JP2008087649A - Motor traction controller for hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide the motor traction controller of a hybrid car for protecting the components of a high power system circuit by preventing an over-voltage while restoring the grip of wheels. <P>SOLUTION: An integrated controller 6 sets the limiter α of the torque convergence rate of motor traction control to a smaller value as the absolute value of the battery charging limiting value S_IN of a battery 4 is small, and as the total power generation quantity S_PG of a first motor generator MG is large. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention belongs to the technical field of motor traction control devices for hybrid vehicles.

Conventionally, there is known a hybrid vehicle that reduces energy loss due to excessive rotation of the drive motor by limiting the torque of the drive motor when a wheel drive slip is detected (see, for example, Patent Document 1).
JP 2005-51888 A

  In the above prior art, during motor traction control, the torque of the drive motor is limited stepwise while absorbing the driving force of the engine by the generator. At this time, the power supply to the drive motor is limited in a stepwise manner, so that the slip converges, but the engine rotation cannot be reduced in a stepwise manner due to the inertia component of the engine or the like. Accordingly, the convergence of the engine rotation is delayed with respect to the convergence of the torque, and surplus power is generated in the high-voltage circuit by driving the generator.

  Usually, the surplus power is charged in the battery, but sudden and large surplus power generation such as when the slip converges exceeds the allowable value of the battery or boost converter, so no current flows, and accordingly the battery-boost converter-inverter There is a risk of damage due to overvoltage.

  The present invention has been made paying attention to the above-mentioned problems, and the object of the present invention is to provide motor traction for a hybrid vehicle that can protect the components of the high-voltage circuit by preventing overvoltage while restoring the wheel grip. It is to provide a control device.

In order to achieve the above object, the present invention provides:
A high-power circuit composed of a motor connected to the wheel, a generator connected to the engine, and a battery connected to the motor and the generator via an inverter, respectively;
Motor traction control means for detecting drive slip of the wheel and executing motor traction control for recovering the grip force of the wheel by torque reduction of the motor;
In a motor traction control device for a hybrid vehicle equipped with
Provided surplus power estimation means for estimating surplus power generated in the high-power circuit by the motor traction control,
The motor traction control means sets a torque convergence rate for motor traction control based on the estimated surplus power.

  In the motor traction control device for a hybrid vehicle of the present invention, the torque convergence rate of the motor traction control is set based on the surplus power generated by the motor traction control. In other words, since the overvoltage generated in the high-voltage circuit due to the motor traction control is generated in proportion to the magnitude of the surplus power after the surplus power is generated, the convergence rate of torque reduction based on the estimated surplus power By setting the above, it is possible to prevent overvoltage while restoring the grip of the wheel, and to protect the parts of the high-voltage parts.

  Hereinafter, the best mode for carrying out the present invention will be described based on the first embodiment.

First, the drive system configuration of the hybrid vehicle will be described.
FIG. 1 is an overall system diagram showing a drive system of a hybrid vehicle to which the motor traction control device of Embodiment 1 is applied. As shown in FIG. 1, the drive system of the hybrid vehicle in the first embodiment includes an engine E, a first motor generator (generator) MG1, a second motor generator MG2 (motor), an output sprocket OS, and a power split mechanism. TM.

  The engine E is a gasoline engine or a diesel engine, and the valve opening degree of the throttle valve and the like are controlled based on a control command from an engine controller 1 described later.

  The first motor generator MG1 and the second motor generator MG2 are synchronous motor generators in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and power control is performed based on a control command from a motor controller 2 described later. Each is independently controlled by applying a three-phase alternating current generated by the unit 3.

  Both motor generators MG1 and MG2 can operate as electric motors that are driven to rotate by receiving electric power from the battery 4 (hereinafter, this state is referred to as “powering”), and the rotor is rotated by an external force. In some cases, the battery 4 can be charged by functioning as a generator that generates electromotive force at both ends of the stator coil (hereinafter, this state is referred to as regeneration).

  The power split mechanism TM is configured by a simple planetary gear having a sun gear S, a pinion P, a ring gear R, and a pinion carrier PC. And the connection relationship of the input / output member with respect to the three rotating elements (sun gear S, ring gear R, and pinion carrier PC) of the simple planetary gear will be described. The sun gear S is connected to a first motor generator MG1. The ring gear R is connected to the second motor generator MG2 and the output sprocket OS. An engine E is connected to the pinion carrier PC via an engine damper ED. The output sprocket OS is connected to the left and right front wheels via a chain belt CB, a differential and a drive shaft (not shown).

  Due to the above connection relationship, the first motor generator MG1 (sun gear S), the engine E (planet carrier PC), the second motor generator MG2 and the output sprocket OS (ring gear R) are arranged in this order on the alignment chart shown in FIG. It is possible to introduce a rigid lever model (a relationship in which three rotational speeds are always connected by a straight line) that can simply express the dynamic operation of a simple planetary gear.

  Here, the “collinear diagram” is a velocity diagram used in a simple and easy-to-understand method of drawing instead of the method of obtaining by equation when considering the gear ratio of the differential gear, Take the number of rotations (rotation speed) of the rotating elements, take each rotating element on the horizontal axis, and set the interval between each rotating element to the collinear lever ratio (1: λ) based on the gear ratio λ of the sun gear S and ring gear R It arrange | positions so that it may become.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the control system of the hybrid vehicle in the first embodiment includes an engine controller 1, a motor controller 2, a power control unit 3, a battery 4 (secondary battery), a brake controller 5, and an integrated controller. (Motor traction control means) 6.

  The integrated controller 6 receives input information from an accelerator opening sensor 7, a vehicle speed sensor 8, an engine speed sensor 9, a first motor generator speed sensor 10, and a second motor generator speed sensor 11. It is. Since the vehicle speed sensor 8 and the second motor generator rotation speed sensor 11 detect the output rotation speed of the same power split mechanism TM, the vehicle speed sensor 8 is omitted and the sensor from the second motor generator rotation speed sensor 11 is omitted. The signal may be used as a vehicle speed signal.

  The brake controller 5 includes a front left wheel speed sensor 12, a front right wheel speed sensor 13, a rear left wheel speed sensor 14, a rear right wheel speed sensor 15, a steering angle sensor 16, and a master cylinder pressure sensor 17. The brake stroke sensor 18 provides input information.

  The engine controller 1 responds to the target engine torque command from the integrated controller 6 that inputs the accelerator opening AP from the accelerator opening sensor 7 and the engine speed Ne from the engine speed sensor 9, and the engine operating point (Ne, A command for controlling Te) is output to, for example, a throttle valve actuator (not shown).

  The motor controller 2 operates the motor operation of the first motor generator MG1 in response to a target motor generator torque command from the integrated controller 6 that inputs the motor generator rotational speeds N1 and N2 from both the motor generator rotational speed sensors 10 and 11 by the resolver. A command for independently controlling the point (N1, T1) and the motor operating point (N2, T2) of the second motor generator MG2 is output to the power control unit 3. The motor controller 2 uses information on the battery S.O.C that indicates the state of charge of the battery 4.

  The power control unit 3 constitutes a power supply system high voltage system capable of supplying power to both motor generators MG1 and MG2 with a smaller current. As shown in the strong circuit diagram of FIG. , A boost converter 3b, a drive motor inverter 3c, a generator generator inverter 3d, and a capacitor 3e. Drive motor inverter 3c is connected to the stator coil of second motor generator MG2. A generator generator inverter 3d is connected to the stator coil of first motor generator MG1. The joint box 3a is connected to a battery 4 that is discharged during power running and charged during regeneration.

  The brake controller 5 performs ABS control by a control command to the brake hydraulic pressure unit 19 that independently controls the brake hydraulic pressure of the four wheels during low μ road braking or sudden braking, and also performs engine braking and foot braking. During braking by regenerative braking, regenerative brake cooperative control is performed by issuing a control command to the integrated controller 6 and a control command to the brake fluid pressure unit 19. The brake controller 5 includes wheel speed information from the wheel speed sensors 12, 13, 14, 15, steering angle information from the steering angle sensor 16, braking operation from the master cylinder pressure sensor 17 and the brake stroke sensor 18. Quantity information is entered. And based on these input information, a predetermined calculation process is performed and the control command by the process result is output to the integrated controller 6 and the brake hydraulic pressure unit 19. A front left wheel wheel cylinder 20, a front right wheel wheel cylinder 21, a rear left wheel wheel cylinder 22, and a rear right wheel wheel cylinder 23 are connected to the brake fluid pressure unit 19.

  The integrated controller 6 manages the energy consumption of the entire vehicle and has the function of running the vehicle with the highest efficiency, and performs engine operating point control by a control command to the engine controller 1 during acceleration running, etc. Further, the motor generator operating point control is performed by a control command to the motor controller 2 at the time of stopping, running, braking, or the like. The integrated controller 6 includes the accelerator opening AP, the vehicle speed VSP, the engine speed Ne, the first motor generator speed N1, and the second motor generator speed N2 from the sensors 7, 8, 9, 10, and 11. Entered. And based on these input information, a predetermined calculation process is performed and the control command by the process result is output to the engine controller 1 and the motor controller 2. FIG. The integrated controller 6 and the engine controller 1, the integrated controller 6 and the motor controller 2, and the integrated controller 6 and the brake controller 5 are connected by bidirectional communication lines 24, 25, and 26, respectively, for information exchange.

Next, driving force performance will be described.
As shown in FIG. 2 (b), the driving force of the hybrid vehicle of the first embodiment includes the engine direct driving force (the driving force obtained by subtracting the generator driving amount from the total engine driving force) and the motor driving force (both motor generators MG1). , Driving force by the sum of MG2). As shown in FIG. 2A, the maximum driving force is configured such that the lower the vehicle speed, the greater the motor driving force. In this way, since the vehicle does not have a transmission and travels by adding the direct driving force of the engine E and the motor driving force that is electrically converted, the full power of the accelerator pedal is fully opened from low speed to high speed from the state of low steady driving power. Until now, it is possible to control the driving force seamlessly in response to the driver's request (torque on demand).

  In the hybrid vehicle of the first embodiment, the engine E, the motor generators MG1, MG2, and the left and right front wheels are connected without a clutch via the power split mechanism TM. Further, as described above, most of the engine power is converted into electric energy by a generator, and the vehicle is driven by a motor with high output and high response. For this reason, for example, when driving on a slippery road surface such as an ice burn, when the driving force of the vehicle changes suddenly due to wheel slip or wheel lock during braking, the power control unit 3 is protected from excessive current. Alternatively, it is necessary to protect parts from the pinion over-rotation of the power split mechanism TM. On the other hand, motor traction control that utilizes the high-output and high-response motor characteristics, developed from the component protection function, detects wheel slip instantaneously, recovers the grip, and runs the vehicle safely. Is adopted.

Next, the braking force performance will be described.
In the hybrid vehicle of the first embodiment, the kinetic energy of the vehicle is converted into electric energy by operating the second motor generator MG2 operating as a motor as a generator (generator) during braking by an engine brake or a foot brake. Then, a regenerative braking system that recovers and reuses the battery 4 is adopted.

  As shown in Fig. 3 (a), the general regenerative brake cooperative control in this regenerative brake system calculates the required braking force with respect to the brake pedal depression amount, regardless of the magnitude of the required braking force. The required braking force is shared by the regenerative component and the hydraulic component.

  On the other hand, the regenerative brake cooperative control employed in the hybrid vehicle of the first embodiment calculates the required braking force with respect to the brake pedal depression amount as shown in FIG. 3 (b), and calculates the calculated required braking force. On the other hand, the regenerative brake is given priority, and as long as the regenerative portion can cover it, the regenerative portion is expanded to the maximum without using the hydraulic component. Thereby, especially in a traveling pattern in which acceleration / deceleration is repeated, energy recovery efficiency is high, and energy recovery by regenerative braking is realized up to a lower vehicle speed.

Next, the vehicle mode will be described.
As the vehicle mode in the hybrid vehicle of the first embodiment, as shown in the alignment chart of FIG. 4, “stop mode”, “start mode”, “engine start mode”, “steady travel mode”, “acceleration mode” Have

In the “stop mode”, as shown in FIG. 4A, the engine E, the generator MG1, and the motor MG2 are stopped. In the “start mode”, as shown in FIG. 4 (2), the vehicle starts by driving the motor MG2. In the “engine start mode”, as shown in FIG. 4 (3), the sun gear S rotates to start the engine E by the generator MG1 having a function as an engine starter. In the “steady travel mode”, as shown in FIG. 4 (4), the vehicle travels mainly by the engine E, and power generation is minimized in order to increase efficiency. In the “acceleration mode”, as shown in FIG. 4 (5), the engine E is rotated and the generator MG1 starts generating power. The electric power of the battery 4 is used to increase the driving force of the motor MG2. In addition, it accelerates.
In reverse running, in the “steady running mode” shown in FIG. 4 (4), if the rotation speed of the generator MG1 is increased while the increase in the rotation speed of the engine E is suppressed, the rotation speed of the motor MG2 becomes negative. Transition and reverse travel can be achieved.

  At the time of start-up, when the ignition key is turned, the engine E starts, and after the engine E is warmed up, the engine E stops immediately. When starting or at a light load, when starting or when going down a gentle hill that runs at a very low speed, the fuel is cut in areas where engine efficiency is low, and the engine stops and the motor MG2 runs. During normal travel, the driving force of the engine E is driven directly by one of the wheels by the power split mechanism TM, while the other drives the generator MG1 and assists the motor MG2. At the time of full open acceleration, power is supplied from the battery 4 and further driving force is added. When decelerating or braking, the wheel drives the motor MG2 and acts as a generator to perform regenerative power generation. The collected electrical energy is stored in the battery 4. When the charge amount of the battery 4 decreases, the generator MG1 is driven by the engine E and charging is started. When the vehicle is stopped, the engine E is automatically stopped except when the air conditioner is used or when the battery is charged.

Next, motor traction control will be described.
In the hybrid vehicle according to the first embodiment, when the wheel slips when starting or traveling on a low μ road, motor traction control for preventing idling of the wheel is executed. In this motor traction control, the driving force of the wheel is reduced while applying a braking force to the wheel. In the hybrid vehicle, the generator MG1 absorbs the driving force of the engine E, and the torque of the motor MG2 is reduced (command torque is limited), thereby quickly eliminating the slip state.

In the first embodiment, surplus power generated in the high-power circuit is estimated from the total power generation amount S_PG and the battery charge limit value S_IN so that the overvoltage generated by the estimated surplus power is less than the allowable value of the high-power circuit. As the estimated surplus power increases, the torque convergence rate of the motor MG2 is delayed.
Here, the “torque convergence rate” refers to a rate of change when the command torque of the motor MG2 is converged to a limited command torque during motor traction control.

[Motor traction control process]
FIG. 6 is a flowchart showing the flow of the motor traction control process executed by the integrated controller 6 according to the first embodiment. Each step will be described below. This control process is repeatedly executed at a predetermined calculation cycle.

  In step S1, it is determined whether or not wheel slip has occurred. If yes, then go to step S2, if no, go to return. Here, the slip is estimated from the wheel speed difference between the driving wheel and the driven wheel, for example.

  In step S2, a required motor torque (hereinafter referred to as driver required torque) obtained by subtracting engine sharing torque Te from the driver required drive torque obtained from the accelerator opening AP and each wheel speed is calculated, and the process proceeds to step S3. .

  In step S3, a battery charge limit value S_IN is calculated based on the temperature of the battery 4, and the process proceeds to step S4. Here, the battery charge limit value S_IN is a charge limit amount of the battery 4 that changes according to the temperature of the battery 4, and the charge limit amount increases as the battery charge limit value S_IN decreases.

In step S4, the total power generation amount S_PG of the generator MG1 is calculated from the following equation (1), and the process proceeds to step S5.
S_PG = k × r × T (1)
Here, k is a coefficient, r is the rotational speed of the generator MG1, and T is the output torque of the generator MG1.

  In step S5, referring to the torque convergence rate limiter setting map (corresponding to surplus power estimation means) shown in FIG. 7 from the battery charge limit value S_IN calculated in step S3 and the total power generation amount S_PG calculated in step S4. A limiter α that limits the torque convergence rate is set, and the process proceeds to step S6.

  As illustrated in FIG. 7, the torque convergence rate limiter setting map of the first embodiment is a three-dimensional map in which the value of the limiter α changes according to the battery charge limit value S_IN and the total power generation amount S_PG. The limiter α is set to be a smaller value as the absolute value of the battery charge limit value S_IN is smaller, that is, as the charge limit amount is larger. Further, the larger the total power generation amount S_PG of the generator MG1, the smaller the value is set.

  The characteristic indicated by the alternate long and short dash line on the map of FIG. 7 is the limiter characteristic of the latest specification that can prevent excessive power generation regardless of the battery charge limit value S_IN or the total power generation amount S_PG.

In step S6, in order to make the phases of the generator MG1 and the motor MG2 coincide with each other, the limiter α set in step S5 is subjected to filter processing by a transfer function of the primary system expressed by the following equation (2). Migrate to
G (s) = 1 / τs + 1
Here, τ is a time constant, and s is a Laplace operator.

  In step S7, a command torque for eliminating slip is calculated, and the process proceeds to step S8. This command torque is set based on the slip amount of the wheel and the road surface friction coefficient.

  In step S8, it is determined whether or not the limiter α that has been subjected to the filtering process in step S6 is larger than a preset specified value. If YES, the process proceeds to step S9. If NO, the process proceeds to step S10.

  In step S9, the motor MG2 is driven based on the command torque limited by the limiter α, and the process proceeds to return.

  In step S10, the motor MG2 is driven based on the command torque limited by the specified value, and the process proceeds to return.

[Regarding generation of surplus power generation by generators due to slip convergence]
The motor traction control device for a hybrid vehicle according to the first embodiment pays attention to the following points.
As shown in FIG. 8, when a slip occurs in the wheel, a command torque for stepping down the torque is output to the motor by motor traction control, so that the slip converges due to a reduction in the motor rotational speed. Here, there is no problem if the execution torque (actually generated torque) decreases according to the command torque. However, if the torque of the drive motor is decreased stepwise according to the command torque, the motor power consumption decreases stepwise. On the other hand, the engine rotation cannot be reduced stepwise due to the inertia component. Therefore, the convergence of the engine rotation is delayed with respect to the convergence of the motor torque, and surplus power is generated in the high-power circuit by driving the generator.

  Normally, surplus power generation is charged to the battery, but sudden and large surplus power generation (charging), such as at the time of slip convergence, exceeds the allowable values of the battery, converter, etc., so no current flows as a result, battery to boost The voltage between the converter and the inverter rises, and there is a risk of damage due to overvoltage.

  As a countermeasure, it is conceivable that a rate limiter (the latest specification in FIG. 7) is included in the torque change to suppress a rapid torque fluctuation and prevent excessive power generation. FIG. 9 is a time chart of the amount of power generation showing the overvoltage prevention action by the rate limiter. By adding a rate limit to the execution torque, the phase of the execution torque and the generator power generation can be matched to eliminate the generation of surplus power. It becomes possible.

  However, when the rate limiter is used, overvoltage can be prevented, but convergence of the execution torque is delayed and the first slip of the wheel is increased. FIG. 10 is a time chart showing the number of rotations of the wheel when the slip suddenly converges, and shows (a) the case without the rate limiter and (b) the case with the rate limiter.

  As is apparent from FIG. 10, when the rate limiter is not used, the wheel slip is suppressed to a small value. However, when the rate limiter is used, the convergence of the execution torque is delayed, so that the wheel speed is excessively rotated. It cannot be suppressed.

[Torque convergence rate setting action]
On the other hand, in the motor traction control device for the hybrid vehicle of the first embodiment, the motor traction control is performed such that the overvoltage generated by the estimated surplus power is equal to or less than the allowable value of the high voltage circuit based on the estimated surplus power. By setting the torque convergence rate, both the protection of parts by preventing overvoltage and the early recovery of grip force were achieved.

  Since the surplus power itself cannot be detected, the first embodiment pays attention to the fact that the surplus power amount depends on the total power generation amount S_PG and the battery charge limit value S_IN, and thus the total power generation amount S_PG of the generator MG1. And the limiter α of the torque convergence rate is set based on the battery charge limit value S_IN.

  In the first embodiment, the torque convergence rate limiter α is set to a smaller value as the total power generation amount S_PG is larger. That is, when the total power generation amount S_PG of the generator MG1 is small, it can be estimated that the surplus power becomes small. Therefore, in this case, even if the torque is quickly converged, an overvoltage is unlikely to occur. Therefore, the grip force is converged earlier so that the grip force can be quickly recovered. On the other hand, when the total power generation amount S_PG of the generator MG1 is large, it can be estimated that the surplus power becomes large. Therefore, in this case, overvoltage is reliably prevented by delaying the convergence of the torque.

  That is, as the total power generation amount S_PG is larger, the limiter α is made smaller and the torque convergence rate is delayed, so that it is possible to achieve both the protection of the parts by overvoltage prevention and the early recovery of the gripping force.

  In the first embodiment, the torque convergence rate limiter α is set to a smaller value as the absolute value of the battery charge limit value S_IN is smaller. That is, when the surplus power easily enters the battery 4 (the absolute value of the battery charge limit value S_IN is large), it can be estimated that the surplus power becomes small. Therefore, in this case, even if the torque is quickly converged, an overvoltage is unlikely to occur. Therefore, the grip force is converged early, so that the grip force can be recovered quickly. On the other hand, when the surplus power hardly enters the battery 4 (the absolute value of the battery charge limit value S_IN is small), it can be estimated that the surplus power increases. Therefore, in this case, overvoltage is reliably prevented by delaying the convergence of the torque.

  That is, as the battery charge limit value S_IN is lower, the limiter α is made smaller and the torque convergence rate is delayed, so that it is possible to achieve both the protection of parts by preventing overvoltage and the early recovery of grip force.

Next, the effect will be described.
In the motor traction control device for a hybrid vehicle according to the first embodiment, the following effects can be obtained.

  (1) Second motor generator (generator) MG2 connected to wheels, first motor generator (motor) MG1 connected to engine E, second motor generator MG2, first motor generator MG1, and drive motor A high-power circuit composed of an inverter 3c and a battery 4 connected via a generator generator inverter 3d, and a motor that detects driving slip of the wheel and recovers the gripping force of the wheel by reducing the torque of the second motor generator MG2. In a motor traction control device for a hybrid vehicle including an integrated controller 6 that performs traction control, surplus power estimation means (torque convergence rate limiter setting map) for estimating surplus power generated in a high-power circuit by motor traction control is provided. Provided, the integrated controller 6 is estimated A torque convergence rate for motor traction control is set based on the surplus power. As a result, overvoltage can be prevented, and parts of the high-power circuit can be protected.

  (2) Since the integrated controller 6 sets the torque convergence rate so that the overvoltage generated by the estimated surplus power is less than or equal to the allowable value of the high-voltage circuit, it is possible to reliably prevent the occurrence of the overvoltage.

  (3) The integrated controller 6 makes the torque convergence rate slower as the estimated surplus power is larger, so that it is possible to achieve both protection of parts by preventing overvoltage and early recovery of the gripping force.

  (4) Since the surplus power estimation means estimates surplus power based on the battery charge limit value S_IN, the surplus power that changes according to the battery charge limit value S_IN can be estimated more accurately.

  (5) Since the integrated controller 6 decreases the torque convergence rate as the absolute value of the battery charge limit value S_IN is smaller, the surplus power increases as the absolute value of the battery charge limit value S_IN decreases. Regardless of the charge limit value S_IN, it is possible to achieve both the protection of parts by preventing overvoltage and the early recovery of gripping power.

  (6) The surplus power estimation means estimates surplus power based on the total power generation amount S_PG of the first motor generator MG1, and therefore can more accurately estimate surplus power that changes in accordance with the total power generation amount S_PG. .

  (7) The integrated controller 6 makes the torque convergence rate slower as the total power generation amount S_PG of the first motor generator MG1 is larger. Therefore, as the total power generation amount S_PG increases, the surplus power increases. Regardless of S_PG, it is possible to achieve both the protection of parts by preventing overvoltage and the early recovery of grip power.

(Other examples)
The best mode for carrying out the present invention has been described based on the first embodiment. However, the specific configuration of the present invention is not limited to the first embodiment and does not depart from the gist of the present invention. Any change in the design of the range is included in the present invention.

  For example, in the first embodiment, an example is shown in which the torque convergence rate is set based on the battery charge limit value S_IN and the total power generation amount S_PG. However, the torque convergence rate may be set based on either one.

1 is an overall system diagram showing a drive system of a hybrid vehicle to which a motor traction control device of Embodiment 1 is applied. FIG. 2 is a driving force performance characteristic diagram and a driving force conceptual diagram in a hybrid vehicle to which the motor traction control device of Embodiment 1 is applied. It is a contrast characteristic figure showing the braking force performance by regenerative cooperation in the hybrid vehicle to which the motor traction control device of Example 1 was applied. It is an alignment chart which shows each vehicle mode in the hybrid vehicle to which the motor traction control apparatus of Example 1 was applied. 1 is a high-voltage circuit diagram of a hybrid vehicle of Example 1. FIG. 3 is a flowchart illustrating a flow of a motor traction control process executed by the integrated controller 6 according to the first embodiment. 3 is a torque convergence rate limiter setting map according to the first embodiment. It is a time chart which shows the surplus power generation amount at the time of slip convergence. It is a time chart which shows the excessive power generation prevention effect using the rate limiter at the time of slip convergence. It is a time chart which shows the slip amount of the wheel according to the presence or absence of a rate limiter.

Explanation of symbols

E engine
MG1 1st motor generator
MG2 Second motor generator
OS output sprocket
TM power split mechanism 1 engine controller 2 motor controller 3 power control unit 4 battery 5 brake controller 6 integrated controller 7 accelerator opening sensor 8 vehicle speed sensor 9 engine speed sensor 10 first motor generator speed sensor 11 second motor generator speed Sensor 12 Front left wheel speed sensor 13 Front right wheel speed sensor 14 Rear left wheel speed sensor 15 Rear right wheel speed sensor 16 Steering angle sensor 17 Master cylinder pressure sensor 18 Brake stroke sensor 19 Brake fluid pressure unit 20 Front left wheel wheel cylinder 21 Front right wheel wheel cylinder 22 Rear left wheel wheel cylinder 23 Rear right wheel wheel cylinder

Claims (7)

A motor coupled to the wheel;
A generator connected to the engine;
A high-power circuit composed of a motor and a generator and a battery connected via an inverter, and
Motor traction control means for detecting drive slip of the wheel and executing motor traction control for recovering the grip force of the wheel by torque reduction of the motor;
In a motor traction control device for a hybrid vehicle equipped with
Provided surplus power estimation means for estimating surplus power generated in the high-power circuit by the motor traction control,
The motor traction control device for a hybrid vehicle, wherein the motor traction control means sets a torque convergence rate of motor traction control based on the estimated surplus power. The motor traction control device for a hybrid vehicle according to claim 1,
The motor traction control device for a hybrid vehicle, wherein the motor traction control means sets the torque convergence rate so that an overvoltage generated by the estimated surplus power is equal to or less than an allowable value of the high-power circuit. In the motor traction control device for a hybrid vehicle according to claim 1 or 2,
The motor traction control device for a hybrid vehicle, wherein the motor traction control means sets the torque convergence rate to a smaller value as the estimated surplus power is larger. The motor traction control device for a hybrid vehicle according to any one of claims 1 to 3,
The surplus power estimation means estimates the surplus power based on a charge limit amount of the battery, and is a motor traction control device for a hybrid vehicle. In the motor traction control device for a hybrid vehicle according to claim 4,
The motor traction control device for a hybrid vehicle, wherein the motor traction control means sets the torque convergence rate to a smaller value as the charge limit amount of the battery is larger. The motor traction control device for a hybrid vehicle according to any one of claims 1 to 5,
The surplus power estimating means estimates the surplus power based on the amount of power generated by the generator. The motor traction control device for a hybrid vehicle according to claim 6,
The motor traction control device for a hybrid vehicle, wherein the motor traction control means sets the torque convergence rate to a smaller value as the power generation amount of the generator increases.

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