JP2003284205A - Vehicle hybrid system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To realize proper charge/discharge control according to a capacitor state such as temperature of a storage apparatus to assure the life of an electric double layer capacitor which constitutes the storage apparatus, related to a vehicle hybrid system comprising a clutch which connects/disconnects the output shaft of an engine from the input shaft of a transmission, a rotary electric machine which acts both as a motor and as a generator, a power transmission mechanism which connects the input/output shaft of the rotary electric machine to the input shaft of the transmission, and the electric double layer capacitor which constitutes the storage apparatus connected to the rotary electric machine. <P>SOLUTION: There are provided a means (S4. 03) which detects the capacitor state of the storage apparatus, means (S4. 04-S4. 07 and S4. 10) which decides an abnormality of the capacitor state based on a detection signal, means (S4. 11 and S4. 12) which sets a limit value according to the abnormality of the capacitor state, and means (S4. 13 and S4. 14) which control charging/ discharging with the storage apparatus by deciding a torque command value for the rotary electric machine by considering the set value. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid system in which a vehicle power source includes a rotating electric machine (motor generator) and an engine.

[0002]

2. Description of the Related Art As a hybrid system for a vehicle, a clutch that connects and disconnects an output shaft of an engine and an input shaft of a transmission, a rotating electric machine that also serves as an electric motor and a generator, an input / output shaft of the rotating electric machine, and an input shaft of the transmission are provided. There is a parallel type that includes a power transmission mechanism to be connected and an electric double layer capacitor that constitutes an electricity storage device connected to a rotating electric machine (Japanese Patent Application No.
00-315757, see).

It is to be noted that, although it is a series-type hybrid system, a power storage device composed of an electric double layer capacitor, a rotary electric machine that serves as a power source for a vehicle and supplies regenerative power to the power storage device, a power storage device and a rotary electric machine A generator that supplies electric power to the engine, an engine that drives the generator,
In some vehicles including the above, a means for limiting charging / discharging of the rotating electric machine is provided so as to maintain the state of charge (SOC) of the power storage device at a predetermined level (prevent excessive charging / discharging) (Japanese Patent Laid-Open No. 2001-224102). No., see). For example, in drive control of a rotating electrical machine, when the voltage of the power storage device drops to a predetermined level, the drive command value for the rotating electrical machine is set small to a calculated value in consideration of the voltage of the power storage device. As a result, the discharge of the power storage device is suppressed to the minimum. On the other hand, the generator is driven at the maximum output, and the output torque of the rotating electric machine is secured by the rapid charging of the power storage device.

[0004]

With respect to the electric double layer capacitor constituting the power storage device, it is considered that the capacitor performance such as the capacitance may change due to the change in temperature and the like. Therefore, in an abnormal range such as temperature,
When charging or discharging of the power storage device is continued for a long time, the life of the electric double layer capacitor is likely to deteriorate.

The present invention has been made in view of such a problem, and in order to secure the life of the electric double layer capacitor that constitutes the power storage device, the charging is appropriately performed according to the capacitor state such as the temperature of the power storage device. Aiming to realize discharge control

[0006]

A first invention is to provide a clutch for connecting and disconnecting an output shaft of an engine and an input shaft of a transmission,
A vehicle including a rotating electric machine that also serves as an electric motor and a generator, a power transmission mechanism that connects an input / output shaft of the rotating electric machine and an input shaft of a transmission, and an electric double layer capacitor that forms a power storage device connected to the rotating electric machine. In the hybrid system of
A means for detecting the capacitor state of the power storage device, a means for determining an abnormality from the detection signal of the capacitor state, a means for setting a limit value according to the abnormality in the capacitor state, and a torque for the rotating electric machine considering this set value. Means for controlling charge / discharge of the power storage device by determining a command value.

A second invention is characterized in that, in the vehicle hybrid system according to the first invention, the means for detecting the capacitor state of the power storage device has a function of detecting the temperature of the electric double layer capacitor.

A third invention is characterized in that, in the vehicle hybrid system according to the first invention, the means for detecting the capacitor state of the power storage device has a function of detecting the voltage of the electric double layer capacitor.

According to a fourth aspect of the present invention, in the hybrid system for a vehicle according to the first aspect, the means for detecting the capacitor state of the power storage device has a function of detecting the compression pressure of the electric double layer capacitor. .

A fifth aspect of the present invention is the hybrid system for a vehicle according to the first aspect, wherein the means for detecting the capacitor state of the power storage device has a function of detecting the insulation level of the electric double layer capacitor. .

[0011]

In the first invention to the fifth invention, the electric double layer capacitor state forming the power storage device is
When an abnormality is determined, a limit value according to the abnormality is added to the torque command value of the rotating electric machine. Since the rotating electrical machine is controlled to the torque command value including the limit value, proper charge / discharge control according to the capacitor state of the power storage device can be obtained, and the life of the electric double layer capacitor (charge / discharge cycle life) is sufficiently secured. You can do it.

In the second aspect of the present invention, it is possible to realize appropriate charge / discharge control for the power storage device according to the temperature of the electric double layer capacitor. In the third invention, appropriate charge / discharge control can be realized for the power storage device according to the voltage of the electric double layer capacitor. In the fourth invention, it is possible to realize appropriate charge / discharge control for the power storage device according to the compression pressure of the electric double layer capacitor. In the fifth aspect, it is possible to realize appropriate charge / discharge control for the power storage device according to the insulation level of the electric double layer capacitor.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION In FIG.
Is a gear type transmission, and a friction clutch 3 is provided between them.
a is interposed. As the engine 1, a diesel engine (or a CNG engine that uses compressed natural gas as a fuel) is adopted. Reference numeral 4 denotes a rotary electric machine (motor generator), the input / output shaft of which is connected to the input shaft of the transmission 2 via the dog clutch 3b and the power transmission mechanism 5 (gear box).

The transmission 2 is equipped with a control unit 6 (FCT-ECU) for controlling the gear shift. The control unit 6 is the hybrid control unit 1
0 (hybrid ECU) is connected to control a gear shift based on a shift request from the change lever device 7 in the cab according to a command from the hybrid ECU 10.

The friction clutch 3a (engine clutch) is provided with a clutch actuator 8 (clutch booster) for connecting and disconnecting the friction clutch 3a. Clutch actuator 8
Disconnects the transmission of power from the engine 1 to the transmission 2 and the gear box 5 in response to a driver's pedal operation or a request from the hybrid ECU 10.

The meshing clutch 3b (motor clutch) is
A clutch actuator for separating the inertial mass of the rotating electric machine from the drive system when the rotating electric machine is stopped, and for intermittently transmitting power from the rotating electric machine 4 to the gear box 5 or the opposite direction thereof in response to a request from the hybrid ECU 10 ( (Not shown).

The rotary electric machine 4 uses a permanent magnet type synchronous motor (IPM synchronous motor) from the viewpoint of high efficiency and small size and light weight, and is connected to a power storage device (see FIG. 3) via an inverter. For the power storage device, an electric double layer capacitor is used, which regenerates the braking energy of the vehicle in a short time with high efficiency without waste, and thus can easily ensure the required output density with respect to the allowable battery mass of the vehicle.

The inverter (see FIG. 4) controls the rotary electric machine 4 in the electric mode or the power generation mode in response to a request from the hybrid ECU 10. In the electric mode, the charging power (DC power) of the power storage device is converted into AC power to drive the rotary electric machine 4, while in the power generation mode, the generated power (AC power) of the rotary electric machine 4 is converted into DC power. To charge the power storage device.

The hybrid ECU 10 includes a friction clutch 3
Clutch stroke sensor 1 for detecting the stroke a
4, a position switch (not shown) for detecting engagement / disengagement of the dog clutch 3b, an engine rotation sensor 16 for detecting an engine rotation speed, an accelerator opening sensor 13 for detecting a required driving force from a stepped amount of the pedal 12, a clutch pedal The pedal switches 14a and 14b for detecting the opening (initial position) and the depression (operating position) of 23, and the rotational speed (propeller shaft rotational speed) on the output side of the transmission 2 are detected.
It is connected to a PS rotation sensor 18 (vehicle speed sensor), a CP rotation sensor 19 for detecting a rotation speed (counter shaft rotation speed) on the input side of the transmission 2, and the like.

These detection signals and the SOC (S
The hybrid ECU 10 controls the clutch actuator 8 of the friction clutch 3a, the clutch actuator of the meshing clutch 3b, and the inverter 30 of the rotary electric machine 4 on the basis of various information including the tate of change, while the control unit 6 of the transmission 2 is controlled. Command (target stage signal, gear disengagement timing signal, gear engagement timing signal, etc.), brake control unit (brake
ECU) and a request to the engine control unit (engine ECU).

FIG. 2 is a control map for setting the share ratio between the drive torque of the rotary electric machine 4 and the drive torque of the engine 1 using the SOC of the power storage device as a parameter.
Stored in 0. The hybrid ECU 10 obtains a drive torque share rate according to the SOC information of the power storage device from the control map, and based on the share rate and the required drive torque (accelerator operation amount), coordinated control with the engine ECU causes the rotary electric machine 4 to operate. The output and the output of the engine 1 are controlled. That is,
The rotary electric machine 4 controls the inverter 11 so as to generate the sharing drive torque, while transmitting a request to the engine ECU (fuel supply amount according to the sharing drive torque of the engine 1).

When the drive torque share of the rotary electric machine 4 is 1 (the drive torque share of the engine 1 is 0), the required drive corresponding to the accelerator operation amount in the state where the friction clutch 3a is disengaged and the dog clutch 3b is engaged. The inverter is controlled so that the torque is obtained from the rotary electric machine 4. When the drive torque share of the rotary electric machine 4 is <1 (the drive torque share of the engine 1> 0), the rotary electric machine is reduced as the SOC of the power storage device decreases in the state where the friction clutch 3 is connected and the meshing clutch 3b is connected. The shared driving torque of 4 becomes smaller,
In response to this, the request to the engine ECU and the inverter are controlled so that the shared drive torque of the engine 1 increases. When the drive torque share of the engine 1 is = 1 (drive torque share of the rotary electric machine = 0), the required drive torque corresponding to the accelerator operation amount is the engine 1 when the friction clutch 3a is engaged and the mesh clutch is disengaged. Control the demands on the engine ECU as obtained from.

The hybrid ECU 10 cooperates with the brake ECU to disconnect the friction clutch 3a and connect the meshing clutch 3b as long as the power storage device can be charged based on the stepping amount of the brake pedal (required braking torque). In this state, the inverter is controlled so that the regenerative braking force corresponding to the distributed braking force of the rear wheels (required braking force × braking force distribution ratio) is obtained from the rotary electric machine 4, while the distributed braking force of the front wheels is generated. In addition, when the distributed braking force of the rear wheels cannot be covered by the regenerative braking torque, the request to the brake ECU is controlled to generate the insufficient braking force for the rear wheels. Further, when it is determined from the SOC information of the power storage device that the power generation is necessary, when the output of the engine 1 has a margin in the state where the friction clutch 3a is connected and the meshing clutch 3b is connected, the power storage device 4 generates power. Control the inverter to charge the.

As shown in FIG. 3, the power storage device is composed of a plurality of capacitor cells (a flexible container in which a laminated body of electrodes is sealed together with an electrolytic solution) into a capacitor module having a predetermined capacity. The required number of capacitor cells are accommodated in the module box 41 in a state of being aligned (for example, stacked in one row) in the thickness direction (electrode stacking direction), and compressed to a uniform surface pressure by an appropriate pressing means 42. To be done.

Detecting means 40b necessary for charge / discharge control described later
~ 40e are provided. The temperature sensors 40b detect the temperature of the capacitor cell, and three temperature sensors 40b are arranged on each side of the pressurizing means 42. Voltage sensor 40
c is for detecting the cell voltage (terminal voltage of the capacitor cell), and one is arranged for each capacitor cell connected in series on both sides of the pressurizing means 42. Pressure sensor 4
0d is for detecting the compression pressure that pressurizes the capacitor cell to a uniform surface pressure, and is attached to the pressing means.
The insulation sensor 40e detects the insulation level of the power storage device (capacitor module) from the leakage current of the high-power system.

In FIG. 1, reference numeral 20 is a relay cylinder in which two pistons 20a, 20b slidable in the axial direction are housed to define three hydraulic chambers A to C. The automatic control circuit 2 supplies and discharges the hydraulic pressure in the hydraulic chamber A.
1. It is the clutch booster 8 (clutch actuator) that engages and disengages the friction clutch 3a by using the hydraulic pressure of the hydraulic chamber B as a driving force, and the manual control circuit 25 including the master cylinder 24 that interlocks with the clutch pedal 23 controls the hydraulic chamber C. Connected to.

The automatic control circuit 21 includes a hydraulic pump 27 for disengaging the clutch between the reservoir 26 and the hydraulic chamber A.
An electromagnetic valve 28 for clutch loose connection and an electromagnetic valve 29 for clutch quick connection are interposed in parallel. Solenoid valve 28,
When the hydraulic pump 27 is driven with the valve closed at 29, the oil in the reservoir 26 is pressurized and sent into the hydraulic chamber A. The hydraulic pressure from the hydraulic pump 27 to the hydraulic chamber A is contained by stopping the hydraulic pump 27. When the solenoid valve 28 or 29 is opened while the pump is stopped,
The hydraulic pressure in the hydraulic chamber A is released (discharged) to the reservoir 26 side via the electromagnetic valve 28 or 29.

In the relay cylinder 20, when hydraulic pressure is supplied to the hydraulic chamber A from the hydraulic pump 27 in the state shown in the drawing, the hydraulic chamber B is contracted by the forward movement of the piston 20a, and the hydraulic pressure is transferred to the clutch booster 8. Supply to. When the hydraulic pressure in the hydraulic chamber A is released via the solenoid valve 28 or 29 while the hydraulic pump 27 is stopped, the piston 20a
The hydraulic pressure chamber B expands while receiving the hydraulic pressure from the clutch booster 8 by the return movement of.

The hybrid ECU 10 has a friction clutch 3
When it is necessary to disconnect a, the hydraulic pump 27 is driven with the solenoid valves 28 and 29 closed. When the friction clutch 3a is disengaged due to the extension of the clutch booster 8,
The hydraulic pump 27 is stopped so as to keep the friction clutch 3a in the disengaged state. On the other hand, when the friction clutch 3a needs to be connected, the opening of the solenoid valves 28 and 29 is selectively controlled according to the required stroke characteristics of the clutch while maintaining the hydraulic pump 27 in the stopped state. When the friction clutch 3a needs to be rapidly connected, the solenoid valve 28 is opened, while when the friction clutch 3a needs to be slowly connected, the solenoid valve 29 is opened. By the contraction of the clutch booster 8,
When the friction clutch 3a is connected, the solenoid valve 28 or 2
9 is closed.

When the clutch pedal 23 is depressed while the friction clutch 3a is connected, the master cylinder 2
The hydraulic pressure is supplied from 4 to the hydraulic chamber C. Relay cylinder 20
In the illustrated state, the hydraulic chamber B is contracted by the forward movement of the pistons 20b and 20a, and hydraulic pressure is supplied to the clutch booster 8. When the clutch pedal 23 is returned, the corresponding hydraulic pressure is returned from the hydraulic pressure chamber C to the master cylinder 23, and the hydraulic pressure chamber B expands while receiving the hydraulic pressure from the clutch booster 8 by the return movement of the pistons 20a and 20b. . That is, the manual control circuit 25 can engage and disengage the friction clutch 3a according to the amount of depression of the clutch pedal 23.

FIG. 4 shows a functional block configuration of the control system. The hybrid ECU 10 includes a vehicle running state detecting means 10a, a power storage state information collecting means 10b, a power storage device power storage state determining means 10c, and a hybrid vehicle operation. Deciding means 10d, operating state deciding means 10e, drive torque sharing rate determining means 10f, braking torque sharing rate determining means 10
g, etc. Reference numeral 40 denotes a power storage device, which includes a temperature sensor 40b, a voltage sensor 40c, a pressure sensor 40d,
An insulation sensor 40e, means 40a for detecting the state of the power storage device from these detection signals (power storage device state detection means), and means 40f for communicating detection information of the power storage device state (power storage device state information notification means) are provided.

In the hybrid ECU 10, the power storage state information collecting means 10b collects information received from the power storage device 40 (detection information of the power storage device state). The power storage device power storage state determination unit 10c uses corresponding map data (FIGS. 5 to 5) based on the detection information (temperature level information, voltage level information, compression level information, insulation level information) of the power storage device state.
Based on FIG. 8, it is determined whether or not the power storage device state (capacitor state) is abnormal, and the limiting rate according to the abnormality level is read.

The drive torque share ratio determining means 10f includes a vehicle driving operation determining means 10d and a driving state determining means 10e.
Based on the determination information of, the drive torque share rate of the rotary electric machine 4 (see FIG. 2) is determined as a calculated value that takes into account the limit rate according to the abnormal level of the power storage device 40. The braking torque share rate determining unit 10g adds the braking torque share rate of the rotating electric machine 4 to a limiting rate according to the abnormal level of the power storage device based on the determination information of the vehicle driving operation determining unit 10d and the operating state determining unit 10e. Determine the calculated value.

The motor drive torque determining means 10h determines the drive torque of the rotating electric machine 4 (torque command value to the inverter 30) = the required drive torque of the vehicle × the drive torque share ratio (calculated value) in consideration of the limit ratio. . The engine drive torque determination means 10i determines that the drive torque of the engine 1 (amount requested to the engine ECU 50) = the required drive torque of the vehicle−the drive torque of the rotating electrical machine 4.

The motor regenerative torque determining means 10j determines the braking torque of the rotary electric machine 4 (torque command value to the inverter 30) = the distribution drive torque of the rear wheels × the braking torque share rate (calculated value) in which the limiting rate is taken into consideration. To do. The mechanical braking torque determining means 10k determines that the braking torque of the front wheels = the required braking torque × the front wheel braking force distribution ratio, the braking torque of the rear wheels = the distributed braking torque of the rear wheels−the braking torque of the rotating electric machine. 6
Reference numeral 1 denotes a mechanical brake for each wheel, which is controlled by a mechanical braking control means (brake ECU) 60 in response to a request from the mechanical braking torque determining means 10k.

In FIG. 4, shift operation SW detection means 7a
Are housed in the change lever device 7. The brake operation detecting means 62 detects the required braking torque from the pedal depression amount. The clutch position detecting means 14A includes a clutch stroke sensor 14 and pedal switches 14a and 14b.
Composed of. Reference numeral 2a is a shift position sensor (gear position detecting means) of the transmission 2, 18 is a PS rotation sensor (vehicle speed detecting means), 13 is an accelerator opening sensor, and 16 is an engine rotation sensor.

In the data maps of FIGS. 5 to 6, the normal (abnormal level = 0) region has a limit rate = 100%, and the abnormal region has a limit rate = 0%, and charging or discharging of the power storage device 40 is stopped. To be done. In the abnormal region, due to the limit rate that changes from 100% to 0% with the change of the capacitor state (temperature level information, voltage level information, compression level information, insulation level information), the discharging or charging of the power storage device is properly performed. Controlled.

FIG. 9 is a flow chart for explaining the control contents of the rotary electric machine 4 relating to the charge / discharge control of the power storage device 40. In S1 and S2, when a vehicle driving force request is generated by the vehicle running state detection process and the running state determination process based on various detection signals, the drive request flag = 1 during that period.
And When a request for the vehicle braking force is generated, the braking request flag is set to 1 during that period.

In S3, it is determined whether or not the drive request flag = 1. If the determination in S3 is yes, the process proceeds to S4, and the motor output torque determination process during driving is performed. If the determination in S3 is no, the process jumps to S5, and it is determined whether the braking request flag = 1. If the determination in S5 is yes, the process proceeds to S6, and the motor output torque determination process during braking is performed. When the judgment of S5 is no,
Go to return.

In S7 and S8, the torque determination value of S4 or the torque determination value of S6 is read, and the output of the torque command value to the rotary electric machine 4 is controlled according to these torque determination values.

FIG. 10 explains the processing contents (routine) performed in S4 of FIG. 9, and in S4.01, the engine-motor driving force sharing determination processing based on the SOC information of the power storage device 40 is performed. When the shared drive torque of the rotary electric machine 4> 0, the motor drive request flag = 1.

In S4.02, it is determined whether or not the motor drive request torque = 1. If the judgment in S4.02 is yes,
While proceeding to S4.03, if the determination in S4.02 is no, jump to S4.08. In S4.08, motor output torque required value = 0
%, And in subsequent S4.09, the engine output torque request value is determined to be 100%.

In S4.03, the detection result of the power storage device state (temperature level information, voltage level information, compression level information, insulation level information) is read. In S4.04,
For each piece of information, a process of determining whether the power storage device state is normal is performed. These are individually determined, and when an abnormality is determined, the power storage device state abnormality flag = 1 is set.

In S4.05, it is determined whether or not the power storage device state abnormality flag = 1. If the determination in S4.05 is yes, the process proceeds to S4.06, while if the determination in S4.05 is no, S.4.
Fly to 13. In S4.06, the power storage device discharge stop flag is set to 1 when the power storage device state abnormal level confirmation determination processing determines that the abnormal level reaches the discharge stop level (abnormal area). When the abnormal level remains at the restriction level (abnormal area), the power storage device discharge restriction flag = 1.

In S4.07, it is determined whether or not the power storage device discharge stop flag = 1. If the determination in S4.07 is yes, the process proceeds to S4.08, while if the determination in S4.07 is no, S4.1
Fly to 0. In S4.10, the power storage device discharge limit flag =
Determine if it is 1. If the result of S4.10 is yes, S
While proceeding to 4.11, if the determination in S4.10 is no, jump to S4.13.

In S4.11, the limiting characteristic (see FIGS. 5 to 8) corresponding to the state of the power storage device is determined. In S4.12, the motor drive torque limit value is determined.
In S4.13, the drive torque share of the engine-motor is determined. If the determination in S4.10 is no, the drive torque share is set to correspond to the SOC information of the power storage device, and S4.
If the judgment in 10 is yes, the value corresponding to the SOC information will be corrected to the limit value in S4.12.

In S4.14, a torque command value to inverter 30 is calculated from the required drive torque of the vehicle and the determined values of S4.08 and S4.09 or the determined value of S4.13. S4.15
The required drive torque of the vehicle and S4.08 and S4.09
The drive torque of the engine (request to the engine ECU 50) is calculated from the determined value of S1 or the determined value of S4.13.

FIG. 11 is a flowchart for explaining the processing contents (routine) performed in S6 of FIG. 9. In S6.01, the distribution ratio of the rotary electric machine is determined by determining the mechanical brake-rotating electric machine braking force distribution> When it is 0, the motor regeneration request flag is set to 1. The braking force distribution is determined according to the traveling state such as the vehicle speed.

In S6.02, it is determined whether or not the motor regeneration request flag = 1. If the judgment in S6.02 is yes,
On the other hand, if the determination in S6.02 is no, the process jumps to S6.08 and the motor regenerative torque request value is 0%, and in S6.09, the mechanical brake braking torque request value is 100%. decide.

In S6.03, the detection result of the power storage device state (temperature level information, voltage level information, compression level information, insulation level information) is read. In S6.04,
For each piece of information, a process of determining whether the power storage device state is normal is performed. These are individually determined, and when an abnormality is determined, the power storage device state abnormality flag = 1 is set.

In S6.05, it is determined whether or not the power storage device state abnormality flag = 1. If the determination in S6.05 is yes, the process proceeds to S6.06, while if the determination in S6.05 is no, S6.1
Fly to 3 In S6.06, when the abnormality level reaches the discharge stop level (abnormal region) by the abnormality level confirmation determination process of the power storage device state (abnormal region), the power storage device discharge stop flag is set to 1. When the abnormal level remains at the restriction level (abnormal area), the power storage device discharge restriction flag = 1.

In S6.07, it is determined whether or not the power storage device discharge stop flag = 1. If the determination in S6.07 is yes, the process proceeds to S6.08, while if the determination in S6.07 is no, S6.1
Fly to 0. In S6.10, the power storage device discharge limit flag =
Determine if it is 1. If the result of S6.10 is yes, S
While proceeding to 6.11, if the determination in S6.10 is no, jump to S6.13.

In S6.11, the limiting characteristic (see FIGS. 5 to 8) corresponding to the state of the power storage device is determined. In S6.12, the motor drive torque limit value determination process is performed.
In S6.13, the drive torque share of the engine-motor is determined. When the determination in S6.10 is no, the drive torque share ratio is set to correspond to the braking force distribution ratio of the rear wheels, and S
If the result of 6.10 is yes, the braking force distribution ratio of the rear wheels is set to the limit value of S6.12.

At S6.14, a torque command value to inverter 30 is calculated from the required braking torque of the vehicle and the determined values of S6.08 and S6.09 or the determined value of S6.13. S6.15
The required braking torque of the vehicle and S6.08 and S6.09
The braking torque of the mechanical brake (request to the brake ECU 60) is calculated from the determined value of 1 or the determined value of S6.13.

Regarding the state of the electric double layer capacitor constituting the power storage device 40, when an abnormality is judged in the temperature level, the voltage level, the compression level, and the insulation level, the limit value according to the abnormality is the torque command of the rotating electric machine 4. It is added to the value. Since rotating electric machine 4 is controlled to the torque command value including the limit value, proper charge / discharge control according to the capacitor state of power storage device 40 can be obtained, and the life of the electric double layer capacitor forming the power storage device can be sufficiently obtained. It can be secured.

[Brief description of drawings]

FIG. 1 is a system schematic diagram showing an embodiment of the present invention.

FIG. 2 is a characteristic diagram similarly illustrating control contents.

FIG. 3 is also an explanatory diagram of a power storage device.

FIG. 4 is a block diagram of a control system of the same.

FIG. 5 is a characteristic diagram similarly illustrating control contents.

FIG. 6 is a characteristic diagram similarly illustrating control contents.

FIG. 7 is a characteristic diagram similarly illustrating the control content.

FIG. 8 is a characteristic diagram similarly illustrating control contents.

FIG. 9 is a flowchart similarly illustrating the control content.

FIG. 10 is a flowchart similarly illustrating the control content.

FIG. 11 is a flowchart for explaining the control content of the same.

[Explanation of symbols]

1 engine 2 transmission 3a engine clutch 3b motor clutch 4 rotating electric machines 5 gearbox 10 hybrid ECU 10c Power storage device state determination means 13 Accelerator position sensor 14 Clutch stroke sensor 14a, 14b pedal switch 16 Engine rotation sensor 18 PS rotation sensor 19 CS rotation sensor 30 inverter 40 Power storage device (capacitor) 40b temperature sensor 40c cell voltage sensor 40d pressure sensor 40e insulation sensor 50 engine ECU 60 brake ECU

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Yuji Suzuki             1-chome Ichichome, Ageo City, Saitama NISSAN DI             Within Hazel Industry Co., Ltd. F-term (reference) 5G060 AA02 CA21                 5H115 PA08 PA15 PG04 PI16 PO02                       PU01 PU21 PV09 QI04 SE06                       TI09 TO04 TO30 TR19

Claims (5)

[Claims] 1. A clutch for connecting and disconnecting an output shaft of an engine and an input shaft of a transmission, and a rotating electric machine that also serves as an electric motor and a generator.
In a hybrid system of a vehicle including a power transmission mechanism that connects an input / output shaft of a rotary electric machine and an input shaft of a transmission, and an electric double layer capacitor that forms a power storage device connected to the rotary electric machine, a capacitor state of the power storage device Detecting means, a means for determining an abnormality from a detection signal of the capacitor state, a means for setting a limit value according to the abnormality in the capacitor state, and a torque command value for the rotating electric machine taking this set value into consideration. A means for controlling charging / discharging of the power storage device thereby, and a hybrid system for a vehicle. 2. The hybrid system for a vehicle according to claim 1, wherein the means for detecting the capacitor state of the power storage device has a function of detecting the temperature of the electric double layer capacitor. 3. The vehicle hybrid system according to claim 1, wherein the means for detecting the state of the capacitor of the power storage device has a function of detecting the terminal voltage of the electric double layer capacitor. 4. The hybrid system for a vehicle according to claim 1, wherein the means for detecting the capacitor state of the power storage device has a function of detecting the compression pressure of the electric double layer capacitor. 5. The hybrid system for a vehicle according to claim 1, wherein the means for detecting the capacitor state of the power storage device has a function of detecting the insulation level of the electric double layer capacitor.