JP2014189031A - Controller for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To speedily raise the temperature of an electric power storage device without reference to a difference in travel state when the temperature of the electric power storage device needs to be raised.SOLUTION: An electric motor MG needs to be placed in power operation more by as much as a decrease in efficiency so as to generate a current driving request quantity (including plus and minus quantities) (in other words, so as to maintain current driving force) by decreasing power transmission efficiency during the power operation of the electric motor MG, and electric power (for example, battery current Ibat) carried out of the electric power storage device 54 to the electric motor MG can be increased by increasing electric motor power Pm (>0) while maintaining the current driving force.

Description

  The present invention relates to a vehicle control device including a power storage device that transfers power to and from an electric motor, and more particularly to a technique for increasing the temperature of the power storage device.

  2. Description of the Related Art A vehicle is well known that includes an electric motor coupled to a drive wheel so that power can be transmitted and a power storage device that transfers electric power to and from the electric motor. For example, this is the vehicle described in Patent Document 1. In such a vehicle, for example, a phenomenon occurs in which the input / output power of the power storage device decreases as the temperature of the power storage device decreases. Japanese Patent Application Laid-Open No. 2004-228867 discloses a technique for increasing the temperature of a power storage device by repeatedly charging and discharging the power storage device within a predetermined region of the charge capacity of the power storage device when the power storage device is at a low temperature. It is disclosed. Further, in the technology disclosed in Patent Document 1, in a vehicle including a generator and a motor generator for traveling, the power storage device is prohibited / permitted according to the traveling state of the vehicle. (For example, when the power consumption of the power storage device that the motor generator runs with power running is prohibited, the power generation of the generator is prohibited, and the motor generator is regenerated when the vehicle is temporarily decelerated. By prohibiting the operation, the power storage device continues to be discharged).

JP 2003-272712 A

  By the way, for example, when performing low load (accelerator low opening) low speed traveling, the power that the motor can power or regenerate decreases, so the charge / discharge power of the power storage device decreases. For example, if the structure is such that the motor and the drive wheels are directly connected, especially when the drive requirement is small and the vehicle is traveling at a low vehicle speed, the carry-out of power due to the power running of the motor is small, and the recovery of power due to regeneration of the motor is not possible. Get smaller. Then, it takes time to increase the temperature of the power storage device. For example, by controlling charging / discharging of the power storage device simply by prohibiting / permitting the operation of the electric motor, it is not possible to quickly increase the temperature of the power storage device. Note that the above-described problems are not known, so that the power storage device can be quickly warmed regardless of differences in driving conditions such as whether it is during low-load driving or high-load driving. It has not yet been proposed to improve the temperature rise of the apparatus.

  The present invention has been made against the background of the above circumstances. The purpose of the present invention is to quickly increase the temperature of a power storage device regardless of the running state when the power storage device needs to be heated. An object of the present invention is to provide a vehicle control apparatus that can perform the above-described operation.

  The gist of the first invention for achieving the object is as follows: (a) an electric motor connected to the drive wheels so as to be able to transmit power, and a power transmission path between the electric motor and the drive wheels; A control device for a vehicle comprising: a fluid transmission device with a lock-up clutch, and a power storage device that transfers power to and from the motor, wherein (b) the power storage device needs to be heated In this case, the power-up power of the electric motor is increased as compared with a case where the lock-up clutch is in a slipped or released state and the temperature of the power storage device is not required during the power-running of the electric motor.

  In this way, by reducing the power transmission efficiency at the time of powering the electric motor, in order to generate the current required driving amount (including both positive and negative) (in other words, the current force in the driving wheel is maintained. For this reason, it is necessary to make the motor run in excess of power for the reduced efficiency. Therefore, by increasing the power running power of the electric motor, it is possible to increase the electric power brought out from the power storage device to the electric motor while maintaining the current force in the drive wheels. Therefore, when the temperature of the power storage device needs to be increased, the power storage device can be quickly heated regardless of the traveling state.

  Here, according to a second invention, in the vehicle control device according to the first invention, when the temperature of the power storage device is required, the lockup clutch is completely engaged when the electric motor is regenerated. The state is to increase the regenerative power of the electric motor as compared with the case where the temperature of the power storage device is not required. In this way, by improving the power transmission efficiency during regeneration of the electric motor, in order to generate the current required drive amount (including both positive and negative) (in other words, maintain the current force in the drive wheels) For this reason, it is necessary to regenerate the motor by an amount corresponding to the improvement in efficiency. Therefore, by increasing the regenerative power of the electric motor, it is possible to increase the electric power supplied from the electric motor to the power storage device while maintaining the current force in the drive wheels. Therefore, when the temperature of the power storage device needs to be increased, the power storage device can be quickly heated regardless of the traveling state.

  According to a third aspect of the present invention, in the vehicle control device according to the first or second aspect of the present invention, the vehicle is interposed in a power transmission path between the fluid transmission device and the drive wheels. When the electric storage device needs to be heated, when the electric motor is powered, the transmission device is downshifted and the engagement device involved in power transmission in the transmission is slipped. Executing at least one of the states, and increasing the power running power of the electric motor as compared with the case where the temperature of the power storage device is not required, while upshifting the transmission during regeneration of the electric motor And at least one of bringing the engagement device involved in power transmission in the transmission into a fully engaged state, and the electric motor as compared with the case where it is not necessary to raise the temperature of the power storage device It is to increase the regenerative power. In this way, the power transmission efficiency can be further reduced during powering of the motor, while the power transmission efficiency can be further improved during regeneration of the motor, so that the power storage device can be heated more quickly. it can.

  According to a fourth aspect of the present invention, in the vehicle control device according to any one of the first to third aspects, the vehicle transmits power to the driving wheel via the fluid transmission device. The electric motor is further provided, and the electric motor is provided in a power transmission path between the engine and the driving wheel, and is connected to the engine via a clutch. Is required, the power of the electric motor is increased while the clutch is in a slipping state and the temperature of the power storage device is not increased. At the time of regeneration, the clutch is brought into a completely engaged state and the regenerative power of the electric motor is increased as compared with a case where the temperature of the power storage device is not required. In this way, the power transmission efficiency can be further reduced during powering of the motor, while the power transmission efficiency can be further improved during regeneration of the motor, so that the power storage device can be heated more quickly. it can.

  Further, a fifth aspect of the present invention is the vehicle control apparatus according to any one of the first to fourth aspects of the present invention, during steady running or when the vehicle is stopped such that the required drive amount is constant. The purpose is to perform control when it is necessary to raise the temperature of the power storage device. In this way, it is possible to make it difficult for the driver to feel uncomfortable with the possibility that the current force on the drive wheels may fluctuate due to a response delay during a control transition.

  According to a sixth aspect of the present invention, in the vehicle control device according to any one of the first to fifth aspects of the present invention, when the temperature of the power storage device is required, the motor is driven. This is a case where the temperature of the power storage device is in a low temperature region that is predetermined as a temperature region that is not suitable for traveling as a power source. If it does in this way, the fuel consumption at the time of driving | running | working which uses an electric motor as a driving force source can be improved by heating up an electrical storage apparatus rapidly. Further, the durability performance of the parts of the power storage device can be improved.

It is a figure explaining the schematic structure of the power transmission device with which the present invention was equipped, and the principal part of the control system in vehicles. It is a functional block diagram explaining the principal part of the control function of an electronic controller. It is a figure which shows an example of the predetermined input / output restriction map of battery temperature and input / output restriction. It is a figure which shows an example of the flow of the power in one certain closed point. 7 is a flowchart for explaining a control operation for quickly raising the temperature of the power storage device regardless of a difference in a control operation of the electronic control device, that is, a running state. FIG. 6 is a flowchart for explaining a control operation for quickly raising the temperature of the power storage device regardless of the main part of the control operation of the electronic control device, that is, the running state, and is another embodiment corresponding to FIG. 5. FIG. 7 is a flowchart for explaining a control operation for quickly raising the temperature of the power storage device regardless of a difference in a control operation of the electronic control device, that is, a running state, and is another embodiment corresponding to FIG. 6. FIG. 7 is a flowchart for explaining a control operation for quickly raising the temperature of the power storage device regardless of a difference in a control operation of the electronic control device, that is, a running state, and is another embodiment corresponding to FIG. 6. It is a figure which shows an example of the drive requirement amount map by which the relationship between a vehicle speed and a drive requirement amount was predetermined by using accelerator opening as a parameter.

  In the present invention, the transmission preferably includes various automatic transmissions (planetary gear automatic transmission, synchronous mesh parallel two-shaft automatic transmission, DCT, belt type continuously variable transmission, etc.), and the like. It is. Further, the engagement device involved in power transmission in the transmission includes, for example, an engagement device involved in a shift of the planetary gear type automatic transmission, an input clutch of the transmission, and a forward / reverse travel provided with the continuously variable transmission. It is an engaging device etc. which comprise a switching device. As this engagement device, a hydraulic friction engagement device such as a multi-plate type, single-plate type clutch or brake engaged by a hydraulic actuator, or a belt type brake is widely used. The oil pump that supplies the hydraulic oil for operating the hydraulic friction engagement device may be driven by a driving power source for travel (the electric motor and / or the engine) to discharge the hydraulic oil, It may be driven by a dedicated electric motor disposed separately from the driving force source for traveling.

  Preferably, the engine is an internal combustion engine such as a gasoline engine or a diesel engine that generates power by burning fuel. The clutch provided in the power transmission path between the engine and the electric motor is a wet or dry engagement device.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram illustrating a schematic configuration of a power transmission device 12 provided in a vehicle 10 to which the present invention is applied, and a diagram illustrating a main part of a control system for various controls in the vehicle 10. . In FIG. 1, a vehicle 10 is a hybrid vehicle including an engine 14 that functions as a driving force source for traveling and an electric motor MG. In the transmission case 20 as a non-rotating member, the power transmission device 12 includes an engine connection / disconnection clutch K0 (hereinafter referred to as connection / disconnection clutch K0), a torque converter 16 as a fluid transmission device, in order from the engine 14 side. And an automatic transmission 18 or the like. The power transmission device 12 is connected to a propeller shaft 26 connected to a transmission output shaft 24 that is an output rotating member of the automatic transmission 18, a differential gear 28 connected to the propeller shaft 26, and the differential gear 28. And a pair of axles 30 and the like. The pump impeller 16a of the torque converter 16 is connected to the engine connecting shaft 32 via the connection / disconnection clutch K0 and directly connected to the electric motor MG. The turbine impeller 16 b of the torque converter 16 is directly connected to a transmission input shaft 34 that is an input rotation member of the automatic transmission 18. The pump impeller 16a is driven to rotate by the engine 14 (and / or the electric motor MG), thereby providing hydraulic pressure for executing the shift control of the automatic transmission 18 and the engagement / disengagement control of the connection / disconnection clutch K0. The generated mechanical oil pump 22 is connected. The power transmission device 12 configured in this way is suitably used for, for example, the FR type vehicle 10. In the power transmission device 12, the power of the engine 14 (the torque and force are synonymous unless otherwise distinguished) is the engine connection shaft that connects the engine 14 and the connection / disconnection clutch K0 when the connection / disconnection clutch K0 is engaged. 32 is transmitted to a pair of drive wheels 36 sequentially via a connection / disconnection clutch K0, a torque converter 16, an automatic transmission 18, a propeller shaft 26, a differential gear 28, a pair of axles 30, and the like. Thus, the power transmission device 12 constitutes a power transmission path from the engine 14 to the drive wheels 36. Further, the vehicle 10 is provided with a power storage device 54 that exchanges electric power with the electric motor MG via the inverter 52. In addition, the vehicle 10 is provided with a wheel brake device 72 that supplies braking hydraulic pressure to a wheel cylinder provided in the wheel brake 40 in association with operation of the brake pedal 70 and the like.

  The torque converter 16 is interposed in a power transmission path between the electric motor MG and the drive wheel 36, and transmits power between the pump impeller 16a and the turbine impeller 16b via a fluid. The torque converter 16 includes a known lockup clutch 38 that directly connects the pump impeller 16a and the turbine impeller 16b. Therefore, the lockup clutch 38 can mechanically connect the power transmission path between the engine 14 and the electric motor MG and the drive wheels 34. The lock-up clutch 38 is engaged / released by a hydraulic control circuit 50 provided in the vehicle 10 using the hydraulic pressure generated by the oil pump 22 as a source pressure.

  The automatic transmission 18 is interposed in a power transmission path between the torque converter 16 and the drive wheels 36, and constitutes a part of the power transmission path between the engine 14, the electric motor MG, and the drive wheels 36, and travels. This is a transmission that transmits power from the drive power source (engine 14 and electric motor MG) to the drive wheel 36 side. The automatic transmission 18 includes one or more sets of planetary gear devices and a plurality of engagement devices, and a gear ratio (gear ratio) γ (= transmission input rotation speed Nin / transmission output) by the engagement devices. This is a known planetary gear type automatic transmission in which a plurality of shift speeds having different rotation speeds Nout) are alternatively established. Each of the plurality of engagement devices is a hydraulic friction engagement device that transmits power (that is, transmits rotation and torque) between the transmission input shaft 34 and the transmission output shaft 24. The hydraulic friction engagement device is controlled to be engaged and disengaged by the hydraulic control circuit 50, and the torque capacity, that is, the engagement force is changed by adjusting the pressure of a solenoid valve or the like in the hydraulic control circuit 50. And a clutch and a brake for selectively connecting the members on both sides of the inserted member. In this embodiment, for the sake of convenience, this hydraulic friction engagement device is referred to as a clutch C, but the clutch C includes a brake and the like in addition to the clutch.

  The electric motor MG is a so-called motor generator having a function as a motor that generates mechanical power from electric energy and a function as a generator that generates electric energy from mechanical energy. The electric motor MG is coupled to the drive wheel 36 through the torque converter 16 together with the engine 14 so as to be able to transmit power. The electric energy supplied from the power storage device 54 through the inverter 52 replaces the engine 14 or is connected to the engine 14. In addition, it functions as a driving force source for driving that generates driving power. The electric motor MG is provided in a power transmission path between the engine 14 and the drive wheel 36, and generates electric energy by regeneration from the power generated by the engine 14 or the driven force input from the drive wheel 36 side. The electric energy is stored in the power storage device 54 via the inverter 52. The electric motor MG is connected to a power transmission path between the connection / disconnection clutch K0 and the torque converter 16, and power is transmitted between the electric motor MG and the pump impeller 16a. Therefore, the electric motor MG is connected to the engine 14 via the connection / disconnection clutch K0, and is connected to the transmission input shaft 34 of the automatic transmission 18 so as to transmit power without the connection / disconnection clutch K0.

  The connection / disconnection clutch K0 is a wet multi-plate hydraulic friction engagement device in which, for example, a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, and hydraulic control is performed using the hydraulic pressure generated by the oil pump 22 as a source pressure. Engagement release control is performed by the circuit 50. In the engagement release control, the torque capacity (hereinafter referred to as K0 torque) of the connection / disconnection clutch K0 is changed by adjusting the pressure of a linear solenoid valve or the like in the hydraulic control circuit 50, for example. In the engaged state of the connection / disconnection clutch K0, the pump impeller 16a and the engine 14 are integrally rotated via the engine connecting shaft 32. On the other hand, in the released state of the connection / disconnection clutch K0, power transmission between the engine 14 and the pump impeller 16a is interrupted. That is, the engine 14 and the drive wheel 36 are disconnected by releasing the connection / disconnection clutch K0. Since the electric motor MG is connected to the pump impeller 16a, the connection / disconnection clutch K0 is provided in a power transmission path between the engine 14 and the electric motor MG, and also functions as a clutch for connecting / disconnecting the power transmission path.

  Normally, the wheel brake device 72 directly supplies a brake hydraulic pressure having a magnitude corresponding to the depressing force of the brake pedal 70 generated in the master cylinder to the wheel cylinder. In addition, the wheel brake device 72 generates wheel brake torque (hereinafter referred to as brake torque) and brakes the vehicle on a low μ road during loss increase control, ABS control, traction control, VSC control, or hill hold control, for example. The brake fluid pressure not corresponding to the pedaling force is supplied to the wheel cylinder for starting, turning, or holding or maintaining the vehicle stop on the slope.

  The vehicle 10 is provided with an electronic control device 80 including a control device for the vehicle 10 related to the operation of the electric motor MG, for example. The electronic control unit 80 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU uses a temporary storage function of the RAM according to a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. For example, the electronic control unit 80 performs output control of the engine 14, drive control of the motor MG including regeneration control of the motor MG, shift control of the automatic transmission 18, torque capacity control of the lockup clutch 38 and the connection / disconnection clutch K0, and the like. It is configured to be divided into engine control, electric motor control, hydraulic control, etc. as necessary. The electronic control unit 80 includes detection values by various sensors (for example, an engine rotation speed sensor 56, a turbine rotation speed sensor 58, an output shaft rotation speed sensor 60, an electric motor rotation speed sensor 62, an accelerator opening sensor 64, a battery sensor 66, and the like). The transmission output shaft 24 corresponding to various signals (for example, the engine rotational speed Ne, which is the rotational speed of the engine 14, the turbine rotational speed Nt, that is, the transmission input rotational speed Nin, which is the rotational speed of the transmission input shaft 34), and the vehicle speed V. Transmission output rotational speed Nout, which is the rotational speed of the motor, motor rotational speed (motor rotational speed, MG rotational speed) Nm, which is the rotational speed of the electric motor MG, accelerator opening degree θacc corresponding to the driver's request for driving the vehicle 10, Temperature (battery temperature, battery temperature) THbat, charging current or discharging current (battery charging / discharging power) of power storage device 54 Current, battery current) Ibat and voltage (battery voltage, battery voltage) Vbat, etc.). From the electronic control unit 80, for example, an engine output control command signal Se for controlling the output of the engine 14, an electric motor control command signal Sm for controlling the operation of the electric motor MG, a lock-up clutch 38, a connection / disconnection clutch K0, an automatic transmission, and the like. In order to control the hydraulic actuator of the clutch C of the machine 18, a hydraulic control command signal Sp for operating the solenoid valve (solenoid valve) and the like included in the hydraulic control circuit 50, and a brake control command for operating the wheel brake device 72 The signal Sb or the like is output to an engine control device such as a throttle actuator or a fuel injection device, an inverter 52, a hydraulic control circuit 50, a wheel brake device 72, and the like. Note that the electronic control unit 80 uses the battery temperature THbat, the battery current Ibat, and the battery voltage Vbat, for example, based on the battery capacity THbat, the charge capacity (charge state, charge level) SOC, the input restriction (chargeable power) Win, and the output. A limit (dischargeable power) Wout is calculated and used for various controls as one of the various signals.

  FIG. 2 is a functional block diagram for explaining the main part of the control function by the electronic control unit 80. In FIG. 2, the shift control means, that is, the shift control unit 82 is obtained experimentally or design in advance using, for example, the vehicle speed V and the required drive amount (for example, accelerator opening θacc) as variables and stored (that is, predetermined). Whether or not the automatic transmission 18 should be shifted based on the vehicle state (for example, actual vehicle speed V and accelerator opening degree θacc) from a known relationship (shift diagram, shift map; not shown). The shift command value for obtaining the determined gear stage is output to the hydraulic pressure control circuit 50, and the automatic shift control of the automatic transmission 18 is executed. This shift command value is one of the hydraulic control command signals Sp.

  The hybrid control means, that is, the hybrid control unit 84, functions as an engine drive control unit that controls the drive of the engine 14, and an electric motor operation control unit that controls an operation as a driving force source or a generator by the electric motor MG via the inverter 52. The hybrid drive control by the engine 14 and the electric motor MG is executed by these control functions. For example, the hybrid control unit 84 is based on the accelerator opening θacc and the vehicle speed V from a drive request amount map (see FIG. 9 described later) in which the relationship between the vehicle speed V and the drive request amount is predetermined with the accelerator opening θacc as a parameter. Then, a required driving force as a required driving amount (that is, a required driver amount) required for the vehicle 10 by the driver is calculated. Then, the hybrid control unit 84 considers transmission loss, auxiliary load, gear ratio γ of the automatic transmission 18, input / output limitation (chargeable / dischargeable power) Win / Wout of the power storage device 54, and the required driving force. Command signals (engine output control command signal Se and motor control command signal Sm) for controlling the driving power source for traveling so that the driving power source for driving (engine 14 and electric motor MG) can be obtained. The required driving amount includes, in addition to the required driving force [N] in the driving wheel 36, the required driving torque [Nm] in the driving wheel 36, the required driving power in the driving wheel 36 (that is, the required vehicle power) [W], The required transmission output torque at the transmission output shaft 24, the required transmission input torque at the transmission input shaft 34, and the like can also be used. Further, the accelerator opening degree θacc [%], the throttle valve opening degree [%], the intake air amount [g / sec], or the like can also be used as the drive request amount.

  For example, when the required driving force is within a range that can be covered only by the output of the electric motor MG, the hybrid control unit 84 travels using only the electric motor MG as a driving force source for traveling in a state where the connection / disconnection clutch K0 is released. (EV traveling) is performed. On the other hand, the hybrid control unit 84 uses at least the engine 14 for traveling in a state where the connection / disconnection clutch K0 is engaged, for example, when the required driving force is in a range that cannot be covered unless the output of the engine 14 is used. The engine traveling, that is, the hybrid traveling (EHV traveling) is performed as the driving force source.

  The lock-up control means, that is, the lock-up control unit 86 changes the vehicle state from a known relationship (lock-up area diagram, lock-up clutch operation map; not shown), for example, with the vehicle speed V and the required drive amount as variables. Based on this, the operating state of the lock-up clutch 38 to be controlled is determined, and an engagement hydraulic pressure command value (LU command pressure) for switching to the determined operating state is output to the hydraulic pressure control circuit 50, and the lock-up clutch 38. Controls the switching of the operating state of. This LU command pressure is one of the hydraulic control command signals Sp.

Here, in the power storage device 54, for example, as shown in FIG. 3, in the region where the battery temperature THbat is low, the width of the input / output restriction Win / Wout is narrowed. For this reason, the region where EV traveling is possible becomes narrow and fuel consumption tends to deteriorate. Further, since the internal resistance of the power storage device 54 increases in a region where the battery temperature THbat is low, the battery voltage Vbat is likely to fluctuate, and the durability of the battery component may be reduced. Therefore, when battery temperature THbat is in the low temperature range, it is necessary to raise the temperature of power storage device 54, and it is desirable to raise battery temperature THbat as soon as possible. The amount of heat generated by the power storage device 54 is an integrated value (= Ibat ² × Rbat) of the square of the battery current Ibat and the battery internal resistance Rbat (= Ibat ² × Rbat). Therefore, if the electric power exchanged with the motor MG is increased, In combination with the relatively large resistance Rbat, it is considered that the power storage device 54 can be quickly heated.

  By the way, as shown in FIG. 4, the sum of all the input / output powers at one closed point becomes zero. Therefore, when the vehicle power (both positive and negative) is small as in low-load running, the motor power (that is, battery power) is also reduced and the battery current Ibat is also reduced. If it does so, it will become difficult to raise battery temperature THbat at the time of low load driving | running | working. On the other hand, in the present embodiment, it was found that if the loss power is increased or decreased, the battery power can be increased or decreased by extending the battery power accordingly. This makes it possible to quickly raise the temperature of the power storage device 54 regardless of the difference in the traveling state such as during low-load traveling or high-load traveling (in other words, even during low-load traveling). it can.

  Therefore, when it is necessary to raise the temperature of power storage device 54, electronic control device 80 increases the loss of the drive system during powering of electric motor MG (that is, reduces the power transmission efficiency in power transmission device 12). Compared with the case where it is not necessary to raise the temperature of power storage device 54, the power running power of electric motor MG (electric motor power Pm> 0) is increased. Increasing the power running power of the electric motor MG is realized, for example, by increasing the output torque of the electric motor MG or increasing the motor rotation speed Nm. Therefore, it is possible to increase the power running power of the electric motor MG without increasing the output torque of the electric motor MG (or even if decreasing the output torque of the electric motor MG). The case where the temperature of the power storage device 54 needs to be increased is determined in advance as, for example, a temperature region that is not suitable for EV traveling because the fuel consumption is likely to deteriorate (in other words, a region in which fuel consumption during EV traveling is significantly reduced). This is a case where the battery temperature THbat is in a low temperature region below the predetermined value THbatlow. Further, when the temperature of the power storage device 54 needs to be increased, for example, when the engine 14 is repeatedly started and stopped, the engine startability by the electric motor MG is reduced due to the narrow width of the input / output limit Win / Wout. It can also be seen as an area to do.

  Specifically, returning to FIG. 2, the traveling state determination means, that is, the traveling state determination unit 88 determines whether or not the battery temperature THbat is lower than a predetermined value THbatlow. Further, the traveling state determination unit 88 determines whether or not the operating state of the electric motor MG is a power running state in which a positive electric motor power Pm is output.

  The loss increase / decrease control means, that is, the loss increase / decrease control unit 90, for example, determines the loss of the drive system when the running state determination unit 88 determines that the battery temperature THbat is less than a predetermined value THbatlow and the motor MG is in the power running state. The loss increase control to be increased is executed. The loss increase / decrease control unit 90 performs the power running operation of the electric motor MG more than the required drive amount because the actual acceleration force decreases or the actual deceleration force increases by executing the loss increase control. An MG compensation command (in order to increase the motor power Pm (> 0)) is output to the hybrid control unit 84, and the current driving force is maintained as much as possible.

  The loss increase control by the loss increase / decrease control unit 90 is performed by, for example, outputting a loss increase command for bringing the lockup clutch 38 into a slip or release state to the lockup control unit 86. This aspect increases the loss of the drive system due to the fluid loss in the torque converter 16. This loss increase control is not limited to the above aspect. For example, you may implement the said aspect and the various aspects shown below individually or in combination. Another example of this loss increase control is implemented by outputting a loss increase command for downshifting the automatic transmission 18 to the shift control unit 82. In this aspect, the loss of the drive system is increased by increasing the drag of the friction material or the like in the clutch C that is not involved in the formation of the gear stage of the automatic transmission 18 due to the increase in rotation due to the downshift. Another example of this loss increase control is implemented by outputting a loss increase command for shifting the clutch C involved in power transmission in the automatic transmission 18 to the shift control unit 82. In this aspect, the loss of the drive system is increased by sliding the clutch C involved in the formation of the gear stage of the automatic transmission 18. Another example of this loss increase control is implemented by outputting a loss increase command for putting the connecting / disconnecting clutch K0 into the slip state to the hybrid control unit 84. In this aspect, the loss of the drive system is increased by sliding the connecting / disconnecting clutch K0. Another example of this loss increase control is implemented by outputting a loss increase command for increasing the line pressure in the hydraulic control circuit 50 to the hydraulic control circuit 50. In this embodiment, the loss of the drive system is increased by increasing the load of the oil pump 22. Another example of this loss increase control is implemented by outputting a loss increase command for slipping the wheel brake 40 to the wheel brake device 72. In this aspect, the loss of the drive system is increased by generating a deceleration torque by the wheel brake 40.

  FIG. 5 is a flowchart for explaining the control operation for quickly raising the temperature of the power storage device 54 regardless of the main part of the control operation of the electronic control device 80, that is, the difference in the running state, for example, about several msec to several tens msec. It is repeatedly executed with a very short cycle time.

  In FIG. 5, first, in step (hereinafter, step is omitted) S10 corresponding to the traveling state determination unit 88, for example, it is determined whether or not the battery temperature THbat is lower than a predetermined value THbatlow and the electric motor MG is in a power running state. Is done. If the determination in S10 is negative, this routine is terminated. If the determination is affirmative, in S20 corresponding to the loss increase / decrease control unit 90, for example, loss increase control such as setting the lock-up clutch 38 to a slipped or released state. Is implemented. In addition, the electric motor MG is caused to perform a power running operation as much as the current driving force cannot be maintained by performing the loss increase control.

  As described above, according to the present embodiment, by reducing the power transmission efficiency at the time of power running of the electric motor MG, in order to generate the current drive request amount (including both positive and negative) (in other words, In order to maintain the driving force, it is necessary to cause the electric motor MG to be powered by an extra amount corresponding to the decrease in efficiency. Therefore, by increasing the motor power Pm (> 0), it is possible to increase the power (for example, the battery current Ibat) that is taken from the power storage device 54 to the motor MG while maintaining the current driving force. Therefore, when the temperature of power storage device 54 needs to be increased, power storage device 54 can be quickly heated regardless of the traveling state.

  In addition, according to the present embodiment, since a plurality of modes for performing the loss increase control can be combined, the power transmission efficiency can be further reduced during the power running of the electric motor MG, and the power storage device 54 can be raised more quickly. Can be warmed.

  Further, according to the present embodiment, the case where the temperature of the power storage device 54 needs to be increased is the case where the battery temperature THbat is in a low temperature region less than the predetermined value THbatlow. By heating, the fuel efficiency during EV traveling can be improved. Further, the durability performance of the components of the power storage device 54 can be improved.

  Next, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  In the above-described first embodiment, the power storage device 54 is quickly heated by increasing the electric power taken out from the power storage device 54 during powering of the electric motor MG. Since the electric motor MG can also perform a regenerative operation, it is possible to quickly raise the temperature of the power storage device 54 by increasing the power supplied (power storage) to the power storage device 54 during regeneration of the motor MG.

  Therefore, when it is necessary to raise the temperature of the power storage device 54, the electronic control unit 80 reduces the loss of the drive system (that is, improves the power transmission efficiency in the power transmission device 12) during regeneration of the electric motor MG. The regenerative power of the electric motor MG (electric motor power Pm <0) is increased as compared with the case where the temperature increase of the power storage device 54 is not necessary. Increasing the regenerative power of the electric motor MG is realized, for example, by increasing the regenerative torque of the electric motor MG or increasing the motor rotation speed Nm. Therefore, it is possible to increase the regenerative power of the electric motor MG without increasing the regenerative torque of the electric motor MG (or even if reducing the regenerative torque of the electric motor MG).

  Specifically, in FIG. 2, the traveling state determination unit 88 determines whether or not the operating state of the electric motor MG is a regenerative state in which a negative electric motor power Pm is output.

  The loss increase / decrease control unit 90, for example, loss reduction control that reduces the loss of the drive system when the battery temperature THbat is less than a predetermined value THbatlow and the motor MG is in the regenerative state by the running state determination unit 88. Execute. The loss increase / decrease control unit 90 executes the loss reduction control so that the actual acceleration force increases or the actual deceleration force decreases, and the drive request amount cannot be satisfied (that is, the current drive force cannot be maintained). The MG compensation command for extra regenerative operation of the electric motor MG (that is, for increasing the regenerative power of the electric motor MG) is output to the hybrid control unit 84, and the current driving force is maintained as much as possible.

  In the loss reduction control by the loss increase / decrease control unit 90, the reverse control of the loss increase control shown in the first embodiment is executed. For example, in this loss reduction control, a loss reduction command for bringing the lockup clutch 38 into a fully engaged state is output to the lockup control unit 86, and a loss reduction command for upshifting the automatic transmission 18 is shifted. Output to the control unit 82, output a loss reduction command for completely engaging the clutch C involved in power transmission in the automatic transmission 18 to the shift control unit 82, and fully connect the connection / disconnection clutch K0. A loss reduction command for setting the combined state is output to the hybrid control unit 84, a loss reduction command for decreasing the line pressure in the hydraulic control circuit 50 is output to the hydraulic control circuit 50, and the wheel brake 40 is released. Outputting a loss reduction command (that is, not operating) to the wheel brake device 72 is performed alone or in combination.

  FIG. 6 is a flowchart for explaining a control operation for quickly raising the temperature of the power storage device 54 regardless of a main part of the control operation of the electronic control device 70, that is, a difference in running state, for example, about several msec to several tens msec. It is repeatedly executed with a very short cycle time. FIG. 6 shows another embodiment corresponding to FIG. 5 in the first embodiment.

  In FIG. 6, first, in S10 'corresponding to the traveling state determination unit 88, for example, it is determined whether or not the battery temperature THbat is lower than a predetermined value THbatlow. If the determination in S10 ′ is negative, this routine is terminated. If the determination is positive, in S15 corresponding to the traveling state determination unit 88, for example, whether or not the electric motor MG is in a power running state, or the electric motor MG It is determined whether or not it is in a regenerative state. When it is determined in S15 that the electric motor MG is in the power running state, in S20 corresponding to the loss increase / decrease control unit 90, loss increase control such as, for example, setting the lockup clutch 38 to a slipping or releasing state is performed. In addition, the electric motor MG is caused to perform a power running operation as much as the current driving force cannot be maintained by performing the loss increase control. On the other hand, when it is determined in S15 that the electric motor MG is in the regenerative state, loss reduction control such as setting the lockup clutch 38 to the fully engaged state is performed in S30 corresponding to the loss increase / decrease control unit 90, for example. The In addition, the electric motor MG is regeneratively operated as much as the current driving force cannot be maintained due to the loss reduction control. If it is determined in S15 that the electric motor MG is neither in the power running state nor in the regenerative state, either S20 or S30 may be executed. For example, if the vehicle state is a driving state, the above 20 may be executed, and if the vehicle state is a driven state, the above S30 may be executed.

  As described above, according to the present embodiment, in addition to the effects of the first embodiment, the current drive request amount (including both positive and negative) is generated by improving the power transmission efficiency during regeneration of the electric motor MG. For this reason (in other words, in order to maintain the current driving force), the motor MG needs to be regeneratively operated by an amount corresponding to the efficiency improvement. Therefore, by increasing the regenerative power of the electric motor MG, it is possible to increase the power (for example, the battery current Ibat) supplied from the electric motor MG to the power storage device 54 while maintaining the current driving force. Therefore, when the temperature of power storage device 54 needs to be increased, power storage device 54 can be quickly heated regardless of the traveling state.

  Further, according to the present embodiment, a plurality of modes for performing loss reduction control can be combined, so that power transmission efficiency can be further improved during regeneration of the electric motor MG, and the power storage device 54 can be raised more quickly. Can be warmed.

  In the above-described second embodiment, the loss increase control and the loss decrease control are selectively used depending on whether the electric motor MG is in a power running state or a regenerative state. Here, discharging is required when the charging capacity SOC of the power storage device 54 is relatively high, and charging is required when the charging capacity SOC is relatively low. When discharging is required, the electric motor MG is in a power running state. Conversely, when charging is required, the electric motor MG is in a regenerative state. In view of this, the electronic control device 80 according to the present embodiment controls the loss increase control and the loss decrease control depending on whether the power storage device 54 is required to be discharged or whether the power storage device 54 is required to be charged. And use properly.

  Specifically, in FIG. 2, traveling state determination unit 88 determines whether or not charge capacity SOC of power storage device 54 is equal to or greater than a predetermined charge capacity SOCA, and determines that charge capacity SOC is equal to or greater than a predetermined charge capacity SOCA. Sets the flag ON (discharge request). In addition, the traveling state determination unit 88 determines whether or not the charge capacity SOC of the power storage device 54 is less than the predetermined charge capacity SOCB. If it is determined that the charge capacity SOC is less than the predetermined charge capacity SOCB, the flag OFF (charge request ) Is set. Further, the traveling state determination unit 88 determines whether or not the flag ON is set. The predetermined charge capacity SOCA is, for example, a high capacity area of the power storage device 54 that is predetermined as an area of a high charge capacity SOC in which the input restriction Win is reduced and charging is restricted (that is, discharge is required). Is the lower limit of. The predetermined charge capacity SOCB is, for example, a low capacity area of the power storage device 54 that is predetermined as an area of a low charge capacity SOC in which the output limit Wout is reduced and discharge is limited (that is, charging is required). Is the upper limit.

  The loss increase / decrease control unit 90 executes loss increase control when, for example, the running state determination unit 88 determines that the battery temperature THbat is lower than the predetermined value THbatlow and the flag ON is set. On the other hand, when the loss increase / decrease control unit 90 determines that the battery temperature THbat is less than the predetermined value THbatlow and the flag ON is not set (that is, the flag OFF is set), for example, by the running state determination unit 88. The loss reduction control is executed.

  FIG. 7 is a flowchart for explaining a control operation for quickly raising the temperature of the power storage device 54 regardless of a main part of the control operation of the electronic control device 70, that is, a difference in running state, for example, about several milliseconds to several tens of milliseconds. It is repeatedly executed with a very short cycle time. FIG. 7 shows another embodiment corresponding to FIG. 6 in the second embodiment described above.

  In FIG. 7, first, in S1 corresponding to the traveling state determination unit 88, for example, it is determined whether or not the charge capacity SOC of the power storage device 54 is equal to or greater than a predetermined charge capacity SOCA. If the determination in S1 is negative, it is determined in S2 corresponding to the traveling state determination unit 88, for example, whether or not the charge capacity SOC of the power storage device 54 is less than a predetermined charge capacity SOCB. If the determination in S1 is affirmative, for example, a flag ON (discharge request) is set in S3 corresponding to the traveling state determination unit 88. On the other hand, when the determination of S2 is affirmed, for example, a flag OFF (charge request) is set in S4 corresponding to the traveling state determination unit 88. On the other hand, when the determination in S2 is negative, in S5 corresponding to the traveling state determination unit 88, for example, the current flag state is maintained as it is. Following S3, S4, or S5, in S10 'corresponding to the traveling state determination unit 88, for example, it is determined whether or not the battery temperature THbat is less than a predetermined value THbatlow. If the determination in S10 'is negative, this routine is terminated. If the determination is positive, it is determined in S16 corresponding to the traveling state determination unit 88, for example, whether the flag ON is set. If it is determined in S16 that the flag is ON and the determination in S16 is affirmative, for example, loss increase control is performed in S20 corresponding to the loss increase / decrease control unit 90. In addition, the electric motor MG is caused to perform a power running operation as much as the loss increase control is performed. On the other hand, if it is determined in S16 that the flag is OFF and the determination in S16 is negative, for example, loss reduction control is performed in S30 corresponding to the loss increase / decrease control unit 90. In addition, the electric motor MG is regeneratively operated for the amount of loss reduction control.

  As described above, according to the present embodiment, when the temperature of the power storage device 54 needs to be increased, the power transmission efficiency when the power storage device 54 is requested to be discharged is reduced, while the power storage device 54 is requested to be charged. By improving the power transmission efficiency, the same effect as in the second embodiment can be obtained.

  In the above-described second embodiment, when the temperature of the power storage device 54 needs to be increased regardless of the traveling state, the control for quickly increasing the temperature of the power storage device 54 is executed. By the way, the control for quickly raising the temperature of the power storage device 54 is performed by the increase of the motor power Pm (> 0) accompanying the loss increase control or the increase of the regenerative power of the motor MG accompanying the loss reduction control. It is done while maintaining power. However, the driving force may fluctuate due to some response delay or the like during the transition of the temperature rising control. As a result, the driver may feel uncomfortable. If the driver wants to accelerate, it doesn't get accelerated (thus, if it doesn't, it doesn't get accelerated), or it doesn't slow down as it thinks the driver wants to slow down If the vehicle is not decelerated), the driver is more likely to feel the discomfort described above. On the other hand, the driver is unlikely to feel such a sense of incongruity during steady running or when the vehicle is stopped such that the required amount of driving with the accelerator opening θacc being substantially constant. Therefore, the electronic control device 80 according to the present embodiment performs control when the temperature of the power storage device 54 needs to be increased during steady running or when the vehicle is stopped.

  Specifically, in FIG. 2, the traveling state determination unit 88 determines whether the vehicle is not stopped and is not accelerating (decelerating) (that is, whether the accelerator opening θacc is approximately steady). Judgment). The traveling state determination unit 88 determines whether or not the vehicle is stopped. The loss increase / decrease control unit 90 executes loss increase control or loss decrease control when, for example, the travel state determination unit 88 determines that the vehicle is traveling normally or stopped.

  FIG. 8 is a flowchart for explaining a control operation for quickly raising the temperature of the power storage device 54 regardless of a main part of the control operation of the electronic control device 70, that is, a difference in running state, for example, about several milliseconds to several tens of milliseconds. It is repeatedly executed with a very short cycle time. FIG. 8 shows another embodiment corresponding to FIG. 6 in the second embodiment described above. In FIG. 8, S12 is newly added. The points different from FIG. 6 will be mainly described below.

  In FIG. 8, when the determination in S10 ′ is negative, this routine is terminated, but when the determination is affirmative, in S12 corresponding to the traveling state determination unit 88, the vehicle is not stopped and is not being accelerated (decelerated). Whether or not the vehicle is stopped is determined. If the determination in S12 is negative, this routine is terminated. If the determination is affirmative, S15 and subsequent steps are executed.

  As described above, according to the present embodiment, in addition to the effects of the above-described second embodiment, control is performed when the temperature of the power storage device 54 needs to be increased during steady running or when the vehicle is stopped. Can be difficult to give.

  In the above-described second embodiment, when the temperature of the power storage device 54 needs to be increased, by executing the loss increase control and the power running power increase control of the motor MG, or the loss decrease control and the regenerative power increase control of the motor MG, The power storage device 54 was quickly raised in temperature. In this embodiment, instead of or in addition to the above-described Embodiments 1-4, when the temperature of the power storage device 54 is required, compared to the case where the temperature of the power storage device 54 is not required, the same conditions are used. Increases the required amount of drive.

  FIG. 9 is an example of a drive request amount map in which the relationship between the vehicle speed V and the drive request amount is determined in advance with the accelerator opening θacc as a parameter. The characteristics at a certain accelerator opening θacc when the accelerator is on and the accelerator off Time characteristics are shown. In FIG. 9, the solid lines are characteristics when the power storage device 54 does not need to be heated, and the broken lines are characteristics when the power storage device 54 needs to be heated. When the temperature of the power storage device 54 needs to be increased, compared to the case where the temperature increase of the power storage device 54 is not necessary, the driving request amount map at the time of turning on the accelerator that has been changed to increase the driving force is selected, or The requested drive amount map when the accelerator is off, which has been changed to increase the driven force, is selected. This can be seen as increasing the vehicle power in FIG. 4 for the same accelerator opening θacc. Note that when the accelerator is fully opened, the required driving force is set to the maximum value, so that the driving request amount map is not changed.

  As described above, according to the present embodiment, when the temperature increase of the power storage device 54 is necessary, the drive request amount map is changed to the side where the required drive force (including both positive and negative) increases. The same effect as in Example 2 is obtained.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention can be implemented combining an Example mutually and is applied also in another aspect.

  For example, the fifth embodiment described above can be executed in combination with any one of the first, third, and fourth embodiments described above as well as the second embodiment described above.

  Further, in each of the above-described embodiments, when the requested driving amount is a positive value and the vehicle 10 is in the driving state, the electric motor MG is not only in the power running state, but also, for example, the electric motor MG is in the regenerative state by the power of the engine 14. obtain. On the other hand, when the drive request amount is a negative value and the vehicle 10 is in a driven state, the electric motor MG can be in a power running state as well as a regenerative state.

  Further, in each of the above-described embodiments, the engine 14 and the electric motor MG are indirectly connected via the connection / disconnection clutch K0, but this is not a limitation. For example, the vehicle 10 may not include the connection / disconnection clutch K0, and the engine 14 and the electric motor MG may be directly connected. Even in this way, the present invention can be applied.

  Moreover, in S5 of the flowchart of FIG. 7 in the above-described third embodiment, the flag is maintained, but the present invention is not limited to this mode. For example, in S5, for example, a predetermined flag may be set, or the flag ON / OFF may be switched in the driving / driven state. In the flowcharts of FIGS. 5, 6, 7, and 8, the steps and the execution order thereof may be changed as appropriate without departing from the possibility that the execution contents may be changed as in S <b> 5 of the flowchart of FIG. 7. it can.

  Further, in the above-described fourth embodiment, the steady running is a running in which the required driving amount with the accelerator opening θacc being substantially constant is substantially constant, but is not limited to this mode. For example, when the change in the required drive amount (or the accelerator opening θacc) is within a predetermined width that is predetermined as a small shift width that may be determined as steady running, the steady running may be used.

  Further, in each of the above-described embodiments, the torque converter 16 is used as the fluid transmission device, but other fluid transmission devices such as a fluid coupling having no torque amplification action may be used.

  In each of the above-described embodiments, the vehicle 10 is provided with the automatic transmission 18. However, in the loss increase control / loss decrease control, the mode of shifting the automatic transmission 18 and the torque capacity of the clutch C are changed. This automatic transmission 18 may not necessarily be provided if the mode to perform is not executed.

  Further, in each of the above-described embodiments, the engine 10 is provided in the vehicle 10, but in the loss increase control / loss decrease control, if the mode of changing the torque capacity of the connection / disconnection clutch K0 is not executed, The engine 14 is not necessarily provided.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10: Vehicle 14: Engine 16: Torque converter (fluid transmission)
18: Automatic transmission (transmission)
36: Drive wheel 38: Lock-up clutch 54: Power storage device 80: Electronic control device (control device)
C: Clutch (engagement device)
K0: Engine disconnection clutch (clutch)
MG: Electric motor

Claims (6)

An electric motor connected to the drive wheel so as to be able to transmit power, a fluid transmission device with a lock-up clutch interposed in a power transmission path between the motor and the drive wheel, and electric power between the motor A vehicle control device comprising a power storage device that performs transmission and reception,
When it is necessary to raise the temperature of the power storage device, the power-up of the electric motor is compared with a case where the lock-up clutch is in a slipped or released state during power running of the electric motor and compared with a case where no temperature rise of the power storage device is required. A vehicle control device characterized by increasing power.   When it is necessary to raise the temperature of the power storage device, the lockup clutch is completely engaged during regeneration of the electric motor, and the regeneration of the electric motor is higher than when the temperature of the power storage device is not required. The vehicle control device according to claim 1, wherein the power is increased. The vehicle further includes a transmission interposed in a power transmission path between the fluid transmission and the drive wheel,
When it is necessary to raise the temperature of the power storage device,
During powering of the electric motor, at least one of downshifting the transmission and putting the engagement device involved in power transmission in the transmission into a slip state is executed, and the temperature of the power storage device is not required Compared to the case, while increasing the power running power of the motor,
During regeneration of the electric motor, at least one of upshifting the transmission and bringing the engagement device involved in power transmission in the transmission into a fully engaged state is performed, and the temperature of the power storage device is increased. 3. The vehicle control device according to claim 1, wherein regenerative power of the electric motor is increased as compared with a case where it is not necessary. The vehicle further includes an engine coupled to the drive wheel through the fluid transmission to be able to transmit power,
The electric motor is provided in a power transmission path between the engine and the driving wheel, and is connected to the engine via a clutch.
When it is necessary to raise the temperature of the power storage device,
While the motor is in power running, the clutch is in a slip state, and compared to the case where the power storage device does not need to be heated, the power running power of the motor is increased.
The regenerative power of the electric motor is increased as compared with a case where the clutch is brought into a completely engaged state and the temperature of the power storage device is not required during the regeneration of the electric motor. The vehicle control device according to any one of the preceding claims.   5. The control according to claim 1, wherein control is performed when the temperature of the power storage device is required during steady running or when the vehicle is stopped so that the required drive amount is constant. Vehicle control device.   The case where the temperature increase of the power storage device is necessary is a case where the temperature of the power storage device is in a low temperature region that is predetermined as a temperature region that is not suitable for traveling using the electric motor as a driving force source. The vehicle control device according to claim 1, wherein the vehicle control device is a vehicle control device.

Images