DE102017102457A1 - HYBRID VEHICLE CONTROL DEVICE - Google Patents

Abstract

A hybrid vehicle control device used in a hybrid vehicle has a four-shaft force transmission mechanism, and suitably limits regenerative drive shaft torque while maintaining a torque balance. A first MG base torque Tmg1_bas is calculated from a battery input current limit value Pbatt_LIM and a minimum engine torque Te_MIN (S2). If the first MG base torque Tmg1_bas is less than a first MG minimum torque Tmg1_MIN, the first MG base torque Tmg1_bas is corrected (S4), and then a second MG transition torque Tmg2_temp is calculated from the first MG base torque Tmg1_bas and the engine minimum torque Te_MIN (S5). The second MG transient torque Tmg2_temp is compared with the second MG minimum torque Tmg2_MIN (S6), and according to their relative magnitude, a first MG determination torque Tmg1_det and a second MG determination torque Tmg2_det are calculated to calculate a maximum regenerative drive shaft torque Tout_rg_MAX (steps S7 to S11).

Description

BACKGROUND

Technical area

The present invention relates to a hybrid vehicle control device used in a hybrid vehicle in which power from a machine is combined with power from a motor generator through a power transmission mechanism and transmitted to a drive shaft, and controls torques of rotary elements in the hybrid vehicle.

State of the art

In a hybrid vehicle in which power from an engine is combined with power from a motor generator through a power transmission mechanism and transmitted to a drive shaft, a technique of limiting power running torque and a power running torque has been adopted regenerative torque is used, for example, to prevent overheating of the motor generator (hereafter referred to as "MG" as needed). JP-A-2008-260428 discloses a technique of limiting regenerative torques of MG1 and MG2 in a hybrid vehicle including a three-shaft transmission mechanism during a deceleration of the hybrid vehicle.

In the present specification, various terms, "first MG" and "second MG" are used to refer to two different motor generators mounted on a hybrid vehicle. The term "first MG" refers to a motor generator primarily serving as an electric generator, and the term "second MG" refers to a motor generator mainly serving as an electric motor.

In a hybrid vehicle having an output shaft of an engine, an output shaft of the first MG, an output shaft of the second MG, and a drive shaft coupled to a drive wheel, a four-shaft force transmission mechanism using a force from the engine, a force from the first MG and combining a force from the second MG and outputting the combined power to the drive shaft. Such a four-shaft transmission mechanism is in JP-B-3852562 disclosed. On nomographic charts of the four-shaft transmission mechanism, the output shaft of the engine and the drive shaft are shown as inner rotary members. Moreover, each of the first MG and the second MG is represented as an outer torque of the engine side and an outer torque of the drive shaft side. With this configuration, the four-shaft transmission mechanism achieves an improved power transmission efficiency as a drive device.

With the three-shaft transmission mechanism, torques on a nomographic chart are even more easily balanced than with the four-shaft transmission mechanism because the four-shaft transmission mechanism has to adjust output characteristics of the three other rotary members with respect to an output characteristic of the input shaft. Accordingly, as with the conventional technique of JP-A-2008-260428 For example, if the regenerative torque is simply limited to only a torque limit of each of the MGs during a deceleration of the hybrid vehicle, the torque balance may be lost, which may cause the MGs to overspeed, for example.

In consideration of the foregoing, example embodiments of the present invention are directed to providing a hybrid vehicle control device that is used in a hybrid vehicle having a four-shaft transmission mechanism and that suitably restricts a regenerative input shaft torque while maintaining torque balance.

Summary

In accordance with a first example embodiment of the present invention, there is provided a hybrid vehicle control apparatus of the present invention used in a hybrid vehicle having a four-shaft transmission mechanism for transmitting an output shaft of an engine, an output shaft of a first MG, an output shaft of a second MG, and a drive shaft. which is coupled to a drive wheel.

The four-shaft force transmission mechanism has a first planetary gear mechanism and a second planetary gear mechanism coupled to each other. The four-shaft force transmission mechanism combines a force from the engine, a force from the first MG and a force from the second MG, and outputs the combined power to the drive shaft. The first planetary gear mechanism has a first sun gear, a first planet carrier, and a first ring gear, which are respectively coupled to the output shaft of the first MG, the output shaft of the engine, and the drive shaft. The second planetary gear mechanism has a second sun gear, a second planetary carrier and a second ring gear, which are respectively coupled to the output shaft of the engine, the drive shaft and the output shaft of the second MG.

A regenerative torque that generates regenerative electric power to be supplied to a battery is defined as a negative value. The hybrid vehicle control device uses a torque balance formula for the four rotary elements in a nomographic chart of the power transmission mechanism and an electric power balance formula having a battery input current limit (Pbatt_LIM) to calculate a maximum regenerative drive shaft torque (Tout_rg_MAX) that is a maximum torque of the drive shaft being regenerated can and can be supplied to the battery during a deceleration of the vehicle.

A method of calculating the maximum regenerative drive shaft torque will be described in detail below. In the calculation steps below, first MG torques and second MG torques can be exchanged.

First, the hybrid vehicle control apparatus obtains the "battery input current limit value", a "minimum engine torque (Te_MIN)" that is a minimum torque that can be output by the engine according to a present operating state of the hybrid vehicle, and a "first minimum MG torque (Tmg1_MIN)" and a "second MG minimum torque (Tmg2_MIN)" or calculates these which are minimum torques that may be output from the first and second MGs, respectively, according to a present operating state of the hybrid vehicle.

Next, a first MG base torque (Tmg1_bas) is calculated from the battery input current limit and the minimum engine torque. If the calculated first MG base torque is less than the first minimum MG torque, the first MG base torque is corrected to the first minimum MG torque.

A second MG transient torque (Tmg2_temp) is then calculated from the first MG base torque and the minimum engine torque.

Next, if the calculated second MG transient torque is less than the second MG minimum torque, the second MG minimum torque is set as a second MG determination torque (Tmg2_det) and a first MG determination torque (Tmg1_det) is set from the second MG torque. Determined torque and the minimum engine torque calculated.

If the second MG transient torque is greater than or equal to the second MG minimum torque, the second MG transient torque is set as the second MG determination torque and the first MG base torque is set as the first MG determination torque.

Finally, the hybrid vehicle control device calculates the maximum regenerative drive shaft torque from the first MG determination torque and the second MG determination torque.

Preferably, the hybrid vehicle control device sends the maximum regenerative drive shaft torque calculated by the above-described processing to a brake control device that controls braking of the hybrid vehicle. The brake control apparatus can thereby effectively use the regenerative energy generated by the first and second MGs and appropriately control braking of the vehicle.

In the present invention, the maximum regenerative drive shaft torque is calculated based on the torque balance formula in the nomographic chart of the power transmission mechanism and the current balance formula having the battery input current limit. This configuration allows the torques of the first and second MGs and the engine to be balanced while the battery is properly prevented from being overcharged. About that In addition, a lower limit of each of the MG torques is repeatedly limited in the process of calculating the maximum regenerative drive shaft torque. This configuration prevents excessive generation of regenerative current due to over-rotation of the first and second MGs.

BRIEF DESCRIPTION OF THE DRAWINGS

1 FIG. 15 is a diagram illustrating a general configuration of a hybrid vehicle in which a hybrid vehicle control device of each embodiment may be used; FIG.

2 FIG. 15 is a diagram schematically showing a configuration of a four-shaft transmission mechanism of FIG 1 represents;

3A and 3B are nomographic charts of the four-shaft transmission mechanism during deceleration of the hybrid vehicle;

4 FIG. 10 is a flowchart of a process for calculating a maximum regenerative drive shaft torque according to a first embodiment; FIG.

5 FIG. 10 is a calculation diagram illustrating a relationship between each torque value and a current value processed in the process of calculating the maximum regenerative drive shaft torque; FIG.

6 FIG. 12 is a characteristic map illustrating a relationship between the number of revolutions made by a machine, a machine temperature, and a minimum engine torque and a minimum engine torque, respectively; FIG.

7 is a characteristic map representing a relationship between the number of revolutions made by one MG and MG minimum / maximum torques;

8th Fig. 11 is a map showing a relationship between a MG temperature and the MG minimum / maximum torque;

9A and 9B 11 are diagrams showing the processing at steps S3 and S4 and the processing at steps S6, S7 and S9 in the flowchart of FIG 4 each represent; and

10 FIG. 10 is a flowchart of a process of calculating the maximum regenerative drive shaft torque according to a second embodiment. FIG.

DESCRIPTION OF SPECIFIC EMBODIMENTS

Embodiments of the present invention will now be described more fully hereinafter with reference to the attached drawings. However, this invention may be embodied in many different forms and should not be construed as limiting the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and the scope of the invention will be passed to those skilled in the art. Like reference numerals refer to like elements throughout.

First embodiment

An embodiment of a hybrid vehicle control device will now be described with reference to the attached drawings. The hybrid vehicle control device of the present embodiment is used in a hybrid vehicle having an engine and two motor generators (hereinafter "MGs") serving as power sources and a power transmission mechanism combining power and the combined force or outputs power to a drive shaft.

Regarding 1 Now, a description will be given of the general configuration of the hybrid vehicle in which the hybrid vehicle control device of the present embodiment is used.

As in 1 shown has a hybrid vehicle 90 as power sources a machine 13 , a first MG 11 ("MG1" in the drawings) and a second MG 12 ("MG2" in the drawings).

In the hybrid vehicle 90 becomes a force of the machine 13 and a force from the first and second MGs 11 and 12 by a power transmission mechanism 100 combined and attached to a drive shaft 14 output. A force from the drive shaft 14 gets to an axis 93 via a differential system 92 transmits and rotates a drive wheel 94 at. A brake device 95 prevents rotation of the drive wheel 94 in response to a control command from a brake control device 60 to the hybrid vehicle 90 to break.

Each of the first and second MG 11 and 12 is, for example, a permanent magnet three-phase AC synchronous electric motor. The first and the second MG 11 and 12 are electrically connected to a rechargeable battery 41 via a first inverter 42 or a second inverter 43 coupled. The first and second inverter 42 and 43 Both perform a conversion between DC current and DC and three-phase AC current and three-phase alternating current.

For example, when the vehicle is running, the first MG 11 and the second MG 12 normally driven to serve as an electric generator that generates electric power mainly by a regenerative operation, and as an electric motor that generates power mainly by a power driving operation. In the present embodiment, attention is focused on the deceleration of the vehicle. During deceleration of the vehicle, both the first and second MGs generate 11 and 12 electric power or electricity mainly by a regenerative operation. The electrical power or the current passing through the first and second MG 11 and 12 is generated, the battery is charging 41 via the first or the second inverter 42 and 43 ,

A regenerative torque that generates regenerative electricity to the battery 41 to be supplied is hereafter defined as a negative value.

A hybrid vehicle control device 50 has a battery control device 51 , an MG control device 52 , a machine control device 53 , a hybrid control device 54 on. In 1 The input / output signals and the like of these control devices are related to a characteristic operation of the present embodiment.

The battery control device 51 obtains information of the battery 41 including a temperature, a voltage, a state of charge (so-called SOC), and based on the information, calculates an input / output current limit value for preventing overcharging and overdischarging of the battery 41 , The battery control device 51 In the present embodiment, a battery input current limit value Pbatt_LIM is calculated to prevent overcharging of the battery 41 during a deceleration of the vehicle and notifies the hybrid control device 54 over the calculated battery input current limit. The term "calculation" will be interpreted hereafter as a reference to a map comprehensively.

The hybrid control device 54 calculates a target engine torque from, for example, a vehicle speed or an accelerator position and the SOC of the battery, and supplies the calculated target engine torque to the engine control device 53 by a control command. The machine control device 53 controls an operation of the machine 13 based on the target engine torque provided by the control command. The machine control device 53 In the present embodiment, the number of revolutions made by the engine (engine speed or engine revolution) and a engine temperature reflected at an engine coolant temperature, for example, obtains. Based on these pieces of information, the engine control device calculates 53 then a minimum engine torque Te_MIN, which will be described later, and notifies the hybrid control device 54 over the calculated minimum machine torque.

The MG control device 52 controls driving of the first and second MGs 11 and 12 ,

A phase current between the first inverter 42 and the first MG 11 flows, and a phase current flowing between the second inverter 43 and the second MG 12 flows are detected by a current sensor. 1 does not represent the current sensor and a current signal. However, an electrical angle of each of the first and second MGs becomes 11 and 12 by a rotation angle sensor (not shown), such as a resolver. Further, based on the time derivatives of the electrical angles the number of revolutions of the first and second MG 11 and 12 (Nmg1 and Nmg2, which are described below) are calculated.

The MG control device 52 obtains these pieces of information and calculates drive signals by a controller and outputs the calculated drive signals to the inverters 42 and 43 out. The techniques related to general MG control, such as control and PWM control, are well known and therefore will not be described in detail.

In addition, the MG control device acquires 52 in the present embodiment, temperatures of the first and second MG 11 and 12 , The MG temperatures can be obtained by detecting a temperature of a winding wound around a stator by a temperature sensor.

Alternatively, heat may be due to high currents on substrates of the inverters 42 and 43 are detected and the winding temperatures of the first and the second MG 11 and 12 can be estimated accordingly based on the detected heat.

Based on the numbers of revolutions made by the MGs and the MG temperatures, the MG controller calculates 52 a first MG minimum torque Tmg1_MIN and a second MG minimum torque Tmg2_MIN mentioned below, and notifies the hybrid control device 54 over the calculated first and second MG minimum torques.

Further, when both the MGs are driven while the vehicle is running normally and when the vehicle is decelerating, the hybrid control device calculates 54 In the present embodiment, a maximum regenerative drive shaft torque Tout_rg_MAX representing a maximum torque of the drive shaft 14 which can be regenerated and to the battery 41 can be supplied "is. In other words, the maximum regenerative drive shaft torque Tout_rg_MAX, which is a negative value, is a torque having a minimum absolute value.

The maximum regenerative drive shaft torque Tout_rg_MAX generated by the hybrid control device 54 is calculated, is to the brake control device 60 sent, which controls a braking of the vehicle. The brake control device 60 may thereby suitably control, for example, a brake hydraulic pressure of a master cylinder, while a regenerative energy generated by the first and the second MGs 11 and 12 during braking of the hybrid vehicle 90 is generated, is used efficiently.

Regarding 1 and 2 Now, a configuration of the power transmission mechanism 100 described.

The power transmission mechanism 100 is a so-called "four-wave" force input / output device (see for example JP-B-3852562 and JP-B-5765596 ). The power transmission mechanism 100 is designed such that a first planetary gear mechanism 20 and a second planetary gear mechanism 30 side by side with two rotary elements of the first planetary gear mechanism 30 and two rotary elements of the second planetary gear mechanism 30 are arranged, which are coupled together.

In 1 For example, a sun gear, a planetary carrier, and a ring gear of the planetary gear mechanisms are each shown schematically with symbols "S", "C", and "R". 2 is a diagram that 1 from JP-B-3852562 corresponds, and represents how the rotating elements are mechanically coupled.

The first planetary gear mechanism 20 has a first sun gear 21 , a first planet carrier 22 and a first ring gear 23 on. The first planet carrier 22 is coupled to a pinion gear (not shown) between the first sun gear 21 and the first ring gear 23 is arranged and engaged with these.

The second planetary gear mechanism 30 has a second sun gear 31 , a second planet carrier 32 and a second ring gear 33 on. The second planet carrier 32 is coupled to a pinion gear or a pinion (not shown) which is between the second sun gear 31 and the second ring gear 32 is arranged and engaged with these.

In the power transmission mechanism 100 has the first sun wheel 21 an output shaft 110 of the first MG 11 that is linked to it. The first planet carrier 22 and the second sun wheel 31 , which are coupled to each other, have a Ausganswelle 130 the machine 13 that is linked to it. The first ring gear 23 and the second planet carrier 32 which are connected to each other via a coupling shaft 15 coupled, have the drive shaft 14 that is linked to it. The second ring gear 33 has an output shaft 120 of the second MG 12 that is linked to it. As in 2 is shown, is the output shaft 130 the machine 13 in the output shaft 110 of the first MG 11 and the coupling wave 15 used, which are made hollow.

As described above, the four-shaft transmission mechanism is 100 configured such that the two rotary elements of one of the two planetary gear mechanisms 20 and 30 and the two rotary elements of the other of the two planetary gear mechanisms 20 and 30 are coupled to each other, and power is between the machine 13 , the first MG 11 , the second MG 12 and the drive shaft 14 transfer.

The four-shaft transmission mechanism 100 achieves an improved power transmission efficiency as a drive device when compared with the three-shaft transmission mechanism. However, with the three-shaft transmission mechanism, torques on a nomographic chart are even easier balanced than with the four-shaft transmission mechanism 100 because of the four-shaft force transmission mechanism 100 Output characteristics of the other three rotary elements with respect to an output characteristic of the drive shaft 14 must adjust. Accordingly, as with conventional technology, if the regenerative torque is simply limited to a torque limit of each of the MGs during a deceleration of the hybrid vehicle 90 is limited, the torque balance or torque balance may be lost, which may cause the MGs to overspeed, for example.

The hybrid vehicle control device 50 The present embodiment is used in the hybrid vehicle 90 with the four-shaft transmission mechanism 100 uses and restricts suitably a regenerative drive shaft torque during a torque balance during a deceleration of the hybrid vehicle 90 is maintained. In particular, the hybrid vehicle control device shows 50 a method for calculating the maximum regenerative drive shaft torque Tout_rg_MAX.

Regarding 3A . 3B Now, an operation of each of the rotary elements of the power transmission mechanism 100 during a deceleration of the vehicle. 3A . 3B are nomographic charts showing how the rotational speeds of the rotating elements are related.

In the nomographic chart, "MG1" means the output wave 110 of the first MG 11 , "MG2" means the output shaft 110 of the second MG 12 and "ENG" means the output shaft 130 the machine 13 , and "OUT" means the drive shaft 14 , In the following description, these characters are used with the section "the output wave of ..." which is omitted.

In the nomographic chart of the four-shaft transmission mechanism 100 are the machine 13 and the drive shaft 14 shown as inner two rotary elements. In addition, the first MG 11 and the second MG 12 each as an outer rotary element on the side of the machine 13 and as an outer rotary member on the drive shaft side 14 shown.

Gear ratios k1 and k2 are defined by the following formulas (1.1) and (1.2). k1 = ZR1 / ZS1 (1.1) k2 = ZS2 / ZR2 (1.2), where ZS1, ZR1, ZS2 and ZR2 are the number of teeth of the first sun gear 21 or the first ring gear 23 represent.

The number of revolutions in the nomographic chart is defined such that the direction of rotation of the output shaft 130 the machine 13 a positive direction.

The number of revolutions of the first MG 11 and the second MG 12 , the machine 13 and the drive shaft 14 are designated Nmg1, Nmg2, Ne and Nout, respectively. In addition, the torques of the first MG 11 , the second MG 12 and the machine 13 each referred to as Tmg1, Tmg2 and Te.

As in 3A and 3B is shown, then, when the vehicle moves forward, the number of revolutions Nout of the drive shaft 14 positive. In this condition, if there is a negative torque on both sides of the drive shaft 14 is applied in the nomographic chart, the rotational speed Nout of the drive shaft decreases 14 , which causes a deceleration of the vehicle. Accordingly, when the vehicle decelerates, the second MG torque Tmg2 must be negative. In addition, the sum of the first MG torque Tmg1 multiplied by (1 + k1) and the engine torque Te must be negative.

As in 3A is shown, this condition is satisfied when both the first MG torque Tmg1 and the engine torque Te are negative. In addition, as in 3B is illustrated, even if the first MG torque Tmg1 is zero or positive, this condition is satisfied when the engine torque Te has a relatively large absolute value.

With reference to a flowchart in FIG 4 and 5 to 9 which supplement this flowchart, the process according to the present embodiment for calculating the maximum regenerative drive shaft torque will be described. In the following description of the flowchart, the symbol "S" means one step.

5 FIG. 12 is a calculation diagram illustrating a relationship between each torque value and a current value that are processed in the process of calculating the maximum regenerative drive shaft torque. Each arrow indicating a calculation is represented by a number of steps from the flow chart. The arrow indicated by a double-dashed dotted line means a comparison between the values, and the arrow represented by a dotted line means a flow in the case where the result of a determination step at step S6 is YES. 5 is meant to be referenced as a graph 4 added, and therefore it will not be described.

This process for calculating the maximum regenerative drive shaft torque is described on the assumption that it is mainly by the hybrid control device 54 is performed. At step S1, the hybrid control device acquires 54 the battery input current limit Pbatt_LIM from the battery control device 51 and acquires the minimum engine torque Te_MIN from the engine controller 53 ,

The battery input current limit Pbatt_LIM is a limit for preventing overcharging of the battery 41 due to regenerative electric power or regenerative power, and is controlled by the battery control function 51 calculated according to, for example, a battery temperature, a battery voltage and a state of charge (a so-called SOC). Their characteristics maps or property maps are, for example, in 9 . 10 and 11 from JP-B-5765596 disclosed.

The minimum machine torque Te_MIN is a negative minimum torque produced by the machine 13 according to the present operating state of the hybrid vehicle 90 can be issued. The minimum engine torque Te_MIN is determined by the engine control device 53 according to, for example, the number of revolutions made by the engine and the engine temperature. The lower the engine minimum torque Te_MIN which is a negative value, that is, the larger the absolute value that it has, the more the regenerative brake is applied.

As in 6 is shown, the engine temperature is reflected to, for example, the engine coolant temperature. Under the condition that the engine temperature is constant, the engine minimum torque Te_MIN decreases as the number of revolutions made by the engine increases. Under the condition that the number of revolutions made by the engine is constant, the engine minimum torque Te_MIN increases as the engine temperature increases.

In addition, at step S1, the hybrid control device acquires 54 the first MG minimum torque Tmg1_MIN and the second MG minimum torque Tmg2_MIN generated by the MG control device 51 is calculated according to the number of revolutions and temperature of each of the MGs.

7 and 8th In addition, in the following description, the MG minimum torque during a regenerative operation will be described. In the following description, the MG minimum torque during a regenerative operation, and additionally the MG maximum torque during a power running operation for reference purposes will be described.

As in 7 is shown, the MG minimum torque assumes a constant lower limit in a low speed range in which the number of revolutions is less than or equal to the number of revolutions Na made by the MGs, and becomes larger in a range of the revolution numbers of Na (ie, has a smaller absolute value) made by the MGs to a threshold revolution number Nb made by MG as the number of revolutions made by the MGs increases, due to their approximately inverse proportional characteristics.

In addition, as in 8th is shown, the MG minimum torque takes a constant lower limit in a low temperature range in which the temperature is lower than or equal to a MG temperature Ha, and becomes larger (ie has a smaller absolute value) in a range of the MG Temperature Ha to a MG temperature Hb as the MG temperature increases because of their approximate linear characteristic. As in JP-A-2008-260428 is disclosed, the regeneration-side limit temperature Ha may be lower than that at the power driving side.

Step S2 and subsequent steps are carried out using the information or information obtained at step S1 by the hybrid control device 54 obtained or calculated.

In the following steps, using the torque balance formula in the nomographic chart of the power transmission mechanism 100 and the current balance formula including the battery input current limit value Pbatt_LIM calculates the maximum regenerative drive shaft torque Tout_rg_MAX. To begin with, basic concepts of the torque balance formula and the current balance formula will be described.

In the power transmission mechanism 100 The balance between the torque applied to the first planetary gear mechanism 20 is input, and the torque that is applied to the second planetary gear mechanism 30 is represented by the following formula (2). (1 + k ₁ ) · T _mg1 + T _e = k ₂ · T _mg 2 (2)

In addition, a current equilibrium formula ( 3 ) that an input / output current to the battery 41 equal to the sum of the current flowing in the first and second MG 11 and 12 is generated or consumed is. When each of the number of revolutions Nmg1 and Nmg2 in the unit [RPM] is expressed, each of the torques Tmg1 and Tmg2 is expressed in the unit [N · m] and the input / output current Pbatt in the unit [W (= N * m / s)], a scaling factor C in the formula (3) is represented by the following formula (4). Nmg1 * T _mg1 * C + N _mg2 * T _mg2 * C = Pb _att (3) C ₆₀ = 2π / 60 [1 / s] (4)

Combining the formulas (2) and (3) gives the following formula (5). Further, reforming the formula (5) with respect to the first MG torque Tmg1 results in the following formula (6).

At step S2, the following formula (7) based on the formula (6) is used to calculate a first MG base torque Tmg1_bas from the battery input current limit value Pbatt_LIM and the engine minimum torque Te_MIN.

In the formula (7), if the second term is greater than the first term in the right-side counter, the first MG base torque Tmg1_bas becomes a negative value, and the nomographic chart during a deceleration of the hybrid vehicle (FIG. 90 ) is brought into the state in 3A is shown.

In the formula (7), if the second term is smaller than the first term in the right side counter, the first MG base torque Tmg1_bas becomes a positive value, and the nomographic chart during a deceleration of the hybrid vehicle (FIG. 90 ) is brought into the state in 3B is shown.

At step S3, the first MG base torque Tmg1_bas is compared with the first MG minimum torque Tmg1_MIN.

If the first MG base torque Tmg1_bas is smaller than the first MG minimum torque Tmg1_MIN, the result of step S3 is YES. In this case, at step S4, the first MG basic torque Tmg1_bas is corrected to the first MG minimum torque Tmg1_MIN, and then the process proceeds to step S5. Therefore, the corrected first MG base torque Tmg1_bas equals the first MG minimum torque Tmg1_MIN.

If the first MG base torque Tmg1_bas is greater than or equal to the first MG minimum torque Tmg1_MIN, the result of step S3 is NO. In this case, the first MG base torque Tmg1_bas calculated at step S2 is maintained, and the process proceeds to step S5.

The processing at steps S3 and S4 is as in FIG 9A shown. The torque value in a thick line in 9A is set is set as the first MG base torque Tmg1_bas used in step S5.

At step S5, the following formula (8) of the torque balance is used to calculate a second MG transient torque Tmg2_temp from the first MG base torque Tmg1_bas and the engine minimum torque Te_MIN.

At step S6, the second MG transient torque Tmg2_temp is compared with the second MG minimum torque Tmg2_MIN.

If the second MG transient torque Tmg2_temp is less than the second MG minimum torque Tmg2_MIN, the result of step S6 is YES. In this case, at step S7, the second MG minimum torque Tmg2_MIN is set as the second MG determination torque Tmg2_det. Subsequently, at step S8, the following formula (9) of the torque balance is used to calculate the first MG determination torque Tmg1_det from the second MG determination torque Tmg2_det and the engine minimum torque Te_MIN.

If the second MG transient torque Tmg2_temp is greater than or equal to the second MG minimum torque Tmg2_MIN, the result of step S6 is NO. In this case, at step S9, the second MG transient torque Tmg2_temp is set as the second MG determination torque Tmg2_det. Moreover, at step S10, the first MG basic torque Tmg1_bas is set as the first MG determination torque Tmg1_det.

The processing at steps S6, S7 and S9 is in 9B shown. The torque value in a thick line in 9B is set is set as the second MG determination torque Tmg2_det.

At step S11, the following formula (10) of the torque balance is used to calculate the maximum regenerative drive shaft torque Tout_rg_MAX from the first MG determination torque Tmg1_det and the second MG determination torque Tmg2_det. Upon completion of this processing, the routine ends in the process of calculating the maximum regenerative drive shaft torque. T _{out_rg_MAX} = (1 + k ₁ ) · T _{mg2_det} - k ₁ · T _{mg1_det} (10)

As described above, the process according to the present embodiment is to calculate the maximum regenerative drive shaft torque based on the torque balance formula in the nomographic chart of the power transmission mechanism 100 and the current balance formula including the battery input current limit Pbatt_LIM is specified. Accordingly, the regenerative drive shaft torque may be calculated such that the torques of the first MG 11 , the second MG 12 and the machine 13 are balanced while overcharging the battery 41 is prevented.

Moreover, at step S4, the lower limit value of the first MG basic torque Tmg1_bas is limited to the first MG minimum torque Tmg1_MIN. At step S7, the lower limit value of the second MG determination torque Tmg2_det is limited to the second minimum MG torque Tmg2_MIN.

Accordingly, the lower limit of each of the MG torques is repeatedly limited in the process of calculating the maximum regenerative drive shaft torque Tout_rg_MAX. This configuration prevents excessive generation of regenerative electric power due to over-rotation of the first and second MGs 11 and 12 ,

Therefore, returning the maximum regenerative drive shaft torque Tout_rg_MAX allowed by the hybrid control device allows 54 was calculated in the process described above, to the brake control device of the brake control device 60 To use the regenerative energy effectively and to brake the vehicle suitable to control.

Second embodiment

Reference is now made to a flow chart of 10 with regard to a process according to a second embodiment for calculating the maximum regenerative drive shaft torque. In the steps in 10 Steps S1 and S11 are identical to those in FIG 4 , Moreover, steps S2A to S10A are those obtained by exchanging first MG torques and second MG torques in steps S2 to S10 in FIG.

The overviews of steps S2A to S10A will be briefly described hereinafter. The description of mathematical formulas and the like used in each of the steps can be taken from the description of the first embodiment and is therefore omitted.

At step S2A, the second MG base torque Tmg2_bas is calculated from the battery input current limit value Pbatt_LIM and the engine minimum torque Te_MIN.

At step S3A, the second MG base torque Tmg2_bas is compared with the second MG minimum torque Tmg2_MIN.

If the second MG base torque Tmg2_bas is smaller than the second MG minimum torque Tmg2_MIN, the result of step S3A is YES. In this case, at step S4A, the second MG basic torque Tmg2_bas is corrected to the second MG minimum torque Tmg2_MIN, and then the flow advances to step S5A.

If the second MG base torque Tmg2_bas is greater than or equal to the second MG minimum torque Tmg2_MIN, the result of step S3A is NO. In this case, the second MG Base torque Tmg2_bas, which was calculated in step S2A, maintained and the process proceeds to step S5A.

At step S5A, the first MG transient torque Tmg1_temp is calculated from the second MG base torque Tmg2_bas and the minimum engine torque Te_MIN.

At step S6A, the first MG transient torque Tmg1_temp is compared with the first MG minimum torque Tmg1_MIN.

If the first MG transition torque Tmg1_temp is less than the first MG minimum torque Tmg1_MIN, the result of step S6A is YES. In this case, at step S7A, the first MG minimum torque Tmg1_MIN is set as the first MG determination torque Tmg1_det. Subsequently, at step S8A, the second MG determination torque Tmg2_det is calculated from the first MG determination torque Tmg1_det and the minimum engine torque Te_MIN.

If the first MG transient torque Tmg1_temp is greater than or equal to the first MG minimum torque Tmg1_MIN, the result of step S6A is NO. In this case, at step S9A, the first MG transient torque Tmg1_temp is set as the first MG determination torque Tmg1_det. Moreover, at step S10A, the second MG basic torque Tmg2_bas is set as the second MG determination torque Tmg2_det.

The second embodiment achieves operation effects similar to those of the first embodiment.

Other embodiments

In the embodiments described above, the configuration of the hybrid vehicle control device becomes 50 is interpreted as having the following: the hybrid control device 54 and additionally the battery control device 51 calculating the battery input current limit value Pbatt_LIM, the engine control device 53 calculating the minimum engine torque Te_MIN and the MG controller 52 calculating the first and second minimum MG torque Tmg1_MIN and Tmg2_MIN. In this interpretation, the battery input current limit value Pbatt_LIM, the engine minimum torque Te_MIN and the first and second MG minimum torque Tmg1_MIN and Tmg2_MIN "within the hybrid vehicle control device 50 calculated".

The hybrid vehicle control device of the present invention may be interpreted as merely the hybrid control device 54 to be designed. In this case, the battery input current limit value Pbatt_LIM, the engine minimum torque Te_MIN, and the first and second minimum MG torque Tmg1_MIN and Tmg2_MIN are obtained from outside the hybrid vehicle control device.

Moreover, regarding the hybrid vehicle control device 50 In the above-described embodiments, specifications of the specifications are not limited to those illustrated in the above-described embodiments except the configurations to the fundamental technical ideas of enabling the hybrid control device 54 to calculate the maximum regenerative drive shaft torque Tout_rg_MAX are reflected. For example, as the characteristic map for calculating the battery input current limit value Pbatt_LIM of the engine minimum torque Te_MIN, the first MG minimum torque Tmg1_MIN, and the second MG minimum torque Tmg2_MIN, a characteristic map may be used based on parameters different from the examples described above.

The present invention as described above is not limited to the foregoing embodiments, and can be implemented in various forms without departing from the spirit of the invention.

A hybrid vehicle control device used in a hybrid vehicle has a four-shaft force transmission mechanism, and suitably limits regenerative drive shaft torque while maintaining a torque balance. A first MG base torque Tmg1_bas is calculated from a battery input current limit value Pbatt_LIM and a minimum engine torque Te_MIN (S2). If the first MG base torque Tmg1_bas is less than a first MG minimum torque Tmg1_MIN, the first MG base torque Tmg1_bas is corrected (S4), and then a second MG transient torque Tmg2_temp is calculated from the first MG basic torque Tmg1_bas and the minimum engine torque Te_MIN (S5). The second MG transient torque Tmg2_temp is compared with the second MG minimum torque Tmg2_MIN (S6), and according to their relative magnitude, a first MG determination torque Tmg1_det and a second MG determination torque Tmg2_det are calculated to calculate a maximum regenerative drive shaft torque Tout_rg_MAX (steps S7 to S11).

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 2008-260428A [0002, 0005, 0074]
• JP 3852562 B [0004, 0049, 0050]
• JP 5765596 B [0049, 0068]

Claims (6)

Hybrid vehicle control device for use in a hybrid vehicle ( 90 ) with a four-shaft transmission mechanism ( 100 ) for transmitting power to an output shaft ( 130 ) of a machine ( 13 ), an output shaft ( 110 ) of a first MG ( 11 ), an output shaft ( 21 ) of a second MG ( 12 ) and a drive shaft ( 14 ) connected to a drive wheel ( 94 ), wherein the four-shaft force transmission mechanism with a first planetary gear mechanism ( 20 ) and a second planetary gear mechanism ( 30 ), which are coupled together, which combines a force from the machine, a force from the first MG, and a force from the second MG and outputs the combined force to the drive shaft, the first planetary gear mechanism (FIG. 20 ) a first sun gear ( 21 ), a first planet carrier ( 22 ) and a first ring gear ( 23 ), where the first sun gear ( 21 ), the first planet carrier ( 22 ) and the first ring gear ( 23 ) are respectively coupled to the output shaft of the first MG, the output shaft of the engine and the drive shaft, and wherein the second planetary gear mechanism ( 30 ) a second sun gear ( 31 ), a second planet carrier ( 32 ) and a second ring gear ( 33 ), the second sun gear ( 31 ), the second planet carrier ( 32 ) and the second ring gear ( 33 ) are respectively coupled to output shafts of the engine, the drive shaft and the output shaft of the second MG, the hybrid vehicle control device generating a regenerative torque that generates regenerative electric power to a battery ( 41 ), is defined as a negative value, and the hybrid vehicle controller uses a torque equilibrium formula in a nomographic chart of the power transmission mechanism and a current balance formula including a battery input current limit (Pbatt_LIM) to calculate a maximum regenerative input shaft torque (Tout_rg_MAX), wherein the maximum regenerative input shaft torque is one is maximum torque of the drive shaft that can be regenerated and supplied to the battery during a deceleration of the vehicle, the hybrid vehicle control device is configured to: the battery input current limit, a minimum engine torque (Te_MIN), wherein the minimum engine torque is a minimum torque by the machine according to an existing operating state of the hybrid vehicle ( 90 ), and a first MG minimum torque (Tmg1_MIN) and a second MG minimum torque (Tmg2_MIN), wherein the first MG minimum torque and the second MG minimum torque are minimum torques generated by the first and second MGs in accordance with present operating conditions of the Hybrid vehicle ( 90 ) can be respectively output to obtain or calculate a first MG base torque (Tmg1_bas) from the battery input current limit and the minimum engine torque, and if the calculated first MG base torque is less than the current minimum MG torque, the first MG Correct base torque to the first MG minimum torque; calculate a second MG transient torque (Tmg2_temp) from the first MG base torque and the minimum engine torque; if the calculated second MG transient torque is less than the second MG minimum torque, set the second MG minimum torque as the second MG determination torque (Tmg2_det) and a first MG determination torque (Tmg1_det) from the second MG determination torque and the minimum engine torque to calculate; if the second MG transient torque is greater than or equal to the second minimum MG torque, set the second MG transient torque as the second MG determination torque and set the first MG base torque as the first MG determination torque; and calculate the maximum regenerative drive shaft torque from the first MG determination torque and the second MG determination torque. A hybrid vehicle control device according to claim 1, wherein the calculated maximum regenerative drive shaft torque is applied to a brake control device (10). 60 ) which controls braking of the hybrid vehicle. Hybrid vehicle control apparatus according to claim 1 or 2, wherein the minimum engine torque is determined based on the number of revolutions made by the engine and a machine temperature. Hybrid vehicle control device for use in a hybrid vehicle ( 90 ) with a four-shaft transmission mechanism ( 100 ) for transmitting power to an output shaft ( 130 ), a machine ( 13 ), an output shaft ( 110 ) of the first MG ( 11 ), an output shaft ( 120 ) of the second MG ( 12 ) and a drive shaft ( 14 ) connected to a drive wheel ( 94 ), wherein the Four-shaft transmission mechanism with a first planetary gear mechanism ( 20 ) and a second planetary gear mechanism ( 30 ) coupled to each other which combines a force from the engine, a force from the first MG, and a power from the second MG and outputs the combined power to the drive shaft, wherein the first planetary gear mechanism ( 20 ) a first sun gear ( 21 ), a first planet carrier ( 22 ) and a first ring gear ( 23 ), where the first sun gear ( 21 ), the first planet carrier ( 22 ) and the first ring gear ( 23 ) are respectively coupled to the output shaft of the first MG, the output shaft of the engine and the drive shaft, and wherein the second planetary gear mechanism ( 30 ) a second sun gear ( 31 ), a second planet carrier ( 32 ) and a second ring gear ( 33 ), the second sun gear ( 31 ), the second planet carrier ( 32 ) and the second ring gear ( 33 ) are respectively coupled to the output shaft of the engine, the drive shaft and the output shaft of the second MG, wherein the hybrid vehicle control device generates a regenerative torque that generates regenerative electric power to a battery ( 41 ), is defined as a negative value, and the hybrid vehicle controller uses a torque equilibrium formula in a nomographic chart of the power transmission mechanism and a current balance formula including a battery input current limit (Pbatt_LIM) to calculate a maximum regenerative input shaft torque (Tout_rg_MAX), wherein the maximum regenerative input shaft torque is one is maximum torque of the drive shaft that can be regenerated and supplied to the battery during a deceleration of the vehicle, the hybrid vehicle control device is configured to: the battery input current limit, a minimum engine torque (Te_MIN), wherein the minimum engine torque is a minimum torque by the machine according to an existing operating state of the hybrid vehicle ( 90 ), and a first MG minimum torque (Tmg1_MIN) and a second MG minimum torque (Tmg2_MIN), wherein the first minimum MG torque and the second minimum MG torque are minimum torques provided by the first and second MGs, respectively Operating states of the hybrid vehicle ( 90 ) can each be issued, to obtain or to calculate; calculate a second MG base torque (Tmg2_bas) from the battery input current limit and the minimum engine torque, and if the calculated second MG base torque is less than the second MG minimum torque, to correct the second MG base torque to the second MG minimum torque; calculate a first MG transient torque (Tmg1_temp) from the second MG base torque and the minimum engine torque; if the calculated first MG transient torque is less than the first MG minimum torque, set the first MG minimum torque as a first MG determination torque (Tmg1_det) and a second MG determination torque (Tmg2_det) from the first MG determination torque and the minimum engine torque to calculate; if the first MG transient torque is greater than or equal to the first MG minimum torque, set the first MG transient torque as the first MG determination torque and set the second MG base torque as the second MG determination torque; and calculate the maximum regenerative drive shaft torque from the first MG determination torque and the second MG determination torque. A hybrid vehicle control device according to claim 4, wherein said calculated maximum regenerative input shaft torque is applied to a brake control device (10). 60 ) which controls braking of the hybrid vehicle. A hybrid vehicle control device according to claim 4 or 5, wherein the minimum engine torque is determined based on the number of revolutions made by the engine and a machine temperature.

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