JP2006262638A - Device and method for hybrid control - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a hybrid control device capable of preventing overdischarge or overcharge of a hybrid battery. <P>SOLUTION: The hybrid control unit controls a hybrid system provided with a motor (5); the battery (9), that is charged by the motor (5) when electric power is supplied to the motor (5), and when it is braked; a generator (6) that generates electric power and charges the battery, by being driven mainly by an output of an engine; an inverter circuit (8) that is connected between the battery and the motor/the generator; and a step-up DC-DC converter (7), that is connected between the battery (9) and the inverter circuit, and is provided with an output current smoothing capacitor (14). The charging and discharging of the battery are controlled, by performing corrections that represent power loss that accompanies the charging and discharging of the capacitor (14). <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device and a control method for a hybrid vehicle, and more particularly, to a hybrid control device and a control method capable of preventing overdischarge and overcharge of a hybrid battery.

  A hybrid vehicle has an engine and an electric motor as power sources, and is configured to be capable of driving with good fuel consumption by driving these power sources in an optimal combination in accordance with a traveling situation. The electric motor is supplied with power by a hybrid battery and a generator driven by the engine. The hybrid battery is charged by a generator driven by an engine and further by a motor driven as a generator by a regenerative brake, and is replenished with electric power used so as to always maintain a constant output voltage. .

  The optimum combination of power sources in the hybrid vehicle and charge / discharge control of the hybrid battery are performed by the hybrid ECU. Details of the hybrid ECU and the power supply system are disclosed in Patent Document 1.

  In a hybrid vehicle having a power supply system as shown in Patent Document 1, charge / discharge control to the hybrid battery is performed in the hybrid ECU. At this time, power consumed by a load such as a generator, a motor, an electric air conditioner, etc. Therefore, it is necessary to perform charge / discharge control so that the amount of charge to the battery becomes equal. When the power consumption is large, the battery voltage decreases due to overdischarge, and when the amount of charge is large, an overvoltage state due to overcharge occurs, and in either case, the life of the battery is impaired. In addition, when an overvoltage state occurs, various components in the hybrid system may be damaged. Therefore, the charge / discharge control of the battery must be performed with high accuracy.

  The power supply system as shown in Patent Document 1 includes an inverter circuit for converting DC power generated in a battery into AC power, and a boost DC / DC converter that boosts the battery voltage in order to apply a high voltage to the motor. Including. By increasing the voltage applied to the motor, the maximum torque during high-speed rotation of the motor is increased. The inverter circuit and the step-up DC / DC converter include a plurality of switching transistors, and thus power is consumed in each transistor during its operation. In a conventional hybrid ECU, charge / discharge control is performed in consideration of such power consumption in each transistor.

JP 2004-64803 A

  However, in the conventional charge / discharge control as described above, the balance of charge / discharge is not matched in actual operation, and an overvoltage due to overcharge of the battery or an abnormal voltage drop due to overdischarge often occurs. This is considered to be because energy consumption that is not recognized in the conventional hybrid control occurs, and the charge / discharge power calculated by the hybrid control is different from the actual charge / discharge power of the vehicle.

  The present invention has been made for the purpose of solving the above-mentioned problems in the conventional hybrid control system, and provides a hybrid control method capable of preventing an abnormal voltage drop or rise of the battery. Let it be an issue.

  In order to solve the above-described problems, in the first invention, the motor is driven by a traveling motor, a hybrid battery that supplies electric power to the traveling motor and is charged by the traveling motor during braking, and mainly driven by an engine output. A generator for generating electric power and charging the hybrid battery, an inverter circuit connected between the hybrid battery, the traveling motor and the generator, and an output current smoothing connected between the hybrid battery and the inverter circuit In a hybrid control apparatus for controlling a hybrid system including a step-up DC / DC converter including a capacitor, a correction is performed to express a power loss associated with charging and discharging of the capacitor in the step-up DC / DC converter, Hybrid by generator Charging and discharging control of Tteri.

  In the second invention, when it is determined that the charge / discharge control of the hybrid battery needs to be prioritized over the motor torque output for driving the travel motor, the motor torque output is prioritized. The step-up DC / DC converter is driven using a small voltage change amount.

  In the third invention, when it is determined that it is necessary to prioritize charge / discharge control of the hybrid battery over motor torque output for driving the travel motor, the boost DC / DC converter output is determined in advance. After boosting to a predetermined voltage, hybrid control by the boost DC / DC converter and the inverter circuit is started.

  Further, in the fourth invention, there is an in-vehicle device such as an air conditioner directly driven by the hybrid battery, and the charge / discharge control of the hybrid battery is prioritized over the motor torque output for driving the traveling motor. When it is determined that it is necessary to perform this, the energization of the in-vehicle device is stopped and hybrid control is performed by the step-up DC / DC converter and the inverter circuit.

  When it is determined that the charge / discharge control of the hybrid battery needs to be prioritized over the motor torque output for driving the travel motor, the internal resistance value of the battery is normal due to, for example, deterioration of the hybrid battery. It is in a state where it has become larger than the value.

  In the conventional charge / discharge control method, the actual battery power consumption may be larger than the value calculated by the control unit, particularly at the start of hybrid control, and the battery voltage may be abnormally reduced. This is considered to be based on the fact that the power consumption in the output smoothing capacitor of the step-up DC / DC converter is not considered in the charge / discharge balance calculation in the control unit. Therefore, in the first aspect of the invention, a charge / discharge balance calculation formula corrected by adding a correction term representing the power loss associated with charging and discharging of the capacitor to the conventional charge / discharge balance calculation is formed. Based on this, charge / discharge control is performed. As a result, the accuracy of the charge / discharge control calculation is improved, the charge / discharge to the actual battery matches this calculated value, and the voltage drop due to battery overdischarge and the occurrence of overvoltage due to overcharge are reduced. It is advantageous for protection of

  Also, particularly when charging the battery with the power generated by the motor, the control unit recognizes the power associated with capacitor discharge, which has not been estimated in the past, so that the surplus power can be used as the vehicle driving force. Drivability can be improved.

  In the second invention, the actual power consumption is reduced by making the voltage change amount of the step-up DC / DC converter smaller than in the case of normal hybrid control, that is, by lowering the step-up and step-down speeds, and overdischarge Therefore, it is possible to prevent an abnormal voltage drop of the battery and an overvoltage due to overcharging, which is advantageous for protecting vehicle parts.

  In the third aspect of the invention, priority is given to boosting the boost DC / DC converter, and normal hybrid control is started when the boosted voltage reaches a predetermined value. As a result, the absolute value of power consumption at the time of boosting is reduced, so that an abnormal drop in battery voltage due to overdischarge is prevented, which is advantageous for component protection.

  Furthermore, in the fourth aspect of the invention, the hybrid control is started by forcibly turning off the use of a device such as an air conditioner that consumes a large amount of power, so that power consumption at the start of control can be suppressed. This prevents an abnormal drop in battery voltage due to overdischarge, which is advantageous for component protection.

  Further, when the second, third and fourth control methods are adopted, when the internal resistance value of the hybrid battery increases, that is, when the quality of the battery is deteriorated even by slight overdischarge or overcharge. By limiting, it is possible to minimize drivability due to motor torque output being suppressed and user discomfort due to the inability to use an air conditioner.

Embodiment 1
FIG. 1 shows the configuration of a hybrid apparatus to which the hybrid control method of the present invention is applied. In the figure, reference numeral 1 denotes a hybrid ECU, which mainly performs engine control, motor and generator control, and hybrid battery charge / discharge control. Specifically, the hybrid ECU 1 calculates necessary engine output, motor torque, and generator torque from the accelerator opening and shift position, and transmits them to the motor ECU 2 and the engine ECU 3. The engine ECU 3 drives the engine based on the transmitted command, the motor ECU 3 controls the step-up DC / DC converter 7 and the inverter 8, and the motor 5 and the generator 6 output the torque determined by the hybrid ECU 1. Like that.

  A hybrid battery 9 is configured to supply a high voltage rated voltage of, for example, 288 V by combining a plurality of low voltage batteries. The output voltage of the hybrid battery 9 is boosted by the boost DC / DC converter 7, further converted into an alternating current by the inverter circuit 8, and supplied to the motor 5 and the generator 6. Reference numeral 10 denotes an in-vehicle device such as an electric air conditioner (hereinafter referred to as an air conditioner) that is directly driven by the hybrid battery 9. Reference numeral 11 denotes a battery ECU that monitors the state of charge of the hybrid battery 9.

  The step-up DC / DC converter 7 includes first and second switching transistors 12 and 13, a current smoothing capacitor 14, and a coil 15. By controlling the switching of the transistors 12 and 13, the input voltage VL, For example, 288V is boosted to an output voltage VH in a range up to 650V, for example. When the motor 5 functions as a generator, the step-up DC / DC converter 7 functions to step down the output voltage VH of the inverter circuit 8 to the charging voltage VL of the hybrid battery 9.

  In the hybrid control system described above, the hybrid ECU 1 performs a charge / discharge balance calculation of the hybrid battery so that the power consumption in the battery 9 is not excessive and the battery voltage does not drop abnormally or is excessively charged and the voltage value is increased. We are monitoring so that it does not become abnormally high. When the battery voltage abnormality occurs, the battery deteriorates and the battery life is reduced. Alternatively, the driving performance of the in-vehicle device 10 such as an air conditioner directly driven by the hybrid battery is deteriorated, and in the case of overcharging, a situation occurs in which various electric components of the vehicle are damaged. Therefore, the charge / discharge control of the hybrid battery is important not only for performing high fuel consumption operation but also for system protection.

  In the conventional hybrid system, the hybrid ECU 1 performs charge / discharge balance calculation according to the following equation (1) to prevent abnormal voltage drop and overvoltage of the battery.

Pb = Pg + Pm + Pi + Pac + Pdcloss (1)
Here, Pb, Pg, Pm, Pi, Pac and Pdcloss are defined as follows.

Pb: Hybrid battery charge / discharge power Pg: Generator power (calculated from torque x rotation speed + electrical loss)
Pm: Motor power (calculated from torque x rotation speed + electrical loss)
Pi: Electrical loss in the inverter circuit Pac: Air conditioner power consumption Pdcloss: Electrical loss in the step-up DC / DC converter Note that the electrical loss refers to work consumed by the IPM (internal permanent magnet) and the switching transistor. Indicates the energy that must not be.

  The hybrid ECU 1 controls each power consumption so that the right side and the left side of the above equation (1) are equal to each other, and balances charging / discharging of the hybrid battery 9 to satisfy the system protection and the vehicle driving force. When the left side in the formula (1) is larger than the right side, the battery 9 is overcharged and an overvoltage state occurs, and in the opposite case, the battery 9 is overdischarged and the battery voltage decreases.

  However, during actual travel, the abnormal voltage drop of the hybrid battery 9 may occur even though the charge / discharge balance calculation is normally performed. In particular, when the engine is started at a low temperature at which the permitted use power of the battery is low, an abnormal drop in battery voltage is observed. This means that the actual power consumption Pb exceeds the value calculated on the right side of the above equation (1) for some reason. As a result, there is energy consumption that is not recognized by the conventional hybrid control. Indulge what you are doing.

  The present inventor has found that the above-described recognition error of the charge / discharge balance calculation in the conventional hybrid control is based on the energy consumption error in the step-up DC / DC converter 7. That is, in the conventional charge / discharge balance calculation shown in the equation (1), only the switching loss of the transistors 12 and 13 is considered as the energy consumption in the step-up DC / DC converter 7, but in the capacitor 14 that is not conventionally considered. The influence of charge and discharge is large, and as a result, the above error is considered to occur.

  FIG. 2 is a diagram for explaining a battery voltage drop due to a hybrid control recognition error. 2A shows the time change of the output voltage in the step-up DC / DC converter 7, that is, the voltage VH after the step-up, FIG. 2B shows the time change of the power used in the hybrid drive system, and FIG. Indicates a monitor value of the battery voltage.

  As shown in FIG. 2A, when the hybrid ECU 1 outputs a boost command to the boost DC / DC converter 7 at time T0, the boosted voltage VH of the boost DC / DC converter 7 is changed from the battery voltage VL to the capacitor 14. Gradually rises based on the charging time constant, and reaches a predetermined voltage VH after a certain time. During this time, the hybrid ECU 1 controls the torques of the motor 5 and the generator 6 so that the electric power Pb used to drive the motor 5, the generator 6, and the air conditioner 10 is kept below the discharge permission electric power PK. . Therefore, the hybrid ECU 1 recognizes that the electric power used by the battery changes in a shape (recognized electric power Pb) indicated by a solid line in the figure.

  However, as described above, power is actually consumed to charge the capacitor 14, and as a result, the actual power consumption Pb 'indicated by the dotted line in FIG. 4B temporarily exceeds the discharge permission power PK of the battery. There is. As a result, the output voltage of the hybrid battery 9 (this value is approximately VL in the initial state) temporarily interrupts the battery minimum voltage target value VK, as shown in FIG. Then, it becomes stable at a constant value exceeding the battery minimum voltage target value VK. This stable state corresponds to a state in which the recognized used power Pb and the actual used power Pb in the hybrid ECU 1 coincide.

  As described above, an abnormal drop in the voltage of the hybrid battery occurs within a certain time after the start of boosting, and returns to a stable state after boosting. Therefore, an error in power consumption causes charge in the capacitor 14 of the boost DC / DC converter 7. It is estimated that it occurs based on this.

  The above description with reference to FIG. 2 has been made with respect to the abnormal voltage drop at the time of starting the hybrid system. However, when the hybrid battery 9 was charged by the motor 5 or the generator 6, the capacitor 14 was charged. It is easily understood that an overcharge condition occurs because the charge is discharged and superimposed on the charging current. That is, the discharge of the capacitor 14 also causes an error in battery power consumption.

  Therefore, in the hybrid control method according to the first embodiment of the present invention, in the charge / discharge balance calculation in the hybrid ECU 1, a new calculation formula (2) considering the charge and discharge of the capacitor 14 is used instead of the above formula (1). Use.

Pb = Pg + Pm + Pi + Pac + Pdcloss + Pdccon (2)
Here, Pdccon indicates the power consumption in the capacitor 14. This capacitor power consumption Pdccon can be calculated as follows.

That is, when Edccon is a work amount (J) consumed by the capacitor 14 at the time of step-up or step-down,
Edccon = (1/2) × C × V ² − (1/2) × C × V ′ ² (3)
As shown. Here, C, V, and V ′ represent the following, respectively.

C: Capacitor capacity V: Current voltage V ': Previous voltage Furthermore, the capacitor power consumption Pdccon is
Pdccon = Edccon (J) / t (seconds)
Is calculated as Note that t represents a transition time from the voltage V ′ to V ′.

From the above, the power consumption Pdccon based on charging and discharging in the capacitor 14 is
Pdccon = (1/2 × C × V ² −1 / 2 × C × V ′ ² ) / t (4)
It becomes.

  The capacity of the capacitor 14 is constant, and the voltages V and V ′ are values recognized by the hybrid ECU 1. The time t is also a value that is recognized by the hybrid ECU 1 because it is a value that depends on the step-up (or step-down) speed of the step-up DC / DC converter 7. Therefore, the hybrid ECU 1 can calculate the power consumption Pdccon associated with the charging and discharging of the capacitor 14.

  As described above, in the control in the hybrid ECU 1, by performing the charge / discharge control of the battery 9 using the corrected charge / discharge balance calculation formula shown in the above formula (2), the actual power consumption Pb ′ of the battery is obtained. The battery power coincides with the recognized power usage Pb, and the battery voltage does not drop abnormally as shown in FIG. Thus, charge / discharge control that satisfies both the driving force of the vehicle and the system protection can be performed.

Embodiment 2
As is apparent from the equation (4), the power consumption Pdccon of the capacitor 13 due to the voltage boosting is dominated by the deviation between the voltages V and V ′, that is, a single voltage increase dV / dt. Here, dV / dt represents a change amount of the voltage V per time t. Therefore, it is understood that the capacitor power consumption can be reduced by reducing dV / dt. In the second embodiment of the present invention, paying attention to this point, the boosting speed of the boosting DC / DC converter 7 is set lower than in the normal case, so that dV / dt is reduced, and the battery power consumption is allowed to be discharged from the battery. Do not exceed power.

  However, when dV / dt is lowered in step-up DC / DC converter 7, the output voltage is delayed from rising to the target voltage value after step-up, so that inverter circuit 8 supplies a sufficient voltage to the motor torque command from hybrid ECU 1. As a result, the motor 5 or the generator 6 cannot output a sufficient torque. In order to prevent such a situation, the value of dV / dt is set higher in normal hybrid control.

  Therefore, in the charge / discharge control of the second embodiment, the opportunity is limited when the voltage performance is lowered (when the internal resistance of the battery is large) when the voltage drop due to overdischarge and overvoltage due to overcharge are concerned rather than the motor torque output response. By adopting dV / dt smaller than dV / dt employed when the battery maintains high voltage performance, charge / discharge control that satisfies system protection and vehicle driving force is performed. .

  FIG. 3 is a flowchart showing the hybrid control method according to the second embodiment of the present invention. When the control of the hybrid ECU 1 is started (step S1), the hybrid ECU 1 first detects whether or not the internal resistance of the hybrid battery 9 is equal to or less than a predetermined value (step S2). The state estimation of the battery internal resistance is performed while the hybrid ECU 1 monitors the battery ECU 11 in consideration of the battery temperature, the battery current, the amount of voltage decrease per hour, and the aging deterioration (determined based on the number of start times, the vehicle travel distance, etc.).

  In step S2, when the hybrid ECU 1 determines that the internal resistance of the hybrid battery 9 is greater than a predetermined value and the battery performance is degraded (NO in step S2), the hybrid ECU 1 proceeds to step S3 and increases the voltage. In the control of the DC / DC converter 7, dV / dt smaller than usual is set. Then, the hybrid control based on the normal charge / discharge balance calculation shown in the above equation (1) is executed (step S5). On the other hand, if it is determined in step S2 that the internal resistance of the hybrid battery 9 is maintained at a value smaller than the predetermined value (YES in step S2), normal dV / dt is adopted (step S4), and normal Hybrid control based on the charge / discharge balance calculation is executed (step S5), and the process is terminated (step S6).

  FIG. 4 is a graph showing the effect of the control of this embodiment. FIG. 4A shows the boosted voltage in the boost DC / DC converter 7. As shown in the figure, by adopting a small dV / dt in the step-up DC / DC converter 7, the step-up speed is lowered, and the time until the voltage VH is reached is longer than in the case shown in FIG. However, as indicated by the dotted line in FIG. 4B, the actual battery power consumption Pb 'decreases correspondingly and does not exceed the battery discharge permission power Pk. Accordingly, the discrepancy between the recognized used power Pb and the actual used power Pb 'is small, and the battery voltage drop is maintained at the battery minimum voltage target value VK or more as shown in FIG. This prevents battery performance degradation. When the step-up DC / DC converter 7 outputs a predetermined voltage VH, the actual power usage Pb 'and the recognized power usage Pb coincide with each other, and no problem occurs in torque control of the motor and the generator.

  Although the above description assumes that the output voltage is boosted in the boost DC / DC converter 7, the inverter circuit output is stepped down by the boost DC / DC converter 7 and the hybrid battery 9 is charged. Similarly, by reducing dV / dt, overcharging of the battery 9 is prevented.

Embodiment 3
The abnormal voltage drop of the battery output occurs remarkably when the actual power consumption is significantly over the battery discharge permission power. For example, when the engine cracking power at the time of cold start and the boosted power overlap, the voltage drop is significant. Therefore, in the third embodiment, the boosting speed in the step-up DC / DC converter 7 remains normal, and in the control within the hybrid ECU 1, the timing of capacitor power consumption by the step-up DC / DC converter 7 and the power consumption by the hybrid control command By shifting the timing, the absolute value of the power consumption is lowered and the decrease in the battery voltage is suppressed. That is, after charging of the capacitor 14 is completed in the step-up DC / DC converter 7, a hybrid control command for the motor and the generator is executed.

  However, by delaying the hybrid control timing, the torque command to the motor and the generator that are originally required is delayed, so that the motor torque output response is reduced. Therefore, the charge / discharge control of the third embodiment is limited to the occasion when the voltage performance is reduced (when the internal resistance of the battery is large) when the voltage drop due to overdischarge and the overvoltage due to overcharge are concerned, rather than the motor torque output responsiveness. And run. As a result, charge / discharge control that satisfies system protection and vehicle driving force is possible.

  FIG. 5 is a flowchart showing the procedure of the charge control method according to the third embodiment of the present invention. When the control of the hybrid ECU 1 is started (step S11), the hybrid ECU 1 first detects whether or not the internal resistance of the hybrid battery 9 is equal to or less than a predetermined value (step S12). The state estimation of the battery internal resistance is performed while the hybrid ECU 1 monitors the battery ECU 11 in consideration of the battery temperature, the battery current, the amount of voltage decrease per hour, and the aging deterioration (determined based on the number of start times, the vehicle travel distance, etc.).

  In step S12, when the hybrid ECU 1 determines that the internal resistance of the hybrid battery 9 is greater than a predetermined value and the battery performance has deteriorated (NO in step S12), the hybrid ECU 1 proceeds to step S13 and increases the voltage. Only the DC / DC converter 7 is controlled and the voltage is boosted. Thereby, charging of the capacitor 14 is started. Next, the ECU 1 monitors the output voltage of the step-up DC / DC converter 7 and detects whether or not the value has reached a predetermined value VH determined in advance (step S14). If not reached (NO in step S14), the process returns to step S13 to continue boosting. If YES in step S14, that is, if the output voltage of the step-up DC / DC converter 7 reaches the predetermined value VH and charging of the capacitor 14 is completed, hybrid control is executed in step S15 and the process is terminated (step S16). .

  On the other hand, if “YES” in the step S12, that is, if it is determined that the internal resistance of the hybrid battery 9 is maintained at a value smaller than the predetermined value, the process proceeds to a step S15 as it is and normal hybrid control is executed. As the charge / discharge balance calculation formula in the hybrid ECU 1 in step S15, the above formula (1) can be adopted.

  FIG. 6 is a graph showing the effect of the control of this embodiment. FIG. 6A shows the boosted voltage in the boost DC / DC converter 7. In the present embodiment, the step-up DC / DC converter 7 is boosted at a normal speed by adopting normal dV / dt. On the other hand, as indicated by the solid line in FIG. 5B, the hybrid control is not executed until the charging of the capacitor 14 is completed (from time T0 to T1). As a result, from time T0 to time T1, power consumption is only the charge of the capacitor 14 indicated by the dotted line in FIG. Therefore, the output voltage of the battery also maintains the battery minimum voltage target value VK or more.

Embodiment 4
In the fourth embodiment of the present invention, when the hybrid ECU 1 determines that charge / discharge control needs to be prioritized over the motor torque output as in the second and third embodiments, the load directly driven by the hybrid battery 9 is determined. For example, the air conditioner is forcibly turned off to perform hybrid control. As a result, power consumption based on in-vehicle devices such as air conditioners that are not related to hybrid control is cut off at the start of hybrid control in which actual power consumption and recognized power consumption diverge. A decrease in battery voltage is suppressed.

  FIG. 7 is a flowchart illustrating a control flow according to the fourth embodiment. When the control of the ECU 1 is started in step S21, the hybrid ECU 1 first detects whether or not the internal resistance of the hybrid battery 9 is equal to or less than a predetermined value (step S22). The state estimation of the battery internal resistance is performed while the hybrid ECU 1 monitors the battery ECU 11 in consideration of the battery temperature, the battery current, the amount of voltage decrease per hour, and the aging deterioration (determined based on the number of start times, the vehicle travel distance, etc.).

  In step S22, when the hybrid ECU 1 determines that the internal resistance of the hybrid battery 9 is larger than a predetermined value and the battery performance is deteriorated (NO in step S22), the process moves to step S23 to force the air conditioner, for example. Turn off. Thereafter, in step S24, hybrid control is executed. On the other hand, if YES in step S22, the process skips step S23 and moves to step S24 to execute hybrid control. Since forced turning off of the air conditioner places a burden on the user, after a predetermined time has elapsed (YES in step S25), the forced turning off of the air conditioner is canceled (step S26), and the process ends (step S27). This time may be a time required for charging the capacitor 14.

  As described above, system protection can be achieved without imposing a burden on the user.

The block diagram which shows the hybrid system with which the method of this invention is applied. The figure for demonstrating the fall of the battery voltage based on the control recognition error in a conventional system. The figure which shows the control flow of the method concerning Embodiment 2 of this invention. The figure which shows the battery voltage fall in Embodiment 2 of this invention. The figure which shows the control flow of the method concerning Embodiment 3 of this invention. The figure which shows the battery voltage fall concerning Embodiment 3 of this invention. The figure which shows the control flow of the method concerning Embodiment 4 of this invention.

Explanation of symbols

1 Hybrid ECU
2 Engine ECU
3 Motor ECU
4 Engine 5 Motor 6 Generator 7 Boost DC / DC Converter 8 Inverter Circuit 9 Hybrid Battery 10 Air Conditioner 11 Battery ECU
12, 13 Transistor 14 Capacitor

Claims (10)

A traveling motor; a hybrid battery that supplies electric power to the traveling motor and is charged by the traveling motor during braking; a generator that is driven mainly by an engine output to generate power and charge the hybrid battery; A hybrid system including an inverter circuit connected between the hybrid battery and the traction motor and the generator, and a step-up DC / DC converter that is connected between the hybrid battery and the inverter circuit and includes an output current smoothing capacitor In a hybrid control device for controlling
A hybrid control device that performs correction representing power loss due to charging and discharging of the capacitor in the step-up DC / DC converter, and performs charge / discharge control of the hybrid battery by the driving motor and the generator. . A traveling motor; a hybrid battery that supplies electric power to the traveling motor and is charged by the traveling motor during braking; a generator that is driven mainly by an engine output to generate power and charge the hybrid battery; In a hybrid control device for controlling a hybrid system including a hybrid battery, an inverter circuit connected between the traveling motor and the generator, and a step-up DC / DC converter connected between the hybrid battery and the inverter circuit,
When it is determined that the charge / discharge control of the hybrid battery needs to be prioritized over the motor torque output for driving the travel motor, the voltage change amount is smaller than when the motor torque output is prioritized. A hybrid controller for controlling a step-up DC / DC converter. A traveling motor; a hybrid battery that supplies electric power to the traveling motor and is charged by the traveling motor during braking; a generator that is driven mainly by an engine output to generate power and charge the hybrid battery; In a hybrid control device for controlling a hybrid system including a hybrid battery, an inverter circuit connected between the traveling motor and the generator, and a step-up DC / DC converter connected between the hybrid battery and the inverter circuit,
When it is determined that the charge / discharge control of the hybrid battery needs to be prioritized over the motor torque output for driving the travel motor, the boost DC / DC converter output is boosted to a predetermined voltage. Then, hybrid control by the step-up DC / DC converter and the inverter circuit is started. A traveling motor; a hybrid battery that supplies electric power to the traveling motor and is charged by the traveling motor during braking; a generator that is driven mainly by an engine output to generate power and charge the hybrid battery; An inverter circuit connected between the hybrid battery and the traveling motor and the generator, a step-up DC / DC converter connected between the hybrid battery and the inverter circuit, and an in-vehicle device directly driven by the hybrid battery In a hybrid control device for controlling a hybrid system,
When it is determined that the charge / discharge control of the hybrid battery needs to be prioritized over the motor torque output for driving the traveling motor, the energization to the in-vehicle device directly driven by the hybrid battery is stopped and the A hybrid control apparatus that performs hybrid control using a step-up DC / DC converter and the inverter circuit.   5. The hybrid control device according to claim 4, wherein the in-vehicle device is an electric air conditioner.   6. The hybrid control device according to claim 2, wherein when the charge / discharge control of the hybrid battery is prioritized over the motor torque output, the internal resistance value of the hybrid battery is larger than a normal value. A hybrid control device. A traveling motor; a hybrid battery that supplies electric power to the traveling motor and is charged by the traveling motor during braking; a generator that is driven mainly by an engine output to generate power and charge the hybrid battery; A hybrid system including an inverter circuit connected between the hybrid battery and the traction motor and the generator, and a step-up DC / DC converter that is connected between the hybrid battery and the inverter circuit and includes an output current smoothing capacitor A method for controlling
A hybrid control method comprising: correcting the power loss associated with charging and discharging of the capacitor in the step-up DC / DC converter, and performing charge / discharge control of the hybrid battery by the driving motor and the generator. . A traveling motor; a hybrid battery that supplies electric power to the traveling motor and is charged by the traveling motor during braking; a generator that is driven mainly by an engine output to generate power and charge the hybrid battery; A method for controlling a hybrid system comprising a hybrid battery, an inverter circuit connected between the traveling motor and the generator, and a step-up DC / DC converter connected between the hybrid battery and the inverter circuit. ,
When it is determined that the charge / discharge control of the hybrid battery needs to be prioritized over the motor torque output for driving the travel motor, the voltage change amount is smaller than when the motor torque output is prioritized. A hybrid control method comprising controlling a step-up DC / DC converter. A traveling motor; a hybrid battery that supplies electric power to the traveling motor and is charged by the traveling motor during braking; a generator that is driven mainly by an engine output to generate power and charge the hybrid battery; A method for controlling a hybrid system comprising a hybrid battery, an inverter circuit connected between the traveling motor and the generator, and a step-up DC / DC converter connected between the hybrid battery and the inverter circuit. ,
When it is determined that it is necessary to prioritize charge / discharge control of the hybrid battery over motor torque output for driving the travel motor, the boost DC / DC converter output is boosted to a predetermined voltage. Thereafter, hybrid control by the step-up DC / DC converter and the inverter circuit is started. A traveling motor; a hybrid battery that supplies electric power to the traveling motor and is charged by the traveling motor during braking; a generator that is driven mainly by an engine output to generate power and charge the hybrid battery; An inverter circuit connected between the hybrid battery and the traveling motor and the generator, a step-up DC / DC converter connected between the hybrid battery and the inverter circuit, and an in-vehicle device directly driven by the hybrid battery A method for controlling a hybrid system comprising:
When it is determined that the charge / discharge control of the hybrid battery needs to be prioritized over the motor torque output for driving the traveling motor, the energization to the in-vehicle device directly driven by the hybrid battery is stopped and the A hybrid control method comprising performing hybrid control by a step-up DC / DC converter and the inverter circuit.

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