JP2018102074A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device that prevents over-voltages from being applied to components such as an inverter, by regenerative power generation by a motor generator accompanying torque reduction during speed change.SOLUTION: A vehicle control device 50 is applied in a vehicle 90 equipped with a MG 60 as a power source, an inverter 40 which converts power inputted from a main battery 20 and supplies the power to the MG 60, and a transmission 84 which changes speed of power outputted by the MG 60 and transmits the power to a driving shaft 91. The vehicle control device 50, when executing torque reduction by which torque of the MG 60 is reduced during speed change by the transmission 84 and driving torque to be transmitted to the driving shaft 91 is reduced, restricts regenerated power generation amounts by the MG60 to a regeneration limiting amount or less, a predetermined upper limit value, so that voltages which are regenerated by the MG 60 accompanying the torque reduction are below withstand voltages of the main battery 20, components of the MG 60 and components of the inverter 40 or components of a circuit to be connected to the inverter 40.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control device that controls a vehicle including a motor generator.

Conventionally, in order to reduce shift shock in a vehicle equipped with a motor generator, a torque reduction technique for reducing the torque of the motor generator during shift is known.
Further, the control device for a hybrid vehicle disclosed in Patent Document 1 estimates a motor current value from a predicted rotation speed and a torque command value at the time of downshift transmission, and downshift transmission according to a motor temperature corresponding to the current value. Is prohibited.

Japanese Patent No. 3685146

  When the downshift is performed, the rotation of the motor generator rapidly increases, and depending on the load, an increase in the amount of regenerative power generation may cause an overvoltage to be applied to the inverter or a circuit connected to the inverter. Furthermore, when the path between the battery and the inverter is interrupted to limit overcharging to the battery, a load dump occurs. In this case, an element such as an inverter is destroyed, and there is a possibility that the vehicle cannot run particularly in an electric vehicle.

In the prior art of Patent Document 1, generation of a load dump at the time of downshift is not assumed, and there is no mention about regenerative power generation of the motor generator accompanying torque reduction at the time of upshift.
The present invention was created in view of the above points, and an object of the present invention is to prevent an overvoltage from being applied to components such as an inverter due to regenerative power generation of a motor generator accompanying torque reduction at the time of shifting. The object is to provide a vehicle control device.

  The vehicle control device of the present invention includes a motor generator (60) as a power source, an inverter (40) that converts electric power input from a main battery (20) and supplies the electric power to the motor generator, and power output from the motor generator. The present invention is applied to a vehicle (90) provided with a transmission (84) that changes speed and transmits it to a drive shaft (91). Vehicles to which this vehicle control device is applied include electric vehicles and hybrid vehicles equipped with an engine.

When executing the torque reduction, the vehicle control device sets the regenerative power generation amount by the motor generator at a preset upper limit value so that the voltage generated by the motor generator during the torque reduction is equal to or lower than the withstand voltage value. Limit to a certain regenerative limit.
Here, torque reduction refers to an operation of reducing the torque of the motor generator during a shift by the transmission and reducing the drive torque transmitted to the drive shaft. The “withstand voltage value” is the withstand voltage value of the main battery, the motor generator component, the inverter component, or the circuit component connected to the inverter.

The vehicle control device of the present invention limits the regenerative power generation amount of the motor generator at the time of shifting while executing torque reduction in order to reduce shift shock and improve drivability. The regeneration limit amount is set to a value that does not destroy components such as the inverter even when the power relay between the main engine battery and the inverter is cut off and a load dump occurs. Therefore, it is possible to prevent an overvoltage from being applied to components such as an inverter due to regenerative power generation of the motor generator accompanying torque reduction during shifting.
The present invention considers the control at the time of shifting with respect to the prior art of Patent Document 1, assuming a load dump. Further, the present invention can be similarly applied at the time of downshift and upshift.

  Preferably, the vehicle control device of the present invention learns a relationship between the amount of torque reduction and a voltage applied to a motor generator, an inverter, or a circuit connected to the inverter, and regenerative restriction is performed based on the learning result. Set the amount. Thereby, according to the characteristic of a vehicle and a vehicle control system, the regeneration restriction | limiting at the time of a gear shift can be performed appropriately.

1 is a schematic configuration diagram of a vehicle to which a vehicle control device of an embodiment is applied. The block diagram of the control system in the vehicle of FIG. The time chart explaining the operation example at the time of upshift. The time chart explaining the operation example at the time of a downshift. The figure which shows the relationship between the amount of torque reductions, and an inverter voltage. The figure which shows the relationship between a torque reduction frequency and regeneration limit amount. The figure which shows the relationship between a transmission gear, and regeneration limit amount and regeneration prohibition amount. The flowchart of a regeneration restriction process. (A) Map defining the relationship between inverter temperature, MG temperature, (b) battery temperature, SOC, and regeneration limit. A map that defines the relationship between the accelerator opening change rate and the regenerative restriction amount.

Hereinafter, an embodiment of a vehicle control device will be described with reference to the drawings.
The vehicle control device of the present embodiment is applied to a hybrid vehicle including an engine and a motor generator (hereinafter “MG”) as power sources. The hybrid vehicle may be used in an EV mode in which the vehicle is driven only by MG or in an HV mode in which the vehicle is driven using both the engine and MG. Moreover, this vehicle control apparatus may be applied to an electric vehicle.

A vehicle control apparatus according to an embodiment will be described with reference to FIGS.
As shown in FIG. 1, a vehicle control system 10 applied to a vehicle 90 includes an engine 70, an MG 60, a main battery 20, an inverter 40, a transmission 84, a vehicle control device 50, and the like.
The engine 70 converts thermal energy generated by burning fuel into rotational driving force.
The MG 60 performs a power running operation for generating torque by consuming electric power supplied from the main battery 20, and a regenerative operation for regenerating power generated by the torque transmitted from the engine 70 or the drive shaft 91 side to the main battery 20. Do. The MG 60 of this embodiment is a permanent magnet type synchronous three-phase AC motor generator.

The main battery 20 is composed of a chargeable / dischargeable secondary battery such as a nickel metal hydride battery or a lithium ion battery. As shown in FIG. 2, the positive electrode of the main battery 20 is connected to the high potential line P, and the negative electrode of the main battery 20 is connected to the low potential line N.
The main battery 20 may be referred to as a “high voltage battery”, and an auxiliary battery 32 described later may be referred to as a “low voltage battery”. Further, instead of the battery, a power storage device such as an electric double layer capacitor may be used as the main power source.

  A power relay 21 that can cut off the power path is provided between the main battery 20 and the inverter 40. The power supply relay 21 corresponds to a so-called system main relay, and includes a high potential side relay 22 provided on the high potential line P and a low potential side relay 23 provided on the low potential line N. The high potential side relay 22 and the low potential side relay 23 may be either a mechanical relay or a semiconductor relay.

Inverter 40 mutually converts DC power on main battery 20 side and three-phase AC power on MG 60 side. As shown in FIG. 2, the inverter 40 includes switching elements 41-46 of three-phase upper and lower arms. Specifically, switching elements 41, 42, and 43 are U-arm, V-phase, and W-phase upper arm switching elements, respectively, and switching elements 44, 45, and 46 are respectively under the U-phase, V-phase, and W-phase. This is an arm switching element. The switching elements 41 to 46 of the present embodiment are IGBTs (insulated gate bipolar transistors). Further, the switching elements 41 to 46 are accompanied by flywheel diodes that allow energization from the low potential emitter side to the high potential collector side.
A capacitor 25 for smoothing the input voltage is provided on the main battery 20 side of the inverter 40. The inverter voltage Vinv that is the voltage across the capacitor 25 is detected by, for example, a voltage sensor (not shown).

Further, the DCDC converter 30 is connected to a path branched from the power path between the power supply relay 21 and the inverter 40.
DCDC converter 30 steps down the high voltage power of main battery 20 and outputs the low voltage power. The auxiliary battery 32 is composed of a secondary battery such as a lead storage battery, for example, and is charged with the low-voltage power output from the DCDC converter 30. The auxiliary battery 32 supplies low voltage power to various auxiliary loads 33 of the vehicle. The auxiliary machine load 33 includes, for example, an engine starter, an electric power steering device, a brake actuator, and the like that have functions necessary for retreat travel.

The engine-side clutch 81 is provided on the output shaft 71 of the engine 70, and interrupts power transmission between the engine 70 and the MG 60.
The transmission side clutch 82 is provided on the output side of the MG 60, and intermittently transmits power between the MG 60 and the transmission 84. The transmission 84 can change the power transmitted to the drive shaft 91. The driving force transmitted to the drive shaft 91 on the output side of the transmission 84 is transmitted to the axle 93 via the differential gear 92 to rotate the drive wheels 95.

  As shown in FIG. 2, the vehicle control device 50 includes a plurality of individual ECUs 52, 54, 57, 58 and a general ECU 51 that controls them, and comprehensively performs various controls related to driving of the vehicle. Each ECU is composed mainly of a microcomputer or the like, and can transmit and receive information via a communication network such as CAN. The processing in each ECU may be software processing by a CPU executing a program stored in advance in a substantial memory device such as a ROM, or may be hardware processing by a dedicated electronic circuit.

In FIG. 2, the vehicle control device 50 includes a general ECU 51, a battery ECU 52, an MG-ECU 54, an engine ECU 57, and a transmission ECU (“T / M-ECU” in the figure) 58. The actual vehicle further includes individual ECUs other than those shown in FIG. 2, but FIG. 2 shows only the configuration and signal input / output related to the main operation of this embodiment.
Only the functions related to the main operation of this embodiment will be described below. Further, the function sharing by each ECU is not limited to the configuration shown below, and any ECU may be able to realize the same function as the entire vehicle control device 50.

  The overall ECU 51 acquires each piece of information from the battery ECU 52, the MG-ECU 54, the engine ECU 57, and the transmission ECU 58. Further, the overall ECU 51 acquires information on the accelerator opening, the shift position, the vehicle speed, and the like from an accelerator sensor, a shift switch, a vehicle speed sensor and the like (not shown). The overall ECU 51 controls the entire vehicle 90 based on the acquired information. Then, the overall ECU 51 transmits command signals to the MG-ECU 54, the engine ECU 57, and the transmission ECU 58, respectively.

The battery ECU 52 acquires information such as the temperature Tb and SOC of the main battery 20 and monitors the state of the main battery 20 so that the battery temperature Tb and SOC are within a predetermined range. When the battery temperature Tb is high, or when the SOC is high and close to full charging, the charging capacity is reduced, so the regeneration amount needs to be limited.
In addition, when an abnormality of the main battery 20 is detected, the battery ECU 52 shuts off the power supply relay 21 between the inverter 40 and prohibits charging / discharging.

The MG-ECU 54 controls the driving of the MG 60 by operating the switching elements 41-46 of the inverter 40 by a known technique such as current feedback control during normal operation. For example, when the regenerative power of the MG 60 is supplied to the DCDC converter 30 as a fail safe when the main battery 20 is abnormal, the MG-ECU 54 controls the inverter voltage Vinv to a desired value by so-called “voltage control”. In addition, illustration of a current sensor, a rotation angle sensor, and the like, which are configurations related to general MG control, is omitted.
In the present embodiment, the MG-ECU 54 acquires the temperature Tinv of the inverter 40 and the temperature Tmg of the MG 60.

The engine ECU 57 controls the operation of the engine 70 by operating the injection amount and injection timing of the fuel injection valve in accordance with the engine torque commanded from the general ECU 51.
The transmission ECU 58 notifies the overall ECU 51 of the states of the clutches 81 and 82 and the shift state of the transmission 84. Further, the transmission ECU 58 controls the operation so as to switch the engagement position, the half-engagement state, or the disengagement state of the clutches 81, 82 and to change the shift position of the transmission 84 in accordance with a command from the overall ECU 51.

  Next, with reference to the time charts of FIGS. 3 and 4, an example of operation during upshifting and downshifting will be described. 3 and 4 are transmitted in order from the top to the transmission gear of the transmission 84, the engagement, release or half-engagement state of the transmission-side clutch 82, the torque of the MG 60, and the drive shaft 91. A drive torque and the rotation speed of MG60 are shown. In the hybrid vehicle, the drive torque is the sum of the engine torque and the MG torque.

FIG. 3 shows an operation example at the time of upshift from the first speed to the second speed. Before the shift, the MG torque and the rotational speed gradually increase due to the acceleration in the first speed traveling. Prior to shifting, after the clutch 82 is switched from engagement to disengagement or half-engagement at time tu1, the transmission gear is upshifted from the first speed to the second speed at time tu2. When the clutch 82 is re-engaged at the time tu3 after the completion of the shift, the drive torque may fluctuate as shown in part B and the driver may feel a shock.
Therefore, in order to suppress the shock at the time of engagement, as shown in part A, the drive torque is reduced by reducing the MG torque so that the torque is generated on the deceleration side during the shift time tu2 to the re-engagement time tu3. Torque reduction to decrease is executed. During torque reduction, the MG torque and the MG rotation speed are reduced by the regenerative operation of the MG 60. When the MG torque is minimized, the regeneration amount -Prg is maximized.

FIG. 4 shows an operation example at the time of downshift from the fourth speed to the third speed. Before the shift, the MG torque and the rotational speed are gradually reduced due to the deceleration in the fourth speed traveling. Prior to shifting, after the clutch 82 is switched from engagement to disengagement or half-engagement at time td1, the transmission gear is downshifted from the fourth speed to the third speed at time td2. When the clutch 82 is re-engaged at time td3 after the completion of the shift, the drive torque may fluctuate as shown in part B, and the driver may feel a shock.
Therefore, in order to suppress the shock at the time of engagement, as shown in part A, torque reduction similar to that in FIG. 3 is executed between the shift time td2 and the re-engagement time td3. During torque reduction, the MG torque and the MG rotation speed are reduced by the regenerative operation of the MG 60. When the MG torque is minimized, the regeneration amount -Prg is maximized.

A technique for improving the shift shock by changing the MG rotational speed to a desired value during a shift is disclosed in, for example, Japanese Patent No. 3409698.
As described above, by executing torque reduction at the time of shifting both during upshifting and downshifting, it is possible to suppress shock during engagement and improve drivability.
However, if the deceleration torque of the MG 60 accompanying torque reduction is too large, the amount of regenerative power generation increases, and an overvoltage is applied to high-voltage components such as the inverter 40 and the MG 60.

Further, when the operation amount of torque reduction is large or when the frequency is high, the main battery 20 becomes abnormal in overvoltage, and the power relay 21 is cut off. If the amount of regenerative power generated by the MG 60 is large after the power supply relay 21 is cut off, the regenerative power has no place for the charge, and a load dump is generated in which the inverter voltage Vinv becomes excessive.
Due to this load dump, there is a risk that the main battery 20, the parts of the inverter 40, the parts of the MG 60, the parts of the DCDC converter 30 connected to the inverter 40, the high-voltage system parts including the charger will be destroyed.

Therefore, it is necessary to limit the regenerative amount particularly in the operation state of the vehicle 90 and the operation state of the vehicle control system 10 where overvoltage due to regenerative power generation is likely to be a problem.
For example, in a shift at a high speed when the MG 60 is in a high rotation state, the temperature of the inverter 40 and the MG 60 is increased, so it is necessary to prevent overvoltage for overheating protection.
Further, in a shift at a very low temperature in a cold region or the like, it is necessary to prevent overvoltage in order to protect parts due to a decrease in the breakdown voltage of the element and to suppress an increase in torque ripple due to a decrease in element resistance.
Furthermore, in the shift at the time of execution of voltage control or the like by fail-safe, it is required to keep the regeneration amount within an allowable range and stabilize the inverter voltage Vinv.

Therefore, the vehicle control device 50 according to the present embodiment sets the regenerative power generation amount of the MG 60, which is a preset upper limit value, according to the driving state of the vehicle 90 at the time of shifting and the operating state of the vehicle control system 10 as “regeneration limit”. Limit to “amount” or less.
In this specification, the amount of regeneration is represented by the absolute value of negative electric energy (-Prg). That is, in each figure which shows a regeneration amount on a vertical axis | shaft, let the magnitude | size which goes to a negative direction from 0 be a regeneration amount. Further, bringing the regeneration limit amount close to 0 is expressed as “reducing or reducing the regeneration limit amount”. The “upper limit value” that defines the regeneration limit amount means the upper limit value of the absolute value in the negative region.

Subsequently, with reference to FIGS. 5 to 7, the basic idea regarding the setting of the regeneration limit amount in the present embodiment will be described.
FIG. 5 shows the relationship between the torque reduction amount and the detected value of the inverter voltage Vinv.
Since various variation factors overlap in an actual system, the detected value of the inverter voltage Vinv is basically distributed in a certain range while having a positive correlation with the amount of torque reduction. The vehicle control device 50 learns the data distribution and derives a characteristic line. Then, the upper limit value Trq_lim of the torque reduction amount corresponding to the withstand voltage value Vres of the protection target component is set using the characteristic line obtained by learning. Based on this learning result, the regeneration amount of MG 60 corresponding to the upper limit value Trq_lim of the torque reduction amount is set as the regeneration limit amount.

In the initial setting at the manufacturing stage of the vehicle control device 50, for example, based on a catalog value or the like, from the viewpoint of giving priority to protection, the regeneration limit amount is set assuming the most severe conditions. For this reason, in an actual product, sufficient torque reduction cannot be allowed due to excessive restrictions, and satisfactory drivability may not be obtained. On the other hand, it is also conceivable that the characteristics change with respect to the initial stage of production due to deterioration of the parts over time.
Therefore, in the present embodiment, the relationship between the torque reduction amount and the detected value of the inverter voltage Vinv is learned, and the regeneration limit amount is set based on the learning result. Thereby, according to the characteristic of the vehicle 90 and the vehicle control system 10, the regeneration restriction | limiting at the time of a gear shift can be performed appropriately without excess and deficiency. Note that a voltage to be applied to the MG 60 or the DCDC converter 30 or the like may be learned by the protection target component instead of the inverter voltage Vinv.

FIG. 6 shows the relationship between the torque reduction frequency and the regeneration limit amount. The torque reduction frequency is calculated from, for example, the number of times torque reduction has been executed in the most recent predetermined period. Here, only the number of times that the torque reduction amount exceeds a predetermined value or the number of times that the interval from the previous torque reduction is within a predetermined time may be counted.
In the present embodiment, the regeneration limit amount is generally decreased as the torque reduction frequency is higher. That is, the regenerative amount when the regenerative power generation amount by past torque reduction is accumulated is more limited. Thereby, the control which reflected the driving | running state of the vehicle 90 more appropriately can be performed.

FIG. 7 shows the relationship between the transmission gear, the regeneration prohibition amount, and the regeneration limit amount. The regeneration prohibition amount is a difference between the regeneration amount at the normal control and the regeneration limit amount allowing the regeneration amount to be unlimited, in other words, the regeneration amount cut with respect to the normal control.
For example, in the transmission 84 having the transmission gears from the lowest 1st speed to the highest 6th speed, the regenerative amount becomes larger at the time of shifting with the low speed gear at both the upshift and the downshift. That is, at the time of shifting between the first speed and the second speed, the regeneration amount becomes larger than at the time of shifting between the fifth speed and the sixth speed. Correspondingly, in the present embodiment, the regeneration prohibition amount is set larger as the speed is changed with the low-speed gear. Thereby, the control which reflected the driving | running state of the vehicle 90 more appropriately can be performed.

Next, the regeneration restriction process by the vehicle control device 50 will be described with reference to the flowchart of FIG. 8 and the regeneration restriction amount maps of FIGS. 9 and 10. In the description of the flowchart, the symbol S represents “step”.
After the ready ion of S1, in S2, the vehicle control device 50 compares the values acquired by the respective ECUs with the respective threshold values, and any one or more of the following formulas (1) to (5) is established. It is determined whether it is in a state. In addition, the vehicle control apparatus 50 may determine using only some of the equations. Further, a determination using the torque reduction frequency of FIG. 6 or the transmission gear of FIG. 7 as a parameter may be added.

Equation (1) indicates that the inverter temperature Tinv or MG temperature Tmg is higher than the high temperature side temperature threshold values TinvH and TmgH.
Tinv> TinvH or Tmg> TmgH (1)
Equation (2) indicates that the inverter temperature Tinv or MG temperature Tmg is lower than the low temperature side temperature threshold values TinvL and TmgL.
Tinv <TinvL or Tmg <TmgL (2)

Expression (3) indicates that the battery temperature Tb is higher than the temperature threshold Tbth.
Tb> Tbth (3)
Equation (4) indicates that the battery SOC is higher than the SOC threshold SOCth.
SOC> SOCth (4)
Expression (5) indicates that the accelerator opening change rate α is greater than the threshold value αth.
α> αth (5)

If YES is determined in S2, the process proceeds to S3. In S3, the regeneration limit amount is calculated with reference to the map.
In the map of FIG. 9A, the relationship between the inverter temperature Tinv or MG temperature Tmg and the regeneration limit amount is defined. When the inverter temperature Tinv or the MG temperature Tmg is high, it is necessary to limit the voltage increase due to regeneration for overheat protection.
On the other hand, when the inverter temperature Tinv or MG temperature Tmg is low, protection of components is further required as the breakdown voltage of the element decreases. Further, it is required to suppress an increase in torque ripple due to a decrease in the resistance of the switching element and an increase in on-current. Therefore, it is necessary to limit the voltage increase due to regeneration.

Since the maps for the inverter temperature Tinv and the MG temperature Tmg differ only in threshold value and have the same basic shape, the inverter temperature Tinv will be described as a representative.
In the region where the inverter temperature Tinv is not less than the low temperature side temperature threshold TinvL and not more than the high temperature side temperature threshold TinvH, the regeneration amount is not limited. The broken line means that the regeneration limit amount is minus infinity. Further, the limit start values -PxL and -PxH in each map may be different between the inverter temperature Tinv and the MG temperature Tmg. The same applies to FIG. 9B and FIG.

In a region where the inverter temperature Tinv is higher than the high temperature side temperature threshold TinvH, the regeneration limit amount gradually decreases from the high temperature side limit start value −PxH as the inverter temperature Tinv increases. In the temperature range equal to or higher than the high temperature side guard temperature TinvH_g, the regenerative restriction amount becomes zero, and the regenerative operation of the MG 60 is prohibited.
In a region where the inverter temperature Tinv is lower than the low temperature side temperature threshold TinvL, the regeneration limit amount gradually decreases from the low temperature side limit start value -PxL as the inverter temperature Tinv is lower. And in the temperature range below the low temperature side guard temperature TinvL_g, the regenerative restriction amount becomes zero, and the regenerative operation of the MG 60 is prohibited.

In the map of FIG. 9B, the relationship between the battery temperature Tb or the battery SOC and the regeneration limit amount is defined. Since the charging capacity decreases when the main battery 20 is in a high temperature state or a high SOC state, it is necessary to limit the amount of regeneration.
First, the regeneration amount is not limited in the region where the battery temperature Tb is equal to or lower than the temperature threshold Tbth.
In a region where the battery temperature Tb is higher than the temperature threshold Tbth, the regeneration limit amount gradually decreases from the limit start value −Px as the battery temperature Tb increases. In the temperature range above the guard temperature Tb_g, the regeneration limit amount becomes zero, and the regeneration operation of the MG 60 is prohibited.

Similarly, the regeneration amount is not limited in the region where the battery SOC is equal to or less than the threshold SOCth.
In the region where the battery SOC is higher than the threshold SOCth, the regeneration limit amount gradually decreases from the limit start value −Px as the SOC increases. In a region where the SOC is equal to or greater than the guard value SOC_g, the regeneration limit amount becomes zero, and the regeneration operation of the MG 60 is prohibited.

  In the map of FIG. 10, the relationship between the accelerator opening change rate α and the regeneration limit amount is defined. For example, when the vehicle is traveling on a rough road, a so-called slip grip phenomenon may occur in which the wheel contacts the road surface after idling. In such a case, the rotational speed change rate of the MG 60 increases, and the regeneration peak tends to increase. Therefore, it is desirable to limit the regeneration amount when the accelerator opening change rate α is large.

That is, the regeneration amount is not limited in the region where the accelerator opening change rate α is equal to or less than the threshold value αth.
In a region where the accelerator opening change rate α is larger than the threshold value αth, the regeneration limit amount gradually decreases from the limit start value −Px as the accelerator opening change rate α is higher. And in the area | region where the accelerator opening change rate (alpha) is more than guard value (alpha) _g, the regeneration restriction amount becomes zero and the regeneration operation | movement of MG60 is prohibited.

As described above, the regeneration limit amount is calculated from the map in S3. Note that, based on the learning result shown in FIG. 5, the restriction start value of the regenerative restriction amount and the slope of the decrease of each map may be changed.
In S4, the MG-ECU 54 executes the regeneration restriction at the time of shifting based on the regeneration restriction amount.
On the other hand, if none of the formulas (1) to (5) is established in S2, and it is determined as NO, the process proceeds to S5, and the MG-ECU 54 performs normal control without regenerative restriction.

After S4 or S5, S6 to S8 are executed in common. In S6, the total drive request torque is calculated. In S7, the engine torque output from the engine 70 is calculated. In S8, the MG torque output from the MG 60 is calculated.
This is the end of the processing routine.

  As described above, the vehicle control device 50 of the present embodiment limits the regenerative power generation amount of the MG 60 at the time of shifting while executing torque reduction in order to reduce shift shock and improve drivability. The regeneration limit amount is set to such a value that the components such as the inverter 40 are not destroyed even when the power relay 21 between the main battery 20 and the inverter 40 is cut off and a load dump occurs. Therefore, it is possible to prevent an overvoltage from being applied to components such as the inverter 40 due to regenerative power generation of the MG 60 accompanying torque reduction during shifting.

(Other embodiments)
(A) A vehicle 90 to which the above-described embodiment is applied includes a transmission-side clutch 82 and shifts and shifts the gear of the transmission 84 in a state where the transmission-side clutch 82 is opened or half-engaged. However, the present invention is not limited to this, and the vehicle control apparatus of the present invention may be applied to a vehicle including a continuously variable transmission (CVT) that does not use a transmission gear and a clutch.

(B) The vehicle control device of the present invention is not limited to a system including one motor generator, and may be applied to, for example, a hybrid vehicle having a system including two motor generators connected by a power split mechanism. Moreover, it is applicable also to an electric vehicle.
As mentioned above, this invention is not limited to the said embodiment at all, In the range which does not deviate from the meaning of invention, it can implement with a various form.

20 ... Main unit battery,
40: Inverter,
50 ... Vehicle control device,
60 ... MG (motor generator),
84 ... transmission,
90 ... vehicle,
91: Drive shaft.

Claims (7)

A motor generator (60) that is a power source, an inverter (40) that converts electric power input from the main battery (20) and supplies the electric power to the motor generator, and a drive shaft (91) that shifts the power output from the motor generator. A vehicle control device applied to a vehicle (90) provided with a transmission (84) for transmission to
When performing torque reduction that reduces the torque of the motor generator at the time of shifting by the transmission and reduces the driving torque transmitted to the drive shaft, the voltage that the motor generator regenerates with the torque reduction is: The regenerative power generation amount by the motor generator is set in advance so as to be equal to or lower than the withstand voltage value of the main unit battery, the motor generator component, the inverter component, or the circuit component connected to the inverter. The vehicle control apparatus which restrict | limits below the regenerative restriction amount which is.   A learning is made of a relationship between an amount of the torque reduction and a voltage applied to the motor generator, the inverter, or a circuit connected to the inverter, and the regeneration limit amount is set based on the learning result. The vehicle control device according to 1.   The vehicle control device according to claim 1 or 2, wherein the regeneration limit amount is decreased as the frequency of the torque reduction increases. When the temperature of the inverter or the motor generator is higher than the respective high temperature side temperature threshold, the higher the temperature of the inverter or the motor generator, the smaller the regeneration limit amount,
When the temperature of the said inverter or the said motor generator is lower than each low temperature side temperature threshold value, the said regeneration restriction amount is made small, so that the temperature of the said inverter or the said motor generator is low. Vehicle control device.   The vehicle control device according to any one of claims 1 to 4, wherein the regenerative restriction amount is decreased as the temperature or SOC of the main engine battery increases. When the difference between the regeneration amount during normal control and the regeneration limit amount during the normal control that allows the regeneration amount of the motor generator at the time of the shift to be unlimited is the regeneration prohibition amount,
The vehicle control device according to any one of claims 1 to 5, wherein the regeneration prohibition amount is increased as the speed is changed with a low-speed gear.   The vehicle control device according to any one of claims 1 to 6, wherein the regenerative restriction amount is reduced as the accelerator opening change rate increases.

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