JP2007283815A - Drive controller for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent an electric motor from exceeding an allowable revolution without being affected by a judgment of whether engine operation is allowed by stopping an engine for prevention against an overspeed of the electric motor regardless of the mode of a travel mode selector. <P>SOLUTION: The drive controller for hybrid vehicle is equipped with: an accelerator opening extent detecting means; a vehicle speed detecting means; a battery charging state detecting means; a target driving power setting means; a target charging/discharging power setting means; and a target engine power calculating means. When a condition is satisfied to maintain the operation of the engine based upon at least a vehicle speed, a charging state of a battery and a target driving power and also a target engine revolution is lower than a set engine rotational frequency, the engine is stopped. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a drive control apparatus for a hybrid vehicle, and more particularly to a drive control apparatus for a hybrid vehicle that prevents the rotation speed of an electric motor from exceeding an allowable rotation speed.

Conventionally, for the purpose of improving fuel consumption, a hybrid vehicle including an electric motor (also referred to as “motor generator” or simply “motor”) in addition to an engine has been proposed.
And as this hybrid vehicle, the vehicle as described in the below-mentioned patent document 2 is known.

JP-A-10-295003 JP 2003-83111 A JP 2004-153946 A

By the way, in the conventional hybrid vehicle disclosed in Patent Document 2, when the traveling mode selector operated by the driver is in the reverse mode, both the engine and the motor are in operation, and the driver's accelerator request When the new rotation speed of the electric motor calculated based on the vehicle speed exceeds the maximum allowable rotation speed of the electric motor, the engine is controlled to stop.
Thus, even in the reverse mode, when the state of charge of the battery (also referred to as “SOC”) is low, the battery can be charged by operating the engine, and even if the reverse vehicle speed increases, Over-rotation can be prevented.
However, the hybrid vehicle disclosed in Patent Document 2 stops the engine for preventing over-rotation of the electric motor only when the traveling mode selector is in the reverse mode, and the over-rotation of the electric motor is performed regardless of the mode of the traveling mode selector. Improvement of the control system which can perform engine stop for prevention was anxious.

  The object of the present invention is to stop the engine for preventing over-rotation of the electric motor regardless of the mode of the travel mode selector in order to solve the above-described problems, and to rotate the electric motor without being influenced by the determination of whether or not the engine can be operated. This is to realize a drive control device for a hybrid vehicle that can prevent the number from exceeding an allowable rotational speed.

  Therefore, in order to eliminate the above-mentioned inconveniences, the present invention includes an accelerator opening detecting means for detecting an accelerator opening in a hybrid vehicle drive control device that controls driving of a vehicle using outputs from an engine and an electric motor. Vehicle speed detecting means for detecting the vehicle speed is provided, battery charge state detecting means for detecting the state of charge of the battery is provided, and the accelerator opening detected by the accelerator opening detecting means and the vehicle speed detecting means are detected. Target drive power setting means for setting the target drive power based on the vehicle speed and the target charge / discharge power for setting the target charge / discharge power based on at least the charge state of the battery detected by the battery charge state detection means A setting means, and a target engine from the target drive power setting means and the target charge / discharge power setting means. A target engine power calculating means for calculating power; at least the vehicle speed detected by the vehicle speed detecting means; the state of charge of the battery detected by the battery charge state detecting means; and the target drive power setting means The engine is stopped when the condition for maintaining the operation of the engine from the calculated target drive power is satisfied and the calculated target engine speed is lower than the set engine speed. To do.

As described above in detail, according to the present invention, in the hybrid vehicle drive control device that controls the drive of the vehicle using the output from the engine and the electric motor, the vehicle is provided with the accelerator opening detection means that detects the accelerator opening. Vehicle speed detection means for detecting the speed, battery charge state detection means for detecting the state of charge of the battery, and the accelerator opening detected by the accelerator opening detection means and the vehicle speed detected by the vehicle speed detection means Target drive power setting means for setting the target charge power based on the battery charge state, and target charge / discharge power setting means for setting the target charge / discharge power based on at least the charge state of the battery detected by the battery charge state detection means. The target engine power is calculated from the target drive power setting means and the target charge / discharge power setting means. Engine power calculation means, and at least the engine speed from the vehicle speed detected by the vehicle speed detection means, the battery charge state detected by the battery charge state detection means, and the target drive power set by the target drive power setting means. When the condition for maintaining the operation is satisfied and the calculated target engine speed is lower than the set engine speed, the engine is stopped.
As a result, the rotational speed of the electric motor can be prevented from exceeding the allowable rotational speed without being influenced by the traveling state of the vehicle or the determination of whether or not the engine can be operated in normal times.

  By inventing as described above, when the condition for maintaining the engine operation is satisfied at least from the vehicle speed, the state of charge of the battery, and the target drive power, the calculated target engine speed is the set engine speed. If it is lower, the engine is stopped, and the rotation speed of the electric motor is prevented from exceeding the allowable rotation speed without being influenced by the traveling state of the vehicle or the determination of whether or not the engine can be operated in normal time.

  Embodiments of the present invention will be described below in detail with reference to the drawings.

1 to 10 show an embodiment of the present invention.
2 and 3, reference numeral 1 denotes a drive control apparatus for a hybrid vehicle (not shown).
The drive control device 1 controls driving of a vehicle using an output from an engine (also referred to as “E / G”) 2 and an electric motor.
First, as shown in FIG. 2, the system configuration of the hybrid vehicle is provided with a first planetary gear 4 and a second planetary gear 5 on the output shaft 3 of the engine 2, and the first planetary gear 4 and the second planetary gear 5 are composed of an electric motor. A first motor generator (also referred to as “MG1”) 6 and a second motor generator (also referred to as “MG2”) 7 are provided.

At this time, the first planetary gear 4 has a first planetary carrier 4-1, a first ring gear 4-2, a first sun gear 4-3, and a first pinion gear 4-4, as shown in FIG. And an output gear 8 connected to a drive shaft (not shown).
Further, as shown in FIG. 2, the second planetary gear 5 has a second planetary carrier 5-1, a second ring gear 5-2, a second sun gear 5-3, and a second pinion gear 5-4. ing.
Then, as shown in FIG. 2, the first planetary carrier 4-1 of the first planetary gear 4 and the second sun gear 5-3 of the second planetary gear 5 are coupled and connected to the output shaft 3 of the engine 2.
Further, as shown in FIG. 2, the first ring gear 4-2 of the first planetary gear 4 and the second planetary carrier 5-1 of the second planetary gear 5 are coupled to an output gear 8 connected to a drive shaft (not shown). Connecting.

The first motor generator 6 includes a first motor rotor 6-1 and a first motor stator 6-2, and the second motor generator 7 includes a second motor rotor 7-1 and a second motor stator 7-. It consists of two.
Then, as shown in FIG. 2, the first motor rotor 6-1 of the first motor generator 6 is connected to the first sun gear 4-3 of the first planetary gear 4, and the second ring gear 5-2 of the second planetary gear 5 is connected. A second motor rotor 7-1 of the second motor generator 7 is connected.
Therefore, power is transferred between the engine 2, the first motor generator 6, the second motor generator 7, and a drive shaft (not shown).

Further, the first inverter 9 is connected to the first motor stator 6-2 of the first motor generator 6, and the second inverter 10 is connected to the second motor stator 7-2 of the second motor generator 7.
The first and second inverters 9 and 10 control the first and second motor generators 6 and 7, respectively.
The power terminals of the first and second inverters 9 and 10 are connected to the battery 11 that is a power storage device.

As shown in FIG. 3, the hybrid vehicle drive control device 1 includes accelerator opening detection means 12 including an accelerator opening sensor that detects an accelerator opening tvo, and a vehicle speed sensor that detects a vehicle speed Vs. Vehicle speed detection means 13 and battery charge state detection means 14 for detecting the state of charge SOC of the battery.
The hybrid vehicle drive control device 1 includes target drive power setting means 15, target charge / discharge power setting means 16, and target engine power calculation means 17.

The target drive power setting means 15 sets the target drive power Pdrv based on the accelerator opening degree tvo detected by the accelerator opening degree detection means 12 and the vehicle speed Vs detected by the vehicle speed detection means 13. It has a function to do.
That is, the target drive power setting means 15 has a target drive force calculation unit 18 as shown in FIG. 3, and the target drive force calculation unit 18 determines the accelerator opening tvo from the accelerator opening detection means 12 and the vehicle. A target driving force Fdrv for driving the vehicle is calculated by a target driving force search map disclosed in FIG. 4 according to the vehicle speed Vs from the speed detecting means 13, and the target driving force Fdrv and the vehicle speed Vs are calculated. The target drive power Pdrv is calculated and set by multiplication.

The target charge / discharge power setting means 16 has a function of setting the target charge / discharge power based on at least the battery charge state SOC detected by the battery charge state detection means 14.
That is, the target charge / discharge power setting means 16 has a target charge / discharge power calculation unit 19 as shown in FIG. 3, and the target charge / discharge power calculation unit 19 charges the battery from the battery charge state detection means 14. According to the SOC and the vehicle speed Vs from the vehicle speed detecting means 13, the target charge / discharge power Pbat is calculated and set by the target charge / discharge power search map disclosed in FIG.

  The target engine power calculation means 17 has a function of calculating the target engine power Peg from the target drive power setting means 15 and the target charge / discharge power setting means 16. Specifically, the basic target engine power Peg0 is calculated by subtracting the target charge / discharge power Pbat from the target drive power Pdrv.

Then, the engine operating point calculation means 20 that is an engine operating point calculation unit is based on the basic target engine power Peg0, and an engine operating point search map ("engine operation") composed of the engine speed Ne0 and the engine torque Te disclosed in FIG. In other words, the operating point of the engine 2 with high operating efficiency, that is, the engine speed Ne0 and the engine torque Te are determined.
At this time, the equi-efficiency line disclosed in FIG. 6 is a curve in which the operation efficiency of the engine 2 is constant, and the circled curve A indicates the region where the operation efficiency is the highest and reaches the outer periphery. As a result, driving efficiency decreases.
The equal power line is a curve in which the power from the engine 2 is constant, and the curve PB has a higher power than the curve PA.

The rotational speed limiting unit 21 is configured to calculate the maximum allowable rotational speed N1max in the positive direction of the first motor generator 6 based on a nomographic chart when the first motor generator 6 shown in FIG. 7 is operated at the maximum allowable rotational speed N1max in the positive direction. When the engine speed maximum value Nemax1 is calculated from the output shaft speed No, and the target engine speed Ne is greater than the engine speed maximum value Nemax1,
Ne = Nemax1
And
Here, k1 and k2 in FIG. 7 are defined as follows.
k1 = ZR1 / ZS1
k2 = ZS2 / ZR2
ZS1: Number of sun gear teeth of the first planetary gear 4 ZR1: Number of ring gear teeth of the first planetary gear 4 ZS2: Number of sun gear teeth of the second planetary gear 5 ZR2: Number of ring gear teeth of the second planetary gear 5 Similarly, the rotational speed limiting portion 21 shows the maximum allowable rotational speed N2max in the positive direction of the second motor generator 7 and the output shaft rotational speed based on the alignment chart when the second motor generator 7 is operated at the maximum allowable rotational speed N2max in the positive direction shown in FIG. When the engine speed maximum value Nemax2 is calculated from No and the target engine speed Ne is larger than the engine speed maximum value Nemax2,
Ne = Nemax2
And
Further, the rotation speed limiting unit 21 is configured to allow the first motor generator 6 to operate in the negative direction allowable maximum rotation speed N1min. The engine speed minimum value Nemin1 is calculated from N1min and the output shaft speed No. When the target engine speed Ne is smaller than the engine speed minimum value Nemin1,
Ne = Nemin1
And
Similarly, the rotation speed limiter 21 is configured to limit the maximum allowable negative direction of the second motor generator 7 based on the nomographic chart when the second motor generator 7 shown in FIG. 10 is operated at the maximum negative rotation speed N2min. When the engine speed minimum value Nemin2 is calculated from the speed N2min and the output shaft speed No, and the target engine speed Ne is smaller than the engine speed minimum value Nemin2,
Ne = Nemin2
And

  In other words, the target engine speed Ne is the engine speed Ne0 calculated by the engine operating point calculation means 20, and the maximum allowable forward speeds N1max and N2max of the first and second motor generators 6 and 7 made of electric motors. The negative maximum allowable rotational speed N1min and N2min are used for calculation.

Next, the relationship between the engine speed minimum values Nemin1 and Nemin2 described above and the “allowable minimum engine speed” disclosed in FIG. 1 will be described.
The engine speed minimum value Nemin is:
Nemin = max (Nemin1, Nemin2)
That is, the larger of the engine speed minimum values Nemin1 and Nemin2 of the first and second motor generators 6 and 7 is set as the engine speed minimum value Nemin.
The engine speed maximum value Nemax is
Nemax = min (Nemax1, Nemax2)
That is, the smaller one of the engine speed maximum values Nemax1 and Nemax2 of the first and second motor generators 6 and 7 is set as the engine speed maximum value Nemax.
Furthermore, the target engine speed Ne is
Ne = min (max (Ne0, Nemin) Nemax)
That is, the larger one of the engine speed Ne0 and the engine speed minimum value Nemin is compared with the engine speed maximum value Nemax, and the smaller one is set as the target engine speed Ne.
The “allowable minimum engine speed” disclosed in FIG. 1 is the minimum engine speed at which the engine 2 can be stably operated without causing an engine stall or the like.
Accordingly, the “allowable minimum engine speed” and the engine speed minimum values Nemin1 and Nemin2 are irrelevant.

  In the control block diagram of the drive control device 1 disclosed in FIG. 3, the process differs depending on whether the engine 2 is operated or stopped.

That is, when the engine 2 is operated, the target engine power calculation unit 22 calculates the target engine power Peg from the engine torque Te from the engine operating point calculation unit 20 and the target engine rotation speed Ne from the rotation speed limiting unit 21. To do.
Then, the target motor generator power Pmg is calculated by subtracting the target engine power Peg from the target drive power Pdrv.
At this time, the target MG rotational speed calculation unit 23 calculates the target MG1 rotational speed N1 and the target MG2 rotational speed N2 from the output shaft rotational speed No and the target engine rotational speed Ne from the rotational speed limiting unit 21.
Further, the MG torque calculation unit 24 sets the total power of the first motor generator 6 and the second motor generator 7 to the target motor generator power Pmg, the MG1 rotation speed to the target MG1 rotation speed N1, and MG2 rotations. The target MG1 torque T1 and the target MG2 torque T2 are calculated so that the number becomes the target MG2 rotation speed N2.

On the other hand, when the engine 2 is stopped, the target engine torque Te is Te = 0.
Therefore, the target engine power calculation unit 22 sets the target engine power Peg as
Peg = 0
And the target motor generator power Pmg is
Pmg = Pdrv (target drive power)
It becomes.
At this time, the target MG rotational speed calculation unit 23 calculates the target MG1 rotational speed N1 and the target MG2 rotational speed N2 from the output shaft rotational speed No and the target engine rotational speed Ne (= 0) from the rotational speed limiting unit 21. calculate.
Further, the MG torque calculation unit 24 has the total power of the first motor generator 6 and the second motor generator 7 as the target motor generator power Pmg, and the MG rotation speed is the target MG1 rotation speed N1 and the target MG2 rotation speed N2. The target MG1 torque T1 and the target MG2 torque T2 are calculated such that

  The hybrid vehicle drive control device 1 includes at least the vehicle speed Vs detected by the vehicle speed detection means 13, the battery charge state SOC detected by the battery charge state detection means 14, and the target drive power. When the condition for maintaining the operation of the engine 2 from the target drive power Pdrv set by the setting means 15 is satisfied, and the calculated target engine speed Ne is the set engine speed, When it is lower than the “allowable minimum speed”, the engine 2 is stopped.

More specifically, when the engine 2 is stopped, whether the engine operation should be continued in consideration of the vehicle speed Vs, the state of charge of the battery SOC, the target drive power Pdrv, etc. It is to determine whether or not.
For example, when the vehicle speed Vs falls below the second predetermined vehicle speed Vs2 lower than the first predetermined vehicle speed Vs1, it is determined that the engine 2 should be stopped, and the vehicle speed Vs is lower than the first predetermined vehicle speed Vs1. 2 If the predetermined vehicle speed Vs2 is exceeded, it is determined that the engine operation should be continued.
Further, when the state of charge SOC of the battery exceeds the second predetermined value SOC2 higher than the first predetermined value SOC1, it is determined that the engine 2 should be stopped, and the state of charge SOC of the battery is higher than the first predetermined value SOC1. When the value falls below the high second predetermined value SOC2, it is determined that the engine operation should be continued.
Further, when the target drive power Pdrv falls below the second drive power Pdrv2 that is smaller than the predetermined first drive power Pdrv1, it is determined that the engine 2 should be stopped, and the target drive power Pdrv is greater than the predetermined first drive power Pdrv1. When it exceeds the small second drive power Pdrv2, it is determined that the engine operation should be continued.
That is, when the condition for maintaining the operation of the engine 2 is satisfied, when the calculated target engine speed Ne is lower than the “allowable minimum engine speed” that is the set engine speed, the engine 2 and the engine 2 is also stopped when the conditions for maintaining the operation of the engine 2 are not satisfied.
Then, the condition for maintaining the operation of the engine 2 is satisfied, and the calculated target engine speed Ne is higher than the “allowable minimum engine speed” which is the set engine speed. Only in this case, the operation of the engine 2 is maintained.

The hybrid vehicle drive control device 1 also has a function of operating the engine 2.
At this time, when the engine 2 is operated, whether the engine 2 should be operated is determined by considering the vehicle speed Vs, the state of charge of the battery SOC, the target drive power Pdrv, and the like. To do.
For example, when the vehicle speed Vs exceeds the first predetermined vehicle speed Vs1, it is determined that the engine 2 should be operated, and when the vehicle speed Vs falls below the first predetermined vehicle speed Vs1, the engine stop should be continued. Is determined.
Further, when the state of charge SOC of the battery falls below the first predetermined value SOC1, it is determined that the engine 2 should be operated, and when the state of charge SOC of the battery exceeds the first predetermined value SOC1, the engine stop is continued. Judge that it should be.
Further, when the target drive power Pdrv exceeds the predetermined first drive power Pdrv1, it is determined that the engine 2 should be operated, and when the target drive power Pdrv falls below the predetermined first drive power Pdrv1, the engine stop is continued. Judge that it should be.
That is, when the conditions for operating the engine 2 are satisfied, the engine is stopped when the calculated target engine speed Ne is lower than the “allowable minimum engine speed” that is the set engine speed. And the engine is stopped even when the conditions for operating the engine 2 are not satisfied.
When the condition for operating the engine 2 is satisfied, and the calculated target engine speed Ne is higher than the “allowable minimum engine speed” that is the set engine speed Only the engine 2 is operated.

Finally, the drive control device 1 includes the engine 2, the first motor generator 6, and the second motor generator so that the actual torque and the actual rotational speed of the engine 2 become the target engine torque Te and the target engine rotational speed Ne. 7 is controlled.
In the drive control device 1, the actual torque and the actual rotation speed of the first motor generator 6 and the second motor generator 7 are the target MG1 torque T1 and the target MG1 rotation speed N1, and the target MG2 torque T2 and the target MG2. The engine 2, the first motor generator 6, and the second motor generator 7 are controlled so that the rotation speed becomes N2.

  Next, the operation will be described with reference to a flowchart for determining engine operation / stop of the hybrid vehicle drive control device 1 of FIG.

When the engine operation / stop determination program starts (102), the process proceeds to determination (104) as to whether or not the engine is operating.
If the determination (104) is YES, the vehicle speed Vs, the state of charge of the battery SOC, the target drive power Pdrv and the like are taken into consideration, and the process proceeds to the determination (106) as to whether or not the engine operation should be continued. When the determination (104) is NO, the process proceeds to determination (108) as to whether or not the engine 2 should be operated in consideration of the vehicle speed Vs, the state of charge of the battery SOC, the target drive power Pdrv, and the like.

  Considering the above-mentioned vehicle speed Vs, the state of charge of the battery SOC, the target drive power Pdrv, etc. In the determination (106) of whether or not to continue the engine operation, if this determination (106) is YES, the target engine The routine proceeds to judgment (110) on whether or not the rotational speed Ne is equal to or higher than the set engine speed, that is, the “minimum allowable engine speed”. If the judgment (106) is NO, the engine 2 described later is stopped. The process proceeds to processing (114) to be performed, and the process proceeds to return (122).

  Further, in the determination (110) of whether or not the target engine speed Ne is equal to or greater than the set engine speed, that is, the “allowable minimum engine speed”, when the determination (110) is YES, the engine operation is performed. The process proceeds to the continuing process (112), the process proceeds to the return (122), and if the determination (110) is NO, the process proceeds to the process (114) for stopping the engine 2, and the process proceeds to the return (122). .

  Further, in the determination (108) of whether or not the engine 2 should be operated in consideration of the vehicle speed Vs, the battery state SOC, the target drive power Pdrv, etc., when the determination (108) is YES, When the target engine speed Ne is equal to or greater than the set engine speed, that is, the “minimum allowable engine speed” (116), if the determination (108) is NO, the engine stop to be described later is stopped. The process proceeds to the process (120) for continuing the process, and the process proceeds to the return (122).

  Furthermore, in the determination (116) of whether or not the target engine speed Ne is equal to or higher than the set engine speed, that is, the “minimum allowable engine speed”, if the determination (116) is YES, the engine 2 The process proceeds to the process (118) for driving the engine, the process proceeds to the return (122), and if the determination (116) is NO, the process proceeds to the process (120) for continuing the engine stop, and the process proceeds to the return (122). To do.

Accordingly, at least the vehicle speed Vs detected by the vehicle speed detection means 13 by the drive control apparatus 1 for the hybrid vehicle, the battery charge state SOC detected by the battery charge state detection means 14, and the target drive. When the condition for maintaining the operation of the engine 2 is satisfied from the target drive power Pdrv set by the power setting means 15, and the calculated target engine speed Ne is the set engine speed, that is, the “engine If it is lower than the “allowable minimum rotational speed”, the engine 2 is stopped.
Therefore, it is possible to prevent the rotation speed of the electric motor from exceeding the allowable rotation speed without being influenced by the traveling state of the vehicle or the determination of whether or not the engine can be operated in normal times.

Further, the target engine speed Ne is the engine speed Ne0 calculated by the engine operating point calculating means 20, and the maximum allowable positive speeds N1max and N2max in the positive direction of the first and second motor generators 6 and 7 made of electric motors. The negative maximum allowable rotational speed N1min and N2min are used for calculation.
Therefore, since the target engine speed Ne is determined in consideration of the value of the permissible speed of the first and second motor generators 6 and 7 composed of electric motors, a setting engine that needs to forcibly stop the engine 2 is set. It is possible to reduce the rotation speed, that is, the frequency at which the rotation speed is less than the “allowable minimum rotation speed of the engine”.
As a result, it is possible to achieve both the improvement of the driver's request and the state of charge of the battery and the protection of the motor.

It is a flowchart for determining the operation / stop of the engine of the drive control apparatus of the hybrid vehicle which shows the Example of this invention. It is a system block diagram of the drive control apparatus of a hybrid vehicle. It is a control block diagram of the drive control apparatus of a hybrid vehicle. 3 is a target driving force search map composed of a target driving force Fdrv and a vehicle speed Vs. It is a target charging / discharging power search map which consists of the relationship between target charging / discharging power Pbat and vehicle speed Vs. 3 is an engine operating point search map including an engine speed Ne and an engine torque Te. FIG. 6 is a collinear diagram when the first motor generator is operating at a maximum allowable number of rotations in the positive direction. FIG. 6 is a collinear diagram when the second motor generator is operating at a maximum allowable number of rotations in the positive direction. FIG. 6 is a collinear diagram when the first motor generator is operating at a maximum allowable number of rotations in the negative direction. FIG. 6 is a collinear diagram when the second motor generator is operating at the maximum allowable number of rotations in the negative direction.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Drive control apparatus of hybrid vehicle 2 Engine (it also describes as "E / G")
3 Output shaft 4 First planetary gear 5 Second planetary gear 6 First motor generator (also referred to as “MG1”)
6-1 First Motor Rotor 6-2 First Motor Stator 7 Second Motor Generator (also referred to as “MG2”)
7-1 Second motor rotor 7-2 Second motor stator 8 Output gear 9 First inverter 10 Second inverter 11 Battery 12 Accelerator opening degree detection means 13 Vehicle speed detection means 14 Battery charge state detection means 15 Target drive power setting means 16 Target charge / discharge power setting means 17 Target engine power calculation means 18 Target driving force calculation section 19 Target charge / discharge power calculation section 20 Engine operating point calculation means 21 Speed limit section 22 Target engine power calculation section 23 Target MG speed calculation section ( Also referred to as “target motor generator rotation speed calculation unit”.)
24 MG torque calculation unit (also referred to as “motor generator torque calculation unit”)

Claims (2)

  In a hybrid vehicle drive control device that drives and controls a vehicle using outputs from an engine and an electric motor, the vehicle is provided with an accelerator opening detection unit that detects an accelerator opening, a vehicle speed detection unit that detects a vehicle speed, A battery charge state detection means for detecting a charge state, and a target for setting a target drive power based on the accelerator opening detected by the accelerator opening detection means and the vehicle speed detected by the vehicle speed detection means Drive power setting means, and target charge / discharge power setting means for setting target charge / discharge power based on at least a battery charge state detected by the battery charge state detection means, the target drive power setting means and the target charge power setting means. Target engine power calculation means for calculating the target engine power from the discharge power setting means is provided. The engine is operated from at least the vehicle speed detected by the vehicle speed detecting means, the state of charge of the battery detected by the battery charge state detecting means, and the target drive power set by the target drive power setting means. A drive control apparatus for a hybrid vehicle, characterized in that the engine is stopped when the condition for maintaining is satisfied and when the calculated target engine speed is lower than the set engine speed.   Engine operating point calculation means for determining an operating point with good engine operating efficiency from an engine operating point table consisting of engine speed and engine torque is provided, and the target engine speed is calculated by the engine operating point calculation means. 2. The drive control apparatus for a hybrid vehicle according to claim 1, wherein the drive control apparatus is calculated using the engine speed, the maximum allowable positive speed in the positive direction of the electric motor, and the maximum allowable rotational speed in the negative direction.

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