JPS59204402A - Hybrid automobile - Google Patents

Abstract

PURPOSE:To improve the operating efficiency of a hybrid automobile by discriminating the operating state required on the basis of control data, and controlling an engine and power/torque converting means in response to the required operating state. CONSTITUTION:A central controller 7 discriminates an operating state required on the basis of an accelerator depressing amount, a brake depressing amount and an output shaft rotating speed, and further discriminates an operating mode in response to the remaining capacity of a battery. A load is operated by a motor of a MG (motor generator) in the range of a low and middle rotating speed low load. An engine 1 is rotated efficiently at the rotating speed irrespective of the rotating speed in a low load range, and the excess output torque is operated at the MG2 as a generator to charge a battery 17. The MG2 is operated as a generator in a range that the required torque becomes negative to charge the battery 17. The engine 1 is efficiently operated in the other range.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a J-type, one-engine/electric hybrid vehicle that has the best operating efficiency.

(Prior art and its problems) As a conventional hybrid vehicle, for example,
There is something like the one shown in 6-132102. This hybrid vehicle is equipped with an engine and a motor powered by a battery as a driving power source,
The operation of both engines is appropriately controlled to improve the fuel efficiency of one engine.

The above driving control is based on the amount of depression of the accelerator pedal.

Brake pedal suspension for driving! ~Based on the rotational speed of the torque output shaft, etc., determine the output torque (hereinafter referred to as required torque) to obtain the required operating state, and then calculate the output torque for the engine and motor based on this required torque and the rotational speed. It is configured to control the operation of the

The relationship between the fuel efficiency of the engine, the output torque, and the output shaft rotational speed is as shown in FIG. 1, and as the output torque decreases, the fuel efficiency decreases.

Furthermore, the fuel efficiency decreases if the output shaft rotational speed is too high or too low. Therefore, the range in which the engine can be operated most efficiently is extremely narrow.

(1) Conventional hybrid automatic vehicles are driven by motors except in areas where the engine's operating efficiency is highest.

FIG. 2 is a diagram illustrating the operation control contents of the conventional hybrid vehicle. As shown in the figure, if the required operating state is medium speed and medium 1 herk range, i5, and a3 is in the range with the best operating efficiency of the H engine (1 indicated by F in the figure), 1 - Only the engine is driven to generate the required torque, and the low speed region (M -2't'
In the high speed region (indicated by M-3 in the figure), the required operating torque is generated by driving the motor. In the region of high speed and low torque (indicated by EE + G in the figure), the required torque is obtained by driving the second engine, and the motor is operated as a generator, and the surplus torque of the -L engine is used to generate electricity, This generated power is returned to the battery to charge the battery.The area indicated by E0M in the figure is the area where both the engine and the motor are driven at the same time to generate one required herk; The area indicated by IVI-1 in the figure is an area where the motor is driven so that its output becomes the maximum output.

Furthermore, if it is determined that the vehicle is being braked based on the degree of depression of the brake pedal, the motor is prevented from operating as a generator, and the torque used for the braking is used to generate electricity. The configuration is such that the battery is charged.

However, as can be seen from Figure 2, in the above-mentioned conventional hybrid vehicle, the area in which the vehicle is driven by the engine is smaller than the area in which it is driven by the motor, and even in the high speed and high torque areas, the motor Since the configuration is such that the output torque is 1 by
A high-output motor is required, which in turn requires a large-capacity battery.

Therefore, as the amount of ffL increases, the cost also increases. HI, T, Drive human output motor °
If we take into account the loss of 1q of electricity when the engine is driven, and the charging loss when the battery is charged by generating electricity by driving the engine, the overall result will be slightly - [Even if the fuel efficiency of the engine decreases, the overall result will be lower] In some cases, driving the engine is more efficient.

(Object of the Invention) The present invention was developed in view of the circumstances stated in (2), and its purpose is to construct a motor using a relatively small output motor and a relatively small capacity battery. The object of the present invention is to provide a hybrid vehicle that can achieve even higher driving efficiency.

(Structure of the Invention) The present invention will be described in detail below using the claim correspondence diagram shown in FIG.

The hybrid vehicle of the present invention uses an engine as a driving source and an electric power/electric power source using a battery power source as a driving source.
The output torque of at least one of the engine and the power/torque converting means is transmitted to the wheels by the transmission mechanism. At this time, a rotational speed corresponding to the rotational speed of the output shaft that outputs the running torque is detected as J: by the rotational speed detection means.

Then, the required state calculation means calculates control data for obtaining the required driving state based on at least the amount of accelerator depression, the amount of brake depression, and the rotational speed, and the driving mode control means It is supplied to the control means during braking.

In the operation mode control means, when it is determined that the required operation state is within a predetermined range (for example, low load and low rotation speed) based on the control data, the engine is stopped and the electric power / A control command for obtaining the operating state required by the torque conversion means, and a control command for obtaining the operating state required by the engine outside the predetermined range, is given to the engine control means and the power/torque conversion control means. .

In addition, in the braking control means described in item 2, when the required driving state requires braking, the output torque to be lent for braking is applied to the 1-lux/power conversion means. The torque/power conversion means generates an electromotive force according to the applied torque, and charges the battery with the generated !l-power.

(Description of Embodiments) Embodiments of the present invention will be described in detail below using the drawings from FIG. 4 onwards. - FIG. 4 is a block diagram showing the configuration of an embodiment of a hybrid vehicle according to the present invention. The hybrid vehicle shown in the figure is equipped with an engine 1 and a motor/generator (hereinafter referred to as MO) 2 as driving torque generation sources, and the output of the engine 1 or the output of the M G 2 is the torque The power is transmitted to the wheels 19 via a converter 5 and an A-tomatic transmission (hereinafter referred to as ATM) 6.

Furthermore, a one-way clutch 4 is interposed between the engine 1 and MO2, and this one-way clutch 4 can transmit the output of the engine 1 to the MO2, but it can also transmit the output from the MO2 to the engine 1. It is something that cannot be conveyed.

The structure of the one-way clutch 4 and MO2 is as shown in FIG. As shown in the figure, MO2 includes an armature iron core 41, an armature coil 42, and a comb-shaped rotating magnetic pole (rotor) 4.
3, a field coil 44 that excites the rotating magnetic pole 43, and a field iron core 45. This operates as a synchronous generator during power generation operation and as a brushless motor during motor operation.

The field iron core 45 is attached to the rear plate 46, and the armature iron core 4
1 is attached and fixed to a mission case 47 and a spacer 48.

As shown in the figure, the one-way clutch 4 is composed of an outer race 49, an inner race 50, a centering ball bearing 51, a foil seal 52, and a clutch body 53, and is connected to the engine crankshaft 54. The connection with the inner race 50 is through a fixed spline, and the connection between the comb-shaped rotating magnetic pole 43 and the outer race 49 is through a sliding spline. Further, the positioning of the torque converter 55 and the comb-shaped rotating magnetic pole 43 is performed by a knock pin.

The central control device 7 is mainly configured with a micro combi coater, and is equipped with various memories, input/output interfaces, and the like. This central control device 7 includes an accelerator depression m detection device Wt8, a brake depression amount detection device 9,
Engine rotation speed detection device 10, MG rotation speed detection device 11
Signals from the and battery capacity detection equipment 12 are inputted, and on the other hand, signals from the starter 3, the I/LU converter 5, and the M
G control device 13, ignition device 1/4, fuel supply device 15,
Control signals are output to the bypass valve 16 and the bypass valve 16, respectively.

1. The accelerator depression amount detection unit 11B supplies a voltage signal proportional to the accelerator pedal depression meter to the central control unit using, for example, a potentiometer attached to an accelerator pedal (not shown). Separately, the accelerator pedal is mechanically linked to a throttle valve of the engine 1, and the engine 1 is configured to obtain output torque and rotational speed corresponding to the depression and opening of the accelerator pedal. .

The brake depression amount detection device 9 supplies a voltage signal proportional to the depression amount of the accelerator pedal to the central control unit @7, for example, through a pressure sensor in a hydraulic circuit for obtaining braking force. There is.

The engine rotation speed detection device 10 is for determining whether the engine 1 is stopped or running, and for example, a pulse train signal is output from a pulse generator provided on the output shaft of the engine 1. The configuration is such that the determination is made based on whether or not there is a person.

The above-mentioned MG rotation speed detection device 11 is configured to detect the output of the MG2, for example.
A pulse train signal with a frequency proportional to the rotational speed of the output shaft of MG2, which is supplied from a pulse generator installed on the shaft (Jt), is converted into a voltage signal by an F/V converter and then supplied to the central controller 7. Note that the output shaft of MG2 also serves as the output shaft when the engine 1 is driven, so the rotation speed of the output shaft of IG2 is determined by the rotational speed of the output shaft that outputs the running torque. It can be regarded as.

The battery capacity detection device 12 is a device for detecting the capacity of the battery 17, and is configured to detect the battery capacity by, for example, measuring the specific gravity of the electrolyte of the battery.

-1- The MG control device 13 controls the armature current and field current of Mo2 to generate the instructed torque and rotational speed based on the control data supplied from the central control device 7, and When the MG2 is operated as a generator, the electric power generated from the MG2 is supplied to the generator 17 in response to a command from the central control device 7, for example, a chopper circuit and a switching circuit. It is composed of.

The ignition device 14 determines whether or not to energize the igniter in response to a command signal from the central control device 7, and controls driving and stopping of the engine 1.

The fuel supply device 15 controls supply and stop of fuel to the engine in response to command signals from the central control device 7.

The bypass valve 16 includes a throttle valve 18 linked to the accelerator pedal, as shown in FIG.
The opening of the bypass valve 16 is adjusted by a servo motor that operates in response to a command signal supplied from the central control device 7.

Next, FIG. 7 is a flowchart showing the contents of the processing executed by the microcomputer in the central control unit 7. As shown in FIG. The process shown in the figure is based on data on the accelerator depression amount from the accelerator depression amount detection device 8, the brake depression amount from the brake depression amount detection device 9, and the output shaft rotation speed from the MG rotation speed detection device 11. Next, the required operating state is determined, and the remaining capacity of the battery is taken into account to determine the four operating modes: motor mode, power generation mode, regeneration mode, and engine mode. This is to perform appropriate operation control. The four operation modes of OtI will be briefly explained below.

Motor mode...As shown in Figure 8, the low, medium, 11! Yes, and the required output I calculated based on the accelerator depression (Mj-Y) is confined to the (low load) region (for example, the region where the fuel consumption exceeds 3509/ps-h). There is. This motor mode region is a region where when the engine is operated under conditions within this region, the fuel consumption rate is poor, and operation by the motor is more efficient.

Additionally, the culm fuel efficiency will be lower when one engine is operated in a region where the rotational speed is high and the required torque is low (high rotational speed and low load region), but it is recommended to operate the motor in this region. For reasons such as the need for a high-output earth motor and the infrequent operation in the medium-speed, low-load region, the motor is not operated in this region. 14-(1) z The above motor mode area is determined by considering the efficiency of the motor, the running horsepower, etc.

Power generation mode: As shown in FIG. 9, the power generation mode is set in a low required torque region (low angle load region) regardless of the output shaft rotational speed. This region is defined as a region below a predetermined fuel consumption rate (for example, 2500/PS-h) as shown in FIG. 9, or a region below a predetermined required torque (for example, 4 k(]·m) for simplicity.

Operation in this power generation mode region is performed by operating the engine, but as mentioned above, the fuel efficiency of the engine is relatively low in this region, so the bypass valve 16 is opened as appropriate to Increase the output torque by a predetermined value. As a result, surplus output torque is generated, and this surplus output torque is transferred to the M G
By applying Mo2 to Mo2 and operating it as a generator, the engine can be operated efficiently and the battery can be charged with the surplus torque.

Note that in an area that overlaps with the area of the motor mode, priority is given to the motor mode. However, battery capacity IJ
When ji Ca is less than or equal to a predetermined reference value C83 (capacity lower limit value where charging is the essence), operation is performed in the power generation mode.

Regeneration mode...A region where demand 1~lux is negative,
Operation in this regeneration mode is performed when braking is performed using a brake or when braking is performed using an engine brake. This causes the MG2 to operate as a generator and reduces the output torque used for braking.
2, and the battery 17 is charged by the electromotive force. Also, during operation in this regeneration mode, the dispersion capacity Cs reaches a predetermined reference value CB2.
When the overcharge limit W value is reached, the operation of Mo2 is stopped to prevent charging beyond 1L.

2 [Engine mode] This is a region that does not belong to any of the above three modes, that is, a region where the required torque is output by the engine drive in the medium and high torque region, and the engine is operated efficiently. This is an area where it is possible. However, even if the battery capacity exceeds a predetermined base value during operation in the power generation mode J or the recovery mode 11, operation in the engine mode is performed.

Next, according to the flowchart shown in FIG. 7, the process for distinguishing between the four operation modes marked -F will be briefly explained.

First, in step 21, accelerator depression amount data from the accelerator depression amount detection device 8, brake depression maximum data from the brake depression amount detection device 9, engine drive/stop data from the engine rotation speed detection device 10,
The output shaft rotational speed data from the MG rotational speed detection device 11 and the fluctuation capacity data from the battery capacity detection device 12 are read, and the following is performed based on the accelerator depression amount data, brake depression amount data, and output shaft rotational speed data. The required torque and required rotational speed under the required operating conditions are determined by calculation. This is calculated using a data table that is set and stored in advance.

Next, in step 22, it is determined whether or not the next required operating state is the heater mode, based on the required torque and required rotational speed determined above. Now, as shown in FIG. 8 and FIG. 9, the phase of the required torque and the required rotational speed is 1111! Determine each mode area determined by the S section! The calculation is executed by referring to the data table.

If the execution result of step 22 is YES, it is determined in step 23 whether the variation capacitance CB is larger than the reference value Ca +, and if YES, step 24 is executed. Proceed to and issue a motor mode control command.

As a result, a stop command signal is output from the central control device 7 to the ignition device 14 and the fuel supply device 15, and the engine is stopped, and the MG control device 13
The command signal to operate M G 2 as a motor and the torque so that the required torque and rotational speed are obtained by the drive force of Mo2.

Supply rotational speed command value data.

If the execution result of step 22 or step 23 is No, the process proceeds to step 25, where it is determined whether the required operating state is 18- with power generation or not. If the execution result is YES, the process advances to step 26 and the battery capacity Cs is set to the reference value C.
It is determined whether or not it is less than or equal to B3. If YES, the process advances to step 27 and a power generation mode control command is issued.

As a result, a command signal for operating the MG 2 as a generator is supplied from the central control device 7 to the MG control device 13, and if the engine 1 is stopped at this time, a drive signal for the starter 3 is generated to start the engine. At the same time, a drive signal is supplied to the ignition device 14 and the fuel supply device 15. It also generates a command signal that instructs the bypass valve 16 to increase the output torque of the engine 1 by a predetermined value.

If the execution result of step 25 and/or step 26 is No, the process proceeds to step 28, where it is determined whether the next required operating state is the regeneration mode, and if YES, step 29 The process proceeds to step 30, where it is determined whether the battery capacity fttca is less than or equal to a predetermined reference CEl2.If YES, the process proceeds to step 30, where a regeneration mode control command is generated.

To this, J, the central control unit 7 sends M G &lI
A command signal to operate the MG 2 as a generator is supplied to the 1111 device 13, and a command signal to stop the engine 1 if it is in operation is supplied to the ignition device 14, fuel supply device 15, etc.

If the execution result of step 28 or step 29 is N
If o, the process proceeds to step 31 and a 1-engine mode control command signal is generated.

As a result, from the central control device 1fr7, M a M
A command signal to stop the operation of the MG 2 is supplied to the tln device 13, and if the engine is stopped, the starter 3 is driven to start the engine 1.
! At the same time, ignite HM14 and burn! 31 supply device 15
Supplies drive signals to.

For example, when starting engine 1, turning on the ignition switch (not shown) activates starter 3 and starts the engine. After the engine is started, until the engine enters a warm-up state, an engine coolant temperature detection device (not shown) works to prevent the engine from being stopped until the warm-up is completed.

However, after the engine has warmed up, it will automatically stop.

Next, when starting the 11 cars by depressing the accelerator pedal, if the accelerator pedal is not depressed enough, it will enter the motor mode operation state, and from the battery 17
Power is supplied to G2 and MG2 operates as a motor,
Generates output torque according to the amount of accelerator pedal depression to start the vehicle.

At this point, if the capacity of the battery 17 has decreased, the engine 1 is started by the starter 3, and the engine 1 is started by the starter 3, and the vehicle is started by the engine. Furthermore, at this time, the M G 2 operates as a generator, the bypass valve 16 is opened, and charging is performed using the surplus output torque of the engine.

On the other hand, when the amount of accelerator depression is relatively large, the engine is started by the starter 3 because the operating state is in engine mode, and the engine = 21- generates an output torque corresponding to the first accelerator depression! 1 and
The vehicle is started.

Next, when the vehicle enters steady operation, the pressure on the accelerator pedal is considerably reduced, and the gear ratio is also quite large due to ATV 6, so the output shaft rotational speed and output torque are reduced to 6. and becomes ready for motor mode operation.

Therefore, when the motor mode is enabled, such as when driving on a highway, the engine 1 is stopped and the vehicle is moved to the MG mode.
2 is operated as a motor, thereby generating output torque.

In addition, when the accelerator pedal is stopped while the vehicle is running, or when the brake pedal is depressed to perform braking, the vehicle enters a regenerative mode operation state and operates the above M02 as a generator to output the output required for deceleration. The battery is charged by the electromotive force generated by applying torque to MG2. At this time, the torque converter 5 is in a lock-up state.

Furthermore, when driving on the highway (such as at 1 o'clock), when the motor mode is in 22-- mode and the accelerator pedal is depressed and the mode enters the 1-speed state, the mode changes to the engine mode.
The starter 3 operates to start the engine, and the engine runs.

In this way, the above 24 operating modes are appropriately selected according to the required operating state, and operating control is performed to achieve the best operating efficiency.

In addition, in the embodiment L, the heptad generator 2 is used in its configuration, but the invention is not limited to this, and the motor and generator may be configured as separate entities. Furthermore, although this is an example applied to an automatic transmission using a torque converter 5 and an automatic transmission 6, the same effect can be obtained even when applied to a general vehicle equipped with a clutch and a manual transmission. I can do it.

(Effects of the Invention) As explained in detail above, the hybrid vehicle of the present invention can be configured using a small output motor and a small capacity battery, and has low fuel efficiency and low fluctuation consumption. It is possible to perform operation with the best rate.

[Brief explanation of drawings]

Figure 1 shows the relationship between the output shaft rotation speed, output torque, and fuel consumption rate. Figure 2 shows the driving mode range in conventional hybrid automatic mode. Figure 3 shows the relationship between the output shaft rotation speed, output torque, and fuel efficiency. 4 is a block diagram showing the configuration of an embodiment of a hybrid vehicle according to the present invention; FIG. 5 is a cross-sectional view showing the structure of the one-way crutch and MG in FIG. 4; FIG. 6 is a schematic diagram showing the installation state of the bypass valve in FIG. 4, and FIG. 7 is a flowchart showing the contents of the processing executed in the central control unit shown in FIG. 4. Figure 8 is a diagram showing the dryer mode area according to the present invention, Figure 9
The figure is a diagram showing a power generation mode region according to the present invention. 1...] Engine 2...Motor/generator 6...OI~Matic 1~Lance Mitsushi day 7...
・Central control device 8...Accelerator depression amount detection device 9...
- Brake depression amount detection device 11...MG rotation speed detection device 12...Dispersion capacity detection device 13...MG control device 14...Ignition device 15...Fuel supply device 16...Bypass valve 17 ...Battery 19...Wheel Patent Applicant Nissan Motor Co., Ltd.Number 25-Figure 7 5TART Tip-7 To the motor motor...NO ES CB>CBT? " 5 ES - Doyu? NO ES 6 CB<CB52 N. 8 ES NO Regeneration mode h? Ca<Ca2 " 24 27 30 3
1 meef mode 1--de regeneration i-F engine +-￥ ;control master control command control↑allow control authority to I Figure 8 Figure 9 I also fa 16

Claims (1)

[Claims] (1) An engine as a driving torque generation source; and an electric power/torque converter that generates the driving torque using a battery power source as a drive source; and an output torque of at least one of the engine and the electric power/torque converter to be applied to the wheels. a transmission mechanism for transmitting the electric power to; an engine control means for controlling the drive of the engine; and an electric power/' for controlling the drive of the electric power/'torque converting means';
Torque conversion control means: A torque/power conversion means that generates an electromotive force according to the applied torque and charges the battery with the generated electric power; and: A rotation corresponding to the rotational speed of the output shaft that outputs the running torque. A rotational speed detection means for detecting the speed: at least Akvil treading, play 1: detecting treading, and control data for obtaining an operating state in which water is collected based on the detected data and the rotating stray electricity; a requested state expression means to obtain; if it is determined based on the control data that the requested operating state is within a predetermined range, the engine is stopped and the requested state is determined by operation of the electric power/torque conversion means; an operating mode in which a control command is sent to the engine control means and the power/torque conversion control means to obtain an operating state required by the engine operation outside the predetermined range; A hybrid system characterized by comprising: a control means; and a braking control means for supplying output torque used for braking to the torque/power conversion means when the required driving state requires braking. car.