JP2016193624A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a vehicle that can suppress fluctuation of engine speed when generating electric power by driving a motor generator by using an engine.SOLUTION: A control device for a vehicle includes: a battery that supplies electric power to a motor generator and is charged by driving the motor generator by using an engine; target power generation amount calculation means for calculating target power generation amount by using the motor generator in accordance with the charge state of the battery; and power generation torque restriction means for restricting power generation torque of the motor generator when battery voltage reaches predetermined voltage or larger. When determining that battery voltage during charging is easily increased, the target power generation amount calculation means imposes a restriction on the target power generation amount.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle control apparatus.

  As this type of technique, a technique described in Patent Document 1 below is disclosed. In this document, when the sum of the engine torque (power generation required engine torque) for generating power in the motor generator and the fluctuation value of the motor generator torque (hereinafter referred to as power generation required torque) exceeds the motor generator torque limit, the power generation required What correct | amends so that engine torque may be made small is disclosed.

JP 2010-143306 JP

When the battery temperature is low, the battery voltage tends to rise during charging. In the technique described in Patent Document 1, when the battery temperature is low, when the correction of the engine torque corresponding to the required power generation is canceled, the required power generation torque exceeds the motor generator torque limit in a short time. For this reason, correction of engine torque and cancellation of correction are frequently repeated as much as required for power generation, resulting in a problem that engine speed fluctuations become severe.
The present invention has been focused on the above problems, and an object of the present invention is to provide a vehicle control device that can suppress fluctuations in the engine speed when the motor generator is driven by the engine to generate power. It is to be.

  A battery that supplies electric power to the motor generator and is charged by driving the motor generator by the engine, a target power generation amount calculating means that calculates a target power generation amount by the motor generator according to the state of charge of the battery, and a battery voltage Power generation torque limiting means for limiting the power generation torque of the motor generator when the battery voltage exceeds a predetermined voltage, and the target power generation amount calculation means limits the target power generation amount when it is determined that the battery voltage during charging is likely to increase. I tried to apply.

  Therefore, in the present invention, when the motor generator is driven by the engine to generate power, fluctuations in the engine speed can be suppressed.

FIG. 3 is a diagram illustrating a configuration of a powertrain of the hybrid vehicle according to the first embodiment. 1 is a block diagram showing a configuration of a control system of a hybrid vehicle of Example 1. FIG. FIG. 3 is a control block diagram of battery charging control according to the first embodiment. 4 is a flowchart showing a flow of battery charge control according to the first embodiment. 6 is a time chart when the target power generation amount in Example 1 is not corrected. 6 is a time chart when the target power generation amount of Example 1 is corrected. 6 is a time chart when the speed of change of the voltage feedback limiting torque in Example 1 is reduced.

Example 1
[Powertrain configuration]
FIG. 1 is a diagram showing a configuration diagram of a powertrain of a hybrid vehicle. The hybrid vehicle includes an engine 1 that is a driving force source of an internal combustion engine and a motor generator 2 that is a driving force source that generates driving force by electric power. Engine 1 and motor generator 2 are arranged in series in the traveling direction of the vehicle. The outputs of the engine 1 and the motor generator 2 are shifted by the automatic transmission 3 and output to the rear wheel 7r via the rear final drive 6. Part of the output of the engine 1 and the motor generator 2 is output to the front wheels 7f via the transfer 31 and the front final drive.

  The motor generator 2 is constituted by, for example, a synchronous motor using a permanent magnet for the rotor. The motor generator 2 acts as a motor (so-called “power running”) and also acts as a generator (so-called “regeneration”).

  A first clutch 4 is interposed between the output shaft 1 a of the engine 1 and the input shaft 2 a of the motor generator 2. The first clutch 4 enables connection and disconnection of power between the engine 1 and the motor generator 2. The first clutch 4 is constituted by, for example, a dry single plate clutch or a wet multi-plate clutch capable of changing the transmission torque capacity by continuously controlling the clutch operating hydraulic pressure with a proportional solenoid valve or the like.

  A second clutch 5 is provided in the automatic transmission 3. The second clutch 5 enables connection and disconnection of power between the engine 1 and the motor generator 2 and the wheels 7. Any of the existing forward speed selection friction elements or reverse speed selection friction elements in the automatic transmission 3 is used as the second clutch 5. The second clutch 5 is not necessarily one friction element, and any friction element corresponding to the gear position can be the second clutch 5. Similar to the first clutch 4, the second clutch 5 has a configuration capable of continuously changing the transmission torque capacity. The second clutch 5 is a wet multi-plate clutch or a dry single-plate clutch that can change the transmission torque capacity by continuously controlling the clutch operating hydraulic pressure with, for example, a proportional solenoid valve.

  The automatic transmission 3 selectively engages and disengages a plurality of friction elements (such as a clutch and a brake), and selects a transmission path by a combination of these friction elements to determine a gear position. Therefore, the automatic transmission 3 shifts the rotation input from the input shaft 3a to a gear ratio corresponding to the selected gear and outputs it to the output shaft 3b. For example, the automatic transmission 3 may be a stepped transmission such as a forward seventh speed and a reverse first speed, or may be a continuously variable transmission.

  A mechanical oil pump 15 is connected to the input shaft 3 a of the automatic transmission 3. The mechanical oil pump 15 is driven by the driving force of the input shaft 3a and discharges hydraulic oil. The discharged hydraulic oil is used as a control pressure for controlling the first clutch 4, the second clutch 5, and other friction elements. Part of the discharged hydraulic oil is also used as lubricating oil for each rotating member in the automatic transmission 3.

  In addition to the mechanical oil pump 15, an electric sub oil pump 14 is provided. When the engine 1 and the motor generator 2 are stopped and the mechanical oil pump 15 cannot be driven, the electric sub oil pump 14 is driven to secure hydraulic oil.

  In the vicinity of the output shaft 1a of the engine 1, an engine speed sensor 10 for detecting the speed Ne of the engine 1 is provided. In the vicinity of the input shaft 2a of the motor generator 2, a motor generator rotational speed sensor 11 for detecting the rotational speed Nm of the motor generator 2 is provided.

  In the vicinity of the input shaft 3a of the automatic transmission 3, an automatic transmission input shaft rotational speed sensor 12 for detecting the input shaft rotational speed Ni is provided. In the vicinity of the output shaft 3b of the automatic transmission 3, an automatic transmission output shaft rotational speed sensor 13 for detecting the output shaft rotational speed No is provided.

[Control system configuration]
2 is a block diagram showing the configuration of the control system of the hybrid vehicle. The hybrid vehicle control system includes an integrated controller 21, an engine controller 22, a motor generator controller 23, and an electric sub-oil pump controller 24.

  The integrated controller 21 automatically changes the engine speed Ne from the engine speed sensor 10, the motor generator speed Nm from the motor generator speed sensor 11, the input shaft speed Ni from the automatic transmission input shaft speed sensor 12, and the automatic speed change. Output shaft speed sensor 13 to output shaft speed No, battery voltage sensor 18 to battery voltage Vb, battery current sensor 19 to battery current Ab, accelerator pedal opening sensor 20 to accelerator pedal opening APO, battery The battery temperature is input from the temperature sensor 25.

  The integrated controller 21 determines the powertrain operating point according to the accelerator opening APO, the battery charge state SOC, and the vehicle speed VSP (proportional to the automatic transmission output shaft rotational speed No), and the driving desired by the driver Select the driving mode that can realize the power. The battery charge state SOC can be obtained from the integrated value of current when the vehicle is traveling. When the vehicle is stopped, it can be obtained from a map showing the relationship between current and voltage according to the battery charge state SOC.

  The integrated controller 21 commands the motor generator controller 23 for the target motor generator torque or the target motor generator rotational speed. The integrated controller 21 designates a target engine torque to the engine controller 22. The integrated controller 21 commands drive signals to the solenoid valve 16 that controls the hydraulic pressure of the first clutch 4 and the solenoid valve 17 that controls the hydraulic pressure of the second clutch 5.

The engine controller 22 controls the engine 1 so that the engine torque becomes the target engine torque.
When performing torque control of the motor generator 2, the motor generator controller 23 controls the motor generator 2 so that the torque output from the motor generator 2 becomes the target motor generator torque. When the motor generator controller 23 controls the rotation speed of the motor generator 2, the motor generator controller 23 controls the motor generator 2 so that the rotation speed of the motor generator 2 becomes the target motor generator rotation speed. When the motor generator 2 generates power, the motor generator controller 23 controls the motor generator 2 in cooperation with the engine controller 22 so that the torque output from the motor generator 2 becomes the target power generation torque.

  When the engine 1 and the motor generator 2 are stopped and the mechanical oil pump 15 cannot be driven, the electric sub oil pump controller 24 drives the electric sub oil pump 14 to ensure hydraulic oil.

  The inverter 8 converts the power of the battery 9 into a high frequency current and supplies it to the motor generator 2. When the motor generator 2 is in a power generation state, the generated power is converted into a direct current and the battery 9 is charged.

[Driving mode]
The powertrain of the hybrid vehicle has three travel modes according to the engaged state of the first clutch 4.

(EV mode)
The first travel mode is an electric travel mode (hereinafter referred to as “EV mode”) in which the vehicle travels only with the power of the motor generator 2. For example, the EV mode is required at low loads and low vehicle speeds including when starting from a stopped state. In the EV mode, the power from the engine 1 is unnecessary, so this is stopped and the first clutch 4 is released. When the second clutch 5 is engaged, the automatic transmission 3 is brought into a power transmission state. In this state, the vehicle is driven only by the motor generator 2.

(HEV mode)
The second traveling mode is a hybrid traveling mode (hereinafter referred to as “HEV mode”) in which traveling is performed using the power of both the engine 1 and the motor generator 2. For example, the HEV mode is required when traveling at a high speed or during a heavy load. In the HEV mode, the first clutch 4 and the second clutch 5 are brought into an engaged state, and the automatic transmission 3 is brought into a power transmission state. In this state, both the output rotation from the engine 1 and the output rotation from the motor generator 2 are input to the input shaft 3a of the transmission, and hybrid traveling by both is performed.

  When transitioning from the EV mode to the HEV mode, the first clutch 4 is engaged, and the engine 1 can be started using the torque of the motor generator 2. At this time, by smoothly controlling the transmission torque capacity of the first clutch 4 and slip-engaging, smooth mode transition can be performed.

(WSC mode)
The third traveling mode is a slip traveling mode (hereinafter referred to as “WSC mode”) in which the first clutch 4 is engaged and the second clutch 5 is slip-controlled to travel with the power of the engine 1 and the motor generator 2. . In the WSC mode, even when the load is low and the vehicle speed is low, especially when the battery state of charge SOC is low or the engine water temperature is low, the engine 1 is also started and creep running is realized. The WSC mode is a mode that can output driving force while starting the engine 1 when the engine 1 starts from a stopped state.

  The second clutch 5 can also function as a so-called starting clutch. When the vehicle is started, the transmission torque capacity of the second clutch 5 is variably controlled and slip-engaged to absorb torque fluctuations even in a power train that does not include a torque converter, thereby making a smooth start.

[Power generation by motor generator]
The motor generator 2 can regenerate braking energy and recover it as electric power when the vehicle decelerates. In the HEV mode and the WSC mode, surplus energy of the engine 1 can be recovered as electric power. Even when the vehicle is stopped, when the battery charge state SOC becomes low, the engine can be started, the first clutch 4 can be engaged, the second clutch 5 can be released, and the motor generator 2 can be driven to generate electricity. .

[Battery charge control block diagram]
FIG. 3 is a control block diagram of the charging control of the battery 9. Charging control of the battery 9 is performed by the integrated controller 21. The integrated controller 21 includes a target power generation amount calculation unit 26 that calculates a target power generation torque, a battery voltage feedback control unit 27 that calculates a voltage feedback limit torque for the battery voltage, and a change rate adjustment unit 28 that adjusts the change rate of the voltage feedback limit torque. The motor generator torque limit amount calculation unit 29 that calculates the motor generator torque limit amount and the target power generation torque limit unit 30 that calculates the target motor generator torque and the target engine torque during battery charging.

(Target power generation amount calculation unit)
The target power generation amount calculation unit 26 inputs the battery charge state SOC, the motor generator rotation speed Nm, and the battery temperature. The target power generation amount calculation unit 26 calculates the target power generation amount from the battery charge state SOC and the motor generator rotation speed Nm.

  The target power generation amount calculation unit 26 calculates and outputs a normal target power generation torque generated in the motor generator 2 according to the calculated target power generation amount when the battery temperature is equal to or higher than a predetermined value. The target power generation amount calculation unit 26 calculates a corrected target power generation amount that is corrected so that the normal target power generation amount becomes smaller when the battery temperature is lower than a predetermined value. As a correction method, a gain may be applied to the normal target power generation amount, or a predetermined correction amount may be subtracted. Further, the gain and the correction amount may be made variable according to the battery temperature. Or it is good also considering the electric power generation amount of the grade which can cover the electric power consumed in headlight, an audio, an air-conditioner, GPS (henceforth an auxiliary machine) as correction electric power generation amount.

  The target power generation amount calculation unit 26 outputs a target motor generator torque for generating a normal target power generation amount as a target power generation torque when the battery temperature is equal to or higher than a predetermined value. The target power generation amount calculation unit 26 outputs a target motor generator torque for generating the corrected target power generation amount as the target power generation torque when the battery temperature is lower than a predetermined value.

  The power generation torque is a torque output when the motor generator 2 acts as a generator, and is a load torque when the motor generator 2 is driven by the engine 1 or the wheel 7 during braking. That is, the power generation torque is a negative torque as the output torque of the motor generator 2, but in the following description, the magnitude of the power generation torque is simply indicated as the magnitude of the absolute value of the torque.

(Battery voltage feedback controller)
The battery voltage feedback control unit 27 performs feedback control of the power generation torque of the motor generator 2 so that the battery voltage becomes less than the predetermined value when the battery voltage is equal to or higher than the predetermined value. The battery voltage feedback control unit 27 calculates a voltage feedback limit torque as the target power generation torque of the motor generator 2. The battery voltage feedback control unit 27 performs calculation so that the voltage feedback limit torque gradually decreases when the battery voltage is equal to or higher than a predetermined value and the battery voltage is increasing. The battery voltage feedback control unit 27 calculates the voltage feedback limit torque so as to gradually increase when the battery voltage is equal to or higher than a predetermined value and the battery voltage is decreasing. The battery voltage feedback control unit 27 does not calculate the voltage feedback limit torque when the battery voltage is less than a predetermined value.

(Change rate adjustment unit)
The change speed adjustment unit 28 sets the voltage feedback limit torque power generation torque to the speed of change of the voltage feedback limit torque when the voltage feedback limit torque is controlled to be gradually reduced (when the power generation torque is limited). The speed of change of the voltage feedback limit torque is controlled to be small when the control is performed so as to gradually increase (when the limit of the power generation torque is released).

  The speed of change in the voltage feedback limit torque when canceling the limit of the power generation torque may be set according to the battery temperature. The higher the battery temperature, the faster the change rate of the voltage feedback limit torque, and the lower the battery temperature, the slower the change rate of the voltage feedback limit torque.

  Further, the speed of change of the voltage feedback limit torque when canceling the limit of the power generation torque may be set according to the power consumption of the auxiliary machine. The speed of change of the voltage feedback limit torque may be increased as the power consumption of the auxiliary machine is increased, and the speed of change of the voltage feedback limit torque may be decreased as the power consumption of the auxiliary machine is decreased.

(Motor generator torque limit calculation unit)
The motor generator torque limit amount calculation unit 29 inputs the voltage feedback limit torque, the battery charge state SOC, the battery limit amount, etc., and calculates the motor generator torque limit value. The motor generator torque limit amount calculation unit 29 calculates a battery state feedback limit torque that limits the output torque of the motor generator 2 from the battery charge state SOC, the battery limit amount, and the like. Motor generator torque limit amount calculation unit 29 outputs the smaller one of voltage feedback limit torque and battery state feedback limit torque as a motor generator torque limit value.

(Target power generation torque limiter)
The target power generation torque limiter 30 outputs the smaller one of the motor generator torque limit value and the target power generation torque to the motor generator 2 (motor generator controller 23) as the target motor generator torque. Further, the target engine torque is calculated so that the motor generator 2 outputs the target motor generator torque, and is output to the engine 1 (engine controller 22).

[Battery charge control]
FIG. 4 is a flowchart showing a flow of charging control of the battery 9.
In step S1, it is determined whether or not a state in which the power generation possible amount is likely to be limited is detected. When it is detected that the amount of power generation is likely to be limited, the process proceeds to step S2. When a state where the power generation possible amount is likely to be limited is not detected, the process proceeds to step S5. The state where the amount of power generation is likely to be limited indicates that the battery temperature is less than a predetermined value.

  In step S2, the target power generation amount is switched to a corrected target power generation amount lower than the normal target power generation amount, and the process proceeds to step S3.

  In step S3, it is determined whether or not a restriction has intervened in the power generation possible amount. When the restriction intervenes in the power generation possible amount, the process proceeds to step S4. When the restriction does not intervene in the power generation possible amount, the motor generator 2 and the engine 1 are controlled based on the target power generation amount, and the process is terminated.

  In step S4, a predetermined rate of change is applied to the target power generation amount when the restriction on the power generation possible amount is released. The time when the power generation possible amount is limited indicates that the battery voltage is higher than a predetermined value and the battery voltage is rising. When the power generation possible amount is canceled, the battery voltage is equal to or higher than a predetermined value and the battery voltage is decreasing.

  Control the voltage feedback limit torque to be gradually increased with respect to the speed of change of the voltage feedback limit torque when the voltage feedback limit torque is controlled to gradually decrease (when the generated torque is limited). The speed of change of the voltage feedback limit torque is reduced when the power generation torque limit is released (when the limit of the power generation torque is released).

  In step S5, the motor generator 2 and the engine 1 are controlled based on the target power generation torque based on the normal target power generation amount, and the process is terminated.

[Battery charge control processing]
When a state in which the power generation possible amount is likely to be limited is detected, the process proceeds from step S1 to step S2. In step S2, the target power generation amount is switched to a corrected target power generation amount lower than the normal target power generation amount.

  Further, when it is determined that the restriction has intervened in the power generation possible amount, the process proceeds from step S3 to step S4. In step S4, a predetermined rate of change is applied to the target power generation amount when the restriction on the power generation possible amount is released.

  On the other hand, when a state in which the amount of power generation is likely to be limited is not detected, the process proceeds from step S1 to step S5. In step S5, power generation control is performed using the target power generation amount as the normal target power generation amount.

[Action]
(Operation by target power generation correction based on battery temperature)
FIG. 5 is a time chart of “(a) battery voltage”, “(b) target motor generator torque”, and “(c) motor generator rotational speed” when the target power generation amount is not corrected based on the battery temperature.

  When the battery temperature is low, the internal resistance of the battery 9 increases. Therefore, even if the amount of charge (electric power) is the same, the rate of increase in battery voltage when the battery temperature is low is greater than the rate of increase in battery voltage when the battery temperature is high.

  The battery voltage feedback control unit 27 performs feedback control of the power generation torque of the motor generator 2 so that the battery voltage becomes less than the predetermined value when the battery voltage is equal to or higher than the predetermined value (voltage feedback start voltage). When the battery voltage becomes less than the predetermined value, the feedback control ends. However, since the rate of increase of the battery voltage is high when the battery temperature is low, the battery voltage becomes equal to or higher than a predetermined value in a short time, and feedback control is performed again.

  During feedback control of the power generation torque of the motor generator 2, the voltage feedback limit torque is calculated so that the power generation torque is limited. As a result, the value of the target motor generator torque is reduced and the motor generator rotational speed is also reduced. Since the motor generator 2 is driven by the engine 1 when the motor generator 2 acts as a generator, the target engine torque is reduced and the engine speed is also reduced.

  That is, when the battery temperature is lower than the predetermined value, the limit of the power generation torque and the release of the limit are repeated, so that fluctuations in the engine speed and the motor generator speed become severe.

  Therefore, in the first embodiment, when the battery temperature is equal to or lower than the predetermined value, it is determined that the battery voltage is likely to rise, and the target power generation amount is limited. Specifically, the target power generation amount is switched to a corrected target power generation amount that is smaller than the normal target power generation amount.

  FIG. 6 is a time chart of “(a) battery voltage”, “(b) target motor generator torque”, and “(c) motor generator rotational speed” when the target power generation amount is corrected based on the battery temperature.

  Since the target power generation torque based on the corrected target power generation amount (low temperature target power generation torque) is smaller than the target power generation torque based on the normal target power generation amount, the battery voltage can be gradually increased. Therefore, it becomes difficult for the battery voltage to become equal to or higher than a predetermined value (voltage feedback start voltage).

  Even after the battery voltage becomes equal to or higher than the predetermined value and the battery voltage becomes lower than the predetermined value again by feedback control of the power generation torque, the target power generation torque at low temperature is small, so the battery voltage is again higher than the predetermined value (voltage feedback start voltage). It becomes difficult to become.

  In other words, even when the battery temperature is lower than the predetermined value, repetition of limiting and releasing the power generation torque is suppressed, and fluctuations in the engine speed and motor generator speed can be reduced.

(Effects due to a decrease in the speed of change in power generation torque when the restriction is released)
In the first embodiment, the voltage feedback limit torque power generation torque is gradually increased with respect to the speed of change of the voltage feedback limit torque when the voltage feedback limit torque is controlled to gradually decrease (when the power generation torque is limited). The speed of change in the voltage feedback limit torque is reduced when the control is performed so as to increase (when the limit of the power generation torque is released).

  Fig. 7 shows `` (a) battery voltage '', `` (b) target motor generator torque '' and `` (c) when the speed of change of the voltage feedback limit torque when releasing the limit of power generation torque is reduced. It is a time chart of ") motor generator rotation speed".

  In Example 1, since the speed of change of the voltage feedback limit torque when releasing the limit of the power generation torque was reduced, compared with the case where the speed of change was not reduced, the case where the restriction of the power generation torque was released Battery voltage is reduced. This makes it difficult for the battery voltage to again become a predetermined value (voltage feedback start voltage) or more.

  In other words, even when the battery temperature is lower than the predetermined value, repetition of limiting and releasing the power generation torque is suppressed, and fluctuations in the engine speed and motor generator speed can be reduced.

  In the first embodiment, the speed of change of the voltage feedback limit torque when the limit of the power generation torque is canceled is set according to the battery temperature. When the battery temperature is low, the battery voltage during charging tends to increase. By lowering the speed of change of the voltage feedback limiting torque as the battery temperature is lower, the battery voltage can be made difficult to become a predetermined value or more again.

  In the first embodiment, the speed of change of the voltage feedback limit torque when the limit of the power generation torque is canceled is set according to the power consumption of the auxiliary machine. When the power consumption of the auxiliary machine is large, the battery voltage during charging is difficult to increase. By increasing the speed of change of the voltage feedback limiting torque as the power consumption of the auxiliary machine is increased, it is possible to suppress the power shortage of the battery 9 without unnecessarily limiting the power generation amount.

〔effect〕
(1) Electric power is supplied to the engine 1, the motor generator 2, the wheels 7 (drive wheels) driven by one or both of the engine 1 and the motor generator 2, and the motor generator 2. The battery 9 that is charged by driving the battery, the target power generation amount calculation unit 26 that calculates the target power generation amount by the motor generator 2 according to the state of charge of the battery 9, and the motor generator when the battery voltage exceeds a predetermined voltage Battery voltage feedback control unit 27 (power generation torque limiting means) that limits the power generation torque of 2, and when the target power generation amount calculation unit 26 determines that the battery voltage during charging is likely to rise, the target power generation amount The restriction was applied.
Therefore, even in a situation where the battery voltage at the time of battery charging is likely to increase, it is possible to suppress the limitation of the generation torque and the cancellation of the limitation, and to reduce fluctuations in the engine speed and the motor generator speed.

(2) The target power generation amount calculation unit 26 determines that the battery voltage during charging is likely to increase when the battery temperature is lower than a predetermined value.
Therefore, it is possible to easily detect a situation where the battery voltage is likely to increase.

(3) The target power generation amount calculation unit 26 determines the target power generation amount when it is determined that the battery voltage during charging is likely to increase from the target power generation amount when it is not determined that the battery voltage during charging is likely to increase. The calculation was made so as to be smaller.
Therefore, the increase in battery voltage can be moderated, and the limitation of the power generation torque can be made difficult to intervene.

(4) The battery voltage feedback control unit 27 is configured so that the speed of change in the power generation torque when the power generation torque limit is released is slower than the speed of change in the power generation torque when the power generation torque is limited. I set it.
Therefore, after the limitation of the power generation torque is released, it is possible to lengthen the time until the power generation torque limit is intervened again, and the frequent occurrence of the restriction intervention and the release can be suppressed.

(5) The battery voltage feedback control unit 27 sets the speed of change of the power generation torque when the restriction of the power generation torque is released according to the ease of the voltage increase of the battery 9.
Therefore, even when the voltage of the battery 9 is likely to increase, it is possible to prevent the generation torque limit from intervening again after the generation torque limit is released.

(6) An auxiliary machine that is driven using one or both of the electric power of the battery 9 and the electric power generated by the motor generator 2 is provided, and the battery voltage feedback control unit 27 limits the generated torque according to the electric load of the auxiliary machine. The speed of change of the power generation torque when releasing is set.
Therefore, when the power load of the auxiliary machine is large, the shortage of power of the battery 9 can be suppressed without unnecessarily limiting the power generation amount.

[Other Examples]
As mentioned above, although the form for implementing this invention was demonstrated by the Example based on drawing, the concrete structure of this invention is not limited to an Example, The design of the range which does not deviate from the summary of invention Any changes and the like are included in the present invention.

  In the first embodiment, an example of a four-wheel drive hybrid vehicle is shown, but the present invention may be applied to a front engine rear wheel drive (FR) hybrid vehicle or a front engine front drive (FF) hybrid vehicle. .

  In the first embodiment, an example in which the second clutch 5 is provided in the automatic transmission 3 is shown. However, the motor generator 2 side of the automatic transmission 3 or the final drives 6 and 16 side of the automatic transmission 3 is shown. Alternatively, the second clutch 5 may be provided.

  In the first embodiment, an example of a hybrid vehicle having one motor generator and two clutches has been shown. However, a motor as a drive source and a generator as a generator are separately provided, and the engine and motor outputs are used as power. You may apply to the hybrid vehicle which transmits to a driving wheel via a division mechanism. Further, the present invention may be applied to a hybrid vehicle having one motor generator and not having a clutch between the engine and the motor.

1 engine
2 Motor generator
7 wheels (drive wheels)
9 Battery
26 Target power generation amount calculation unit
27 Battery voltage feedback controller (power generation torque limiting means)

Claims (6)

Engine,
A motor generator;
Drive wheels driven by one or both of the engine and the motor generator;
A battery that supplies power to the motor generator and is charged by driving the motor generator by the engine;
Target power generation amount calculating means for calculating a target power generation amount by the motor generator according to the state of charge of the battery;
A power generation torque limiting means for limiting the power generation torque of the motor generator when the battery voltage exceeds a predetermined voltage;
With
The control device for a hybrid vehicle, wherein the target power generation amount calculation means limits the target power generation amount when it is determined that the battery voltage during charging is likely to increase. In the hybrid vehicle control device according to claim 1,
The control device for a hybrid vehicle, wherein the target power generation amount calculation means determines that the battery voltage during charging is likely to increase when the battery temperature is lower than a predetermined value. In the hybrid vehicle control device according to claim 1 or 2,
The target power generation amount calculation means determines the target power generation amount when it is determined that the battery voltage at the time of charging is likely to increase, and the target power generation amount when it is not determined that the battery voltage at the time of charging is likely to increase. A control apparatus for a hybrid vehicle, wherein the calculation is performed so as to be smaller. In the hybrid vehicle control device according to any one of claims 1 to 3,
The power generation torque limiting means is configured such that the speed of change of the power generation torque when the power generation torque limit is released is slower than the speed of change of the power generation torque when the power generation torque is limited. A control apparatus for a hybrid vehicle, characterized by comprising: In the hybrid vehicle control device according to claim 4,
The power generation torque limiting means sets a speed of change of the power generation torque when the limitation of the power generation torque is released according to the ease of increase in the voltage of the battery. Control device. In the hybrid vehicle control device according to claim 4 or claim 5,
An auxiliary machine that is driven using one or both of the electric power of the battery and the electric power generated by the motor generator;
The control device for a hybrid vehicle, wherein the power generation torque limiting means sets a speed of change of the power generation torque when the power generation torque limit is released according to a power load of the auxiliary machine.

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