vehicle is moved in a series drive mode, in which an electric motor it works as a trigger source and a control method for it. Background of the Technique
    [0002] In a combined series and parallel electric vehicle (SPHV) disclosed in Patent Literature 1, when the vehicle is shifted from a hybrid vehicle series (SHV) mode to a hybrid vehicle parallel (PHV) mode , without using a continuously variable transmission, the torque of an engine is controlled at a point in time when the vehicle speed (the engine speed of revolution) reaches a predetermined value VI and the speed of revolution of a generator is made to gradually approach the engine's speed of revolution. Then, the clutch is placed at a point in time when the revolution speeds coincide with each other and the vehicle speed reaches a predetermined value V2, so that the generator and the engine are mechanically coupled to each other. Thus, in Patent Literature 1, it is described that the difference in the speed of revolution between the generator and the engine is eliminated when the clutch is employed and, therefore, no shock is generated when the drive modes are switched. Patent Literature - Related Technique Patent Literature I - JP-3052753-B Patent Literature 2 - JP-H09-224304-A Outline of the Invention Problems to be solved by the invention
    [0003] In the SPHV of Patent Literature 1 described above, matching the speed of revolution of the generator with the speed of revolution of the engine is taken as a clutch engagement condition, which is performed when the drive mode is switched from SHV mode to PHV mode. However, it is considered that a shock is generated when the clutch is engaged in a state such that the generator output differs from the engine output, even though the two speeds of revolution coincide with each other. Namely, in the SPHV of Patent Literature 1, not only the speed of revolution of the generator must coincide with the speed of revolution of the engine, but also symbols of the respective angular speeds of the speed of revolution must coincide with each other and the generator output must be close to the motor output.
    [0004] Figures 7 and 8 show example characteristics of the engine that drives the generator. In figures 7 and 8, an ordinate axis denotes the torque of the motor and an abscissa axis denotes the speed of revolution of the motor. In figures 7 and 8, thick solid lines are lines connecting points of operation of the engine where a specific optimal fuel consumption is obtained (hereinafter referred to as a "BSFC bottom line". When in SHV mode, the engine is operated at an operating point on the line. Additionally, in figures 7 and 8, alternating long and short lines are lines that connect operating points of the motor where the motor outputs become identical, although the torque and speeds of revolution are different (hereinafter, hereinafter referred to as an "equal exit line").
    [0005] When the SPHV drive mode of Patent Literature 1, which is in SHV mode is switched to PHV mode with the engine operated at an operating point A shown in figure 7, the engine's revolution speed drops to a value indicated by a double dashed line in figure 7 (a desired speed of revolution) so that the generator's speed of revolution approaches the engine's speed of revolution. In this state, when attempting to maintain specific fuel consumption, the operating point moves from A to B along the BSFC bottom line. As a result, the engine's torque and speed of revolution also drop and therefore the engine's output also decreases. As this occurs, the generator cannot supply all of the electrical energy, which is required by the engine, resulting in a situation in which insufficient electrical energy is supplied by the battery.
    [0006] On the other hand, when the operating point is moved from A to C along the same output line in order to keep the motor output under the same conditions, the operating point deviates from the BSFC bottom line and therefore, specific fuel consumption is deteriorated.
    [0007] On the other hand, this will be true when the motor torque is changed when switching from the drive mode from SHV mode to PHV mode. As shown in figure 8, when the drive mode is switched to PHV mode with the motor operated at operating point A, the motor torque is caused to fall to a value indicated by a line of double strokes in figure 8 (a desired torque). In this state, when attempting to maintain specific fuel consumption, the operating point moves from A to D along the BSFC bottom line. As a result, the speed of revolution of the generator, which corresponds to the speed of revolution of the engine, does not match the speed of revolution of the engine and, therefore, a shock is considered to be generated when the clutch is engaged in this state. In addition, the engine's revolution speed also drops, so the engine output decreases. As this occurs, the generator cannot supply all of the electrical energy that is required by the engine and, therefore, can be brought into a situation where insufficient electrical energy is supplied by the battery.
    [0008] On the other hand, when the operating point is caused to change from A to E along the same output line in order to keep the motor output under the same conditions, the operating point deviates from the bottom line of BSFC and therefore the specific fuel consumption is deteriorated.
    [0009] An objective of the invention is to provide a hybrid vehicle that can engage a power transmission hitch / disengage unit, without generating a shock and deteriorating efficiency, when the vehicle is moved from a series drive mode in which an electric motor acts as a driving source for another driving mode in which at least one internal combustion motor acts as a driving source and a control method for it. Means to solve the Problems
    [00010] Claim 1 provides a hybrid vehicle including:
    [00011] - an engine (for example, a 211 engine in the modality);
    [00012] - a generator (for example, a 113 generator, in the form of), which is driven by the engine to generate electrical energy;
    [00013] - a battery (for example, a battery 101, in the form of) to supply electrical energy to an electric motor;
    [00014] 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 power supplied at least one of the battery and the generator; and
    [00015] a power transmission coupling / disengaging unit (for example, a locking clutch 117, in the modality), which is arranged between the generator and the drive wheel for engaging and disengaging a power transmission line from the engine to 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,
    [00016] the hybrid vehicle still including an engine control unit (for example, an ECU 123, in modality) to control the engine,
    [00017] an engagement / disengagement control unit (for example, the management ECU 123, in the modality) to control the energy transmission engagement / disengagement unit to be engaged, when the hybrid vehicle is moved from one mode to another. series drive where the electric motor acts as a drive source for another drive mode where the electric motor acts as a drive source for another drive mode where at least the motor works as a drive source;
    [00018] a required output calculation unit (for example, the management ECU 123, in modality) to calculate a required, required output of the hybrid vehicle based on an accelerator pedal opening, which corresponds to an operation of a accelerator pedal and an operating speed of the hybrid vehicle; and
    [00019] an en-gate speed of revolution calculation unit (for example, the management ECU 123, in modality) to calculate a speed of revolution on one side of the drive wheel of the transmission transmission hitch / disengage unit energy, which corresponds to the speed of the vehicle as a speed of revolution of the engine in which the power transmission engage / disengage unit is engaged, in which the engage / disengage control unit to be engaged when the speed engine revolution speed coincides with the hitch revolution speed (for example, a clutch hitch revolution speed, in modality) calculated by the hitch revolution speed calculation unit as a result of the engine control to follow the output required calculated by the required output calculation unit, while the hybrid vehicle is running in series drive mode at a predetermined or faster vehicle speed.
    [00020] Claim 2 provides, based on claim 1, the hybrid vehicle in which, when the engine's revolution speed is faster than the hitch's revolution speed while the hybrid vehicle is running in series drive mode at a predetermined or faster vehicle speed, the engine control unit controls the engine to operate on an optimal fuel consumption line (for example, a BSFC bottom line, in modality), which connects operating points where a specific optimum fuel consumption is obtained according to the required output.
    [00021] Claim 3 provides, based on claim 1 or 2, the hybrid vehicle in which, when the engine's revolution speed is less than the hitch's revolution speed, while the hybrid vehicle is operating in the drive mode in series at a predetermined or faster vehicle speed, the engine control unit controls the engine to operate on an equal output line that connects operating points where an output according to the required output can be maintained.
    [00022] Claim 4 provides, based on claim 3, the hybrid vehicle in which an energy transmission efficiency from the engine to the drive wheel at an operating point where the operating point of the engine arrives after displacement in the equal output line and where the speed of revolution of the motor coincides with the speed of revolution of coupling is better with mechanical efficiency than with electrical efficiency.
    [00023] Claim 5 provides, based on claim 3 or 4, the hybrid vehicle, wherein the engine control unit controls the engine to increase torque while maintaining the speed of revolution at the speed of coupling revolution until the engine operating point reaches the optimum fuel consumption line, when the required output increases, after the power transmission hitch / disengage unit is engaged; and
    [00024] in which, when the required output exceeds the output of the engine at the point of operation in the optimum fuel consumption line, the electric motor driven by the electric energy supplied from the battery has as output the electric energy corresponding to the insufficient output of the engine.
    [00025] Claim 6 provides, based on claim 5, the hybrid vehicle, in which the electric motor leaves the electric energy corresponding to the insufficient output within an available output capacity according to the state of the battery.
    [00026] Claim 7 provides a control method for a hybrid vehicle, the hybrid vehicle including an engine (for example, an engine 111, in the modality), a generator (for example, a generator 113, in the modality), which is driven by the engine to generate electrical energy;
    [00027] a battery (for example, a battery 101, in the modality) to supply electric energy to an electric motor;
    [00028] an 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 the electricity supplied at least one of the battery and the generator; and
    [00029] an energy transmission coupling / disengaging unit (for example, a locking clutch 117, in the modality), which is arranged between the generator and the drive wheel for engaging and disengaging a power transmission line from the motor to the drive wheel via the generator. The hybrid vehicle being able to operate on power supplied from at least one of the electric motor and the motor, the control method including:
    [00030] calculation of a speed of revolution on one side of the drive wheel of the power transmission hitch / disengage unit, which corresponds to the vehicle speed of the hybrid vehicle as an engine speed of revolution at which the hitch unit / power transmission trip is engaged when the hybrid vehicle operates in a series drive mode, in which the electric motor acts as a drive source;
    [00031] 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 an operating speed of the hybrid vehicle; and
    [00032] hitch of the power transmission hitch / disengage unit when the engine revolution speed coincides with the hitch revolution speed calculated as a result of engine control to follow the required calculated output while the hybrid vehicle is running on series drive mode at a predetermined or faster vehicle speed. Advantage of the Invention
    [00033] According to claims 1 to 7, when the vehicle is moved from the series drive mode in which the electric motor acts as a drive source to the other drive mode in which at least the motor runs as a drive source, the power engaging / disengaging unit can be engaged without generating a shock and reducing efficiency.
    [00034] According to claim 2, the engine continues to operate on the specific optimum fuel consumption line and the power transmission hitch / disengage unit is engaged when the engine's revolution speed coincides with the engine's revolution speed. hitch and therefore the specific fuel consumption of the engine is not reduced.
    [00035] According to claims 3 to 4, the specific fuel consumption of the engine is reduced because the operating point of the engine moves on the same output line. However, mechanical efficiency is better than electrical efficiency at the point of operation of the engine where the power transmission hitch / disengage unit is engaged, and therefore the hybrid vehicle can operate with an overall efficiency better than an overall efficiency. which will result when the hybrid vehicle continues to run in series drive mode.
    [00036] According to claims 5 to 6, the electric motor exits electrical energy corresponding to the insufficient output of the engine by which the required output exceeds the output of the engine at the point of operation in the optimum fuel consumption line. Therefore, the engine can continue to operate while maintaining better overall efficiency. Brief Description of Drawings
    [00037] Figure 1 shows an internal block configuration of a HEV in series / in parallel.
    [00038] Figure 2 shows characteristics of an engine 111 in relation to thermal efficiency.
    [00039] Figure 3 shows a transition from an operating point of motor 111 when the revolution speed of motor 111 during series drive mode is faster than a revolution speed in which a clutch 117 is engaged.
    [00040] Figure 4 shows a transition from the operating point of motor 111, when the speed of revolution of motor 111 during the series drive mode is less than the speed of revolution at which clutch 117 is engaged.
    [00041] Figure 5 shows a transition from the operating point of the motor 111, when a required output increases after the clutch 117 is engaged.
    [00042] Figure 6 shows operations of a 123 management ECU.
    [00043] Figure 7 shows example characteristics of the engine that drives a generator.
    [00044] Figure 8 shows example characteristics of the engine that drives the generator. Mode for Carrying Out the Invention
    [00045] Modalities of the invention will be described by reference to the drawings.
    [00046] A HEV (Hybrid Electric Vehicle) includes an electric motor and a motor and works with driving force of the electric motor and / or the motor, depending on the operating conditions of the vehicle. HEVs are roughly classified into two types, a HEV in series and a HEV in parallel. The series HEV works with the electric motor driving force. The motor is used only for electricity generation and the electrical energy generated using the motor's drive source is either 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.
    [00047] There is also known a series / parallel HEV in which both configurations, in series and in parallel are combined. In this type of HEV, a clutch is engaged or disengaged (engaged / disengaged) depending on the vehicle's operating conditions, 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".
    [00048] In one embodiment, a hybrid vehicle according to the invention will be described as a HEV in series / in parallel, (hereinafter referred to as a "hybrid vehicle").
    [00049] 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 (1st INV 107, an electric motor (MOT) 109, an engine ( ENG) 111, a generator (GEN) 113, a second inverter (2nd INV) 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. Still , the vehicle includes a sensor (not shown) to detect an electric motor revolution speed 109 and a sensor (not shown) to detect an electric motor revolution speed 111.
    [00050] 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.
    [00051] Converter 105 increases or decreases a direct current output voltage from battery 101 while maintaining it as 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.
    [00052] The electric motor 109 generates energy with which the vehicle works. The torque generated in electric motor 109 is transmitted to transmission shafts 131 via gear 119. It is noted that a rotor of electric motor 109 is directly connected 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.
    [00053] 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.
    [00054] Generator 113 generates electrical energy by making use of energy from motor 111. The electrical energy generated by generator 113 is either stored in battery 101 or is supplied to electric motor 109. The second converter 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 converter 107.
    [00055] 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 single speed fixed 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 to the driveshafts 131. Vehicle speed sensor 121 detects a speed of vehicle operation (vehicle speed). A signal indicating the vehicle speed, detected by the vehicle speed sensor, is sent to the management ECU 123.
    [00056] 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 power transmission systems from drive, 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 strokes in figure 1. The details of management ECU 123 will be described later.
    [00057] Motor ECU 125 controls the switching of switching elements that make up converter 105, first inverter 107 and second inverter 115 to thereby control the operation of electric motor 109 or generator 113. Control of the 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.
    [00058] 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.
    [00059] Generator 113 generates electrical energy by making use of energy from motor 111. The electrical energy generated by generator 113 is stored in battery 101 or is supplied to electric motor 109. Second converter 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 converter 107.
    [00060] Clutch 117 engages or disengages a drive transmission line from motor 111 to drive wheels 133 based on an instruction from a management ECU 123. Gear 119 is a single speed fixed gear that corresponds to at 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.
    [00061] 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 power transmission systems from drive, 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 strokes in figure 1. The details of management ECU 123 will be described later.
    [00062] The motor ECU 125 controls the switching of switching elements that make up the converter 105, the first inverter 107 and the second inverter 115 to thereby control the operation of the electric motor 109 or the generator 113. The control of the converter 105, the first inverter 107 and the second inverter 115 by the engine ECU 125 are indicated by lines with alternating long and short dashes in figure 1.
    [00063] 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.
    [00064] 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.
    [00065] The output energy of motor 111 is mechanical energy. However, the mechanical energy leaving engine 111, when clutch 117 is disengaged, is converted into electrical energy by generator 113 and is then used to drive the vehicle. An energy transmission efficiency 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.
    [00066] An energy transmission efficiency adopted here is referred to as a "mechanical efficiency" and a form of energy transmission adopted is referred to as a "mechanical transmission". The region 201, shown by sloping lines in figure 2, indicates a region where the mechanical efficiency is better than the electrical efficiency as the transmission efficiency of the motor output energy 111.
    [00067] Hereinafter, the transition from an operating point of the engine 111 occurring when the clutch 117 is engaged while the hybrid vehicle of this modality operates in the series drive mode will be described by reference to figures 3 and 4. The Figure 3 shows a transition from the operating point of the engine 111 when a speed of revolution of the engine 111 during the series drive mode is faster than a speed of revolution in which the clutch 117 is engaged. Figure 4 shows a transition from the operating point of the engine 111, when the speed of revolution of the engine 111 during the series drive mode is slower than the speed of revolution at which the clutch 117 is engaged. (Mode 1)
    [00068] The operating point A shown in figure 3 is an operating point of the engine 111 which results when the hybrid vehicle is operating in series drive mode (accelerating) by the use of the driving force provided by the electric motor 109 in accordance with with an operation of an accelerator pedal by the driver. In the fall of this state, the speed of revolution of the engine 111 to a value indicated by a line interrupted in figure 3 where no shock is generated, even when clutch 117 is engaged (a speed of revolution of clutch engagement), when an output on one exit side of the clutch 117 is made to coincide with the output of the electric motor 109, while following the required output, the operating point of the motor 111 moves from A to C along an equal exit line indicated by a line with long strokes and alternating strokes. As this occurs, the operating point deviates from the BSFC bottom line and, therefore, specific fuel consumption is deteriorated.
    [00069] In this modality, the management ECU 123 does not engage the clutch 117 until the speed of revolution of the engine 111, when the hybrid vehicle works in the series drive mode. Namely, when the operating point of engine 111 moves from A to B along the BSFC bottom line while following the required output so that the turning point of engine 111 decreases until the clutch hitch revolution speed , the management ECU 123 controls the clutch 117 to be engaged. When the operating point of motor 111 reaches operating point B, the speed of revolution of generator 113 and the speed of revolution of motor 111 coincide, the respective angular speed symbols of the speed of revolution coincide and the output of motor 111 via the generator 1'13 and the output of electric motor 109 coincide. As a result, even when clutch 117 is engaged at this time, no shock is generated and the optimum fuel consumption specific to engine 111 is maintained as is. (Mode 2)
    [00070] An operating point D, shown in figure 4, is an operating point of engine 111 that results when the hybrid vehicle is running in series drive mode (decelerating) by using the driving force provided by the electric motor 109 according to an operation of the accelerator pedal by the driver. When this state of revolution speed of engine 111 falls to a value indicated by a line interrupted in figure 4, where no shock is generated, even when clutch 117 is engaged (a clutch engagement revolution speed), when an output on the output side of clutch 117 it is made to coincide with the output of the electric motor 109 while following the required output, the operating point of the motor 111 moves from D to E along an equal output line, indicated by a line with alternating long and short strokes. In this way, when the operating point of the engine 111 moves to operating point E and the speed of revolution of the engine rises to the speed of revolution of the clutch hitch, the management ECU 123 controls the clutch 117 to be engaged.
    [00071] When the operating point moves from D to E in this way, the specific fuel consumption is deteriorated because the operating point of engine 111 deviates from the BSFC bottom line. However, being different from Modality 1, the load (torque) of the motor 111 moves in a direction in which the load (torque) is reduced and the operating point E remains within a region 201, where the mechanical transmission is better than than the electrical transmission. Because of this, no shock is generated when clutch 117 is engaged and a better overall efficiency (specific fuel consumption x mechanical efficiency) than an overall efficiency (specific fuel consumption x electrical efficiency), which will result when the hybrid vehicle continue to operate in series drive mode is achieved.
    [00072] When the required output increases as a result of an accelerator pedal operation by the driver after the operating point has moved to E, as shown in figure 5, the management ECU 123 controls the engine 111 to increase torque while maintaining the revolution speed at the clutch hitch revolution speed. When this occurs, the operating point of motor 111 is moved upwards, in figure 4, from operating point E.
    [00073] When an output indicated by a line with long and short dashes alternated by reference numeral 301, for example, is required as a required output, the management ECU 123 controls motor 111 to increase torque while maintaining the speed of revolution as it is, so as to operate at an operating point F on the BSFC bottom line. Also, when the required output increases to an output indicated by a line with alternating long and short dashes, denoted by reference numeral 303, the management ECU 123 controls motor 111 to keep it operating at operating point F and instructs Motor ECU 125 to cause the electric motor 109 to output electrical energy corresponding to an insufficient output (= the required output - the motor output 111). Electric motor 109 is then driven by electrical energy supplied from battery 101. As a result, motor 111 can continue to operate while maintaining good overall efficiency.
    [00074] However, depending on the condition of the battery 101, there may be a situation in which the electric motor 109 cannot supply electrical energy corresponding to insufficient output. For example, when the charge state (SOC) of battery 101 is low, there may be a situation in which electric motor 109 cannot supply the electric power required from electric motor 109. Additionally, when the temperature of battery 101 is low, the electrical energy from battery 101 is decreased. As a result, the management ECU 123 instructs the motor ECU 125 to cause the electric motor 109 to output electrical energy corresponding to insufficient output within an available output capacity in accordance with the SOC and battery temperature 101, obtained from the Battery ECU 127. Battery ECU 127 calculates the SOC of the battery 101 and the terminal voltage of the battery 101.
    [00075] Hereinafter, referring to figure 6, operations of management ECU 123 will be described, which include engine control 101 and clutch engagement 117. Figure 6 shows operations of management ECU 123. When the hybrid vehicle is running in series drive mode, as shown in figure 6, the management ECU 123 calculates a revolution speed of engine 111 in which no shock is generated even when clutch 117 is engaged (a speed of revolution clutch hitch) (step S101). In step S101, the management ECU 123 calculates a speed of revolution of the drive shaft 131 based on the vehicle speed obtained from the vehicle speed sensor 121 and a radius of the drive wheel 133. A speed of revolution on the output side of the engaged clutch 117 is calculated from the speed of revolution of the transmission shaft 131 and the gear ratio of the gear 119. Once the motor 11 1 is connected to the clutch 117 via a rotor of the generator 113, the speed of revolution thus calculated becomes the clutch hitch revolution speed.
    [00076] After completing the operation in step S101, the management ECU 123 determines whether or not the vehicle speed is a predetermined or faster value (Step S103). If it determines that the vehicle speed is slower than the predetermined value, the management ECU 123 ends the operation. On the other hand, if it determines that the vehicle speed is the predetermined or faster speed, the management ECU 123 determines whether the speed of revolution of the engine 111 equals or not the speed of revolution of the clutch hitch (step S105 ). If it determines that the speed of revolution of engine 111 matches the speed of revolution of the clutch hitch, the management ECU 123 proceeds to step S107, while it determines that the speed of revolution of engine 111 does not match the speed of revolution of clutch clutch hitch, the management ECU proceeds to step S109. In step S107, the management ECU 123 controls the clutch 117 to be engaged.
    [00077] In step S109, the management ECU 123 determines whether the speed of revolution of the engine 111 is or not slower than the speed of revolution of the clutch hitch. If it determines that the speed of revolution of the engine 111 is slower than the speed of revolution of the clutch hitch, the management ECU 123 proceeds to step S111, while if it determines that the speed of revolution of the engine 111 is faster than the clutch hitch revolution speed, the management ECU 123 returns to step S105. In step S111, the management ECU 123 calculates a required output based on an accelerator pedal opening, which corresponds to an operation of the accelerator pedal by the driver of the hybrid vehicle and a vehicle speed. From now on, the management ECU 123 gradually increases the speed of revolution of engine 111 while maintaining the output of engine 111.
    [00078] In step S113, the management ECU 123 controls the engine 111 to increase the speed of revolution by a predetermined speed of revolution (for example, 10 rpm). As this occurs, the management ECU 123 controls the speed of revolution of the engine 111 by generator 113, which is a load of the engine 111. Then, the management ECU 123 controls the engine 111 for the engine's calculated output torque. required torque calculated in Step S111 and the speed of revolution of motor 111 increased in step S113 (step S115) and then returns to step S105.
    [00079] Thus, in the case where the controls by the management ECU 123 which are described above are performed on the hybrid vehicle of the modality, the clutch can be engaged without generating any shock or reduction in efficiency (specific fuel consumption or efficiency global) when the vehicle is moved from the series drive mode to the other drive mode where at least engine 111 functions as a drive source.
    [00080] 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.
    [00081] This patent application is based on the Japanese Patent Application (N ° 2009-285415) filed on December 16, 2009, the contents of which are incorporated herein by reference. Description of Numerals and Reference Signs
    [00082] 101 Battery (BATT); 103 Temperature Sensor (TEMP); 105 Converter (CONV); 107 First Inverter (1st INV); 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 (5)
    [0001]
    1. Hybrid vehicle including: -an engine (111); -a generator (113), which is directly connected to the motor (111) and which generates electrical energy when activated by the motor (111); -a battery (101) that stores electrical energy input for it; an electric motor (109), which is supplied separately from the generator (113) which is connected to a drive wheel (133) and which is driven by being supplied with at least one of the electrical energy stored in the battery (101) and the energy electrical generated by the generator (113); a power transmission engagement / disengagement unit (117), which is arranged between the generator (113) and the drive wheel (133) to thereby engage and disengage a motor power transmission line (111) to the drive wheel (133) via the generator (113), the hybrid vehicle being able to operate with power supplied from at least one of the electric motor and the motor; a hitch revolution speed calculation unit (123) which calculates a hitch revolution speed at which a drive wheel side and a motor side of the power transmission hitch / disengage unit (117) will be engaged, an engine control unit (123) that controls the engine (111), characterized by the fact that the vehicle still comprises: an engagement / disengagement control unit (123) that controls the power transmission engagement / disengagement unit (117) to be engaged, when the engine's revolution speed (111) coincides with the engine's revolution speed while the hybrid vehicle is displaced from a series drive mode, in which the transmission transmission hitch / disengage unit energy (117) is disengaged and the electric motor being driven by the electrical energy generated from the generator driven by the motor (111) works as a drive source for a drive mode directly connected to the motor in which the drive power transmission hitch / disengage (117) is engaged and at least the engine (111) acts as a drive source, and a required output calculation unit (123) that calculates a required hybrid vehicle output based on in an accelerator pedal opening, which corresponds to an operation of an accelerator pedal and an operating speed of the hybrid vehicle, where, when the hybrid vehicle is operating in series drive mode at a predetermined vehicle speed, or faster and the engine revolution speed (111) is slower than the hitch revolution speed, the engine control unit (123) controls the engine (111) to operate along an equal output line in one motor performance curve connecting motor operating points (111) where the required output is maintained so that, as a result of controlling the motor to operate along the equal output line, the speed of revolution of the motor is increased to coincide with the speed of coupling revolution in a region on the engine performance curve where a mechanical efficiency is better than an electrical efficiency such as energy transmission efficiency from the motor (111) to the drive wheel (133).
    [0002]
    2. Hybrid vehicle according to claim 1, characterized by the fact that the engine control unit (123) controls the engine (111) to increase the torque while maintaining the revolution speed at the coupling revolution speed until the operating point of the engine (111) reaches an optimum fuel consumption line, when the required output increases after the power transmission coupling / disengaging unit (117) is engaged; and where, when the required output exceeds the engine output (111) at the point of operation on the optimum fuel consumption line, the electric motor (109) driven by electric energy supplied from the battery (101) has the corresponding electric power output insufficient motor output (111).
    [0003]
    3. Hybrid vehicle, according to claim 2, characterized by the fact that from the electric motor (109) there is electrical energy corresponding to the insufficient output within an available output capacity according to the state of the battery (101).
    [0004]
    4. Hybrid vehicle, according to claim 1, characterized by the fact that the engine control unit (123) calculates an operating point of the engine (111), the engine (111) being controlled to follow the required calculated output by the required output calculation unit (123) while the hybrid vehicle operates in series drive mode at a predetermined or faster vehicle speed, and in which the engage / disengage control unit (123) controls the unit power transmission coupling / disengagement (117) to be engaged when the operating point calculated by the motor control unit (123) enters the region.
    [0005]
    5. Control method for a hybrid vehicle, the hybrid vehicle including an engine (111); -a generator (113), which is powered by the engine (111) and generates electrical energy when powered by the engine (111); -a battery (101) that stores electrical energy input for it; the electric motor (109), which is supplied separately from the generator (113), which is connected to a drive wheel and which is activated when supplied with at least one of the electrical energy stored in the battery (101) and the electrical energy generated by the generator (113); a power transmission engagement / disengagement unit (117), which is arranged between the generator (113) and the drive wheel (133) to thereby engage and disengage a motor power transmission line (111) for the drive wheel (133) via the generator (113), characterized by the fact that the control method includes: calculation of a speed of coupling revolution in which one side of the drive wheel and one motor side of the drive unit energy transmission coupling / disengagement (117) will be engaged; calculating the required required output of the hybrid vehicle based on an accelerator pedal opening that corresponds to an accelerator pedal operation and an operating speed of the hybrid vehicle; and engaging the power transmission hitch / disengage unit (117) to move the hybrid vehicle from a series drive mode in which the power transmission hitch / disengage unit (117) is disengaged and the electric motor (109 ) is driven by the electrical energy generated from the generator (113) driven by the motor (111) acts as a drive source for a drive mode connected directly to the motor in which the power transmission hitch / disengage unit (117) is engaged and at least the engine (111) acts as a driving source when a speed of revolution of the engine (111) coincides with the speed of revolution of the hitch, in which hitching also includes, when the hybrid vehicle works in the drive mode in series at a predetermined or faster vehicle speed and the engine's revolution speed (111) is slower than the hitch revolution speed, control the engine (111) to operate along the output line equal on an engine performance curve that connects engine operating points (111) where the required output is maintained so that, as a result of controlling the engine to operate along the equal output line, the speed of revolution of the motor (111) is increased to match the speed of coupling revolution in a region of the motor performance curve where a mechanical efficiency is better than an electrical efficiency as an energy transmission efficiency from the motor (111) to the wheel drive (133).
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    同族专利:
    公开号 | 公开日
    US9428041B2|2016-08-30|
    CN102639374A|2012-08-15|
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    CN102639374B|2015-04-08|
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    法律状态:
    2019-01-08| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|
    2019-09-03| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|
    2020-09-08| B06A| Notification to applicant to reply to the report for non-patentability or inadequacy of the application according art. 36 industrial patent law|
    2020-12-22| B09A| Decision: intention to grant|
    2021-02-23| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 10 (DEZ) ANOS CONTADOS A PARTIR DE 23/02/2021, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2009285415|2009-12-16|
    JP2009-285415|2009-12-16|
    PCT/JP2010/072177|WO2011074482A1|2009-12-16|2010-12-09|Hybrid vehicle and method for controlling same|
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