JP2008143483A - Control unit for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To supply enough electric power to an EPS while avoiding energy loss in a hybrid vehicle with an EPS. <P>SOLUTION: An ECU executes a program including: a step S1000 of detecting a curvature R of a curve in front of its own vehicle on the basis of navigation information; a step S1010 of calculating entering vehicle speed V to the curve; a step S1020 of calculating the electric power P (EPS) necessary for the EPS on the basis of the curvature R and speed V; a step of calculating expected regenerative electric power P (REG) in the curve when being under accelerator-off or braking conditions (YES at the step S1070) at the time of the downslope curve (YES at the step S1040); and a step S1100 of preparing battery charge by means of an engine so that the engine is started at the time of stoppage of the engine if the expression P(REG)≥P(EPS)+α(α>0) is not satisfied (NO at the step S1090). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to control of a hybrid vehicle, and more particularly to control of a hybrid vehicle equipped with an electric power steering device with high power consumption.

  A vehicle equipped with a power train called a hybrid system combining an engine (for example, a known engine such as a gasoline engine or a diesel engine) and an electric motor has been developed and put into practical use. In such a vehicle, regardless of the amount of accelerator operation by the driver, the operation by the engine and the operation by the electric motor are automatically switched and controlled so as to obtain the highest efficiency. For example, when the engine is operated in a steady state and is operated to turn a generator that charges a secondary battery (battery) as a power storage mechanism, or intermittently during traveling according to the amount of charge of the secondary battery, etc. When the engine is operated, the engine is repeatedly operated and stopped regardless of the amount of accelerator operation by the driver. That is, by operating the engine and the electric motor individually or in cooperation, it becomes possible to improve fuel consumption and significantly reduce exhaust gas.

  Further, in recent years, various systems for providing assisting force have been mounted on vehicles in order to reduce a driver's operation burden and operation force. Among them, a power steering device that applies an auxiliary steering force to the driver's steering force using an electric motor or the like is widely used. In electric vehicles and hybrid vehicles, an electric power steering device using an electric motor is used. And the electric motor in this electric power steering device has a large power consumption among various auxiliary machines, and the fluctuation of the used electric power is also severe. On the other hand, the battery is relatively large and heavy compared to other parts. Moreover, since it heats at the time of charging / discharging, cooling is needed, for example, in the case of air cooling, ventilation etc. are needed frequently with a large sized battery. For this reason, miniaturization is desired, but in situations where the electric power steering device is operating frequently, there is a possibility that the remaining capacity of the battery will decrease and become insufficient. There is also a possibility that the performance is lowered due to heat generation. In particular, during regenerative braking, there is a possibility that the power supply to the auxiliary battery may be insufficient, and such problems are likely to become obvious.

  Japanese Patent Laying-Open No. 2006-197694 (Patent Document 1) solves such a problem by suppressing a shortage of power supply to an auxiliary battery in a vehicle equipped with an electric power steering device and a regenerative braking device. A regenerative control device that has been made possible is disclosed. The regenerative control device includes an electric power steering device, a regenerative braking device, a main battery that stores power generated by regeneration, and an auxiliary machine that is connected to the main battery and drives the electric power steering device with a voltage lower than that of the main battery. A regenerative control device for a vehicle including a battery, wherein a departure prediction unit that predicts a departure from the lane of the host vehicle, and a departure from the lane of the host vehicle is predicted by the departure prediction unit, and the regenerative braking device is driven A charge control unit that increases the charging voltage to the auxiliary battery as compared to other cases.

According to this regenerative control device, when the vehicle deviates from the lane, it is expected that the steering operation by the driver is performed to prevent it. That is, the deviation prediction leads to the prediction of the steering operation by the driver = drive prediction of the electric power steering apparatus. In such a case, the capacity of the auxiliary battery is ensured by setting the charging voltage to the auxiliary battery higher when the regenerative braking device is driven. In this way, the operation of the electric power steering device by the steering operation is predicted in advance by determining the departure from the lane, and the charging voltage to the auxiliary battery is increased, so that the electric power steering is in a state where the auxiliary battery is near full charge. In order to operate the device, the shortage of power supplied to the electric power steering device is suppressed, and the steering performance of the vehicle is improved.
JP 2006-197694 A

  By the way, in a hybrid vehicle, there is a case where electric power is supplied to electric power steering (hereinafter sometimes referred to as EPS (Electric Power Steering)) using a traveling battery which is a large-capacity power storage mechanism. In this case, when the EPS consumes electric power and the traveling battery shifts to the discharge side, the traveling battery is charged by the engine. When the power consumption by EPS is large and there is a demand for acceleration and the amount of discharge from the traveling battery is large, power supply to EPS is given priority, and as a result, the demand for acceleration may not be sufficiently satisfied. .

  However, Patent Document 1 described above does not disclose such a problem and a method for solving it. Also, simply predicting the power consumption of EPS and increasing the amount of power generated in advance to charge the battery for running makes it impossible to execute regenerative braking control due to charging restrictions when the prediction is not met, and energy recovery You may miss opportunities and lose energy.

  The present invention has been made in order to solve the above-described problems, and an object of the present invention is to supply sufficient electric power to the EPS and avoid energy loss in a hybrid vehicle equipped with the EPS. It is providing the control apparatus of a hybrid vehicle.

  The control device according to the first invention uses the engine and the rotating electric machine that operates by the electric power supplied from the power storage mechanism as a travel source of the vehicle, and also generates electric power when the rotating electric machine is operated by the engine or driving wheels. Controls the hybrid vehicle charged in the power storage mechanism. The hybrid vehicle is equipped with an electric power steering mechanism that is operated by electric power supplied from the power storage mechanism. The control device includes a detecting means for detecting information about a curved road located in front of the hybrid vehicle, a means for calculating power consumption by the electric power steering mechanism on the curved road, and an approach to the curved road. Means for calculating the amount of regenerative electric power generated along with the power, and determination means for determining whether to start the stopped engine based on the power consumption amount and the regenerative power amount.

  According to the first invention, if there is a curved road ahead of the host vehicle, the electric power steering mechanism (EPS) consumes the power of the power storage mechanism on the curved road. On the other hand, for example, if the curved road has a downward slope, regenerative power is generated as the vehicle enters the curved road. At this time, if the regenerative power is sufficiently large, the EPS can be operated normally even if the EPS consumes a large amount of power. However, if the regenerative power is not sufficiently large, the EPS cannot be operated normally if the EPS consumes a large amount of power. For this reason, for example, when the regenerative power amount is not sufficiently larger than the power consumption amount, control is performed so that the stopped engine is started. When the engine is operated, when the EPS consumes a large amount of power and the power amount of the power storage mechanism decreases, charging can be started immediately, and the EPS can be operated normally. Note that if the engine is not actually charged even if the engine is operated, the regenerative power is not limited even when the regenerative power is excessively generated or the EPS power consumption is excessively reduced. The energy can be recovered by charging the power storage mechanism using. As a result, it is possible to provide a hybrid vehicle control device that can supply sufficient electric power to the EPS and avoid energy loss in the hybrid vehicle including the EPS.

  In the control device according to the second invention, in addition to the configuration of the first invention, the detecting means detects the curvature and the road surface gradient, which are information about the curved road, based on information from the navigation device. Including means.

  According to the second aspect, since the power consumption of the EPS varies depending on the curvature, the power consumption of the EPS can be accurately calculated based on the curvature detected based on the information from the navigation device. Further, the regenerative power can be calculated based on the fact that the road surface slope of the curved road is a downward slope.

  In the control device according to the third aspect of the invention, in addition to the configuration of the second aspect of the invention, the determination means is configured such that the regenerative electric energy calculated when the road slope of the curve is a downward slope is greater than the power consumption. Means are included for determining that a stopped engine is to be started if it is not greater than a predetermined amount of power.

  According to the third aspect of the invention, regenerative electric power is generated because the driver operates the brake on the downwardly curved road. If the amount of regenerative power expected to be generated is not greater than a predetermined amount of power than the amount of power consumed, the stopped engine can be started to prepare for charging of the power storage mechanism by the engine.

  In addition to the configuration of any one of the first to third inventions, the control device according to the fourth invention is stopped when a means for detecting an acceleration request before entering the curved road, and an acceleration request is detected. And a means for charging the power storage mechanism by the engine.

  According to the fourth aspect of the invention, for example, acceleration may be required by the driver on an uphill curved road. In such a case, the rotating electrical machine accelerates the hybrid vehicle using the electric power from the power storage mechanism. In such a case, in addition to the power consumption by EPS, power consumption by the traveling motor, which is a rotating electrical machine, occurs, so that not only the engine is started but also the charging of the power storage mechanism is started. In such a case, it is not necessary to consider that the regenerative power is excessively generated, and charging to the power storage mechanism is not limited. For this reason, even if regenerative electric power generate | occur | produces, an electrical storage mechanism can be charged and energy can be collect | recovered.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
Hereinafter, a hybrid vehicle controlled by the control device according to the first embodiment of the present invention will be described. In the following description, it is assumed that the EPS is supplied with the reduced voltage from the high voltage battery that supplies power to the traveling motor (if the rated voltage of the EPS is about the same as the rated voltage of the high voltage battery). You do n’t have to step down). Further, the high voltage battery may supply power to the electric compressor of the air conditioner, or may supply power to the auxiliary battery in order to charge the auxiliary battery. The battery is only an example of a power storage mechanism and may be a capacitor. Furthermore, even if it is a battery, the kind is not limited.

  With reference to FIG. 1, a control block diagram of a hybrid vehicle controlled by ECU 600 that is a control device according to the present embodiment will be described.

  This hybrid vehicle includes a high voltage battery 100 that supplies electric power to a traveling motor generator 140 that is a three-phase AC rotating electric machine via an inverter 130 and a DC / DC converter 120, an auxiliary battery (low voltage battery) 200, an engine 300. For example, the high voltage battery 100 is a nickel metal hydride battery or a lithium ion battery having a voltage of about 200V. Auxiliary battery 200 is a lead storage battery of about 12V, for example.

  DC / DC converter 120 boosts voltage 200 V of high voltage battery 100 to about 500 V, which is the rated voltage of inverter 130 and travel motor generator 140.

  The high voltage battery 100 supplies electric power to the EPS 700 via the step-down system 400 in addition to the traveling motor generator 140. This EPS 700 is an electric power steering device controlled by an EPS controller 710. For example, if the voltage value of the high voltage battery 100 is 200V and the rated voltage value of the electric motor of the EPS 700 is about 42V, the voltage of the high voltage battery 100 is reduced to about 42V in the step-down system 400. A DC / DC converter is built in.

  In the high-voltage battery 100, the traveling motor generator 140 functions as a generator by the power of the engine 300, and the electric power generated by the traveling motor generator 140 is converted from AC to DC by the inverter 130, and the DC / DC The voltage is stepped down from about 500 V to about 200 V which is the voltage of the high voltage battery 100 by the converter 120 and charged. Further, traveling motor generator 140 functions as a generator by regenerative braking instead of engine 300 and is charged by the electric power generated by traveling motor generator 140. By this regenerative braking, the kinetic energy of the vehicle is not converted into heat energy by a mechanical (friction type) brake and becomes energy loss, but can be recovered as electric energy.

  A traveling power load 110 including a DC / DC converter 120, an inverter 130, and a traveling motor generator 140, a high voltage battery 100, a step-down system 400, an EPS 700, and an EPS controller 710 are connected to the ECU 600.

  Auxiliary battery 200 is charged by alternator 310 operated by engine 300. The auxiliary battery 200 may be charged by electric power supplied from the high voltage battery 100. In this case, the high voltage battery 100 is connected to an auxiliary battery DC / DC converter for charging the auxiliary battery 200. The auxiliary battery DC / DC converter steps down the voltage of the high voltage battery 100 to the voltage of the auxiliary battery 200. That is, the auxiliary battery DC / DC converter steps down the voltage of 200V to about 12V.

  Further, the ECU 600 is connected to the navigation device 800, and based on information from the navigation device 800 (navigation information, such as the position state and map information of the host vehicle), the ECU 600 moves in the traveling direction (forward) of the host vehicle. It is possible to detect the curvature of the existing curve and the road surface gradient. The road surface gradient may be detected by ECU 600 using a G sensor.

  Further, the ECU 600 includes an accelerator opening sensor 900 that detects the opening of the accelerator pedal operated by the driver, a brake switch 910 that detects that the foot brake pedal is operated, and a vehicle speed that detects the speed of the hybrid vehicle. A sensor 920 is connected. The brake switch 910 is not limited as long as the operation of the foot brake can be detected.

  A control structure of a program executed by ECU 600 in FIG. 1 will be described with reference to FIG. Note that the processing in the flowchart shown below is executed at predetermined time intervals (several msec to several tens msec), for example.

  In step (hereinafter, step is abbreviated as S) 1000, ECU 600 detects curvature R of the curve ahead of the host vehicle based on information from navigation device 800. In S1010, ECU 600 calculates approach vehicle speed V to this curve. At this time, ECU 600 calculates an approach vehicle speed V to this curve based on the current vehicle speed of the host vehicle (an input signal from vehicle speed sensor 920).

  In S1020, ECU 600 calculates electric power P (EPS) required for EPS 700 based on curvature R and approach vehicle speed V. The electric power P (EPS) necessary for the EPS 700 may be calculated with reference to the electric power P (EPS) calculation map using the curvature R and the approaching vehicle speed V as parameters.

  In S1030, ECU 600 detects road surface gradient G of this curve. At this time, ECU 600 detects road surface gradient G of this curve based on the navigation information input from navigation device 800 and the detection value input from the G sensor.

  In S1040, ECU 600 determines whether or not this curve is a downward gradient curve. At this time, ECU 600 determines that this curve is a curve of a downward gradient if the value of detected road surface gradient G (the downward gradient is a positive value) is equal to or greater than a threshold value. If it is determined that this curve is a downward slope curve (YES in S1040), the process proceeds to S1050. If not (NO in S1040), the process proceeds to S1100.

  In S1050, ECU 600 detects the accelerator pedal opening based on the input signal from accelerator opening sensor 900. In S1060, ECU 600 detects a brake operating state based on an input signal from brake switch 910.

  In S1070, ECU 600 determines whether or not the accelerator is off or the brake is operating. At this time, the determination is made including prediction that the accelerator is off or the brake is activated. If it is determined that the accelerator is off or the brake is operating (YES in S1070), the process proceeds to S1080. If not (NO in S1070), the process proceeds to S1100.

  In S1080, ECU 600 calculates expected regenerative generated power P (REG) in this curve. At this time, ECU 600 calculates expected regenerative power generation P (REG) based on the current vehicle speed and brake operating state. Further, ECU 600 decelerates from the current vehicle speed to the approach vehicle speed considering the acceleration due to the downward gradient, and from the approach vehicle speed (the vehicle speed after being accelerated by the downward gradient) to the appropriate vehicle speed based on the curvature of this curve. It is also possible to calculate the expected regenerative generated power P (REG) from the deceleration.

  In S1090, ECU 600 determines whether or not expected regenerative generated power P (REG) in this downward slope curve is equal to or greater than the value obtained by adding margin power α (α> 0) to power P (EPS) required for EPS 700. Determine whether. That is, it is determined whether or not the electric power P (REG) expected to be generated by regenerative braking in this curve is sufficiently larger than the electric power P (EPS) required for EPS operation in this curve. If P (REG) ≧ P (EPS) + α (YES in S1090), this process ends. If not (NO in S1090), the process proceeds to S1100.

  In S1100, ECU 600 starts engine 300 if engine 300 is stopped. Specifically, ECU 600 operates the starter motor and outputs a start control signal to engine 300, cranks engine 300 with the starter motor, and starts engine 300. That is, preparation for charging high voltage battery 100 by engine 300 is performed. Thereafter, this process ends.

  That is, if YES in S1090 (if the power P (REG) expected to be generated by regenerative braking in this curve is sufficiently larger than the power P (EPS) required for EPS operation in this curve), this curve In this case, the electric power P (EPS) necessary for the EPS operation can be sufficiently compensated using the electric power P (REG) expected to be generated by regenerative braking in this curve, so that the engine 300 is ready to charge the high-voltage battery 100. Is determined to be unnecessary.

  An operation of the hybrid vehicle controlled by ECU 600 that is the control device according to the present embodiment based on the structure and the flowchart as described above will be described.

(1) Brake is greatly actuated on a downward slope curve While the hybrid vehicle is traveling, navigation information is input to the ECU 600 from the navigation device 800, and the curvature R of the forward curve is detected (S1000). An approach vehicle speed V to the curve is calculated (S1010), and an electric power P (EPS) necessary for the EPS 700 is calculated based on the curvature R and the approach vehicle speed V (S1020).

  Since the road surface gradient G of the curve is detected (S1030) and this road surface gradient is a downward gradient equal to or greater than the threshold value (YES in S1040), power generation by regenerative braking in this curve can be expected. When the accelerator pedal opening is detected (S1050), the brake operating state is detected (S1060), and the accelerator is off or the brake is operating (YES in S1070), the expected regenerative power generation P (REG) in this curve is calculated. (S1080).

  In this case, since the brake is greatly operated, the electric power P (REG) expected to be generated by the regenerative braking in the curve is sufficiently larger than the electric power P (EPS) necessary for the EPS operation in this curve (YES in S1090). ). Therefore, in this curve, the electric power P (EPS) necessary for the EPS operation can be sufficiently compensated by the electric power P (REG) expected to be generated by regenerative braking in this curve. It is determined that preparation for charging is not necessary, and the command signal for engine 300 is not changed.

(2) Actuating the brake smallly with a downward slope curve As described in (1) above, power generation by regenerative braking in this curve can be expected. However, since the brake operation is small, the expected regenerative power P (REG) in this curve calculated in S1080 is not large.

  In this case, since the brake is not greatly operated, the electric power P (REG) expected to be generated by the regenerative braking in the curve is not sufficiently larger than the electric power P (EPS) necessary for the EPS operation in this curve (in S1090). NO). Therefore, in this curve, the electric power P (EPS) necessary for the EPS operation cannot be sufficiently compensated with the electric power P (REG) expected to be generated by the regenerative braking in this curve. It is determined that preparation for charging is necessary, and the command signal for engine 300 is changed (when engine 300 is stopped, a start command signal is output and engine 300 is started). For this reason, when the power consumption of the EPS 700 is large and the regenerative braking power is small, the engine 300 can immediately start charging the high-voltage battery 100.

(3) In the case of an ascending curve (NO in S1040) or an accelerator on and brake inactive (NO in S1070), the above-mentioned (1 ) Or (2), the power generation by regenerative braking in this curve cannot be expected.

  In this case, the electric power P (REG) expected to be generated by regenerative braking on the curve is zero. For this reason, in this curve, the electric power P (EPS) required for the EPS operation cannot be compensated for at all by the electric power P (REG) expected to be generated by regenerative braking in this curve. It is determined that preparation is required, and the command signal for engine 300 is changed (when engine 300 is stopped, a start command signal is output and engine 300 is started). For this reason, when the power consumption of the EPS 700 is large and the regenerative braking power is small (in this case, 0), the engine 300 can immediately start charging the high-voltage battery 100.

  In the embodiment described above, the road surface gradient of the curve is determined and processed, but the expected regenerative power P is calculated from the deceleration based on the difference between the current vehicle speed and the appropriate approach vehicle speed according to the curvature of the curve. (REG) may be calculated and the processing of S1090 and S1100 may be performed.

  As described above, according to the ECU that is the control device according to the present embodiment, when the expected regenerative power generated by the regenerative braking in the curve is not sufficiently larger than the power consumption of the EPS in the curve, the engine is In operation, the high voltage battery can be immediately charged when power is consumed by the EPS. In the present embodiment, when the engine is stopped, the engine is only operated, and the high voltage battery is not charged. This is because if the charging is executed, the high-voltage battery cannot be charged with the electric power generated by regenerative braking (charging is limited for overcharge protection), which may cause energy loss. From this point of view, in the present embodiment, preparation for charging the high voltage battery is limited.

<Second Embodiment>
Hereinafter, a control device according to a second embodiment of the present invention will be described. Since the present embodiment has the same configuration as the control block diagram described in the first embodiment, detailed description thereof will not be repeated here. In the present embodiment, high voltage battery 100 is charged.

  With reference to FIG. 3, a control structure of a program executed by ECU 600 according to the present embodiment will be described. In the flowchart shown in FIG. 3, the same steps as those in the flowchart shown in FIG. 2 are given the same step numbers. Therefore, detailed description thereof will not be repeated here.

  In S2000, ECU 600 determines whether or not this curve is an upward gradient curve. At this time, ECU 600 determines that this curve is an ascending slope curve if the detected value of road surface gradient G (the descending slope is a positive value) is equal to or less than a threshold value (negative value). If it is determined that this curve is an upward gradient curve (YES in S2000), the process proceeds to S1050. Otherwise (NO in S2000), this process ends. If it is determined that the slope is not ascending (NO in S2000), it is equivalent to determining YES in S1040 of FIG. 2, and therefore processing in S1050 to S1100 is performed.

  In S2010, ECU 600 determines whether or not the accelerator is on. At this time, the determination is made including prediction that the accelerator is on. If it is determined that the accelerator is on (YES in S2010), the process proceeds to S2020. Otherwise (NO in S2010), this process ends.

  In S2020, ECU 600 calculates expected discharge power P (ACC) in this curve. At this time, ECU 600 calculates expected discharge power P (ACC) based on the accelerator opening and the degree of ascending slope. Further, ECU 600 accelerates from the current vehicle speed to the appropriate vehicle speed based on the curvature of this curve from the approach vehicle speed considering the deceleration due to the upward slope and the approach vehicle speed (the vehicle speed after being decelerated by the upward slope). It is also possible to calculate the discharge power P (ACC) from the acceleration.

  In S2030, ECU 600 determines whether or not the sum of discharge power P (ACC) and power P (EPS) required for EPS 700 in the upward slope curve is equal to or greater than a threshold value. That is, it is determined whether or not the power obtained by adding the power P (EPS) necessary for the EPS operation in this curve to the power P (ACC) expected to be discharged in this curve is sufficiently large. If P (ACC) + P (EPS) ≧ threshold value (YES in S2030), the process proceeds to S2040. Otherwise (NO at S2030), this process ends.

  In S2040, ECU 600 starts engine 300 if engine 300 is stopped. In S2050, ECU 600 charges high voltage battery 100 with engine 300. At this time, the electric power obtained by adding the electric power P (EPS) necessary for the EPS operation in this curve to the electric power P (ACC) expected to be discharged in this curve is charged.

  An operation of the hybrid vehicle controlled by ECU 600 that is the control device according to the present embodiment based on the structure and the flowchart as described above will be described.

  While the hybrid vehicle is traveling, navigation information is input to the ECU 600 from the navigation device 800, and the curvature R of the curve ahead is detected (S1000). An approach vehicle speed V to the curve is calculated (S1010), and an electric power P (EPS) necessary for the EPS 700 is calculated based on the curvature R and the approach vehicle speed V (S1020).

  When road surface gradient G of the curve is detected (S1030) and this road surface gradient is an upward gradient equal to or greater than a threshold value (YES in S2000), discharge of high voltage battery 100 based on the acceleration request in this curve is expected. It is. If the accelerator pedal opening is detected (S1050) and the accelerator is on (YES in S2010), the expected discharge power P (ACC) in this curve is calculated (S2020).

  In this case, if the accelerator opening is large, the value obtained by adding the power P (EPS) necessary for the EPS operation in this curve to the power P (ACC) expected to be discharged for the acceleration request in this curve is It becomes sufficiently large (YES in S2030). Therefore, in this curve, it is determined that the high voltage battery 100 needs to be charged by the engine 300 in order to secure the electric power P (EPS) necessary for the EPS operation while satisfying the acceleration request, and the command to the engine 300 is determined. The signal is changed (when engine 300 is stopped, a start command signal is output and engine 300 is started) (S2040). Furthermore, the high voltage battery 100 is charged by the engine 300 (S2050). For this reason, when the acceleration request is large and the total value of the discharge power P (ACC) and the power consumption of the EPS 700 is large, the engine 300 starts charging the high-voltage battery 100. Thereby, it is possible to secure the discharge power due to the acceleration request and the power consumption in the EPS and operate the EPS without sacrificing the acceleration request.

  In the embodiment described above, the road surface gradient of the curve is determined and processed, but the expected discharge power P (ACC) is calculated from the acceleration based on the difference between the current vehicle speed and the appropriate approach vehicle speed according to the curvature of the curve. ) May be calculated and the processing of S2030 to S2050 may be performed.

  As described above, according to the ECU that is the control device according to the present embodiment, the total value of the discharge power corresponding to the acceleration request in the uphill curve and the power consumption of the EPS in this curve is sufficiently large. In this case, the engine is operated and the high voltage battery is charged. In the present embodiment, when the engine is stopped, the engine is operated and the high voltage battery is charged, and preparation for charging the high voltage battery is not limited. This is because if the charging is not executed, it is not possible to sufficiently respond to the acceleration request, and in this case, energy loss is not caused. From this point of view, in the present embodiment, the high-voltage battery is charged in advance.

<Other variations>
In the two embodiments described above, when the discharge power is large, the engine 300 is started to prepare for charging the high voltage battery 100, or the high voltage battery 100 is started to be charged.

  In order to prevent the amount of power stored in the high-voltage battery 100 from being reduced, it is also conceivable to reduce the load other than the EPS 700 of the high-voltage battery 100 in addition to / in place of the preparation for charging and the start of charging of the high-voltage battery 100. For example, when the high voltage battery 100 supplies power to the electric compressor of the air conditioner, the operation of the air conditioner is limited. Further, when the high voltage battery 100 supplies power to the auxiliary battery 200 in order to charge the auxiliary battery 200, the auxiliary battery 200 is charged to a higher level in advance, and the auxiliary battery 200 by the high voltage battery 100 is charged. Limit charging.

  Furthermore, there are individual differences in the appropriate approach vehicle speed based on the curvature of the curve. For this reason, the ECU 600 accumulates past driving histories and processes so that at least the same driver (identified by position information) has the same appropriate approach vehicle speed for the same driver. Further, the ECU 600 performs processing so as to achieve the same appropriate approaching vehicle speed for the same driver with the same curvature even if the curve is not the same. Furthermore, the appropriate approach vehicle speed may be changed according to the current road surface state (wet, dry, etc.).

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a control block diagram of a power supply system including a control device according to a first embodiment of the present invention. It is a flowchart which shows the control structure of the program performed with the control apparatus which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the control structure of the program performed with the control apparatus which concerns on the 2nd Embodiment of this invention.

Explanation of symbols

  100 High Voltage Battery, 110 Traveling System Power Load, 120 DC / DC Converter, 130 Inverter, 140 Traveling Motor Generator, 200 Auxiliary Battery, 300 Engine, 310 Alternator, 400 Step-Down System, 600 ECU, 700 EPS, 710 EPS Controller , 800 navigation device, 900 accelerator opening sensor, 910 brake switch, 920 vehicle speed sensor.

Claims (4)

The engine and the rotating electrical machine that operates with the electric power supplied from the power storage mechanism are used as a vehicle travel source, and the electric power generated when the rotating electrical machine is operated by the engine or driving wheels is charged to the power storage mechanism. A control device for a hybrid vehicle, wherein the hybrid vehicle is equipped with an electric power steering mechanism that is operated by electric power supplied from the power storage mechanism,
Detecting means for detecting information about a curved road located in front of the hybrid vehicle;
Means for calculating power consumption by the electric power steering mechanism on the curved road;
Means for calculating the amount of regenerative electric power generated when entering the curved road;
A control apparatus for a hybrid vehicle, comprising: determination means for determining whether to start a stopped engine based on the power consumption amount and the regenerative power amount.   2. The control device for a hybrid vehicle according to claim 1, wherein the detection unit includes a unit for detecting a curvature and a road surface gradient, which are information about the curved road, based on information from a navigation device.   The determination means starts the stopped engine if the regenerative electric energy calculated by the road surface gradient of the curve being a downward gradient is not larger than the electric power consumption by a predetermined amount or more. The hybrid vehicle control device according to claim 2, further comprising means for determining The controller is
Means for detecting an acceleration request before entering the curved road;
The hybrid vehicle control device according to any one of claims 1 to 3, further comprising: a unit configured to start a stopped engine when the acceleration request is detected and to charge the power storage mechanism by the engine.

Images