JP2015030452A - Hybrid vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To curb early deterioration of a battery 30 by preventing the same from being charged with electric power exceeding chargeable capacity thereof when a vehicle is traveling with electric power generated by a motor generator 20 supplied to both a drive motor 40 and the battery 30.SOLUTION: When a vehicle is traveling, a hybrid vehicle control device: sets a target value of electric power generated by a motor generator 20 at a value obtained by subtracting first predetermined electric power from a sum of the electric power required by a motor and chargeable capacity of a battery 30; and controls output of an engine 10 so that the generated electric power detected by generated electric power detection means is equal to the target value. Also, the hybrid vehicle control device determines a control command value with respect to the output of the engine 10 using a change in the detected generated electric power so that the generated electric power after present time does not exceed the sum of the electric power required by the motor and the chargeable capacity.

Description

  The present invention belongs to a technical field related to a control device for a so-called series hybrid vehicle.

  Conventionally, in a hybrid vehicle, an engine, a motor generator driven by the engine to generate electric power, a battery charged with electric power generated by the motor generator, discharged electric power of the battery, and electric power generated by the motor generator 2. Description of the Related Art A motor provided with a traveling motor driven by at least one electric power is known. In such a hybrid vehicle, when there is a request for power generation by the motor generator, the engine is started and the motor generator is driven by the engine to generate power by the motor generator. Or is supplied to the motor for traveling.

  Depending on the remaining capacity (SOC) and temperature of the battery, the chargeable power, which is the power that can be charged to the battery, changes. If the remaining capacity of the battery is large or the temperature of the battery is out of the predetermined range, In some cases (when the temperature is low or high), the chargeable power is low. If the battery is charged in a state where the rechargeable power is reduced in this way, there is a possibility that the power exceeding the rechargeable power may be charged to the battery. In such a case, the battery is prematurely deteriorated. In order to suppress this early deterioration of the battery, it is necessary to prevent the battery from being charged with power exceeding the chargeable power.

  Therefore, in Patent Document 1, for example, when the battery is fully charged or when the chargeable power is low, such as when the temperature is low (in this case, basically 0), the internal combustion engine is motored. It has been proposed to consume power. Further, in Patent Document 2, when regenerative braking by a traveling motor is required when charging to a battery is regulated, the engine is driven by operating a motor generator using power generated by regenerative braking. It has been proposed to do so.

JP 2004312962 A JP 2012-6525 A

  By the way, for example, when the temperature of the battery is low, in addition to the chargeable power being lowered, the dischargeable power is also lowered. In such a case, when there is a SOC recovery request or a vehicle driver acceleration request, usually, the power generated by the motor generator is supplied to the traveling motor, and the surplus power is supplied to the battery by the chargeable power. It is necessary to supply within the range. At this time, the target value of the electric power generated by the motor generator is set to a value obtained by adding the required motor power, which is the power required for the traveling motor, and the rechargeable power, or a value somewhat smaller than the actual value. If the output of the engine is controlled so that the generated power detected at the time reaches the target value, the power that exceeds the chargeable power when the actually detected generated power reaches the target value. Is not supplied to the battery.

  However, for example, when the target value changes abruptly, the target value may overshoot in the process until the power generated by the motor generator converges to the target value, and then converge to the target value. is there. Considering this, even if the target value is slightly smaller than the sum of the required motor power and the chargeable power, the power generated by the motor generator only overshoots the target value. In addition, there is a high possibility of overshooting the value obtained by adding the required motor power and the chargeable power. In particular, if both the rechargeable power and the dischargeable power are low, the generated power is required even in a scene where the motor output is low. Therefore, the generated power by the motor generator at that time is the motor required power and the chargeable power. It becomes easier to overshoot the value obtained by adding. For this reason, the possibility of charging the battery with power exceeding the chargeable power of the battery increases.

  The present invention has been made in view of such a point, and an object of the present invention is to charge the battery when the vehicle travels such that power generated by the motor generator is supplied to both the travel motor and the battery. It is intended to suppress the battery from premature deterioration by suppressing charging of the battery with power exceeding the power.

  In order to achieve the above object, according to the present invention, an engine, a motor generator connected to an output shaft of the engine and driven to generate electric power, and a battery charged with electric power generated by the motor generator are provided. And detecting a chargeable power of the battery for a control device of a hybrid vehicle including a driving motor driven by at least one of the electric power discharged from the battery and the electric power generated by the motor generator Rechargeable power detection means; generated power detection means for detecting power generated by the motor generator; and control means for controlling the operation of the engine, the motor generator, and the traveling motor. The chargeable power detected by the chargeable power detection means is not more than a predetermined value. When the vehicle travels in a predetermined condition including the above, the power generated by the motor generator is supplied to both the travel motor and the battery, or the travel motor, and the target value of the generated power at the time of the supply Is set to a value obtained by subtracting the first predetermined power from a value obtained by adding the required motor power that is required for the traveling motor and the chargeable power, and the generated power detected by the generated power detection means Is configured to control the engine and the motor generator so that the value becomes the target value, and the control means uses a change in the generated power detected by the generated power detection means when the vehicle travels. , So that the generated power after the present time does not exceed a value obtained by adding the required motor power and the rechargeable power. It is configured to perform the overshoot suppression control for determining a control command value (e.g., a target torque value), and a configuration in.

  With the above configuration, the target value of the power generated by the motor generator is set to a value obtained by subtracting the first predetermined power from the value obtained by adding the required motor power and the chargeable power, and the generated power detected by the generated power detection means. The engine output is controlled so that the electric power becomes the target value, and the change in the generated electric power is used so that the electric power generated after the present time does not exceed the sum of the required motor power and the chargeable electric power. Since the control command value related to the engine output is determined, it is possible to supply the electric power necessary for the vehicle traveling by the traveling motor from the motor generator to the traveling motor, thereby ensuring the traveling performance of the vehicle. In addition, the power generated by the motor generator is prevented from exceeding the sum of the required motor power and the chargeable power. Power supplied to Tteri (electric power value obtained by subtracting the motor necessary electric power from the electric power generated by the motor-generator), can be made lower than the chargeable power. Therefore, early deterioration of the battery can be suppressed.

  In the hybrid vehicle control device, it is preferable that the first predetermined power is set to a larger value as the chargeable power is smaller or the air temperature supplied to the engine is lower.

  As a result, even if the chargeable power becomes smaller, the power generated by the motor generator can hardly exceed the value obtained by adding the motor required power and the chargeable power. Further, when the engine is controlled with the same control command value as that at room temperature when the air temperature is low, the generated power tends to be larger than that at room temperature. Therefore, the first predetermined power is increased as the air temperature is lower. Thus, even when the air temperature is low, it is possible to make it difficult for the power generated by the motor generator to exceed the value obtained by adding the required motor power and the chargeable power.

  In the hybrid vehicle control device, the generated power detected by the generated power detection means is set to the target value, and at the same time, PD control is executed as the overshoot suppression control, The control command value is determined by determining the proportional gain and differential gain of the PD control so that the generated power does not exceed a value obtained by adding the required motor power and the chargeable power. Is preferable.

  By doing so, it is possible to easily prevent the electric power generated by the motor generator from exceeding the value obtained by adding the electric power required for the motor and the electric power that can be charged, particularly by the D control.

  In the hybrid vehicle control device, the control unit executes the PD control after the generated power detected by the generated power detection unit reaches a value obtained by subtracting a second predetermined power from the target value. It is preferable that it is comprised.

  That is, the power generated by the motor generator exceeds the value obtained by adding the required motor power and the chargeable power after the generated power reaches the target value, so the overshoot occurs before the target value. If the suppression control (PD control) is started, it is possible to effectively and sufficiently prevent the power generated by the motor generator from overshooting a value obtained by adding the required motor power and the chargeable power.

  At this time, the control means uses the value obtained by multiplying the target value of the generated power by the P control component and the D control component of the PD control as the control command value, and generates the power generation after the present time. Even if the control command value is determined by determining the proportional gain and the differential gain of the PD control so that the electric power does not exceed the value obtained by adding the motor required power and the chargeable power. Good.

  In addition, when the PD control is executed, the control unit changes the target value of the generated power to a value obtained by subtracting the second predetermined power from a value obtained by adding the motor required power and the chargeable power. It may be configured as follows.

  Further, the control means executes rate limiter processing until the generated power detected by the generated power detection means reaches a value obtained by subtracting the second predetermined power from the target value. It is preferable that the control command value is determined so that the rate of change of the detected generated power with respect to time is not more than a preset set value.

  This makes it difficult for the power generated by the motor generator to exceed the value obtained by adding the required motor power and the chargeable power, and can suppress the generation of NOx due to a rapid increase in engine output.

  When executing the rate limiter process, the control means obtains a control command value when the generated power detected by the generated power detection means reaches a value obtained by subtracting the second predetermined power from the target value. Then, while the overshoot suppression control is operating, the required motor power is increased by a driver operation, and a value obtained by subtracting the second predetermined power from the target value increases with the increase. When the generated power detected by the generated power detection means is exceeded, the overshoot suppression control is stopped, and at the same time, the rate limiter process is performed again from the control command value at that time or the stored control command value. It is preferable that the control command value is increased while executing.

As a result, when the required motor power rises due to the driver operation, the power generated by the motor generator does not easily exceed the sum of the required motor power and the chargeable power, and the NOx due to the rapid increase in engine output. Generation can be suppressed.
Depressing amount detecting means for detecting the depressing amount of the accelerator pedal of the hybrid vehicle is further provided, and the control means has a predetermined decrease rate of the depressing amount of the accelerator pedal detected by the depressing amount detecting means during traveling of the vehicle. It is preferable that the engine is stopped and the discharged power of the battery is supplied to the traveling motor when the speed is higher than the speed.

  In other words, if the accelerator pedal depression amount suddenly decreases, the required motor power decreases at a stretch, and the engine output also needs to be decreased at a time, but the engine output gradually decreases due to the response delay of the decrease. To do. For this reason, immediately after the accelerator pedal depression amount suddenly decreases, the power generated by the motor generator is greater than the sum of the required motor power and the chargeable power, which exceeds the chargeable power of the battery. Is likely to charge the battery. However, in this configuration, when the speed at which the accelerator pedal depression amount decreases is equal to or higher than the predetermined speed, the engine is stopped and the battery discharge power is supplied to the traveling motor, so the accelerator pedal depression amount decreases rapidly. Immediately after the charging, it is possible to prevent the battery from being charged with power exceeding the chargeable power of the battery.

  As described above, according to the hybrid vehicle control device of the present invention, the target value of the power generated by the motor generator is obtained by subtracting the first predetermined power from the value obtained by adding the required motor power and the chargeable power of the battery. The output of the engine is controlled so that the generated power detected by the generated power detection means becomes the target value. By executing the overshoot suppression control that determines the control command value related to the engine output so as not to exceed the value obtained by adding the electric power and the chargeable power, the electric power generated by the motor generator is reduced from the required motor power. The value that is added to the chargeable power is not exceeded, and the power supplied from the motor generator to the battery is Can also be lowered, thus, it is possible to suppress premature deterioration of the battery.

It is a schematic block diagram which shows the hybrid vehicle by which the control apparatus which concerns on embodiment of this invention is mounted. It is a figure which shows the engine and control system of the hybrid vehicle shown in FIG. It is a figure which shows the chargeable electric power map showing the relationship between the remaining capacity and temperature of a battery, and the chargeable electric power of this battery. It is a flowchart which shows the processing operation of the control unit during vehicle driving | running | working with which the predetermined condition was satisfied. It is a graph which shows the control command value regarding the electric power generated by a motor generator, the output of an engine, and the relationship of PT0 and PT1, (a) shows the case where overshoot suppression control is performed, (b) shows overshoot suppression control. The case where it does not perform is shown, (c) shows the case where overshoot suppression control is executed when the motor output changes.

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

  FIG. 1 shows a hybrid vehicle 1 (hereinafter simply referred to as a vehicle 1) equipped with a control device according to an embodiment of the present invention. This vehicle 1 is a so-called series-type hybrid vehicle, in which an engine 10 and a rotating shaft are connected to an output shaft (an eccentric shaft 13 described later) of the engine 10 to drive and start the engine 10 and A motor generator 20 that is driven by the engine 10 after starting to generate electric power, a high-voltage / large-capacity battery 30 that stores (charges) the electric power generated by the motor generator 20, and the engine 10 is driven. And a traveling motor 40 driven by at least one of the electric power generated by the motor generator 20 and the stored electric power (discharge power) of the battery 30.

  An inverter 50 is provided between the motor generator 20, the battery 30, and the traveling motor 40. Via the inverter 50, the power generated by the motor generator 20 is supplied to the battery 30 and / or the traveling motor 40, and the discharged power from the battery 30 is supplied to the motor generator 20 and / or the traveling motor 40. Is done.

  The traveling motor 40 is driven by being supplied with at least one of the generated power of the motor generator 20 and the discharged power from the battery 30. The driving force of the traveling motor 40 is transmitted to the left and right front wheels 61 as driving wheels via the differential device 60, whereby the vehicle 1 travels. The traveling motor 40 is capable of generating regenerative generated power, and operates as a generator when the vehicle 1 is decelerated, and the generated power (regenerative generated power) is charged in the battery 30. The battery 30 can be externally charged by a power source external to the vehicle 1.

  Engine 10 is used only for power generation by motor generator 20. In this embodiment, the engine 10 is a hydrogen engine in which hydrogen gas stored in the hydrogen tank 70 is supplied as fuel.

  As shown in FIG. 2, the engine 10 is a twin-rotor (two-cylinder) rotary piston engine, and is roughly arranged in a rotor housing chamber 11 a formed in two saddle-shaped rotor housings 11 (inside cylinders). Each of the triangular rotors 12 is accommodated. The two rotor housings 11 are integrated with the side housings so as to be sandwiched between three side housings (not shown), and each rotor housing chamber 11a is composed of each rotor housing 11 and the side housings on both sides thereof. Is formed. In FIG. 2, the two rotor housings 11 (two cylinders) are shown in an unfolded state, and the eccentric shafts 13 respectively drawn in the central portions in the two rotor housings 11 are the same.

  Each of the rotors 12 has apex seals (not shown) at the apexes of the triangles, and the apex seals are in sliding contact with the inner surface of the trochoid of the rotor housing 11. Three working chambers (corresponding to combustion chambers) are defined in 11a (in each cylinder). Each rotor 12 rotates around the eccentric shaft 13 in a state where the three apex seals of the rotor 12 are in contact with the inner peripheral surface of the trochoid of the rotor housing 11, and around the axis of the eccentric shaft 13. To revolve around. While the rotor 12 makes one revolution, the working chambers formed between the tops of the rotor 12 move in the circumferential direction, and the intake, compression, expansion (combustion), and exhaust strokes are performed. The rotating force is output from the eccentric shaft 13 as the output shaft through the rotor 12.

  Each rotor accommodating chamber 11a communicates with an intake passage 14 so as to communicate with the working chamber in the intake stroke, and an exhaust passage 15 communicates with the working chamber in the exhaust stroke. There is one intake passage 14 on the upstream side, but on the downstream side, the intake passage 14 branches into two branch passages and communicates with each of the rotor accommodating chambers 11a. A throttle valve 16 that is driven by a throttle valve actuator 90 such as a stepping motor to adjust the cross-sectional area (valve opening degree) of the intake passage 14 is disposed upstream of the branch portion of the intake passage 14. A premixing injector 17 that injects hydrogen (fuel) supplied from the hydrogen tank 70 into the intake passage 14 is disposed in each branch passage downstream of the branch portion of the intake passage 14. The hydrogen injected by the premixing injector 17 is supplied to the working chamber in the intake stroke in a state of being mixed with air (premixed state).

  Two exhaust passages 15 are provided on the upstream side so as to communicate with the respective rotor accommodating chambers 11, but are joined together on the downstream side. An exhaust gas purification catalyst 80 for purifying the exhaust gas is disposed downstream of the merging portion of the exhaust passage 15. In this embodiment, the exhaust gas purification catalyst 80 is a NOx storage reduction catalyst. In FIG. 2, arrows shown in the intake passage 14 and the exhaust passage 15 indicate the flow of intake and exhaust.

  Each rotor housing 11 (each cylinder) includes a direct injection injector 18 that directly injects hydrogen (fuel) supplied from the hydrogen tank 70 into the rotor accommodating chamber 11 (inside the cylinder), and the premixing injector. 17 or a spark plug 19 for igniting hydrogen injected from the direct injection injector 18 is provided.

  The premixing injector 17 operates when the temperature of engine cooling water (engine water temperature) detected by an engine water temperature sensor 106 described later is lower than a preset temperature. On the other hand, the direct injection injector 18 operates when the engine water temperature is equal to or higher than the set temperature. This is because when the engine water temperature is lower than the set temperature, water vapor generated when the fuel (hydrogen) burns freezes at the injection port of the direct injection injector 18 and may be blocked. . Further, the ice adhering to the inner peripheral surface of the trochoid of the rotor housing 11 is scraped into the injection port of the direct injection injector 18 by the apex seal of the rotor 12, and this also blocks the injection port of the direct injection injector 18. There is a case. When the injection hole of the direct injection injector 18 is thus closed, the amount of fuel supplied into the rotor accommodating chamber 11 is insufficient. Therefore, in order to prevent a shortage of fuel supplied into the rotor housing chamber 11 due to the icing, the premixing injector 17 is used when the engine water temperature is at a temperature at which icing occurs at the injection port of the direct injection injector 18. To inject fuel. If the engine water temperature is equal to or higher than the set temperature, the ice in the injection port of the direct injection injector 18 melts and the water vapor generated when the fuel (hydrogen) burns does not freeze. Hydrogen is injected from the direct injection injector 18 so that high torque can be obtained by increasing the pressure.

  Here, when the engine 10 is started, the engine water temperature immediately before the previous engine stop is usually equal to or higher than the set temperature, and the water vapor generated immediately before the engine stops evaporates. Even if the engine water temperature is lower than the set temperature, there is a low possibility that ice is present in the injection hole of the direct injection injector 18. Therefore, fuel is injected from the direct injection injector 18 in order to improve the startability of the engine 10. Even after the engine 10 is started, when the engine water temperature is lower than the set temperature, the direct injection injector 18 is switched to the premixing injector 17.

  In the present embodiment, only one premixing injector 17 is provided in each branch path, but the direct injection injector 18 is provided in each rotor housing 11 in the axial direction of the eccentric shaft 13 (the surface of FIG. 2). Are arranged side by side (in FIG. 2, only one is visible).

  The vehicle 1 includes a battery current / voltage sensor 101 that detects a current flowing into and out of the battery 30 and a voltage of the battery 30, and an accelerator that detects an amount of depression of an accelerator pedal by a driver of the vehicle 1 (accelerator opening by a driver's operation). An opening sensor 102 (depression amount detecting means), a vehicle speed sensor 103 that detects the vehicle speed of the vehicle 1, and a rotational angle sensor 104 (rotation of the engine 10) that is provided on the eccentric shaft 13 and detects the rotational angle position of the eccentric shaft 13. The air-fuel ratio sensor 105 for detecting the air-fuel ratio of the exhaust gas of the engine 10, and a water jacket (not shown) formed inside the rotor housing 11. The temperature of the engine coolant flowing in the water jacket (engine The engine water temperature sensor 10 for detecting the temperature), the tank pressure sensor 107 for detecting the pressure in the hydrogen tank 70 (that is, the remaining amount of hydrogen in the hydrogen tank 70), and the intake flow rate sucked into the intake passage 14. A control unit 100 that performs an air flow sensor 108, a battery temperature sensor 109 that detects the temperature of the battery 30, an operation control of the engine 10, an operation control of the inverter 50 (that is, an operation control of the motor generator 20 and the travel motor 40), and the like. (Control means) is provided.

  The control unit 100 is a controller based on a well-known microcomputer, and includes a central processing unit (CPU) that executes a program, a memory that is configured by, for example, a RAM or ROM, and stores a program and data, and an electrical signal An input / output (I / O) bus. The control unit 100 includes a battery current / voltage sensor 101, an accelerator opening sensor 102, a vehicle speed sensor 103, a rotation angle sensor 104, an air-fuel ratio sensor 105, an engine water temperature sensor 106, a tank pressure sensor 107, an air flow sensor 108, a battery temperature sensor. Various signals from 109 and the like are input.

  The control unit 100 controls the engine 10 by outputting control signals to the throttle valve actuator 90, the port injection injector 17, the direct injection injector 18, and the spark plug 19 based on the input signal. A control signal is output to the inverter 50 to control the motor generator 20 and the traveling motor 40.

  The inverter 50 generates an operating state of the motor generator 20 by driving the engine 10 by supplying electric power from the battery 30 and generating electric power by driving the engine 10 to supply the generated power to the battery 30 and the traveling motor 40. It has a function to switch to the power generation state. The control unit 100 starts the engine 10 with the operating state of the motor generator 20 as the driving state when the engine 10 is started, and switches to the power generation state after the engine 10 is started. Note that the motor generator 20 may be in an idle state where neither the engine 10 is driven nor power is generated.

  The control unit 100 detects the remaining capacity (SOC) of the battery 30 based on the current flowing into and out of the battery 30 and the voltage of the battery 30 detected by the battery current / voltage sensor 101, and the remaining battery 30 Based on the capacity and the temperature of the battery 30 detected by the battery temperature sensor 109, for example, a chargeable power map (chargeable power of FIG. 3) stored in the memory of the control unit 100 as shown in FIG. The temperature described in the map is the temperature of the battery 30), and the rechargeable power Pin, which is the power that can be charged in the battery 30, is detected. Thus, the battery current / voltage sensor 101, the battery temperature sensor 109, and the control unit 100 constitute chargeable power detection means for detecting the chargeable power Pin of the battery 30. As can be seen from FIG. 3, the rechargeable power Pin of the battery 30 is low when the remaining capacity of the battery 30 is large, and when the temperature of the battery 30 is outside the first predetermined range (a low temperature of −10 ° C. or lower) In the case of a high temperature of 60 ° C. or higher), it becomes 0 or a value close thereto.

  The memory of the control unit 100 stores a dischargeable power map similar to the chargeable power map. Based on the remaining capacity of the battery 30 and the temperature of the battery 30, the dischargeable power map is used. The dischargeable power Pout, which is the power that can be discharged from the battery 30, is detected. On the contrary to the chargeable power Pin, the dischargeable power Pout becomes low when the remaining capacity of the battery 30 is small. Further, the dischargeable power Pout with respect to the temperature of the battery 30 has a tendency similar to that of the chargeable power Pin, and becomes 0 or a value close thereto when the temperature of the battery 30 is outside the second predetermined range.

  Furthermore, inverter 50 performs driving of traveling motor 40 with only the discharged power from battery 30 and only the generated power from motor generator 20 according to the generated power by motor generator 20 and the like. It has a function that can be switched between aspect 2 and aspect 3 that is performed with electric power from both the battery 30 and the motor generator 20. With this function, the control unit 100 preferentially uses the mode 1 to lower the SOC when the SOC of the battery 30 is high, and maintains the SOC by preferentially using the mode 2 when the SOC is low. Is possible. The mode 2 here includes a case where all of the generated power is consumed by the traveling motor 40 and a case where the generated power is used for both consumption by the traveling motor 40 and charging of the battery 30. When traveling while maintaining the SOC, power generation is performed such that the vehicle travels in the mode 1 in the low vehicle speed range and the mode 2 is selected in the high vehicle speed range and the vehicle travels while generating more power than the output of the travel motor 40. It is also possible to use start / stop control. Further, as the scenes of the aspect 3, there are a scene where the driver's acceleration request is large based on input information from the accelerator opening sensor 102 and the like, and a case where the battery 30 has a low dischargeable power. Note that Mode 1 is selected when the remaining amount of hydrogen in the hydrogen tank 70 by the tank pressure sensor 107 becomes a predetermined value or less, or when the engine 10 is overheated.

  When the driving motor 40 is driven by only the discharge power from the battery 30 (the above-described mode 1) (when the engine 10 is stopped), the control unit 100 is configured to control the accelerator opening sensor 102 and the like. When it is determined that there is a driver acceleration request based on the input information from, the driving motor 40 is switched to the mode in which the electric power from both the battery 30 and the motor generator 20 is used (the above mode 3). . After that, when the driver's acceleration request disappears, the engine 10 is stopped to return to the mode in which only the discharge power from the battery 30 is used.

  In the present embodiment, when the remaining capacity of the battery 30 is small or when the dischargeable power Pout of the battery 30 is low, when the driver requests acceleration, the power generated by the motor generator 20 is required for the traveling motor 40. More than the required motor power, which is a large amount of power (the amount exceeding the required motor power is supplied to the battery 30).

  Here, when the electric power generated by the motor generator 20 is supplied to the traveling motor 40 and the battery 30, it is necessary to generate electric power according to the driver's acceleration request, the remaining capacity of the battery 30, etc. A target value of electric power is set between a required motor power that is required for the traveling motor 40 and a value obtained by adding the required motor power and the chargeable power Pin, and the power generation actually detected If the output of the engine 10 is controlled so that the electric power becomes the target value, the electric power exceeding the chargeable power Pin is supplied to the battery 20 after the actually detected generated power converges to the target value. It will never be done.

  However, when the target value changes abruptly, or when the target value of power generated by the motor generator 20 is set without providing a margin for the value obtained by adding the required motor power and the chargeable power Pin, In the process until the electric power generated by the motor generator 20 converges to the target value, not only the target value is overshot, but the value obtained by adding the motor required power and the chargeable power Pin is overshot, and then May converge to the target value. In particular, when the rechargeable power Pin is small, the margin cannot be set large, so that the power generated by the motor generator 20 can more easily overshoot the value obtained by adding the required motor power and the rechargeable power Pin. For this reason, there is a high possibility that the battery 30 is charged with power exceeding the chargeable power Pin of the battery 30 to cause early deterioration of the battery 30.

  Therefore, the control unit 100 operates when the vehicle satisfies a predetermined condition including that the chargeable power Pin is equal to or less than the first predetermined value, that is, in the present embodiment, the chargeable power Pin is equal to the first predetermined value. The remaining capacity of the battery 30 is equal to or lower than the predetermined capacity or the dischargeable power Pout of the battery 30 is equal to or lower than the second predetermined value, and power generation is performed according to the driver's acceleration request, the remaining capacity of the battery 30, etc. When the vehicle travels in such a condition that it is necessary to do so, the power generated by the motor generator 20 is supplied to both the travel motor 40 and the battery 30, or the travel motor 40, and the motor generator 20 at the time of supply supplies the power. The target value of generated power is set to a first predetermined power from a value PT0 obtained by adding the motor required power and the chargeable power Pin. Set p1 to a value PT1 minus the generated power Ep detected as described later to control the engine 10 and the motor generator 20 so that the target value PT1 (target generated power). When the power generated by the motor generator 20 is supplied only to the traveling motor 40, the generated power exceeding the motor required power is charged to the battery 30 due to overshoot or the like. Similarly to the case of supplying both the motor 40 and the battery 30, it is necessary not to charge the battery 30 with power exceeding the chargeable power Pin of the battery 30.

  Then, the control unit 100 uses the detected change in the generated power Ep during the traveling of the vehicle, so that the generated power after the current time is a value PT0 obtained by adding the motor required power and the chargeable power Pin. Overshoot suppression control for determining a control command value u (here, target torque value) related to the output of the engine 10 is performed.

  The first predetermined power Δp1 is set to a larger value as the chargeable power Pin is smaller or as the air temperature supplied to the engine 10 (for example, detected by a temperature sensor provided in the intake passage 14) is lower. The electric power generated by the motor generator 20 does not easily exceed the value PT0 obtained by adding the required motor power and the chargeable power Pin.

  Here, the generated electric power Ep by the motor generator 20 corresponds to the output of the engine 10, the torque acting on the rotation shaft of the motor generator 20 (motor generator torque), the number of rotations of the engine 10 by the rotation angle sensor 104, and Based on the above, the control unit 100 calculates and detects. The motor generator torque is calculated by the control unit 100 based on information on the current (drive current or generated current) flowing through the motor generator 20 and the voltage applied to the motor generator 20 transmitted from the inverter 50 to the control unit 100. Therefore, the rotation angle sensor 104, the inverter 50, and the control unit 100 constitute a generated power detection unit that detects the power generated by the motor generator 20.

In the present embodiment, the control unit 100 performs control so that the detected generated power Ep becomes the target generated power PT1, and simultaneously performs PD control as the overshoot suppression control. The PD control proportional gain Kp and differential gain Kd so that the generated power after the present time does not exceed the value PT0 obtained by adding the motor required power and the chargeable power Pin. By determining the above, the control command value is determined. That is,
u = [PT1 + Kp × ν + Kd × (dν / dt)] / (2π · Ne / 60) (1)
It becomes.

  Here, in the above formula (1), Ne is determined based on the target generated power PT1, and is a target engine speed (unit: rpm) used for controlling the motor generator 20, and ν is the target generated power PT1. It is a deviation from the detected generated power Ep, and ν = PT1-Ep. dν / dt is a differential value of the deviation according to time.

  The control unit 100 determines the target engine speed Ne based on the target generated power PT1 and the engine water temperature, and controls the speed of the motor generator 20 according to the determined target engine speed Ne.

  In addition, since noise is likely to occur during the differential calculation, functions such as a low-pass filter and a moving average may be added to reduce noise. This is because the response of the engine output is lower than the frequency of the noise, so that the D component of the engine output remains without disappearing even if a filter is added.

Further, in the above equation (1), the value obtained by adding the P control component (Kp × ν) and the D control component (Kd × (dν / dt)) of the PD control to the target generated power PT1 is the control command. Instead of this, a value obtained by adding a value (Kp × ν × Kd × (dν / dt)) obtained by multiplying the target generated power PT1 by the P control component and the D control component of PD control. By determining the proportional gain and differential gain of the PD control so that the generated power after the present time does not exceed the value PT0 obtained by adding the required motor power and the chargeable power Pin, The control command value may be determined. In this case, the control command value u is
u = [PT1 + Kp × ν × Kd × (dν / dt)] / (2π · Ne / 60) (2)
It becomes.

  Furthermore, instead of the PD control as described above, the generated power after the present time is predicted by constructing a two-dimensional model (differential equation) related to the generated power (output of the engine 10) and the engine speed. You may make it determine the control command value regarding the output of the engine 10 so that the electric power generation after this time may not exceed the value PT0 which added the said motor required electric power and the said chargeable electric power Pin.

  Further, in the present embodiment, the control unit 100 detects the overshoot suppression control (above described above) after the detected generated power Ep reaches the value PT2 obtained by subtracting the second predetermined power Δp2 from the target generated power PT1. (PD control) is executed and rate limiter processing is executed until the value PT2 is reached, and with this rate limiter processing, the rate of change of the detected generated power Ep with respect to time falls below a preset set value. Thus, the control command value u is determined. The second predetermined power Δp2 is a predetermined constant value. If PD control is started at the value PT2, the power generated by the motor generator 20 is obtained by adding the motor required power and the chargeable power Pin. It is a value that can effectively and sufficiently prevent overshooting the value PT0.

  When executing the PD control after the rate limiter process, the target generated power is set to the second predetermined value from the value PT1 to the value PT2 (the value PT0 obtained by adding the motor required power and the chargeable power Pin). The setting may be changed to a value obtained by subtracting the power Δp2 (accordingly, ν = PT2−Ep). This is because ν during PD control is always 0 or less, so that an effect of further suppressing overshoot is achieved. Even when the rate limiter process as described above is not executed, the target generated power may be set and changed as described above when the PD control is executed.

  Further, in the present embodiment, the control unit 100 stops the engine 10 while the vehicle is running when the rate of decrease in the depression amount of the accelerator pedal detected by the accelerator opening sensor 102 is equal to or higher than a predetermined speed. Then, the discharge power of the battery 30 is supplied to the traveling motor 40.

  That is, when the amount of depression of the accelerator pedal is drastically reduced, the required power of the motor is reduced at a stroke, and the output of the engine 10 needs to be reduced at a corresponding time. However, the output of the engine 10 is a response to the decrease. Decrease gradually due to delay. For this reason, immediately after the accelerator pedal depression amount suddenly decreases, the electric power generated by the motor generator 20 becomes larger than the value PT0 obtained by adding the required motor power and the chargeable power Pin, and the battery 30 can be charged. The possibility that the battery 30 is charged with power exceeding the power Pin is increased. However, in the present embodiment, when the speed at which the amount of depression of the accelerator pedal is reduced is equal to or higher than a predetermined speed, the engine 10 is stopped and the discharged electric power of the battery 30 is supplied to the traveling motor 40, thereby depressing the accelerator pedal. Immediately after the amount suddenly decreases, the battery 30 is prevented from being charged with power exceeding the chargeable power Pin of the battery 30.

  The processing operation of the control unit 100 during traveling of the vehicle where the predetermined condition is satisfied will be described based on the flowchart of FIG.

  In the first step S1, various data are input, and in the next step S2, the vehicle speed v by the vehicle speed sensor 103, the accelerator opening Ap by the accelerator opening sensor 102, and the driving motor detected by being input from the inverter 50 are detected. From the rotational speed Mn of 40, the target motor output Mp0 is calculated.

  In the next step S3, the target Mp is set so that the output Mp of the traveling motor 40 that is input and detected from the inverter 50 is equal to or greater than the generated power Ep detected as described above and less than the generated power Ep + dischargeable power Pout. The motor output Mp0 is corrected to calculate a new target motor output Mp1.

  In the next step S4, a first predetermined power Δp1 is set. At this time, the first predetermined power Δp1 is set to a larger value as the rechargeable power Pin is smaller or the air temperature supplied to the engine 10 is lower.

In the next step S5, the target generated power PT1 by the motor generator 20 is
PT1 = Mp1 + Pin−Δp1
Calculate from

  In the next step S6, the target engine speed Ne is determined based on the target generated power PT1 and the engine water temperature.

In the next step S7, a value PT2 obtained by subtracting the second predetermined power Δp2 from the target generated power PT1, which is a determination threshold for executing PD control,
PT2 = PT1-Δp2
Calculate from

  In the next step S8, it is determined whether or not the detected generated power Ep is greater than or equal to PT2, and if the determination in step S8 is NO, the process proceeds to step S9 to execute the rate limiter process. The control command value u related to the output of the engine 10 is determined so that the rate of change of the detected generated power Ep with respect to time is equal to or less than the set value. Thereafter, the process proceeds to step S12.

When the determination in step S8 is YES, the process proceeds to step S10, and a deviation Δep (corresponding to ν in the above equation (1)) between the detected generated power Ep and the target generated power PT1 is calculated.
Δep = Ep−PT1
Calculate from

  In the next step S11, the deviation Δep is applied to the PD control so that the generated power after the present time does not exceed the value PT0 obtained by adding the target motor output Mp1 (motor required power) and the chargeable power Pin. The control command value u is determined by determining the proportional gain Kp and differential gain Kd of the PD control.

  After step S11 or after step S9, the process proceeds to step S12 to control the traveling motor 40 according to the target motor output Mp1 and to control the engine 10 according to the control command value u. The rotational speed of the motor generator 20 is controlled according to the target engine rotational speed Ne, and then the process returns.

  Due to the processing operation of the control unit 100, the electric power generated by the motor generator 20 changes, for example, as shown by a solid line in FIG. That is, assuming that the target generated power changes from a certain value to PT1 in a step shape at time t1 (see the broken line in FIG. 5A), the power generated by motor generator 20 reaches PT2 from time t1 (time Until t2), the control command value u (see the one-dot chain line in FIG. 5A) is controlled by the rate limiter process so that the rate of change of the detected generated power Ep with respect to time is equal to or less than the set value. Value. In the example of FIG. 5A, the control command value increases while the amount of change in the control command value per unit time (the slope of the graph) is constant. Note that the control command value in FIG. 5A is obtained by converting the target torque value of the engine 10 into electric power (the same applies to FIGS. 5B and 5C).

  If the rate limiter process is continued after the power generated by the motor generator 20 reaches PT2, the power generated by the motor generator 20 exceeds the target generated power PT1 as shown in FIG. 5B. In addition to shooting, the value exceeds the value PT0 obtained by adding the target motor output Mp1 (required motor power) and the chargeable power Pin.

  On the other hand, as shown in FIG. 5A, control is performed by executing overshoot suppression control (PD control) after the power generated by the motor generator 20 reaches PT2 as in this embodiment. The command value u decreases, and as a result, the power generated by the motor generator 20 does not exceed the value PT0 obtained by adding the target motor output Mp1 (motor required power) and the chargeable power Pin.

  Note that the control command value when the detected generated power Ep reaches the value PT2 obtained by subtracting the second predetermined power Δp2 from the target generated power PT1, and then the overshoot suppression control is activated. During the operation, the required power of the motor is increased by a driver operation, and a value PT2 obtained by subtracting the second predetermined power Δp2 from the target generated power PT1 is increased to increase the detected generated power Ep. When the value exceeds the value, the overshoot suppression control is stopped, and at the same time, the control command value is increased while executing rate limiter processing again from the control command value at that time or the stored control command value. Also good.

  For example, as shown in FIG. 5C, when the motor output Mp rises during the execution of PD control (accordingly, PT0, PT1, and PT2 rise), PD control works from time t2 to immediately before t3. However, the PD control is stopped at time t3 and the rate limiter is activated again, and the PD control is activated again at time t4. In this case, the control command value at time t2 is stored, and the control command value is increased by executing the rate limiter again from the stored value at time t3 or the control command value at time t3. . By doing so, it is possible to increase the generated power while suppressing overshoot with respect to various accelerations and decelerations.

  Therefore, in the present embodiment, when the vehicle satisfies the predetermined condition, the target generated power by the motor generator 20 is subtracted from the value PT0 obtained by adding the target motor output Mp1 and the chargeable power Pin to the first predetermined power Δp1. Since the engine 10 and the motor generator 20 are controlled so that the detected generated power Ep becomes the target generated power, the overshoot suppression control (PD control) is executed at that time. The motor generator 20 can supply the traveling motor 40 with electric power necessary for traveling the vehicle by the traveling motor 40, so that the traveling performance of the vehicle 1 can be ensured and power generation by the motor generator 20 can be ensured. The power exceeds the value PT0 obtained by adding the target motor output Mp1 and the chargeable power Pin. The power supplied from the motor generator 20 to the battery 30 (the power generated by subtracting the motor required power from the power generated by the motor generator 20) may be made lower than the chargeable power Pin. it can. Therefore, early deterioration of the battery 30 can be suppressed.

  The present invention is not limited to the embodiment described above, and can be substituted without departing from the spirit of the claims.

  The above-described embodiments are merely examples, and the scope of the present invention should not be interpreted in a limited manner. The scope of the present invention is defined by the scope of the claims, and all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  The present invention relates to an engine, a motor generator connected to the output shaft of the engine and driven to generate electric power, a battery charged with electric power generated by the motor generator, discharged electric power of the battery, and the above The present invention is useful for a control device for a hybrid vehicle including a traveling motor that is driven by at least one of electric power generated by a motor generator.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 10 Engine 20 Motor generator 30 Battery 40 Traveling motor 50 Inverter (generated power detection means)
100 Control unit (control means) (chargeable power detection means)
(Generated power detection means)
101 Battery current / voltage sensor (rechargeable power detection means)
102 Accelerator opening sensor (depression amount detecting means)
104 Rotation angle sensor (Power generation detection means)
109 Battery temperature sensor (rechargeable power detection means)

Claims (9)

An engine, a motor generator connected to the output shaft of the engine and driven by the engine to generate electric power, a battery charged with electric power generated by the motor generator, discharged electric power of the battery and electric power generated by the motor generator A control device for a hybrid vehicle comprising a traveling motor driven by at least one of the electric powers,
Chargeable power detection means for detecting chargeable power of the battery;
Generated power detection means for detecting generated power by the motor generator;
Control means for controlling the operation of the engine, the motor generator and the traveling motor,
The control means is configured to generate electric power generated by the motor generator when the vehicle travels in a predetermined condition including that the chargeable power detected by the chargeable power detection means is equal to or less than a predetermined value. Supply to both of the batteries or the traveling motor, and the target value of the generated power at the time of the supply is a value obtained by adding the required motor power that is necessary for the traveling motor and the chargeable power. It is configured to control the engine and the motor generator so that the generated power detected by the generated power detection means is set to the target value by setting a value obtained by subtracting the first predetermined power.
Further, the control means uses a change in the generated power detected by the generated power detection means when the vehicle travels, and the generated power after the present time is a value obtained by adding the required motor power and the chargeable power. The control apparatus for a hybrid vehicle is configured to execute overshoot suppression control for determining a control command value related to the output of the engine so as not to exceed. In the hybrid vehicle control device according to claim 1,
The control apparatus for a hybrid vehicle, wherein the first predetermined power is set to a larger value as the chargeable power is smaller or the air temperature supplied to the engine is lower. In the control apparatus of the hybrid vehicle according to claim 1 or 2,
The control means performs the PD control as the overshoot suppression control at the same time as the generated power detected by the generated power detection means becomes the target value, and the generated power after the present time is The control command value is determined by determining the proportional gain and differential gain of the PD control so as not to exceed a value obtained by adding the required motor power and the chargeable power. A control device for a hybrid vehicle. In the control apparatus of the hybrid vehicle as described in any one of Claims 1-3,
The control means is configured to execute the PD control after the generated power detected by the generated power detection means reaches a value obtained by subtracting a second predetermined power from the target value. A control device for a hybrid vehicle. The control device for a hybrid vehicle according to claim 4,
The control means uses the value obtained by multiplying the target value of the generated power by the P control component and the D control component of the PD control as the control command value. The control command value is determined by determining the proportional gain and differential gain of the PD control so as not to exceed a value obtained by adding the required motor power and the chargeable power. A control device for a hybrid vehicle. In the hybrid vehicle control device according to claim 4 or 5,
The control means is configured to change the target value of the generated power to a value obtained by subtracting the second predetermined power from a value obtained by adding the motor required power and the chargeable power when executing the PD control. The control apparatus of the hybrid vehicle characterized by the above-mentioned. In the control apparatus of the hybrid vehicle as described in any one of Claims 4-6,
The control means executes a rate limiter process until the generated power detected by the generated power detection means reaches a value obtained by subtracting the second predetermined power from the target value. A control apparatus for a hybrid vehicle, wherein the control command value is determined so that a rate of change of detected generated power with respect to time is equal to or less than a preset set value. The control device for a hybrid vehicle according to claim 7,
The control means stores a control command value when the generated power detected by the generated power detection means reaches a value obtained by subtracting the second predetermined power from the target value, and then the overshoot suppression control. While the motor is operating, the required power of the motor is increased by a driver operation, and a value obtained by subtracting the second predetermined power from the target value is increased and detected by the generated power detection means. When the generated power exceeds the limit, the overshoot suppression control is stopped, and at the same time, the control command value is increased while the rate limiter process is executed again from the control command value at that time or the stored control command value. The hybrid vehicle control device is configured as described above. In the control apparatus of the hybrid vehicle as described in any one of Claims 1-8,
Further comprising a depression amount detecting means for detecting the depression amount of the accelerator pedal of the hybrid vehicle,
The control means stops the engine and reduces the discharge power of the battery when the acceleration pedal depressing speed detected by the depressing amount detecting means is not less than a predetermined speed while the vehicle is running. A control device for a hybrid vehicle, wherein the control device is configured to supply the motor for traveling.

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