JP2005143158A - Drive controller of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To achieve improvement in a fuel consumption by alleviating the change of a frequent threshold without increasing the energy capacity of an electric storage device. <P>SOLUTION: The drive controller of a hybrid vehicle includes a target fuel consumption rate setting means B11 for setting a target fuel consumption rate to select the operation modes of the electric storage devices 1, 2 and the electric storage device 12 in response to the electric storage state of the electric storage device 12, and an operation mode selecting means B10 for selecting and performing the operation modes of the electric storage devices 1, 2 and the electric storage device 12 corresponding to the target drive force in response to the target fuel consumption rate and a driver's request. The target fuel consumption rate setting means B11 has a wide range and a narrow range of setting range of the electric storage state to the set rate of the target fuel consumption rate. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a drive control device for a hybrid vehicle.

  Conventionally, a control apparatus for a hybrid vehicle that minimizes the fuel consumption rate has been proposed (see Patent Document 1).

This is because a curve C1 showing the effective fuel consumption rate over the entire power consumption range when power equal to the power consumption of the drive motor is generated by the power generator (direct distribution), and a threshold value indicating the target fuel consumption rate In region 1 on the low power consumption side where the effective fuel consumption rate exceeds the threshold C2 from C2, the power generation device (engine / generator) is stopped and the drive motor is operated by discharging the power storage device, and the effective fuel consumption In the region 2 where the rate is equal to or less than the threshold value C2, the power generation device is operated to generate surplus power generation that exceeds the power consumption of the drive motor, and the power storage device is charged. In the region 3 on the large power consumption side that exceeds, power that is insufficient from the power generation device is supplied to the drive motor from the power storage device side, so that the vehicle always runs at a constant “fuel consumption per unit work rate”. DOO becomes possible, so as to achieve improved fuel efficiency.
JP 2002-171604 A

  By the way, in the above conventional example, the target fuel consumption rate as the threshold value is related to the storage state SOC of the power storage device, and the target fuel consumption rate is reduced to the minimum value side when the storage state of the power storage device is on the maximum value side. By increasing the target fuel consumption rate to the maximum value side when the power storage state is on the minimum value side, charging is allowed only when the effective fuel consumption rate is good in a state where the power storage amount of the power storage device 5 is large, In a state where the amount of stored electricity is small, charge / discharge control is realized in which the minimum required charge is allowed even if the effective fuel consumption rate is somewhat poor.

  Therefore, when the energy capacity of the power storage device is larger, a power storage device that is large in size and heavy in weight is easy to maintain the target fuel consumption rate (threshold value) to the minimum value side. Since the energy capacity is small, the target fuel consumption rate (threshold value) is frequently changed, and it is difficult to maintain the target fuel consumption rate (threshold value) to the minimum value side, which may hinder improvement in fuel consumption.

  Therefore, the present invention has been made in view of the above problems, and the hybrid vehicle drive control device is capable of improving fuel efficiency by reducing frequent threshold changes without increasing the energy capacity of the power storage device. The purpose is to provide.

  The present invention provides a target fuel consumption rate setting means for setting a target fuel consumption rate for selecting an operation mode of a power generation device and a power storage device according to a power storage state of the power storage device, and a target fuel consumption rate and a driver's request The operation mode selection means for selecting and executing the operation mode of the power generation device and the power storage device corresponding to the target driving force in accordance with the target fuel consumption rate setting means, the target fuel consumption rate setting means stores the power for the set range of the target fuel consumption rate The state setting range has a wide area and a narrow area.

  Therefore, in the present invention, the target fuel consumption rate setting means for setting the target fuel consumption rate for selecting the operation mode of the power generation device and the power storage device according to the power storage state of the power storage device, and the target fuel consumption rate and the driver The operation mode selection means for selecting and executing the operation mode of the power generation device and the power storage device in response to the target driving force according to the request of the target fuel consumption rate setting means, the target fuel consumption rate setting means for the target fuel consumption rate setting range Thus, since the storage state is provided with a wide area and a narrow area, frequent threshold changes can be reduced with a small energy capacity, and a sufficient fuel efficiency improvement effect can be obtained.

  Hereinafter, the drive control apparatus of the hybrid vehicle of this invention is demonstrated based on embodiment. 1 to 3 show a first embodiment of a drive control apparatus for a hybrid vehicle to which the present invention is applied, FIG. 1 is a system configuration diagram of the drive control apparatus for a hybrid vehicle, and FIG. 2 is a configuration of the drive apparatus for the hybrid vehicle. FIG. 3 and FIG. 3 are collinear diagrams of the planetary gear set constituting the driving device.

  1 and 2 show an example in which the present invention is applied to a hybrid vehicle in which an engine 1 and motor generators 2 and 5 are connected to a planetary gear set 3 as a drive device for a hybrid vehicle. As shown in FIG. 2, this hybrid vehicle drive device has an engine 1 connected to a carrier (pinion) 32 of a planetary gear set 3, and functions mainly as a generator to a sun gear 33, and also for engine start-up. The motor generator 2 to be used is connected, the output gear 4 is connected to the ring gear 31, and the motor generator 5 that mainly functions as a motor is connected to the ring gear 31 via the output gear 4. The output gear 4 meshes with the final gear 6 of the final reduction gear directly or through a transmission, and is connected to an axle 8 connected to the drive wheels 7 through a differential (not shown).

  The balance of the rotational direction and the rotational speed of the engine 1, the motor generators 2 and 5 connected to the three elements of the carrier 32, the sun gear 33, and the ring gear 31 of the planetary gear set 3 is represented by a collinear diagram as shown in FIG. 3, the intervals (α, β) of the three vertical axes in FIG. 3 indicate the gear ratio, and the height of the vertical axis indicates the rotational speed. In the nomograph, the rotational speeds of the three elements are always linear. It becomes a relationship tied in. This straight line can determine the rotational speed of one element that remains uniquely if the rotational speed of two of the three elements is determined.

  Further, the planetary gear set 3 has a property that when the torque of each element is replaced with a force acting on the operating collinear line, the operating collinear line is maintained as a rigid body as shown in FIG. . Specifically, Te acting on the carrier 32 is assumed to be Te. At this time, a force having a magnitude corresponding to the torque Te is applied to the operation collinear line from the bottom in the vertical direction at the carrier position. The direction of action is determined according to the direction of the torque Te. Further, the torque Tp acting on the ring gear 31 is applied to the operation collinear line from the top to the bottom in the vertical direction. The torque Te is distributed to the sun gear 33 (torque Tes) and the ring gear 31 (torque Ter) according to the lever ratio by the three vertical axis intervals (α, β).

  In the state where the above force is applied, the torque Tg to be applied to the sun gear 33 by the motor generator 2 and the torque Tm to be applied to the ring gear 31 by the motor generator 5 can be obtained. The torque Tg is equal to the torque Tes, and the torque Tm is equal to the difference between the torque Tp and the torque Ter. The torque Tg is not necessarily equal to the torque Tes. For example, when the torque Tg is set smaller than the torque Tes, the torque Tm is increased by that amount, and the torque Tg is set larger than the torque Tes. Can maintain the balance by reducing the torque Tm accordingly.

  When the engine 1 connected to the carrier 32 is rotating, the sun gear 33 and the ring gear 31 can rotate in various operating conditions under the conditions satisfying the above-described conditions regarding the operation collinearity. When the sun gear 33 is rotating, electric power can be generated by the motor generator 2 using the rotational power. When the ring gear 31 is rotating, the power output from the engine 1 can be transmitted to the axle 8. In the hybrid vehicle having such a configuration, the motive power output from the engine 1 is converted into electric power when the motive power mechanically transmitted to the axle 8 and one motor generator 2 regenerates (acts as a generator). The other motor generator 5 is powered (works as an electric motor) using the regenerated electric power, and the axle 8 can travel while outputting desired power. When the hybrid vehicle having such a configuration travels, normally, the motor generator 2 and the motor generator 5 perform power running or regeneration, respectively, and control is performed so that the power consumed by the power running and the power generated by the regeneration are balanced. can do.

  For the power running or regeneration, the motor generator 2 (first motor generator) and the motor generator 5 (second motor generator) each transfer electric power to and from the power storage device 12, and the integrated controller 10 operates. Accordingly, the generator controller 9, the drive motor controller 11, the power storage device controller 13, and the engine controller 14 are controlled to drive or regenerate the motor generators 2 and 5, and to operate or stop the engine 1 based on the operation state. To control. Specifically, the torque of the engine 1 is controlled by the engine controller 14 controlling the throttle opening based on the engine torque command value output from the integrated controller 10. The power storage device controller 13 detects the voltage / current of the power storage device 12, calculates the SOC (power storage state), and the power that can be input and output, and sends it to the integrated controller 10. The generator controller 9 vector-controls the torque of the motor generator 2 based on the generator torque command value of the integrated controller 10, and the drive motor controller 11 vector-controls the torque of the motor generator 5 based on the motor torque command value of the integrated controller 10. To do. Further, the integrated controller 10 receives signals from an accelerator opening sensor that detects the depression position (APS) of the accelerator pedal 15 and a vehicle speed sensor 16 that detects the vehicle speed.

  FIG. 4 is a control block diagram of the integrated controller 10 for deriving the operation mode of the drive device and the engine torque command value based on the target axle drive torque (Tpd) generator B01, the target axle drive output Ppd and the battery SOC signal. Target engine output calculation unit B03 for calculating the target engine output Peng, a generator motor rotation speed calculation unit B05 for calculating a generation motor rotation speed command value based on the target engine output Peng, and a generation motor torque command value based on the generation motor rotation speed A generator motor torque calculator B07 that calculates the drive motor torque command value Tm based on the target drive torque command value Tmd obtained from the target axle drive torque Tpd and the generator motor torque command value. And mainly consists of. The functions described above and below of each control block are all calculated by the integrated controller 10 at a fixed time (for example, 10 msec) in terms of software.

  The target axle drive torque (Tpd) generator B01 refers to a predetermined map (axle drive torque MAP) based on the accelerator opening (APS) signal detected from the accelerator pedal 15 and the vehicle speed signal detected from the vehicle speed sensor 16. To obtain the target axle driving torque Tpd. The axle driving torque MAP is stored in advance with a value converted into axle driving torque by multiplying the target driving force determined for each combination of accelerator opening and vehicle speed by the radius of the tire 7. The target axle drive torque Tpd takes a positive value during driving (powering with the engine or drive motor) and takes a negative value during braking (regeneration (power generation) with the drive motor).

  The multiplier B02 multiplies the target axle drive torque Tpd by the axle rotation speed obtained from the vehicle speed to obtain the target drive output Ppd. B01 to B02 correspond to target driving force calculation means.

  In the target engine output calculation unit B03, a target fuel consumption rate is obtained based on the power storage state (SOC) of the power storage device 122 obtained by the power storage device controller 13, and a predetermined map (based on the target fuel consumption rate and the target drive output Ppd ( With reference to the target engine output MAP), the operation mode of the drive device is selected, and the target engine output Peng for deriving the engine torque command value is calculated. The calculation process of the target fuel consumption rate, the operation mode selection process of the drive device, and the calculation process of the target engine output Peng will be described in detail later.

  The divider B04 divides the target engine output Peng obtained by the target engine output calculation unit B03 by the actual engine speed detected by the engine controller 14 to obtain an engine torque command value Te. The engine torque command value Te is output to the engine controller 14, and the engine controller 14 controls the engine torque by controlling the slot opening of the engine 1 based on the engine torque command value Te. B03, B04 and the engine controller 14 are engine torque control means.

  The generator motor rotation speed calculation unit B05 sets in advance an engine best fuel consumption rotation speed Ne that provides the highest fuel consumption rotation speed at the operating point of the engine 1 when the target engine output Peng output from the target engine output calculation unit B03 is obtained. 3 is calculated from the relationship between the gear ratios (α, β) shown in the alignment chart of FIG. 3 and converted into the rotational speed of the motor generator 2 to obtain the generator motor rotational speed command value Ng. That is, the generator motor rotation speed command value Ng can be obtained by Ng = − {α · Nm− (α + β) · Ne} / β. The best fuel consumption line TABLE can be obtained when creating the target engine output MAP of the target engine output calculation unit B03, and depending on the system, a different TABLE may be required for each vehicle state such as the vehicle speed.

  The generator motor torque calculation unit B07 sets the speed difference obtained by subtracting the actual generator motor rotation speed from the generator motor rotation speed command value Ng by the subtractor B06 to zero, that is, the actual generator motor rotation speed is the generator motor rotation. A generator motor torque command value Tg that is equal to the speed command value Ng is calculated. The generator motor torque command value Tg is output to the generator motor controller 9, and the generator motor controller 9 performs vector control on the torque of the motor generator 2. As a specific method for obtaining the power generation motor torque command value Tg, there is a method of performing PID control on the difference between the power generation motor rotation speed command value Ng calculated by the subtractor B06 and the actual power generation motor rotation speed.

  The drive motor torque calculation unit B09 passes the generator motor torque command value Tg and the target axle drive torque Tpd through the coefficient unit B08 to obtain the target drive torque command value Tmd on the drive motor shaft divided by the final gear ratio Gf. Based on this, a drive motor torque command value Tm is calculated. The drive motor torque command value Tm is obtained from the generator motor torque command value Tg and the target drive torque command value Tmd in consideration of the torque balance in the alignment chart of FIG. That is, the drive motor torque command value Tm can be obtained by Tm = Tmd− (α / β) · Tg. In this case, from the alignment chart, the estimated torque of the motor generator 2 or the estimated torque of the engine 1 may be used instead of the generator motor torque command value Tg. When the estimated torque of the engine 1 is used, assuming that the estimated torque is Tex, Tm = Tmd−α / (α + β) · Tex. The drive motor torque command value Tm is output to the drive motor controller 11, and the drive motor controller 11 performs vector control on the drive torque of the motor generator 5.

  B04 and B06 to B09 are operating point selection means for selecting an operating point capable of realizing a fuel consumption rate equal to the target fuel consumption rate, and an operation in which the engine controller 14, the generator controller 9, and the drive motor controller 11 are selected. It becomes a means to realize the point.

  Next, the function of the target engine output calculation unit B03 will be described with reference to FIG. FIG. 5 shows the target fuel consumption rate setting means B11 for calculating the target fuel consumption rate, and the process for selecting the operation mode of the drive unit based on the target fuel consumption rate and the target driving force from the target fuel consumption rate setting means. And an operation mode selection means B10 for performing calculation processing of the target engine output Peng.

  The operation mode selection means B10 drives the vehicle directly by the engine 1 while generating power consumption by the motor generator 2 without relying on the driving force by the motor generators 2 and 5 while the motor generator 2 generates power consumption. An effective fuel consumption rate curve C <b> 1 (hereinafter referred to as “direct drive”) and a threshold value C <b> 2 selected as described later according to the power storage state (SOC) of the power storage device are shown.

  The effective fuel consumption rate curve C1 indicates that the power consumption of the power storage device 12 at an arbitrary vehicle speed at which the best fuel consumption is obtained, for example, 70 km / h is 0 [kW], and the power consumption required for the auxiliary equipment of the vehicle is the motor generator 2. "Fuel consumption rate per unit work rate" is calculated for all target drive outputs, and (gasoline consumption consumed by engine 1 [cc / s]) / (target drive output Ppd [kW] ]).

  FIG. 5 further shows a curve C3 indicating the effective fuel consumption rate when surplus power generation is performed with respect to the power consumption of the vehicle and the surplus power is increased. Each curve of C3 is obtained with respect to surplus power for each engine operating point, and shows a case where the surplus power is larger as the solid line on the right side. This C3 is the “fuel consumption per unit work rate” when the charging power of the power storage device 12 is increased in order from 1 [kW] to the maximum input power of the power storage device 12, and (the gasoline consumption consumed by the engine 1) Amount [cc / s]) / {(target drive output Ppd [kW]) + (charging power [kW] to power storage device 12 × charging efficiency of power storage device 12)}.

  The threshold value C2 is calculated based on the power storage state (SOC) of the power storage device 12. In this target engine output calculation unit B03, the operation mode of the power generator (internal combustion engine 1 and motor generator 2) and the power storage device 12 and the target power generation in the power generator so as to generate power with an effective fuel consumption rate equal to or less than the threshold C2. Set the power. This will be described in detail below.

  <Region I>: When the target drive output of the engine 1 is less than A [kW] (Region I), the curve C1 indicating the effective fuel consumption rate is larger than the threshold value C2, and thus power generation is not performed. The electric power stored in the device 12 is discharged to drive the motor generator 5 (and the motor generator 2) to run. In this case, in the alignment chart shown in FIG. 3, the engine 1 is stopped, the motor generator 2 is driven in the opposite direction to the motor generator 5, and the power storage device 12 is discharged.

  <Area II>: When the target drive output of the engine 1 is not less than A [kW] and not more than B [kW], the curve C1 indicating the effective fuel consumption rate is not more than the threshold value C2, and thus the power storage device 12 is charged. In this region, since the effective fuel consumption rate has a margin with respect to the threshold value, the output of the engine 1 is increased, power is generated with a surplus output exceeding the output required for driving the vehicle, and the surplus power is supplied to the power storage device 12. To charge.

  Here, the reason why the output of the engine 1 is increased excessively and the electric power is stored in the power storage device 12 is that the electric power efficiently charged below the threshold C2 in the region where the effective fuel consumption rate is larger than the threshold C2. This is to improve the overall fuel consumption. Therefore, in this case, in the collinear diagram of FIG. 3, the engine 1 is operated, the motor generator 2 is generating power, the power storage device 12 is charged, and the motor generator 5 is not output.

  <Region III>: When the target drive output of the engine 1 exceeds B [kW], the curve C1 indicating the effective fuel consumption rate is larger than the threshold value C2, so that the maximum power is reduced below the threshold value C2. B [kW] that can be generated is output by the engine 1, and the drive output that is insufficient with respect to the target drive output is discharged from the power storage device 12 to drive the motor generator 5. In this case, the engine 1 is in operation, the motor generator 2 is in power generation operation, and the power storage device 12 is in discharge. Further, as in the case where the target drive output of the engine 1 is less than A [kW], it is conceivable that all the drive power is covered by the discharge from the power storage device 12, but the power discharged from the power storage device 12 increases. As a result, the amount of loss increases, so such usage is usually unthinkable. However, this is not the case, for example, when it is predicted that more power can be recovered by regeneration later.

  When the target drive output of the engine 1 is A [kW] or equal to B [kW], the curve C1 and the threshold value C2 coincide with each other. In this case, direct drive is performed.

  As described above, when the target fuel consumption rate C2 is set, by selecting an operating point at which the fuel consumption rate C2 is obtained, the “fuel consumption per unit work rate” is always the same even in different operating states. You can drive at. That is, when the fuel efficiency of the engine 1 is poor, the motor generator 5 is used to improve the fuel efficiency. When the engine 1 is operated, the fuel efficiency satisfies the requirement and the surplus is charged. And since charging electric power will be utilized by the motor generator 5 eventually, it will not be wasted.

  As shown in FIG. 6, the target fuel consumption rate setting means B11 is a target fuel consumption rate setting means in which the horizontal axis is the SOC [%] of the power storage device 12 and the vertical axis is the target fuel consumption rate [cc / kJ]. 2 is provided with a map storing the SOC-threshold value C2 (target fuel consumption rate [cc / kJ]) relationship of the power storage device.

  As shown in FIG. 6, the target fuel consumption rate is set to correspond to the power storage state (SOC) of the power storage device 12, and the target fuel consumption rate is set low when the power storage state (SOC) is high. ), Set the target fuel consumption rate high. In the present embodiment, the SOC range of the power storage device 12 further corresponds to the range of the target fuel consumption rate that is frequently used (the ranges ab, cd, ef, and gh in the figure). Is set to be relatively wide (the slope of the relationship characteristic line is small), and on the contrary, it corresponds to the range of the target fuel consumption rate that is infrequently used (the ranges of bc, de, and fg in the figure). The SOC range of power storage device 12 is set to be relatively narrow (the slope of the relationship characteristic line is large).

  When the power storage device 12 such as a battery having a sufficient energy capacity is used, even if the setting method between them is a simple straight line like the relational characteristic line shown by the broken line in FIG. The change in “fuel consumption per unit work rate” can be reduced, and a sufficient fuel economy improvement effect can be exhibited. On the other hand, when the power storage device 12 such as a battery having a limited energy capacity is used, the change in the state of charge SOC is large, and accordingly, the change in the “fuel consumption per unit work rate” is also large. It becomes difficult to demonstrate the effect of improving fuel efficiency.

  However, as in this embodiment, the target fuel consumption rate that is used more frequently takes a wider range of setting of the storage state, and conversely, the target fuel consumption rate that is less frequently used is biased so that the setting range of the storage state becomes narrower. Thus, the energy width of the power storage device 12 to be used can be reduced (by the range J and the range K in the figure) without changing the usage frequency of the target fuel consumption rate. That is, even with a small energy capacity (battery capacity), the change in the “fuel consumption per unit work rate” is reduced, and the effect of sufficient fuel consumption improvement, in other words, the power storage device 12 with a small energy capacity (for example, In the case of an electric double layer capacitor or a small capacity battery), the target fuel consumption rate is changed as much as when the power storage device 12 having a large energy capacity is used, and fuel efficiency can be realized.

  The usage frequency of the target fuel consumption rate can be set, for example, according to the procedure described below. First, the power storage state and the target fuel consumption rate are set with a simple relationship as shown in FIG. 7 using the power storage device 12 such as a battery having a large energy capacity that can provide a sufficient fuel efficiency effect. Next, the frequency of the target fuel consumption rate when the vehicle actually travels in that state is checked and stored in advance, and the frequency distribution of the target fuel consumption rate is obtained as shown in FIG. Next, a region where the frequency distribution of the target fuel consumption rate is high and a low region are discriminated. In the high region, the slope of the relational characteristic with the power storage state SOC of the power storage device 12 is small. This can be obtained by increasing the slope of the relational characteristic with the state SOC.

  The driving mode when actually driving is, for example, assuming several types of driving scenes (road driving, traffic jams, high-speed driving, etc.), and predetermining the bias pattern for each driving scene in advance. Optimum even with a small energy capacity (battery capacity) by determining which driving scene is closest and automatically setting a bias pattern according to the selected driving scene or by manual selection by the driver Can achieve a good fuel efficiency.

  As the travel mode determining means, the travel scene may be set based on the map information of the navigation system.

  In the present embodiment, the following effects can be achieved.

  (A) A drive control device for a hybrid vehicle including an electric motor (motor generator 5) for driving a vehicle, a power generation device (engine 1 and motor generator 2), and a power storage device 12, and according to a driver's request Target driving force calculating means (B01 to B02) for calculating the target driving force, power storage state detecting means 13 for detecting the power storage state of the power storage device 12, and the power generation devices (1, 2) according to the power storage state of the power storage device 12 ) And target fuel consumption rate setting means (B11) for setting a target fuel consumption rate for selecting the operation mode of the power storage device 12, the power generation device and the target drive power corresponding to the target fuel consumption rate and the target driving force And an operation mode selection means (B10) for selecting and executing an operation mode of the power storage device, wherein the target fuel consumption rate setting means (B11) stores the target fuel consumption rate within a set range. Setting range of conditions comprises a wide region and narrow region. For this reason, frequent change of the threshold value can be reduced with a small energy capacity, and a sufficient fuel efficiency improvement effect can be obtained.

  (A) In a drive control device for a hybrid vehicle that includes an internal combustion engine (engine 1), an electric motor (motor generator 5), and a power storage device 12, and that transmits at least one power of the internal combustion engine 1 and the electric motor 5 to an output shaft 8. The target driving force calculating means (B01 to B02) for calculating the target driving force according to the driver's request, the power storage state detecting means 13 for detecting the power storage state of the power storage device 12, and the power storage state of the power storage device 12 Target fuel consumption rate setting means B11 for setting a target fuel consumption rate for selecting an operation mode of the internal combustion engine 1, the electric motor 5, and the power storage device 12, and the target fuel consumption rate and the target driving force An operation mode selection means B10 for selecting and executing operation modes of the internal combustion engine 1, the electric motor 5, and the power storage device 12, and the target fuel consumption rate setting means B11 , When the setting range of the power storage condition for the setting range of the target fuel consumption rate comprises a wide region and a narrow region, it is possible to exhibit the same effect as (A).

  (C) Since the target fuel consumption rate setting means B11 narrows the storage state setting range with respect to the target fuel consumption rate setting range with low usage frequency, the target fuel for the effective storage state within a limited energy capacity range The consumption rate can be set, and a sufficient fuel efficiency effect can be obtained.

  (D) A travel mode storage means for storing several types of travel modes is provided, and any one of the travel modes stored based on the travel state of the vehicle is determined, and the target fuel consumption rate setting means B11 determines the determined travel When setting the fuel consumption rate with respect to the power storage state of the power storage device 12 according to the mode, a target fuel consumption rate that is less frequently used in accordance with the actual running state can be obtained. Can be obtained.

  (E) In addition, the vehicle is provided with a driving mode storage unit that stores several types of driving modes that can be selected by the driver, and the target fuel consumption rate setting unit B11 stores power according to the selected driving mode. When the setting of the fuel consumption rate with respect to the power storage state of the device 12 is biased, it is possible to obtain a target fuel consumption rate that is less frequently used in accordance with the actual running state, so that a higher fuel efficiency effect can be obtained. .

  In the above-described embodiment, the hybrid vehicle driving method includes the internal combustion engine 1, the electric motor 5, and the power storage device 12, and transmits at least one power of the internal combustion engine 1 and the electric motor 5 to the output shaft. However, although not shown in the drawings, the present invention may be applied to a series type hybrid vehicle described in Japanese Patent Laid-Open No. 2002-171604 equipped with a motor for driving a vehicle, a power generation device, and a power storage device. .

The system block diagram of the drive control apparatus of the hybrid vehicle which shows one Embodiment of this invention. The block diagram of the drive device of a hybrid vehicle similarly. The alignment chart of the planetary gear set which comprises a drive device similarly. The control block block diagram of an integrated controller. The characteristic view which shows an example of the target engine output map used for a target engine output calculating part. The characteristic view which shows the relationship between the target fuel consumption rate used for a target fuel consumption rate setting means, and the charge condition of a battery. FIG. 7 is a characteristic diagram serving as a basis for obtaining a characteristic diagram showing a relationship between the target fuel consumption rate and the state of charge of the battery shown in FIG. 6. FIG. 7 is a distribution diagram showing an example of a usage frequency distribution of a target fuel consumption rate for obtaining the characteristic diagram of FIG. 6.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine, internal combustion engine 2 Motor generator, generator motor 3 Planetary gear set 4 Output gear 5 Motor generator, drive motor, electric motor 6 Final gear 7 Drive wheel 8 Axle 9 Generator controller 10 Integrated controller 11 Drive motor controller 12 Power storage device 13 Power storage Device controller 14 Engine controller B11 Target fuel consumption rate setting means B12 Operation mode selection means

Claims (5)

In a drive control device for a hybrid vehicle including a motor for driving a vehicle, a power generation device, and a power storage device,
Target driving force calculating means for calculating the target driving force according to the driver's request;
Power storage state detecting means for detecting a power storage state of the power storage device;
Target fuel consumption rate setting means for setting a target fuel consumption rate for selecting an operation mode of the power generation device and the power storage device according to a power storage state of the power storage device;
An operation mode selection means for selecting and executing an operation mode of the power generation device and the power storage device corresponding to the target fuel consumption rate and the target driving force;
The drive control apparatus for a hybrid vehicle, wherein the target fuel consumption rate setting means has a wide region and a narrow region where the storage state setting range is larger than the target fuel consumption rate setting range. In a drive control device for a hybrid vehicle comprising an internal combustion engine, an electric motor, and a power storage device, and transmitting the power of at least one of the internal combustion engine and the electric motor to an output shaft,
Target driving force calculating means for calculating the target driving force according to the driver's request;
Power storage state detecting means for detecting a power storage state of the power storage device;
Target fuel consumption rate setting means for setting a target fuel consumption rate for selecting an operation mode of the internal combustion engine, the electric motor, and the power storage device according to a power storage state of the power storage device;
An operation mode selection means for selecting and executing operation modes of the internal combustion engine, the electric motor, and the power storage device corresponding to the target fuel consumption rate and the target driving force;
The drive control apparatus for a hybrid vehicle, wherein the target fuel consumption rate setting means has a wide region and a narrow region where the storage state setting range is larger than the target fuel consumption rate setting range.   3. The drive control of a hybrid vehicle according to claim 1, wherein the target fuel consumption rate setting means narrows a set range of a storage state with respect to a target fuel consumption rate setting range that is less frequently used. apparatus. The hybrid vehicle drive control device includes a traveling mode storage unit that stores several types of traveling modes, and a unit that determines any one of the traveling modes stored based on the traveling state of the vehicle,
3. The hybrid vehicle drive according to claim 1, wherein the target fuel consumption rate setting means deviates from the setting of the fuel consumption rate with respect to the storage state of the power storage device according to the determined travel mode. Control device. The hybrid vehicle drive control device includes a driving mode storage unit that stores several types of driving modes that can be selected by the driver.
3. The hybrid vehicle according to claim 1, wherein the target fuel consumption rate setting unit weights the setting of the fuel consumption rate with respect to the storage state of the power storage device according to the selected travel mode. Drive control device.

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