WO2018189904A1 - Procédé de commande de véhicule électrique et dispositif de commande de véhicule électrique - Google Patents

Procédé de commande de véhicule électrique et dispositif de commande de véhicule électrique Download PDF

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Publication number
WO2018189904A1
WO2018189904A1 PCT/JP2017/015369 JP2017015369W WO2018189904A1 WO 2018189904 A1 WO2018189904 A1 WO 2018189904A1 JP 2017015369 W JP2017015369 W JP 2017015369W WO 2018189904 A1 WO2018189904 A1 WO 2018189904A1
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WIPO (PCT)
Prior art keywords
driving force
target driving
mode
force
strong
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Ceased
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PCT/JP2017/015369
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English (en)
Japanese (ja)
Inventor
大悟 岸
聡 春井
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Priority to PCT/JP2017/015369 priority Critical patent/WO2018189904A1/fr
Priority to JP2019512166A priority patent/JP6747583B2/ja
Publication of WO2018189904A1 publication Critical patent/WO2018189904A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by AC motors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present disclosure relates to an electric vehicle control method and an electric vehicle control device.
  • the conventional control apparatus does not disclose a vehicle that can provide regenerative power with a motor. For this reason, in such a vehicle, there is room for study on deterioration of fuel consumption in control when the deceleration force applied to the vehicle by the driver is changed.
  • This disclosure has been made paying attention to the above problem, and aims to suppress deterioration of fuel consumption when the strong deceleration mode is selected.
  • the present disclosure applies a deceleration force to the vehicle according to the driver's selection when in a coast state by the accelerator release operation.
  • This deceleration force can be changed in at least two stages of a first deceleration force and a second deceleration force that is larger than the first deceleration force.
  • This electric vehicle control method includes a motor capable of applying a driving force and a regenerative force to the vehicle, a normal mode, and a strong regenerative mode according to a driver's selection.
  • the first target driving force is calculated on the regeneration side during the selection of the normal mode
  • the second target driving force stronger on the regeneration side than the first target driving force is calculated during the selection of the strong regeneration mode.
  • the third target driving force that is larger than the second target driving force is set to the negative side during the selection of the strong deceleration mode. Is calculated. And the regenerative force according to each calculated target drive force is output to a motor.
  • the third target driving force that is larger than the second target driving force on the negative side is calculated, and the regenerative force corresponding to the calculated third target driving force is output to the motor.
  • the strong deceleration mode is selected, deterioration of fuel consumption can be suppressed.
  • FIG. 1 is an overall system diagram illustrating an FF hybrid vehicle (an example of an electric vehicle) to which a control method and a control device of Example 1 are applied.
  • FIG. 3 is a block diagram illustrating an internal configuration of an integrated controller according to the first embodiment. 3 is a coast target driving force map showing an example of a target driving force characteristic with respect to a vehicle speed during selection of a normal mode during coasting and a target driving force characteristic with respect to the vehicle speed during selection of a strong regeneration mode during coasting in the first embodiment.
  • 6 is a flowchart illustrating a flow of target driving force characteristic selection control processing executed during coasting by a target driving force calculation unit according to the first embodiment.
  • FIG. 11 is a diagram illustrating an example of a target driving force characteristic with respect to an accelerator opening during selection of a normal mode at a predetermined speed and a target driving force characteristic with respect to an accelerator opening during selection of a strong regeneration mode at a predetermined speed in the first embodiment. It is a 1 target driving force map.
  • FIG. 11 is a diagram illustrating an example of a target driving force characteristic with respect to an accelerator opening during selection of a normal mode at a predetermined speed and a target driving force characteristic with respect to an accelerator opening during selection of a strong regeneration mode at a predetermined speed in the first embodiment. It is a 2 target driving force map.
  • FIG. 11 is a diagram illustrating an example of a target driving force characteristic with respect to an accelerator opening during selection of a normal mode at a predetermined speed and a target driving force characteristic with respect to an accelerator opening during selection of a strong regeneration mode at a predetermined speed in the first embodiment. It is a 2 target driving force map.
  • FIG. 11 is a diagram illustrating an example of a target driving force characteristic with respect to an accelerator opening during selection of a normal mode at a predetermined speed and a target driving force characteristic with respect to an accelerator opening during selection of a strong regeneration mode at a predetermined speed in the first embodiment.
  • It is a 3 target driving force map.
  • Vehicle speed VSP, accelerator opening APO, overdrive switch information target drive force when overdrive switch is changed from O / D ON state to O / D OFF state by driver operation during normal mode selection in Example 1
  • It is a time chart which shows each characteristic of.
  • Vehicle speed VSP, accelerator opening APO, overdrive switch information target drive when overdrive switch is changed from O / D ON state to O / D OFF state by driver operation while strong regeneration mode is selected in Example 1
  • It is a time chart which shows each characteristic of force.
  • Example 1 shown in the drawings.
  • the control method and control device of the first embodiment are applied to an FF hybrid vehicle (an example of an electric vehicle) having a parallel hybrid drive system called a 1-motor / 2-clutch.
  • FF hybrid vehicle an example of an electric vehicle
  • 1-motor / 2-clutch a parallel hybrid drive system
  • the configuration of the first embodiment will be described by being divided into “the overall system configuration”, “the detailed configuration of the integrated controller”, and “the detailed configuration of the target driving force calculation unit”.
  • FIG. 1 shows an overall system of an FF hybrid vehicle to which a control method and a control device of Embodiment 1 are applied.
  • the overall system configuration of the FF hybrid vehicle will be described below with reference to FIG.
  • the drive system of the FF hybrid vehicle includes an engine 1 (Eng), a first clutch 2 (CL1), a motor / generator 3 (MG), a second clutch 4 (CL2), and a speed change.
  • a machine input shaft 5 and a belt type continuously variable transmission 6 (abbreviated as “CVT”) are provided.
  • the transmission output shaft 7 of the belt type continuously variable transmission 6 is drivingly connected to the left and right front wheels 11R and 11L via a final reduction gear train 8, a front differential gear 9, and left and right front wheel drive shafts 10R and 10L.
  • the engine 1 is torque controlled so that the engine torque matches the command value by controlling the intake air amount by the throttle actuator, the fuel injection amount by the injector, and the ignition timing by the spark plug. Further, when the engine 1 is not in the combustion operation state but in the cranking operation state in which the first clutch 2 is engaged in the fuel cut state (fuel supply stop), the friction torque is generated by the frictional sliding resistance between the piston and the inner wall of the cylinder. appear.
  • the first clutch 2 is a normally open dry multi-plate friction clutch that is hydraulically operated and interposed between the engine 1 and the motor / generator 3, and complete engagement / slip engagement / release is controlled by the first clutch hydraulic pressure. The If the first clutch 2 is in the fully engaged state, the motor torque + engine torque is transmitted to the second clutch 4, and if it is in the released state, only the motor torque is transmitted to the second clutch 4.
  • the motor / generator 3 is a three-phase AC permanent magnet synchronous motor connected to the engine 1 via the first clutch 2.
  • the motor / generator 3 uses a high-power battery 12 as a power source, and an inverter 13 that converts direct current to three-phase alternating current during power running and converts three-phase alternating current to direct current during regeneration is connected to the stator coil via an AC harness 14. Connected.
  • the motor / generator 3 performs motor torque control and motor rotation speed control during starting and running, and also collects (charges) vehicle kinetic energy to the high-power battery 12 by regenerative brake control during braking and deceleration. . That is, the motor / generator 3 can apply driving force and regenerative force to the vehicle.
  • the motor / generator 3 is a braking device that applies a braking force to the FF hybrid vehicle when a deceleration request is generated by using the regenerative force generated during regeneration as a braking force applied to the vehicle.
  • the second clutch 4 is a wet-type multi-plate friction clutch by hydraulic operation that is interposed between the motor / generator 3 and the left and right front wheels 11R and 11L as drive wheels, and is completely engaged / slip by the second clutch hydraulic pressure. The fastening / release is controlled.
  • the second clutch 4 of the first embodiment uses a forward clutch and a reverse brake provided in a forward / reverse switching mechanism of the belt type continuously variable transmission 6 using a planetary gear. That is, during forward travel, the forward clutch is the second clutch 4 (CL2), and during reverse travel, the reverse brake is the second clutch 4 (CL2).
  • the belt type continuously variable transmission 6 includes a primary pulley 61, a secondary pulley 62, and a belt 63 wound around the pulleys 61 and 62. And it is a transmission which obtains a stepless gear ratio by changing the belt winding diameter by the transmission hydraulic pressure to the belt primary oil chamber and the secondary oil chamber by the transmission hydraulic pressure.
  • the primary pulley 61 has a fixed sheave fixed to the transmission input shaft 5 and a movable sheave supported slidably on the transmission input shaft 5.
  • the secondary pulley 62 has a fixed sheave fixed to the transmission output shaft 7 and a movable sheave slidably supported on the transmission output shaft 7.
  • the belt 63 is a metal belt and is sandwiched between the fixed sheave and the movable sheave.
  • the pulley width of the primary pulley 61 and the secondary pulley 62 is changed, and the diameter of the clamping surface of the belt 63 is changed to freely control the gear ratio (pulley ratio).
  • the gear ratio is changed to the low side.
  • the gear ratio changes to the high side.
  • the first clutch 2, the motor / generator 3 and the second clutch 4 constitute a one-motor / two-clutch drive system, and there are “EV mode” and “HEV mode” as main drive modes by this drive system.
  • the “EV mode” is an electric vehicle mode in which the first clutch 2 is disengaged and the second clutch 4 is engaged and only the motor / generator 3 is used as a drive source. Driving in the “EV mode” is referred to as “EV driving”. .
  • the “HEV mode” is a hybrid vehicle mode in which the first clutch 2 and the second clutch 4 are engaged and the engine 1 and the motor / generator 3 are used as driving sources, and traveling in the “HEV mode” is referred to as “HEV traveling”.
  • the control system of the FF hybrid vehicle includes an integrated controller 21, a transmission controller 22, a clutch controller 23, an engine controller 24, a motor controller 25 (motor control unit), and a battery controller 26. It is equipped with.
  • These control devices including the integrated controller 21 are connected via a CAN communication line 27 (CAN is an abbreviation for “Controller-Area-Network”) so that bidirectional information can be exchanged.
  • CAN is an abbreviation for “Controller-Area-Network”
  • sensors a motor rotation speed sensor 31, a transmission input rotation speed sensor 32, an accelerator opening sensor 33, an engine rotation speed sensor 34, an oil temperature sensor 35, a transmission output rotation speed sensor 36, and the like. It is equipped with.
  • the vehicle speed sensor 37, the inhibitor switch 38, the overdrive switch 39, and the mode selection switch 40 mode selection part
  • the integrated controller 21 is an integrated control device having a function of appropriately managing the energy consumption of the entire vehicle.
  • the integrated controller 21 inputs information from an accelerator opening sensor 33, a vehicle speed sensor 37, an inhibitor switch 38, an overdrive switch 39, a mode selection switch 40, and the like. Then, the target driving force is calculated based on the input information. Based on the calculation result of the target driving force, command values for the engine 1, the motor / generator 3, the belt type continuously variable transmission 6, etc. are calculated, and the controllers 22, 23, 24, 25 and 26. Based on the input information, various controls such as mode transition control between “EV mode” and “HEV mode”, target driving force control, and the like are performed.
  • the transmission controller 22 receives the shift command from the integrated controller 21, information from the transmission input rotation speed sensor 32, the transmission output rotation speed sensor 36, the overdrive switch 39, and the like, and the belt type continuously variable transmission 6.
  • the shift hydraulic pressure control is performed.
  • the clutch controller 23 inputs information from the integrated controller 21, the motor rotation speed sensor 31, the transmission input rotation speed sensor 32, and the like, and controls the engagement hydraulic pressure of the first clutch 2 (CL1) and the second clutch 4 (CL2). I do.
  • the engine controller 24 inputs the engine torque command value from the integrated controller 21, information from the engine speed sensor 34, etc., and performs fuel injection control, ignition control, fuel cut control, torque control, etc. of the engine 1.
  • the motor controller 25 performs power running control and regenerative control of the motor / generator 3 by the inverter 13 based on a command (motor torque command value or the like) from the integrated controller 21. That is, the driving force and the regenerative force corresponding to the target driving force calculated by the target driving force calculation unit 100 are output to the motor / generator 3.
  • the battery controller 26 manages the charge capacity SOC of the high-power battery 12 and transmits the SOC information to the integrated controller 21 and the engine controller 24.
  • the inhibitor switch 38 detects a range position (P range position / R range position / N range position / D range position / L range position) selected by a driver operation based on the position of the select lever 15.
  • the overdrive switch 39 is provided on the select lever 15.
  • the overdrive switch 39 detects ON / OFF of the switch.
  • the overdrive switch 39 inputs ON / OFF information to the transmission controller 22 as overdrive switch information. This switch is normally ON. If the switch is ON (O / D on), selection of all gear ratios is permitted. If the switch is OFF (O / D off), selection of the overdrive gear ratio is not permitted. Further, when the switch is changed from ON to OFF by the driver operation during the selection of the D range position, the integrated controller 21 determines the downshift amount of the gear ratio according to the vehicle speed VSP (vehicle speed). Then, it is input from the integrated controller 21 to the transmission controller 22 and the like.
  • VSP vehicle speed
  • the mode selection switch 40 is a switch in which “normal mode (weak regeneration mode)” and “strong regeneration mode” can be selected according to the driver's selection.
  • the mode selection switch 40 inputs the selected mode information to the integrated controller 21 as mode selection switch information. While “strong regeneration mode” is selected, the target driving force characteristics for the accelerator opening APO in the middle and low opening range are assigned to the negative target driving force side than when “normal mode” is selected (Fig. 5 to 7).
  • FIG. 2 illustrates an internal configuration of the integrated controller according to the first embodiment. The detailed configuration of the integrated controller will be described below with reference to FIG.
  • the integrated controller includes a target driving force calculation unit 100, a torque / speed ratio distribution calculation unit 200, and a target engine torque / target motor torque distribution calculation unit 300. Further, as shown in FIG. 2, the integrated controller includes a target gear ratio calculation unit 400, a target engine torque calculation unit 500, and a target motor torque calculation unit 600.
  • the target driving force calculation unit 100 uses the target driving force map to calculate the target from the accelerator opening APO, the vehicle speed VSP (vehicle speed), the range position, the overdrive switch information, the mode selection switch information, and the like. Calculate the driving force. Details of the target driving force calculation unit 100 will be described later.
  • the torque / transmission ratio distribution calculation unit 200 calculates the distribution of the overall vehicle torque and the transmission ratio of the belt-type continuously variable transmission 6 to achieve the target driving force calculated by the target driving force calculation unit 100.
  • the target engine torque / target motor torque distribution calculation unit 300 calculates the distribution of the target engine torque and the target motor torque based on the torque calculated by the torque / speed ratio distribution calculation unit 200.
  • the target gear ratio calculation unit 400 calculates a gear ratio command value corresponding to the gear ratio calculated by the torque / speed ratio distribution calculation unit 200.
  • the gear ratio command value is input to the transmission controller 22.
  • the target engine torque calculation unit 500 calculates an engine torque command value corresponding to the target engine torque calculated by the target engine torque / target motor torque distribution calculation unit 300.
  • the engine torque command value is input to the engine controller 24.
  • the target motor torque calculation unit 600 calculates a motor torque command value corresponding to the target motor torque calculated by the target engine torque / target motor torque distribution calculation unit 300.
  • the motor torque command value is input to the motor controller 25.
  • FIG. 3 shows an example of the target driving force characteristic with respect to the vehicle speed during selection of the normal mode during coasting and the target driving force characteristic with respect to the vehicle speed during selection of the strong regeneration mode during coasting.
  • FIG. 4 shows a flow of a target driving force characteristic selection control process executed during coasting by the target driving force calculation unit of the first embodiment.
  • FIGS. 5 to 7 show the target driving force characteristics with respect to the accelerator opening during the selection of the normal mode at the predetermined speed and the target driving force with respect to the accelerator opening during the selection of the strong regeneration mode at the predetermined speed in the first embodiment. An example of a characteristic is shown. The detailed configuration of the target driving force calculation unit will be described below with reference to FIGS.
  • the target driving force calculation unit 100 calculates four target driving forces when in the coast state by the accelerator release operation, as shown in FIG. As the four target driving forces, “first normal target driving force (first target driving force)”, “second normal target driving force (fourth target driving force)”, and “first strong regeneration target driving force (second) Target driving force) ”and“ second strong regeneration target driving force (third target driving force) ”.
  • These four target driving forces are selected by a driver operation on the overdrive switch 39 and the mode selection switch 40.
  • the overdrive switch 39 is operated from ON to OFF by the driver operation in the coast state by the accelerator release operation, the engine braking force (deceleration force) applied to the vehicle increases. That is, when the engine braking force in the O / D on state is the first deceleration force and the engine braking force in the O / D off state is the second deceleration force, the second deceleration force is greater than the first deceleration force.
  • First normal target driving force is selected when the normal deceleration mode is selected when the normal drive mode is selected and the overdrive switch 39 is turned on (O / D on state) by the driver operation. This is the target driving force calculated during selection. As shown in FIG. 2, the first normal target driving force is calculated on the regeneration side as equivalent to engine braking in the O / D on state at the D range position.
  • “Second normal target driving force” is the normal strong deceleration when the normal mode is being selected and the normal strong deceleration mode is selected by the driver operation when the overdrive switch 39 is in the OFF state (O / D off state). This is the target driving force calculated during mode selection. As shown in FIG. 3, the second normal target driving force is calculated to be larger on the negative side than the first normal target driving force. The second normal target driving force is calculated as an engine brake equivalent in the O / D off state at the D range position.
  • First strong regeneration target driving force is selected when the strong regeneration mode is selected when the strong regeneration mode is selected and the overdrive switch 39 is turned on (O / D on state) by the driver operation. This is the target driving force calculated during the selection of the regenerative deceleration mode. As shown in FIG. 3, the first strong regeneration target driving force is calculated on the regeneration side as being equivalent to engine braking in the O / D on state during selection of the strong regeneration deceleration mode. That is, as shown in FIG. 3, the first strong regeneration target driving force is calculated more strongly on the regeneration side than the first normal target driving force and the second normal target driving force.
  • “Second strong regeneration target driving force” is selected when the strong regeneration mode is selected, and the strong regeneration strong deceleration mode is selected when the overdrive switch 39 is turned off (O / D off state) by the driver operation. This is the target driving force calculated during the selection of the strong regeneration strong deceleration mode. As shown in FIG. 3, the second strong regeneration target driving force is calculated to be larger on the negative side than the first strong regeneration target driving force. Further, the negative increase amount from the first strong regeneration target driving force to the second strong regeneration target driving force is made equal to the negative increase amount from the first normal target driving force to the second normal target driving force. . However, the second strong regeneration target driving force is limited by a predetermined lower limit target driving force.
  • the second strong regeneration target driving force when the second strong regeneration target driving force is increased to the negative side, the second strong regeneration target driving force is limited so as not to be increased more negative than the predetermined lower limit target driving force.
  • the “predetermined lower limit target driving force” refers to a target driving force when the L range position is selected by the select lever 15, for example. Further, the “predetermined lower limit target driving force” is obtained in advance as a value suitable for running through experiments or the like.
  • the target driving force characteristics of these four target driving forces change while maintaining each target driving force when the vehicle speed VSP decreases due to deceleration. Then, when the vehicle speed VSP decreases due to deceleration and the vehicle approaches to stop, the target driving force is gradually decreased, and when the vehicle enters the stop region, the target driving force (creep torque) is shifted.
  • the first normal target driving force three of the first normal target driving force, the second normal target driving force, and the first strong regenerative target driving force are output by the regenerative force of the motor / generator 3, for example.
  • the remaining second strong regenerative target driving force is output by the regenerative force and engine brake force of the motor / generator 3, for example.
  • the brake pedal operation is not required, and the braking force can be controlled by the accelerator return / release operation.
  • the “strong regeneration mode” in which the target driving force is increased to the negative side of the “normal mode” is sometimes referred to as “one pedal mode” in which driving / braking is controlled by accelerator work to the accelerator pedal.
  • step S1 it is determined whether or not the normal mode is selected by the mode selection switch 40. If YES (normal mode), the process proceeds to step S2. If NO (strong regeneration mode), the process proceeds to step S5.
  • step S2 following the determination that the normal mode is in step S1, it is determined whether or not the switch information from the overdrive switch 39 is ON (O / D on). If YES (O / D on), the process proceeds to step S3. If NO (O / D off), the process proceeds to step S4.
  • step S3 the first normal target driving force is calculated based on the determination of “normal mode” in step S1 and the determination of “O / D on” in step S2, and the process proceeds to return.
  • step S4 the second normal target driving force is calculated based on the determination of “normal mode” in step S1 and the determination of “O / D off” in step S2, and the process proceeds to return.
  • step S5 it is determined whether or not the switch information from the overdrive switch 39 is ON (O / D on) following the determination that the strong regeneration mode is in step S1. If YES (O / D on), the process proceeds to step S6. If NO (O / D off), the process proceeds to step S7.
  • step S6 the first strong regeneration target driving force is calculated based on the determination of “strong regeneration mode” in step S1 and “O / D on” in step S5, and the process proceeds to return. .
  • step S7 the second strong regeneration target driving force is calculated based on the determination of “strong regeneration mode” in step S1 and “O / D off” in step S5, and the process proceeds to return. .
  • FIGS. 5 to 7 show that the accelerator opening APO is expanded to the fully open position including the accelerator release operation and the accelerator depression operation, and the first normal target driving force, the second normal target driving force, the first strong regeneration target driving force, The case where each of the 2 strong regeneration target driving forces is set to all accelerator opening APOs is shown.
  • the vehicle travels using one of these three target driving force maps.
  • the three target driving force maps are properly used according to the driving scene and the like.
  • target driving force characteristic selection control processing action “target driving force characteristic selection control action”
  • target driving force characteristic selection control action “characteristic action of target driving force characteristic selection control”.
  • step S1 When the normal mode is being selected and the overdrive switch 39 is selected to be on / off by operating the driver, the process proceeds from step S1 to step S2 to step S3.
  • step S3 the first normal target driving force is calculated, and the process proceeds from step S3 to return.
  • the vehicle is controlled according to the first normal target driving force.
  • step S1 when the normal mode is being selected and the overdrive switch 39 is changed from O / D ON to O / D OFF by a driver operation, the process proceeds from step S1 to step S2 to step S4.
  • step S4 the second normal target driving force is calculated, and the process proceeds from step S4 to return. Then, the vehicle is controlled according to the second normal target driving force.
  • step S6 the first strong regeneration target driving force is calculated, and the process proceeds from step S6 to return. Then, the vehicle is controlled according to the first strong regeneration target driving force.
  • step S7 the second strong regeneration target driving force is calculated, and the process proceeds from step S7 to return. Then, the vehicle is controlled according to the second strong regeneration target driving force.
  • step S1 when the vehicle is running and the strong regeneration mode is selected while the normal mode is selected, “YES” is changed to “NO” in step S1, and the process proceeds from step S1 to step S5.
  • step S1 when the vehicle is running and the normal mode is selected while the strong regeneration mode is selected, “NO” is changed to “YES” in step S1, and the process proceeds from step S1 to step S2. .
  • FIG. 8 shows the vehicle speed VSP / accelerator opening APO / overdrive switch when the overdrive switch 39 is changed from the O / D on state to the O / D off state by a driver operation while the normal mode is selected in the first embodiment.
  • Each characteristic of information and target driving force is shown.
  • FIG. 9 shows the vehicle speed VSP, the accelerator opening APO, and the overdrive when the overdrive switch 39 is changed from the O / D on state to the O / D off state by the driver operation while the strong regeneration mode is selected in the first embodiment.
  • Each characteristic of switch information and target driving force is shown.
  • the target driving force characteristic selection control action in the coast state by the accelerator release operation is divided into “selecting the normal mode” and “selecting the strong regeneration mode”. To do. 8 and 9, it is assumed that the D position is selected as the range position by the driver operation.
  • Accelerator release operation is performed by driver operation at time t10.
  • the overdrive switch 39 is in the O / D on state. For this reason, the first normal target driving force is calculated.
  • This time t10 corresponds to step S1 ⁇ step S2 ⁇ step S3 in the flowchart of FIG.
  • the overdrive switch 39 remains in the O / D on state. Therefore, the first normal target driving force is calculated according to the vehicle speed VSP. During this time, the first normal target driving force is calculated on the regeneration side. From time t10 to time t11 corresponds to Step S1, Step S2, Step S3, and Return in the flowchart of FIG.
  • the overdrive switch 39 is changed from the O / D on state to the O / D off state by a driver operation. Therefore, the first normal target driving force is changed to the second normal target driving force.
  • the period from time t11 to time t12 corresponds to a transition period from the first normal target driving force to the second normal target driving force.
  • the normal target driving force is calculated so as to change (gradually) from the first normal target driving force to the second normal target driving force with a ramp inclination.
  • the normal target driving force is not limited here because it does not become larger than the predetermined lower limit target driving force on the negative side. The same applies to subsequent times.
  • the overdrive switch 39 is maintained in the O / D off state. Therefore, the second normal target driving force is calculated according to the vehicle speed VSP. During this period, the second normal target driving force that is larger than the first normal target driving force on the negative side is calculated. From time t12 to time t13 corresponds to step S1, step S2, step S4, and return in the flowchart of FIG.
  • the overdrive switch 39 is changed from the O / D off state to the O / D on state by a driver operation. Therefore, the second normal target driving force is changed to the first normal target driving force.
  • a period from time t13 to time t14 corresponds to a transition period from the second normal target driving force to the first normal target driving force.
  • the normal target driving force is calculated so as to change from the second normal target driving force to the first normal target driving force with a ramp inclination.
  • the transition period ends, and the first normal target driving force is calculated.
  • this corresponds to step S1 ⁇ step S2 ⁇ step S3 in the flowchart of FIG.
  • the first normal target driving force is calculated according to the vehicle speed VSP.
  • the first normal target driving force and the second normal target driving force corresponding to the overdrive switch information by the driver operation are calculated during the selection of the normal mode.
  • step S1 ⁇ step S5 ⁇ step S6 in the flowchart of FIG.
  • the overdrive switch 39 remains in the O / D on state. Therefore, the first strong regeneration target driving force is calculated according to the vehicle speed VSP. During this time, the first strong regeneration target driving force is calculated on the regeneration side. From time t20 to time t21 corresponds to step S1, step S5, step S6, and return in the flowchart of FIG.
  • the overdrive switch 39 is changed from the O / D on state to the O / D off state by a driver operation. Therefore, the first strong regeneration target driving force is changed to the second strong regeneration target driving force. And from time t21 to time t22, it corresponds to a transition period from the first strong regeneration target driving force to the second strong regeneration target driving force. For this reason, the strong regeneration target driving force is calculated so that the ramp inclination changes (gradually) from the first strong regeneration target driving force to the second strong regeneration target driving force. However, the strong regeneration target driving force is limited so as not to become larger than the predetermined lower limit target driving force.
  • the transition period ends, and the second strong regeneration target driving force is calculated.
  • the calculated second strong regeneration target driving force becomes larger on the negative side than the predetermined lower limit target driving force, it is limited so as not to become larger on the negative side than the predetermined lower limit target driving force. .
  • This time t22 corresponds to step S1 ⁇ step S5 ⁇ step S7 in the flowchart of FIG.
  • the second strong regeneration target driving force is calculated according to the vehicle speed VSP. During this time, the second strong regeneration target driving force that is larger than the first strong regeneration target driving force on the negative side is calculated. From the time t22 to the time t23, the calculated second strong regeneration target driving force is larger than the predetermined lower limit target driving force on the negative side from the first half to the middle stage. It is limited so that it does not become larger than the negative side of the force.
  • the calculated second strong regeneration target driving force does not become more negative than the predetermined lower limit target driving force, and thus is not limited by the predetermined lower limit target driving force.
  • the overdrive switch 39 is changed from the O / D off state to the O / D on state by a driver operation. Therefore, the second strong regeneration target driving force is changed to the first strong regeneration target driving force.
  • the period from time t23 to time t24 corresponds to a transition period from the second strong regeneration target driving force to the first strong regeneration target driving force. For this reason, the target driving force is calculated so as to change from the second strong regeneration target driving force to the first strong regeneration target driving force with the ramp inclination.
  • the transition period ends, and the first strong regeneration target driving force is calculated.
  • This time t24 corresponds to step S1 ⁇ step S5 ⁇ step S6 in the flowchart of FIG.
  • the first strong regeneration target driving force is calculated according to the vehicle speed VSP.
  • the first strong regeneration target driving force and the second strong regeneration target driving force corresponding to the overdrive switch information by the driver operation are calculated while the strong regeneration mode is selected. Is done.
  • the first strong regeneration target is selected during the selection of the strong deceleration mode.
  • a second strong regeneration target driving force that is larger on the negative side than the driving force is calculated.
  • the regenerative force corresponding to the calculated second strong regenerative target driving force is output to the motor / generator 3.
  • the motor / generator is increased as the engine braking force in the O / D off state increases as the deceleration force applied to the vehicle.
  • the second strong regeneration target driving force that is larger on the negative side than the first strong regeneration target driving force is calculated. That is, when the strong regenerative strong deceleration mode is selected, the regenerative force of the motor / generator 3 is suppressed from being reduced by increasing the target driving force. As a result, when the strong regeneration strong deceleration mode is selected, deterioration of fuel consumption is suppressed.
  • the change in the second strong regeneration target driving force with respect to the change in the accelerator opening APO including the accelerator release operation and the accelerator stepping operation is made continuous. That is, for example, in the second strong regeneration target driving force of the first target driving force map of FIG. 5, even if the deceleration range by the accelerator operation is larger than the first normal target driving force or the like, the negative second strong regeneration is performed.
  • the target drive force can be easily adjusted by operating the accelerator. Therefore, the second strong regeneration target driving force can be easily adjusted by the accelerator operation.
  • first normal target driving force, the second normal target driving force, and the first strong regenerative target driving force with respect to the change in the accelerator opening APO are similarly changed continuously (for example, FIG. 5). ). Accordingly, each target driving force can be easily adjusted by the accelerator operation in the same manner for the first normal target driving force, the second normal target driving force, and the first strong regeneration target driving force.
  • the negative increase amount from the first strong regeneration target driving force to the second strong regeneration target driving force is the negative increase amount from the first normal target driving force to the second normal target driving force.
  • Example 1 when increasing from the first strong regeneration target driving force to the second strong regeneration target driving force on the negative side, the second strong regeneration target driving force is limited by a predetermined lower limit target driving force. For example, if the negative second strong regeneration target driving force becomes too large, the deceleration control deteriorates. On the other hand, in Example 1, by restricting the second strong regeneration target driving force with a predetermined lower limit target driving force, the second strong regeneration target driving force is suppressed from becoming excessively large on the negative side. Therefore, it is possible to avoid the deterioration of the deceleration control due to the second strong regeneration target driving force becoming excessively large on the negative side.
  • the second strong regeneration target driving force is made equal to the first strong regeneration target driving force in a region where the accelerator opening APO including the accelerator releasing operation and the accelerator stepping operation is intermediate or higher. That is, for example, as shown in the second target driving force map of FIG. 6, in the region where the accelerator opening APO is intermediate or higher, the second strong regeneration target driving force is made equal to the first strong regeneration target driving force. Accordingly, the second strong regeneration target driving force can be increased with good response to a driver operation that requires a high target driving force (positive side) during acceleration or the like. In addition, in a region where the accelerator opening APO is intermediate or higher, for example, as shown in FIG. 6, the second normal target driving force is made equal to the first normal target driving force. As a result, the second normal target driving force can be increased with good response to a driver operation that requires a high target driving force (positive side) during acceleration or the like.
  • the change gradient of the accelerator opening APO in the constant speed target driving force region used for constant speed traveling is changed to the accelerator opening APO in the region other than the constant speed target driving force region. Be gentler than the slope of change. That is, for example, as shown in the third target driving force map of FIG. 7, the change gradient of the accelerator opening APO in this constant speed target driving force region is made gentler than the changing gradient of the accelerator opening APO in other regions. . For this reason, the accelerator opening APO in constant speed travel can be widened. Thereby, even if the accelerator opening APO slightly changes, the constant speed travel can be maintained, so that the constant speed travel is facilitated. Accordingly, it is possible to facilitate the operation at a constant speed.
  • the constant speed target driving force area is a predetermined ratio area with respect to the maximum target driving force, and is set in advance.
  • This control method for an electric vehicle includes a motor (motor / generator 3) and a mode selection unit (mode selection switch 40).
  • the motor can apply driving force and regenerative force to the electric vehicle.
  • the mode selection unit can select the normal mode and the strong regeneration mode according to the driver's selection.
  • the first target driving force (first normal target driving force) is calculated on the regeneration side during the selection of the normal mode, and the first target driving force stronger on the regeneration side than the first target driving force is selected during the strong regeneration mode.
  • the target driving force (first strong regeneration target driving force).
  • the change in the third target driving force (second strong regeneration target driving force) with respect to the change in accelerator opening APO including the accelerator release operation and the accelerator stepping operation make it continuous.
  • the third target driving force (second strong regeneration target driving force) can be easily adjusted by the accelerator operation.
  • the fourth target driving force (second normal target driving force) when the normal mode is selected and the driver is operating in the normal strong deceleration mode using the second deceleration force (engine braking force in the O / D off state). ) Is calculated.
  • the fourth target driving force is set larger on the negative side than the first target driving force (first normal target driving force).
  • the negative increase amount from the second target driving force (first strong regeneration target driving force) to the third target driving force (second strong regeneration target driving force) is changed from the first target driving force to the fourth target driving force.
  • the amount of increase on the negative side Therefore, in addition to the effects (1) to (2), it is possible to provide a change in the target driving force expected by the driver in the strong regeneration mode.
  • the third target driving force is set to a predetermined lower limit. It is limited by the target driving force (target driving force when the L range position is selected). For this reason, in addition to the effects (1) to (3), it is possible to avoid the deterioration of the deceleration control due to the third target driving force (second strong regeneration target driving force) being excessively increased on the negative side.
  • the third target driving force (second strong regeneration target driving force) is changed to the second target driving force (first strong regeneration).
  • Target driving force For this reason, in addition to the effects (1) to (4) above, the third target driving force (second strong regeneration) is responsive to driver operations that require a high target driving force (positive side) during acceleration or the like. Target driving force) can be increased.
  • the change gradient of the accelerator opening in the constant speed target driving force region used for constant speed traveling is set in the region other than the constant speed target driving force region.
  • a deceleration force is applied to the vehicle according to the driver's selection.
  • This deceleration force is changed in at least two stages: a first deceleration force (engine braking force in the O / D on state) and a second deceleration force (engine braking force in the O / D off state) greater than the first deceleration force.
  • a motor motor / generator 3
  • mode selection unit mode selection switch 40
  • target driving force calculation unit 100 a motor control unit (motor controller 25)
  • the motor can apply driving force and regenerative force to the electric vehicle.
  • the mode selection unit can select the normal mode and the strong regeneration mode according to the driver's selection.
  • the target driving force calculation unit 100 calculates the first target driving force (first normal target driving force) on the regeneration side during the selection of the normal mode, and the regeneration side rather than the first target driving force during the selection of the strong regeneration mode.
  • the motor control unit outputs a regenerative force corresponding to each target driving force calculated by the target driving force calculation unit to the motor.
  • the target driving force calculation unit selects the third target while selecting the strong deceleration mode.
  • a driving force (second strong regeneration target driving force) is calculated.
  • the third target driving force is set to be more negative than the second target driving force. For this reason, when the strong deceleration mode (strong regeneration strong deceleration mode) is selected, the control apparatus of the electric vehicle (FF hybrid vehicle) which suppresses deterioration of a fuel consumption can be provided.
  • FF hybrid vehicle electric vehicle
  • control method and control device for the electric vehicle according to the present disclosure have been described based on the first embodiment.
  • specific configuration is not limited to the first embodiment, and design changes and additions are permitted without departing from the gist of the invention according to each claim of the claims.
  • the deceleration force applied to the vehicle according to the driver's selection has two stages of the first deceleration force and the second deceleration force is shown.
  • the present invention is not limited to this, and three or more stages may be used.
  • the selection of the first deceleration force and the second deceleration force to be applied to the vehicle can be changed according to the ON / OFF selection of the driver's overdrive switch 39.
  • the selection of the first deceleration force and the second deceleration force applied to the vehicle may be changeable according to the D range position / L range position of the range position. In short, it is sufficient that the deceleration force applied to the vehicle can be changed according to the driver's selection.
  • the four target driving forces calculated in the coast state by the accelerator release operation are output by the regenerative force and the engine braking force of the motor / generator 3 .
  • the four target driving forces may be output only by the regenerative force of the motor / generator 3, or may be output by an engine braking force or a braking force by a mechanical brake.
  • control method and the control device of the present disclosure are applied to an FF hybrid vehicle.
  • the control method and the control device of the present disclosure can be applied not only to the FF hybrid vehicle but also to the FR hybrid vehicle.
  • the present invention can be applied not only to hybrid vehicles but also to electric vehicles.
  • any electric vehicle having a motor / generator as a drive source can be applied.
  • a switch or the like that is the same as or different from the overdrive switch 39 is provided, and the target driving force calculated in the coast state by the accelerator release operation is output by the regenerative force of the motor / generator. .

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Le but de la présente invention est de supprimer la détérioration de l'économie de carburant lorsqu'un mode fort ralentissement est sélectionné. Un procédé de commande de véhicule électrique peut changer la force de ralentissement en deux étapes telles qu'une première force de ralentissement et une seconde force de ralentissement supérieure à la première force de ralentissement dans un état de marche en roue libre provoqué par une opération de libération d'accélération, ladite force de ralentissement étant communiquée à un véhicule en fonction de la sélection du conducteur. Le procédé de commande de véhicule électrique est pourvu : d'un moteur/générateur (3) pouvant communiquer une force d'entraînement et une force de régénération au véhicule électrique ; et d'un commutateur de sélection de mode (40) pouvant sélectionner un mode normal et un mode régénération forte en fonction de la sélection du conducteur. Pendant la sélection du mode normal, une première force d'entraînement cible normale est calculée sur le côté régénération. Pendant la sélection du mode régénération forte, une première force d'entraînement cible de forte régénération plus forte sur le côté régénération que la première force d'entraînement cible normale est calculée. Lorsqu'un mode forte régénération/fort ralentissement utilisant la seconde force de ralentissement est sélectionné par une opération du conducteur pendant la sélection du mode régénération forte, une seconde force d'entraînement cible de forte régénération rendue plus grande sur le côté négatif que la première force d'entraînement cible de forte régénération est calculée pendant la sélection du mode fort ralentissement, et une force de régénération selon chaque force d'entraînement cible calculée est délivrée à un moteur.
PCT/JP2017/015369 2017-04-14 2017-04-14 Procédé de commande de véhicule électrique et dispositif de commande de véhicule électrique Ceased WO2018189904A1 (fr)

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JP2019512166A JP6747583B2 (ja) 2017-04-14 2017-04-14 電動車両の制御方法及び電動車両の制御装置

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JP2021115866A (ja) * 2020-01-22 2021-08-10 株式会社Subaru 車両
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