JP2012244681A - Electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To efficiently recover running energy of a vehicle.SOLUTION: When deceleration running is performed attending regeneration of a motor MG2, a temporary input limit Wintmp1 that is a temporary value of an input limit of the battery is set (S150) based on a battery temperature Tb and a vehicle speed V at a start time of regeneration by the motor MG2, and a temporary input limit Wintmp2 is set (S170) based on a charge ratio SOC and vehicle speed Vat the start time of regeneration by the motor MG2. One which is a larger limit in two temporary input limit Wintmp1 and Wintmp2, is set as an input limit Win* for execution (S180), and the motor MG2 is controlled so that request braking torque Tr* may be output from the motor MG2 within a range of the input limit Win* (S190 to S220).

Description

  The present invention relates to an electric motor for traveling, a secondary battery capable of exchanging electric power with the electric motor, input limit setting means for setting an input limit of the secondary battery, and output of braking force by regenerative control to the electric motor. The present invention relates to an electric vehicle including regenerative control means for performing regenerative control of the electric motor within a range of the set input restriction when the control is requested.

  Conventionally, this type of electric vehicle includes a traveling engine, a traveling motor generator, and a battery that exchanges electric power with the motor generator, and generates a battery by generating a part of the engine power with the motor generator. There have been proposed ones that charge or recharge a battery by regenerative control of the motor generator during vehicle deceleration (see, for example, Patent Document 1). In this vehicle, an allowable charging voltage is set based on the temperature of the battery, and the battery is charged within the set allowable charging voltage. When charging the battery during regenerative deceleration, the allowable charging voltage is set higher than for other types of charging. It is said that it can be recovered well and the fuel efficiency of the vehicle can be improved. Note that the duration of high power charging during deceleration regeneration is limited to a predetermined time, and the allowable charging voltage is returned to a low voltage when the deceleration regeneration time passes the predetermined time.

JP 2004-104938 A

  However, in the above-described vehicle, the allowable charging voltage is uniformly set for a predetermined time regardless of the traveling state at the start of the deceleration regeneration, so that the secondary battery may be charged in some cases. Therefore, there are cases where traveling energy is not recovered, and there is still room for improvement.

  The main object of the electric vehicle of the present invention is to more efficiently collect travel energy.

  The electric vehicle of the present invention employs the following means in order to achieve the main object described above.

The electric vehicle of the present invention is
An electric motor for traveling, a secondary battery capable of exchanging electric power with the electric motor, input restriction setting means for setting an input restriction of the secondary battery, and output of braking force by regenerative control to the electric motor An electric vehicle comprising regenerative control means for regeneratively controlling the electric motor within the set input limit sometimes.
A storage ratio calculating means for calculating a storage ratio of the secondary battery;
The input limit setting means sets a first limit value based on a vehicle speed at the start of the regenerative control and a temperature of the secondary battery when the motor is requested to output a braking force by the regenerative control. Then, a second limit value is set based on the vehicle speed at the start of the regenerative control and the calculated power storage ratio, and among the set first limit value and the set second limit value, The gist of the present invention is that it is a means for setting the one with the larger amount of restriction as the input restriction.

  In the electric vehicle according to the present invention, the storage ratio of the secondary battery is calculated, and when the electric motor is requested to output a braking force by regenerative braking, based on the vehicle speed at the start of the regenerative control and the temperature of the secondary battery. The first limit value is set, the second limit value is set based on the vehicle speed at the start of the regeneration control and the calculated power storage ratio, and the set first limit value and the set second limit are set. Of the values, the one with the larger limit is set as the input limit. Thus, since the vehicle speed at the time of the start of regeneration is considered with respect to the setting of the first limit value and the setting of the second limit value, it is more efficient to collect travel energy from the start of regeneration to the end of regeneration. Can be done well. As a result, the efficiency of the entire vehicle can be further improved. Of course, since the one with the larger limit amount is set as the input limit between the first limit value based on the temperature of the secondary battery and the second limit value based on the storage ratio, the rechargeable battery is controlled when the motor is regeneratively controlled. It is possible to prevent the temperature and power storage ratio from exceeding the upper limit.

  In such an electric vehicle according to the present invention, the input restriction setting means is configured such that the secondary battery has a temperature within a range in which the temperature of the secondary battery does not exceed the upper limit temperature from the traveling at the vehicle speed at the start of the regeneration control to the stop. The maximum power that can continue to be charged can be set to the first limit value. In the electric vehicle according to the aspect of the present invention, the input limit setting means is a means for setting the first limit value so that the limit amount tends to decrease as the vehicle speed at the start of the regeneration control decreases. You can also.

  Further, in the electric vehicle according to the present invention, the input restriction setting means is configured so that the storage ratio of the secondary battery does not exceed the upper limit storage ratio from the travel at the vehicle speed at the start of the regeneration control to the stop. It may be a means for setting the maximum power that can continue to charge the secondary battery to the second limit value. In the electric vehicle according to the aspect of the present invention, the input limit setting means is a means for setting the second limit value so that the limit amount tends to decrease as the vehicle speed at the start of the regeneration control decreases. You can also.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is explanatory drawing which shows an example of the relationship between battery temperature Tb and the basic value of input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between electrical storage ratio SOC and a correction coefficient. It is a flowchart which shows an example of the control routine at the time of a braking performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the relationship between battery temperature Tb, the vehicle speed V, and temporary input restrictions Wintmp1. It is explanatory drawing which shows an example of the relationship between electrical storage ratio SOC, vehicle speed V, and temporary input restrictions Wintmp2. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 420 according to a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22 configured as an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and a crankshaft 26 serving as an output shaft of the engine 22. A carrier 34 is connected to a plurality of pinion gears 33 via a damper 28, and a ring gear 32 is connected to a ring gear shaft 32a as a drive shaft connected to drive wheels 39a and 39b via a gear mechanism 60 and a differential gear 62. A triaxial power distribution and integration mechanism 30 connected and configured as a planetary gear mechanism, a motor MG1 configured as a well-known synchronous generator motor and having a rotor connected to the sun gear 31 of the power distribution and integration mechanism 30; A ring gear shaft as a drive shaft constructed as a known synchronous generator motor A motor MG2 having a rotor connected to 2a via a transmission 60, inverters 41 and 42 configured as drive circuits for driving the motors MG1 and MG2, and an inverter 41 configured as a lithium ion secondary battery, for example. A battery 50 that exchanges electric power with the motors MG1 and MG2 via 42, a brake actuator 92 for controlling the brakes of the drive wheels 39a and 39b and driven wheels (not shown), and a hybrid electronic control unit 70 for controlling the entire vehicle. With.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as engine ECU) 24 such as fuel injection control, ignition control, and intake air amount adjustment control. Signals from various sensors that detect the operating state of the engine 22 are input to the engine ECU 24, and the engine ECU 24 controls driving to a throttle valve, a fuel injection valve, a spark plug, a variable valve timing mechanism, and the like (not shown). A signal is being output. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the engine rotational speed Ne, based on a crank position from a crank position sensor (not shown).

  The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. In the battery ECU 52, signals necessary for managing the battery 50, for example, the voltage Vb between the terminals from the voltage sensor 51a installed between the terminals of the battery 50, the current attached to the output terminal on the positive side of the battery 50 The charge / discharge current Ib from the sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input, and data on the state of the battery 50 is communicated to the hybrid electronic control unit 70 as necessary. Output. Further, in order to manage the battery 50, the battery ECU 52 sets the storage ratio SOC as a ratio to the total capacity of the storage amount that can be discharged from the battery 50 based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b. The input / output limits Win and Wout that are the maximum allowable power that may charge / discharge the battery 50 are calculated based on the calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient. FIG. 2 shows an example of the relationship between the battery temperature Tb and the basic values of the input / output limits Win and Wout, and FIG. 3 shows an example of the relationship between the storage ratio SOC and the correction coefficient. As shown in the figure, the input / output limits Win and Wout are relatively limited in the vicinity of the upper and lower limits of the battery temperature Tb and the upper and lower limits of the storage rate SOC in order to more reliably suppress the deterioration of the battery 50. That is, the value is set to approach zero.

  The brake actuator 92 has a braking torque corresponding to the share of the brake in the braking force applied to the vehicle by the pressure (brake pressure) of the brake master cylinder 90 and the vehicle speed V generated in response to the depression of the brake pedal 85. The hydraulic pressures of the brake wheel cylinders 96a to 96d are adjusted so as to act on 39b and a driven wheel (not shown). Hereinafter, a case where a braking force is applied to the drive wheels 39a and 39b and a driven wheel (not shown) by the operation of the brake actuator 92 is referred to as a hydraulic brake. The brake actuator 92 is controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 94. The brake ECU 94 communicates with the hybrid electronic control unit 70, and controls the drive of the brake actuator 92 by a control signal from the hybrid electronic control unit 70, and the data regarding the state of the brake actuator 92 is used for the hybrid as necessary. Output to the electronic control unit 70.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81 and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the brake ECU 94 via a communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 52, the brake ECU 94, and various control signals. And exchanging data.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the ring gear shaft 32a with the operation of the engine 22. Both can be considered as the engine operation mode.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly, the operation when the output of the braking force is requested during traveling will be described. FIG. 4 is a flowchart illustrating an example of a braking drive control routine executed by the hybrid electronic control unit 70 of the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec) when the vehicle speed V is a predetermined vehicle speed (for example, 10 km / h) or more and the accelerator is off or the brake is turned on.

  When the braking drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly, the brake pedal position BP from the brake pedal position sensor 86, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm2, of the motor MG2. A process of inputting data necessary for control such as the storage ratio SOC of the battery 50, the battery temperature Tb, and the input restriction Win is executed (step S100). Here, the rotational speed Nm2 of the motor MG2 is calculated from the rotational position of the rotor of the motor MG2 detected by the rotational position detection sensor 44 and is input from the motor ECU 40 by communication. As the storage ratio SOC of the battery 50, a value calculated based on the integrated value of the charge / discharge current Ib of the battery 50 detected by the current sensor 51b is input from the battery ECU 52 by communication. Further, the input limit Win of the battery 50 is set based on the battery temperature Tb of the battery 50 and the storage ratio SOC of the battery 50 and is input from the battery ECU 52 by communication.

  When the data is input in this way, the required braking torque Tr to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b as the torque required for the vehicle based on the input brake pedal position BP and the vehicle speed V. * And the required braking power P * are set (step S110). The required braking torque Tr * is set by setting the torque for the regenerative brake and the torque for the hydraulic brake in the braking force to be applied to the vehicle based on the brake pedal position BP and the vehicle speed V. The shared torque is set as the required braking torque Tr *. Further, the required braking power P * is calculated on the assumption that the set required braking torque Tr * is multiplied by the rotational speed Nr of the ring gear shaft 32a. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Subsequently, it is determined whether or not the regeneration start flag F is 1 (step S120). Here, the regeneration start flag F is a flag indicating the start of regeneration control by the motor MG2, and a value 0 is set as an initial value. Since the value 0 is set when this routine is executed for the first time after the accelerator is turned off or the brake is turned on, the value 1 is set to the regeneration start flag F (step S130), and the input battery temperature Tb is equal to or higher than the predetermined value T1. In step S140, it is determined whether the value is equal to or less than a predetermined value T2. Here, the predetermined values T1 and T2 indicate the lower limit value and the upper limit value of the operating temperature range of the battery 50 with the battery temperature Tb, and the predetermined value T1 can be determined, for example, as −30 ° C. or −20 ° C. The predetermined value T2 can be determined such as 40 ° C. or 45 ° C. When the battery temperature Tb is equal to or higher than the predetermined value T1 and equal to or lower than the predetermined value T2, a temporary input limit Wintmp1 that is a temporary value of the input limit of the battery 50 is set based on the battery temperature Tb and the vehicle speed V (step S150). Here, the temporary input limit Wintmp1 charges the battery 50 within a range in which the battery temperature Tb does not exceed the upper limit TH (for example, a temperature slightly higher than the predetermined value T2) until the vehicle running at the vehicle speed V stops. In this embodiment, the relationship between the battery temperature Tb, the vehicle speed V, and the temporary input limit Wintmp1 is obtained in advance and stored in the ROM 74 as a map, and the battery temperature Tb and the vehicle speed are set. When V is given, the corresponding temporary input limit Wintmp1 is derived from the map and set. An example of this map is shown in FIG. As shown in the figure, the temporary input limit Wintmp1 is set such that it increases as the battery temperature Tb increases (the absolute value decreases) and increases as the vehicle speed V increases (the absolute value decreases).

  Then, it is determined whether or not the input power storage ratio SOC is not less than a predetermined value S1 and not more than a predetermined value S2 (step S160). Here, the predetermined values S1 and S2 indicate a lower limit value and an upper limit value of the management range of the storage ratio SOC of the battery 50, and the predetermined value S1 can be determined as 30% or 40%, for example, S2 can be set to 75% or 80%, for example. When the power storage rate SOC is not less than the predetermined value S1 and not more than the predetermined value S2, a temporary input limit Wintmp2, which is a temporary value for the input limit of the battery 50, is set based on the power storage rate SOC and the vehicle speed V (step S170). Here, the temporary input limit Wintmp2 is within a range in which the storage rate SOC of the battery 50 does not exceed the upper limit value SH (for example, a storage rate slightly higher than the predetermined value S2) until the vehicle running at the vehicle speed V stops. 50 is set as the maximum power that can continue to be charged. In the embodiment, the relationship between the storage ratio SOC, the vehicle speed V, and the temporary input limit Wintmp2 is obtained in advance and stored in the ROM 74 as a map. When the ratio SOC and the vehicle speed V are given, the corresponding temporary input limit Wintmp2 is derived from the map and set. An example of this map is shown in FIG. As shown in the figure, the temporary input limit Wintmp2 is set so as to increase as the power storage ratio SOC increases (the absolute value decreases) and increases as the vehicle speed V increases (the absolute value decreases).

  When the temporary input limit Wintmp1 and the temporary input limit Wintmp2 are set in this way, the larger one of the set temporary input limits Wintmp1 and Wintmp2 is set as the execution input limit Win * (step S180). That is, of the temporary input limits Wintmp1 and Wintmp2, the larger limit amount is set as the execution input limit Win *. Thus, the execution input limit Win * charges the battery 50 within a range in which the battery temperature Tb does not exceed the upper limit TH and the storage rate SOC does not exceed the upper limit SH before the vehicle running at the vehicle speed V stops. The maximum power that can be continued. At this time, since the execution input limit Win * is smaller (the absolute value is larger) as the vehicle speed V is lower, a value with a smaller limit amount is set as compared with the input limit Win described above particularly in a travel region where the vehicle speed V is low. Will be.

  When the execution input limit Win is set, a temporary motor torque Tm2tmp, which is a temporary value of the torque to be output from the motor MG2, is calculated by dividing the required braking torque Tr * by the gear ratio Gr of the reduction gear 35 (step S190), calculating the torque limit Tmin as a lower limit of the torque that may be output from the motor MG2 by dividing the execution input limit Win * of the battery 50 by the rotation speed Nm2 of the motor MG2 (step S200) and setting The larger one of the temporary motor torque Tm2tmp and the torque limit Tmin is set as the torque command Tm2 * of the motor MG2 (step S210), the set torque command Tm2 * is transmitted to the motor ECU 40 (step S220), and this routine is executed. finish. Receiving the torque command Tm2 *, the motor ECU 40 performs switching control of the switching element of the inverter 42 so that the motor MG2 is driven by the torque command Tm2 *. Thus, the required braking torque Tr * can be output from the motor MG2 to the ring gear shaft 32a within the range of the execution input limit Win * of the battery 50, and the vehicle can travel at a reduced speed.

  When this routine is executed after the next time, since the regeneration start flag F is determined to be 1 in step S120, the process proceeds to step S190, and this is performed using the execution input limit Win * of the battery 50 set for the first time. The torque command Tm2 * of the motor MG2 is set so that the required braking torque Tr * is output to the ring gear shaft 32a within the range of the execution input limit Win *, and the process of transmitting the set torque command Tm2 * to the motor ECU 40 is executed. (Steps S190 to S220). Thus, when the vehicle is requested to output braking force, the temporary input limit Wintmp1 set based on the battery temperature Tb and the vehicle speed V at the start of regeneration by the motor MG2, the power storage ratio SOC and the vehicle speed at the start of regeneration. By setting the larger one of the temporary input limit Wintmp2 set based on V as the execution input limit Win * and outputting the required braking torque Tr * from the motor MG2 within the range of the execution input limit Win * The battery 50 can be charged by converting as much of the kinetic energy of the vehicle as possible into electric energy within the range where the battery temperature Tb does not exceed the upper limit value TH and the storage rate SOC does not exceed the upper limit value SH. .

  If it is determined in step S140 that the battery temperature Tb is not less than the predetermined value T1 and not more than the predetermined value T2, or if it is determined in step S160 that the storage ratio SOC is not less than the predetermined value S1 and not less than the predetermined value S2, the storage ratio SOC and the battery The input limit Win set based on the temperature Tb is set as the execution input limit Win * (step S230), and the required braking torque Tr * is output to the ring gear shaft 32a within the range of the set execution input limit Win *. Then, the torque command Tm2 * of the motor MG2 is set so that the set torque command Tm2 * is transmitted to the motor ECU 40 (steps S190 to S220). In this case, the motor MG2 is regeneratively controlled using the input limit Win having a relatively large limit amount as the execution input limit Win *.

  Although not shown in the braking time control routine of FIG. 4, when the temporary motor torque Tm2tmp is limited by the torque limit Tmin and the torque command Tm2 * is set in step S210, it should be output from the motor MG2 originally. The brake actuator 92 is controlled such that a braking torque that is insufficient with respect to the temporary motor torque Tm2tmp is output from the hydraulic brake. In the embodiment, basically, since the execution input limit Win * is constant from the start of regeneration by the motor MG2 to the end of regeneration, the torque limit Tmin of the motor MG2 is also constant. Accordingly, when the torque command Tm2 * is limited by the torque limit Tmin, the torque output from the hydraulic brake does not fluctuate, so that drivability is not impaired.

  According to the hybrid vehicle 20 of the embodiment described above, when the vehicle decelerates with the regeneration of the motor MG2 during traveling, the battery 50 is based on the battery temperature Tb and the vehicle speed V when the motor MG2 starts regeneration. A temporary input limit Wintmp1 which is a temporary value of the input limit is set, a temporary input limit Wintmp2 is set based on the storage ratio SOC at the start of regeneration by the motor MG2 and the vehicle speed V, and two temporary input limits Wintmp1 and Wintmp2 are set. Since the one with the larger limit amount is set as the execution input limit Win * and the motor MG2 is controlled so that the required braking torque Tr * is output from the motor MG2 within the range of the execution input limit Win *, the battery temperature Tb Does not exceed the upper limit TH and the storage rate SOC does not exceed the upper limit SH as much as possible of the kinetic energy that the vehicle has. Was converted into the gas energy can be used to charge the battery 50. As a result, the energy efficiency (fuel consumption) of the vehicle can be further improved.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. 7, the power of the motor MG2 is connected to the drive shaft. It may be connected to an axle (an axle connected to the wheels 39c and 39d in FIG. 7) different from the axle (the axle to which the drive wheels 39a and 39b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the drive shaft connected to the drive wheels 39a and 39b via the planetary gear 30, but as exemplified in the hybrid vehicle 220 of the modification of FIG. The inner rotor 232 connected to the crankshaft of the engine 22 and the outer rotor 234 connected to the drive shaft that outputs power to the drive wheels 39a and 39b, and a part of the power of the engine 22 is used as the drive shaft. A counter-rotor motor 230 that transmits and converts remaining power into electric power may be provided.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft connected to the drive wheels 39a and 39b via the planetary gear 30, and the power from the motor MG2 is output to the drive shaft. As illustrated in the hybrid vehicle 320 of the modified example of FIG. 9, a motor MG is attached to a drive shaft connected to the drive wheels 39a and 39b via a transmission 330, and an engine is connected to a rotation shaft of the motor MG via a clutch 329. 22, and the power from the engine 22 is output to the drive shaft via the rotation shaft of the motor MG and the transmission 330 and the power from the motor MG is output to the drive shaft via the transmission 330. It is good. Alternatively, as exemplified in the hybrid vehicle 420 of the modified example of FIG. 10, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 39a and 39b via the transmission 430 and the power from the motor MG. May be output to an axle different from the axle to which the drive wheels 39a and 39b are connected (the axle connected to the wheels 39a and 39b in FIG. 10). In other words, any type of hybrid vehicle may be used as long as it includes an engine and an electric motor that outputs driving power.

  In the embodiment, the present invention has been described as the form of the hybrid vehicle 20, but an electric vehicle including only a motor may be used as a driving power source, or a vehicle other than the vehicle may be used.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor MG2 corresponds to the “electric motor”, the battery 50 corresponds to the “secondary battery”, and the battery ECU 52 that calculates the storage ratio SOC based on the integrated value of the charge / discharge current Ib of the battery 50 The temporary input limit Wintmp1 is set based on the battery temperature Tb at the start of regeneration of the motor MG2 and the vehicle speed V, and based on the storage ratio SOC and the vehicle speed V at the start of regeneration of the motor MG2. The temporary input limit Wintmp2 is set, and the larger one of the two set temporary input limits Wintmp1 and Wintmp2 is set as the execution input limit Win * for the battery 50. The processing in steps S120 to S180 of the accelerator-off control routine of FIG. The hybrid electronic control unit 70 that executes the control corresponds to “input limit setting means” and the accelerator is off. The required braking torque Tr * is set based on the vehicle speed V, and the required braking torque Tr * set within the range of the input limit Win * for execution of the battery 50 is output to the ring gear shaft 32a as the drive shaft. Based on the hybrid electronic control unit 70 for executing the processing of steps S100, S110, S190 to S220 of the accelerator-off time control routine of FIG. 4 which sets and transmits the torque command Tm2 * to the motor ECU 40 and the received torque command Tm2 *. The motor ECU 40 that controls the switching of the inverter 42 corresponds to “regeneration control means”.

  Here, the “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor that can output power for traveling, such as an induction motor. I do not care. Further, the “power storage ratio calculation means” is not limited to the one that calculates the power storage ratio SOC based on the integrated value of the charge / discharge current Ib of the battery 50, but calculates the power storage ratio SOC based on the voltage between the terminals of the battery 50. Any method can be used as long as the storage ratio can be calculated, such as calculating the storage ratio SOC based on the combination of the integrated value of the charge / discharge current Ib and the inter-terminal voltage. . As the “input limit setting means”, the temporary input limit Wintmp1 is set based on the battery temperature Tb and the vehicle speed V when the regeneration of the motor MG2 is started, and the storage ratio SOC and the vehicle speed V when the regeneration of the motor MG2 is started. Is set to the temporary input limit Wintmp2, and the larger of the set two temporary input limits Wintmp1 and Wintmp2 is set to the execution input limit Win * of the battery 50, and is not limited to regenerating the motor. When the output of braking force by control is requested, the first limit value is set based on the vehicle speed at the start of regenerative control and the temperature of the secondary battery, and is calculated as the vehicle speed at the start of regenerative control. If the second limit value is set based on the storage ratio and the one with the larger limit amount is set as the input limit between the set first limit value and the second limit value, any It may be used as made. The “regeneration control means” is not limited to the combination of the hybrid electronic control unit 70 and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “regenerative control means”, a temporary motor torque Tm2tmp to be output from the motor MG2 is set based on the required braking torque Tr * required for the ring gear shaft 32a as the drive shaft, and the execution input limit Win * is set. The torque limit Tmin is set by dividing by the rotation speed Nm2 of the motor MG2, the torque obtained by limiting the temporary motor torque Tm2tmp by the torque limit Tmin is set to the torque command Tm2 * of the motor MG2, and the set torque command Tm2 * is sent to the motor ECU 40 It is not limited to what is transmitted, and any motor may be used as long as it regeneratively controls the motor within the input restriction range when the motor is requested to output braking force by regenerative control.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of electric vehicles.

  20, 120, 220, 320 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 electronic control unit for battery (battery ECU), 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 R M, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accel pedal, 84 Accel pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 90 Brake master cylinder, 92 Brake actuator, 94 Brake Electronic control unit (brake ECU), 96a-96d brake wheel cylinder, 230 pair rotor motor, 232 inner rotor, 234 outer rotor, 329 clutch, 330, 430 transmission, MG, MG1, MG2 motor.

Claims (5)

An electric motor for traveling, a secondary battery capable of exchanging electric power with the electric motor, input restriction setting means for setting an input restriction of the secondary battery, and output of braking force by regenerative control to the electric motor An electric vehicle comprising regenerative control means for regeneratively controlling the electric motor within the set input limit sometimes.
A storage ratio calculating means for calculating a storage ratio of the secondary battery;
The input limit setting means sets a first limit value based on a vehicle speed at the start of the regenerative control and a temperature of the secondary battery when the motor is requested to output a braking force by the regenerative control. Then, a second limit value is set based on the vehicle speed at the start of the regenerative control and the calculated power storage ratio, and among the set first limit value and the set second limit value, An electric vehicle, which is a means for setting a larger amount of restriction as the input restriction.   The input restriction setting means is a maximum that can continue to charge the secondary battery within a range in which the temperature of the secondary battery does not exceed the upper limit temperature from running at the vehicle speed at the start of the regenerative control to stopping. The electric vehicle according to claim 1, wherein the electric vehicle is means for setting electric power to the first limit value.   The electric vehicle according to claim 2, wherein the input restriction setting means is a means for setting the first limit value so that the limit amount tends to decrease as the vehicle speed at the start of the regeneration control decreases.   The input restriction setting means may continue to charge the secondary battery within a range in which the storage ratio of the secondary battery does not exceed the upper limit storage ratio from running at a vehicle speed at the start of the regeneration control to stopping. The electric vehicle according to any one of claims 1 to 3, which is means for setting a maximum electric power that can be set to the second limit value.   5. The electric vehicle according to claim 4, wherein the input restriction setting unit is a unit that sets the second limit value such that the limit amount decreases as the vehicle speed at the start of the regenerative control decreases.

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