JP2018121412A - Electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric vehicle configured so as to be able to execute regenerative expansion control, which can execute the regenerative expansion control even in a state where battery receivable power Win is limited to smaller values.SOLUTION: The electric vehicle comprises a motor generator (second MG) connected to a driving wheel; a battery configured to be able to receive regenerative electric power of the motor generator; and an ECU configured to be able to execute regenerative expansion control. The regenerative expansion control is controlled by which regenerative electric power of the motor generator during coasting travelling of the vehicle is increased more than when the regenerative expansion control is not executed when it is predicted that the vehicle stops or decelerates during travelling of the vehicle. The ECU determines regenerative electric power by the regenerative expansion control using vehicle speed and receivable electric power of the battery.SELECTED DRAWING: Figure 4

Description

  The present disclosure relates to an electric vehicle, and more particularly to an electric vehicle configured to be able to execute regeneration expansion control.

  Conventionally, various controls for supporting energy-saving operation of an electric vehicle by a user have been developed. One of them is called regeneration expansion control (see Patent Document 1). In the regeneration expansion control, when the vehicle is predicted to stop or decelerate while the vehicle is traveling, specifically, a point where the vehicle is predicted to stop or decelerate ahead of the vehicle travel path (hereinafter referred to as “target stop deceleration position”). ”) Is a control for increasing the deceleration (that is, regenerative power) due to regeneration during inertial traveling of the vehicle (a state where the vehicle is traveling with inertia without generating a driving force). By executing the regeneration expansion control, the amount of regenerative power generation during inertial driving before reaching the target stop deceleration position is increased more than usual. Occurrence of a situation where the part is converted into heat and discarded.

JP 2014-110777 A JP 2005-111201 A JP 2012-106652 A

  The regenerative power generated by the regeneration expansion control is charged to the vehicle drive battery. Therefore, for example, when the regeneration expansion control is executed in a state where the battery acceptable power is limited to a small value due to the influence of the battery temperature or SOC (State Of Charge), the regenerative power exceeding the battery acceptable power is generated. May occur. Therefore, from the viewpoint of protecting the battery, it is also assumed that the regeneration expansion control is not executed in a state where the acceptable power of the battery is limited to a small value. However, if the regenerative expansion control is not performed uniformly in a state where the acceptable power of the battery is limited to a small value, the battery can be protected, but there is a problem that the regenerative energy cannot be sufficiently recovered.

  In addition, in a hybrid vehicle that is a kind of electric vehicle, a transmission is provided between the engine and the drive wheel, and the transmission gear ratio is changed in accordance with a user's shift operation (hereinafter also referred to as “sequential shift control”). Is configured to be executable. In such a hybrid vehicle, a user who intends to decelerate can generate a deceleration (engine brake) corresponding to the transmission gear ratio by starting sequential shift control. However, the deceleration (regenerative power) during the regeneration expansion control is increased more than usual, and the magnitude thereof can vary depending on the acceptable power of the battery. Therefore, for example, when sequential shift control is started during regeneration expansion control, the deceleration at the start of sequential shift control becomes smaller than the deceleration before the start of sequential shift control, and the deceleration intended by the user is reduced. It may not be obtained.

  The present disclosure has been made in order to solve the above-described problem, and an object of the present disclosure is limited to a value with a low battery receivable power in an electric vehicle configured to be able to execute regeneration expansion control. This is to make it possible to execute the regeneration expansion control even in the state.

  Another object of the present disclosure is to avoid that the user-desired deceleration cannot be obtained at the start of sequential shift control in an electric vehicle configured to be able to execute regeneration expansion control and sequential shift control. is there.

  (1) An electric vehicle according to the present disclosure includes a rotating electrical machine coupled to a drive wheel of the vehicle, a battery configured to receive regenerative power of the rotating electrical machine, and a control device configured to execute regenerative expansion control. Is provided. The regeneration expansion control is a control that increases the regenerative power of the rotating electrical machine during inertial traveling of the vehicle, compared with the case where the regeneration expansion control is not executed, when the vehicle is predicted to stop or decelerate while the vehicle is traveling. The control device determines the regenerative power by the regenerative expansion control using the vehicle speed and the battery acceptable power.

  According to the said structure, the regenerative electric power by regenerative expansion control is determined using a vehicle speed and the electric power which can be received of a battery. As a result, regeneration expansion control can be executed even in a state where the acceptable power of the battery is limited to a small value.

  For example, when the receivable power of the battery is limited to a small value, the regenerative power by the regenerative expansion control is less than the receivable power of the battery by reducing the regenerative power by the regenerative expansion control according to the receivable power of the battery. Regenerative expansion control can be executed while keeping it at a minimum.

  Further, the regenerative electric power by the regenerative expansion control becomes smaller as the vehicle speed (the rotational speed of the rotating electrical machine) is lower when the regenerative torque is constant. In view of this point, for example, in a state where the receivable power of the battery is reduced to a small value, the regeneration expansion control is executed on the condition that the vehicle speed is less than a predetermined value. Regenerative expansion control can be executed while keeping the power below the allowable power level.

  (2) Another electric vehicle according to the present disclosure includes a rotating electrical machine coupled to a driving wheel of the vehicle, a battery configured to receive regenerative power of the rotating electrical machine, an engine, and an engine and a driving wheel. And a control device configured to be able to execute regeneration expansion control and sequential shift control. Regenerative expansion control is a control that increases the deceleration due to regeneration of the rotating electrical machine during inertial traveling of the vehicle when the vehicle is predicted to stop or decelerate while the vehicle is traveling compared to when the regeneration expansion control is not performed. is there. Sequential shift control is control for setting the speed ratio of the transmission according to a user's shift operation. The control device uses the vehicle speed and the battery acceptable power so that the gear shift of the transmission device at the start of the sequential shift control is larger than the deceleration by the regeneration expansion control at the start of the sequential shift control. The initial transmission ratio, which is the ratio, is determined.

  According to the above configuration, the initial transmission gear ratio of the sequential shift control is determined so that the deceleration at the start of the sequential shift control is larger than the deceleration by the regeneration expansion control using the vehicle speed and the battery acceptable power. Is done. Therefore, even if the deceleration (regenerative power) due to regeneration expansion control fluctuates according to the vehicle speed and the power that can be received by the battery, the initial of the sequential shift control so that a deceleration larger than the deceleration due to regeneration expansion control acts. A gear ratio can be determined. As a result, in the electric vehicle configured to be able to execute the regeneration expansion control and the sequential shift control, it is possible to avoid that the deceleration intended by the user cannot be obtained at the start of the sequential shift control.

1 is an overall block diagram of a vehicle. It is a figure which shows typically an example of the change of the vehicle speed and deceleration level in case pre-reading deceleration control is performed. It is a flowchart (the 1) which shows an example of the process sequence of ECU. It is a figure which shows an example of the correspondence of vehicle speed V, battery acceptable electric power Win, and expansion regenerative power. It is a figure which shows an example of the correspondence of vehicle speed V and battery SOC, and expansion regenerative power. It is a flowchart (the 2) which shows an example of the process sequence of ECU. FIG. 6 is a diagram (part 1) illustrating an example of a correspondence relationship between a start vehicle speed Vst and an expanded regenerative power. FIG. 10 is a diagram (part 2) illustrating an example of a correspondence relationship between the start vehicle speed Vst and the expanded regenerative power. FIG. 10 is a diagram (No. 3) illustrating an example of a correspondence relationship between the start vehicle speed Vst and the expanded regeneration power. It is a figure which shows typically an example of the correspondence of each gear stage, the vehicle speed V, and deceleration torque. It is a flowchart (the 3) which shows an example of the process sequence of ECU. It is a figure which shows an example of the initial stage map used for calculation of a sequential initial gear stage.

  Hereinafter, the present embodiment will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
FIG. 1 is an overall block diagram of a vehicle 1 according to the first embodiment. The vehicle 1 includes an engine 10, a first motor generator (hereinafter also referred to as “first MG”) 20, a second motor generator (hereinafter also referred to as “second MG”) 30, a power split device 40, a PCU (Power Control). Unit) 50, battery 60, drive wheel 80, friction brake generating circuit 90, and ECU (Electronic Control Unit) 100.

  Vehicle 1 is a hybrid vehicle that travels by at least one of the power of engine 10 and the power of second MG 30. The vehicle to which the control disclosed in the first embodiment can be applied is not limited to a hybrid vehicle as long as it is an electric vehicle including at least a motor generator for traveling.

  The power generated by the engine 10 is divided by the power split device 40 into a path transmitted to the drive wheels 80 and a path transmitted to the first MG 20.

  First MG 20 and second MG 30 are three-phase AC rotating electric machines driven by PCU 50. First MG 20 generates power using the power of engine 10 divided by power split device 40.

  Second MG 30 generates driving force for vehicle 1 using at least one of the electric power stored in battery 60 and the electric power generated by first MG 20. Further, second MG 30 performs regenerative power generation using the kinetic energy of vehicle 1 transmitted from drive wheels 80 during inertial running in the accelerator-off state (the user is not stepping on the accelerator pedal). The regenerative power generated by the second MG 30 is collected by the battery 60.

  Power split device 40 is a planetary gear mechanism including a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear meshes with each of the sun gear and the ring gear. The carrier supports the pinion gear so as to be able to rotate and is coupled to the crankshaft of the engine 10. The sun gear is connected to the rotation shaft of the first MG 20. The ring gear is connected to the rotation shaft of second MG 30 and drive wheel 80.

  Since power split device 40 has the above-described configuration, first MG 20 rotational speed (sun gear rotational speed), engine 10 rotational speed (carrier rotational speed), and second MG 30 rotational speed (ring gear rotational speed). (Speed) has a relationship of being connected by a straight line on the nomograph (a relationship in which the remaining rotation speed is determined when any two rotation speeds are determined, hereinafter also referred to as a “collinear diagram relationship”).

  By appropriately adjusting the rotational speed of the first MG 20 connected to the sun gear, the power split device 40 causes the rotational speed of the drive wheels 80 connected to the ring gear (that is, the vehicle speed V) and the rotational speed of the engine 10 connected to the carrier. It functions as an electric continuously variable transmission that can be switched in a stepless manner.

  PCU 50 converts the DC power stored in battery 60 into AC power that can drive first MG 20 and second MG 30. The PCU 50 converts AC power generated by the first MG 20 and the second MG 30 into DC power that can charge the battery 60.

  The battery 60 includes, for example, nickel metal hydride, lithium ions, and the like. Battery 60 is charged with electric power generated by at least one of first MG 20 and second MG 30. The battery 60 is provided with a monitoring unit 61. Monitoring unit 61 detects the voltage, current, and temperature of battery 60 and outputs the detection result to ECU 100.

  The friction brake generation circuit 90 supplies a brake hydraulic pressure corresponding to a control signal from the ECU 100 to the brake caliper 91. As a result, a brake pad (not shown) is pressed against the brake disc 92, and the rotation of the brake disc 92 is restricted by friction generated between the brake pad and the brake disc 92. Thereby, the kinetic energy of the vehicle 1 is converted into heat and a friction brake is generated.

  The vehicle 1 further includes an accelerator pedal sensor 2, a brake pedal sensor 3, a shift sensor 4, a navigation device 5, a road-to-vehicle communication device 6, and an HMI (Human Machine Interface) device 7. The accelerator pedal sensor 2 detects an accelerator pedal operation amount (hereinafter also referred to as “accelerator opening”) ACC by the user. The brake pedal sensor 3 detects a brake pedal operation amount BP by the user. The shift sensor 4 detects a position (hereinafter also referred to as “shift position”) SP of a shift lever operated by a user. These sensors output the detection result to the ECU 100.

  The navigation device 5 includes GPS (Global Positioning System) and map data. The navigation device 5 calculates the vehicle position information by GPS, the road shape information around the vehicle position obtained by referring to the map data, the travel route information set by the user, etc., and outputs them to the ECU 100.

  Moreover, the navigation apparatus 5 accumulate | stores the information of the position where the vehicle 1 decelerated in the past, and the position where it stopped, and learns the stop position and deceleration position of the vehicle 1 from the log | history. The navigation device 5 outputs the learned stop position and deceleration position (hereinafter also referred to as “stop deceleration learning position”) to the ECU 100. Note that the learning of the stop deceleration position may be performed by the ECU 100 based on information from the navigation device 5.

  The road-to-vehicle communication device 6 communicates with roadside devices (radio wave media such as optical beacons) installed on roads, traffic lights, etc., so that signal information (signal cycle) around the vehicle, road alignment information, roads Infrastructure information such as traffic information (congestion information, regulation information) is acquired, and the acquired information is output to the ECU 100.

  The HMI device 7 is a device that provides a user with various information for supporting driving of the vehicle 1. The HMI device 7 includes, for example, a display, a speaker and the like provided in the room of the vehicle 1. As the HMI device 7, other existing devices, for example, a display or a speaker of the navigation device 5 may be used.

  Further, although not shown, the vehicle 1 includes a plurality of sensors for detecting various physical quantities necessary for controlling the vehicle 1, such as a vehicle speed sensor for detecting the vehicle speed V. Each of these sensors outputs a detection result to ECU 100.

  The ECU 100 includes a CPU (Central Processing Unit) and a memory (not shown), and executes predetermined arithmetic processing based on information stored in the memory and information from each sensor. The ECU 100 controls each device such as the engine 10, the PCU 50, the friction brake generation circuit 90, and the HMI device 7 based on the result of the arithmetic processing.

  For example, when the user depresses (operates) the accelerator pedal, the ECU 100 calculates the required driving force from the accelerator opening ACC, the vehicle speed V, and the like, and satisfies the required driving force. The outputs of the 1MG 20 and the second MG 30 are controlled.

  Further, when the user steps on (operates) the brake pedal, the ECU 100 calculates the required brake force from the brake pedal operation amount BP, the vehicle speed V, and the like, and the regenerative brake force and the regenerative brake force so as to satisfy the required brake force. Controls friction brake force.

  Further, ECU 100 calculates a state of charge (SOC) of battery 60. In general, the SOC is expressed as a ratio of the actual charged amount to the full charge capacity. As a method of calculating the SOC, various known methods such as a method of calculating using the relationship between the voltage of the battery 60 and the SOC and a method of calculating using the integrated value of the current of the battery 60 can be used. Hereinafter, the battery SOC is also referred to as “battery SOC” or simply “SOC”.

  Further, ECU 100 sets acceptable power (unit: watts; hereinafter also referred to as “battery acceptable power Win” or simply “acceptable power Win”) based on battery SOC, temperature, and the like. For example, when the temperature of battery 60 is out of a predetermined range (when the temperature exceeds the upper limit temperature of the predetermined range or when the temperature falls below the lower limit temperature of the predetermined range), ECU 100 sets the absolute value of acceptable power Win. The value is limited to a value smaller than the predetermined value W1. Furthermore, ECU 100 limits battery acceptable power Win to a smaller value as battery SOC is larger (closer to 100%, which is the value at full charge). ECU 100 controls the electric power generated by first MG 20 and second MG 30 so that the electric power input to battery 60 does not exceed battery acceptable electric power Win.

<Regenerative expansion control>
The ECU 100 executes regenerative expansion control as control for supporting energy saving operation of the vehicle 1. In the regeneration expansion control, when the vehicle is predicted to stop or decelerate while the vehicle 1 is traveling, specifically, a point where the vehicle 1 is predicted to stop in front of the travel route of the vehicle 1 (hereinafter referred to as “target stop position”). Or a point predicted to decelerate (hereinafter also referred to as a “target deceleration position”), a control for increasing the deceleration (ie, regenerative power) due to regeneration of the second MG 30 during inertial running in the accelerator-off state. It is. By executing the regeneration expansion control, the amount of regenerative power generation during inertial driving before reaching the target stop position or target deceleration position (hereinafter also referred to as “target stop deceleration position”) is increased more than usual. Occurrence of energy loss (a situation where a part of the kinetic energy of the vehicle 1 is converted into heat or the like by the operation of a friction brake or the like) is suppressed.

  In the first embodiment, ECU 100 sets a target stop deceleration position based on information from navigation device 5 and road-to-vehicle communication device 6. Specifically, the ECU 100 determines whether or not there is a stop deceleration learning position in front of the travel route of the vehicle 1 based on information from the navigation device 5, and if there is a stop deceleration learning position, the learning position To the target stop deceleration position. Further, the ECU 100 receives a signal cycle at the intersection from a roadside device installed at an intersection in front of the travel route using the road-to-vehicle communication device 6, and predicts that the vehicle 1 stops at the intersection from the received signal cycle. If so, the intersection is set to the target stop deceleration position. The method for setting the target stop deceleration position is not limited to the above. For example, when the vehicle 1 includes a device (camera, radar, or the like) that detects the inter-vehicle distance or relative acceleration with the preceding vehicle, the vehicle is decelerated when the vehicle is predicted to decelerate based on information from the device. Then, the predicted point can be set as the target deceleration position.

  The ECU 100 according to the first embodiment uses the HMI device 7 to guide the user to guide the accelerator off operation (operation to stop the accelerator pedal) to the user before executing the regeneration expansion control. Control for notification (hereinafter referred to as “accelerator-off guidance control”) is started. Hereinafter, the accelerator-off guidance control and the regeneration expansion control are collectively referred to as “prefetch deceleration control”.

  FIG. 2 is a diagram schematically illustrating an example of changes in the vehicle speed and the deceleration level when the pre-reading deceleration control is executed. In FIG. 2, the horizontal axis indicates the travel distance (travel position), the upper vertical axis indicates the vehicle speed, and the lower vertical axis indicates the deceleration level. In FIG. 2, an example of a change when the prefetch deceleration control is executed is indicated by a solid line, and an example of a change when the prefetch deceleration control is not executed is indicated by a one-dot chain line.

  FIG. 2 shows an example in which it is determined that there is a target stop position at a position D6 in front of the travel route. The target stop position is calculated based on information from the navigation device 5 and the road-vehicle communication device 6 as described above. Examples of the target stop position include an intersection, a pedestrian crossing point, a T-junction, and a temporary stop line.

  When the vehicle 1 reaches the predetermined position D1 before the travel path from the target stop position D6, the ECU 100 determines the optimum start position D4 for starting the regeneration expansion control from the vehicle speed at that time and the remaining distance to the target stop position D6. calculate.

  When the vehicle 1 reaches the predetermined position D2 before the travel route from the calculated start position D4, the ECU 100 starts the accelerator-off guidance control described above. When the user who notices this guidance performs an accelerator-off operation, normal regeneration is started. Normal regeneration is regenerative control when regenerative expansion control is not being executed during inertial running with the accelerator off.

  Thereafter, when the vehicle 1 reaches the start position D4, the ECU 100 determines that the regeneration expansion request has been changed from off to on, and starts the above-described regeneration expansion control. In regeneration expansion control, deceleration (regenerative power) due to regeneration is increased as compared with normal regeneration. Therefore, more regenerative energy is recovered than when normal regeneration is continued.

  Thereafter, when the user performs a brake-on operation (operation to depress the brake pedal) when the vehicle 1 reaches the predetermined position D5, a friction brake force is applied, and the vehicle 1 is stopped at the target stop position D6.

  When the pre-reading deceleration control is not executed (one-dot chain line), the accelerator-off guidance control is not executed. Therefore, the timing when the user performs the accelerator-off operation (position D3) is executed when the pre-reading deceleration control is executed (position D2). ). Further, normal regeneration is performed instead of regeneration expansion control even during inertial running after the accelerator-off operation. Therefore, the regenerative energy cannot be sufficiently recovered by the timing when the user performs the brake-on operation (position D5), and the regenerative energy is lost. On the other hand, in this Embodiment 1, generation | occurrence | production of the loss of regenerative energy is suppressed by performing the above-mentioned prefetch deceleration control.

  FIG. 3 is a flowchart illustrating an example of a processing procedure when the ECU 100 executes the regeneration expansion control. This flowchart is repeatedly executed at a predetermined cycle.

  ECU 100 determines whether or not the regeneration expansion request has changed from off to on (step S10). For example, ECU 100 determines that the regeneration enhancement request has changed from off to on when vehicle 1 reaches start position D4 shown in FIG.

  If the regeneration expansion request has not changed from OFF to ON (NO in step S10), ECU 100 skips the subsequent processing and proceeds to return.

  When the regeneration expansion request changes from off to on (YES in step S10), ECU 100 uses vehicle speed V and battery acceptable power Win to regenerate power by regeneration expansion control (hereinafter simply referred to as “enlarged regeneration power”). Is also calculated (step S12). The method for calculating the expanded regenerative power will be described in detail later.

  Next, ECU 100 determines whether or not the expanded regenerative power calculated in step S12 exceeds battery acceptable power Win (step S14).

  If it is not determined that the expansion regenerative power calculated in step S12 exceeds the battery acceptable power Win (NO in step S14), ECU 100 executes regenerative expansion control (step S16). Specifically, the regenerative power of the second MG is controlled so that the expanded regenerative power calculated in step S12 is generated.

  When it is determined that the expanded regenerative power exceeds the battery acceptable power Win (YES in step S14), ECU 100 does not execute the regeneration expansion control in order to protect battery 60 (step S18).

<Calculation of expansion regenerative power>
The regenerative power generated by the regeneration expansion control is charged in the vehicle driving battery 60. Therefore, for example, when the regeneration expansion control is executed in a state where the battery acceptable power Win is limited to a small value due to the temperature of the battery 60 or the SOC, regenerative power exceeding the battery acceptable power Win is generated. there is a possibility. Therefore, from the viewpoint of protecting the battery 60, it is assumed that the regeneration expansion control is not executed in a state where the battery acceptable power Win is limited to a small value. However, if the regenerative expansion control is not performed uniformly in a state where the battery acceptable power Win is limited to a small value, the battery 60 can be protected, but there is a problem that the regenerative energy cannot be sufficiently recovered.

  In view of the above points, the ECU 100 according to the first embodiment calculates the expanded regenerative power using the vehicle speed V and the battery acceptable power Win in step S12 of FIG. 3 described above.

  FIG. 4 is a diagram illustrating an example of a correspondence relationship between the vehicle speed V, the battery acceptable power Win, and the expanded regenerative power. In FIG. 4, the horizontal axis indicates the vehicle speed V, and the vertical axis indicates the regenerative power. In FIG. 4, the solid line indicates the normal regenerative power, the alternate long and short dash line indicates the expanded regenerative power when the battery acceptable power Win is larger than the predetermined value, and the two-dot chain line indicates the case where the battery acceptable power Win is smaller than the predetermined value. Indicates the regenerative power of.

  As shown in FIG. 4, both the expanded regenerative power and the normal regenerative power are set to larger values as the vehicle speed V is higher. When the vehicle speed V is the same, the expanded regenerative power is set to a value larger than the normal regenerative power. Thereby, during regeneration expansion control, the amount of regenerative power generation is increased as compared with normal regeneration.

  Further, when the vehicle speed V is the same, the expanded regenerative power (two-dot chain line) when the battery acceptable power Win is smaller than a predetermined value is the expanded regenerative power when the battery acceptable power Win is larger than the predetermined value. It is limited to a value smaller than (dashed line).

  As described above, the ECU 100 according to the first embodiment of the present disclosure calculates the expansion regenerative power (regenerative power by the regenerative expansion control) using the vehicle speed V and the battery acceptable power Win. Specifically, when the battery acceptable power Win is limited to a value smaller than a predetermined value, the expanded regenerative power is set to a smaller value than when it is not. Thereby, it becomes easy to determine that the expansion regenerative power is less than the battery acceptable power Win, and the regenerative expansion control is easily performed. As a result, it is possible to easily execute the regeneration expansion control while suppressing the regenerative power by the regeneration expansion control to be less than the battery acceptable power Win.

<Modification 1>
In the above-described first embodiment, the case where the regeneration expansion control is not executed in step S18 of FIG. 3 has been exemplarily described.

  However, in step S18 of FIG. 3, the regeneration expansion control is not executed, but the engine 10 is started and the engine brake is applied while the expansion regeneration power is limited to less than the battery acceptable power Win. .

  In this case, the fuel efficiency of the vehicle 1 can be improved by calculating the expanded regenerative power as in the first embodiment. That is, by calculating the expanded regenerative power as in the first embodiment, it is difficult to determine that the expanded regenerative power exceeds the battery acceptable power Win (it is difficult to determine YES in step S14). Therefore, the starting frequency of the engine 10 in step S18 can be reduced. As a result, the fuel efficiency of the vehicle 1 can be improved.

<Modification 2>
In the above-described first embodiment, the expansion regenerative power is calculated using the battery acceptable power Win directly in step S12 of FIG.

  However, in step S12 of FIG. 3, the regenerative power is calculated using parameters (for example, battery SOC, battery temperature, etc.) having a correlation with the battery acceptable power Win instead of directly using the acceptable power Win. You may make it do.

  FIG. 5 is a diagram illustrating an example of a correspondence relationship between the vehicle speed V, the battery SOC, and the expanded regenerative power when the expanded regenerative power is calculated using the battery SOC. In FIG. 5, the horizontal axis indicates the vehicle speed V, and the vertical axis indicates the regenerative power. In FIG. 5, the solid line indicates the normal regenerative power, the alternate long and short dash line indicates the expanded regenerative power when the battery SOC is smaller than the predetermined value (when the acceptable power Win is larger than the predetermined value), and the two-dot chain line indicates the battery SOC. Indicates an expanded regenerative power when is larger than a predetermined value (when battery acceptable power Win is smaller than a predetermined value).

  Thus, instead of directly using the battery acceptable power Win, the expanded regenerative power may be calculated using a parameter having a correlation with the battery acceptable power Win.

<Modification 3>
The regenerative electric power by the regenerative expansion control is proportional to the product of the regenerative torque (deceleration torque) generated by the second MG 30 and the rotation speed of the second MG 30 (that is, the vehicle speed V). Therefore, when the regenerative torque generated by the second MG 30 is constant, the lower the vehicle speed V, the smaller the regenerative power by the regeneration expansion control.

  In view of this point, the ECU 100 according to the third modification performs the regeneration expansion control on the condition that the vehicle speed V is lower than the start vehicle speed Vst. Further, the ECU 100 according to the third modification changes the above-described start vehicle speed Vst according to the battery acceptable power Win.

  FIG. 6 is a flowchart illustrating an example of a processing procedure when the ECU 100 according to the third modification executes the regeneration expansion control. Of the steps shown in FIG. 6, the steps given the same numbers as the steps shown in FIG. 3 described above have already been described, and detailed description thereof will not be repeated here.

  When the regeneration expansion request changes from off to on (YES in step S10), ECU 100 calculates start vehicle speed Vst using battery-acceptable power Win (step S20). Specifically, the ECU 100 sets the start vehicle speed Vst to the predetermined vehicle speed V2 when the battery acceptable power Win is larger than a predetermined value, and sets the start vehicle speed Vst to the predetermined vehicle speed V2 when the battery acceptable power Win is smaller than the predetermined value. The predetermined vehicle speed V1 is lower than that (see FIG. 7 described later).

  Next, the ECU 100 determines whether or not the vehicle speed V is less than the start vehicle speed Vst calculated in step S20 (step S22).

  If vehicle speed V is not less than start vehicle speed Vst (NO in step S22), ECU 100 does not execute regeneration expansion control (step S18). Thereafter, the ECU 100 returns the process to step S20 and repeats the processes after the calculation of the start vehicle speed Vst.

  On the other hand, when vehicle speed V is less than start vehicle speed Vst (YES in step S22), ECU 100 executes regeneration expansion control (step S16).

  FIG. 7 is a diagram illustrating an example of a correspondence relationship between the starting vehicle speed Vst calculated using the battery acceptable power Win and the expanded regenerative power. In FIG. 7, the horizontal axis indicates the vehicle speed V, and the vertical axis indicates the regenerative power. In FIG. 7, the solid line indicates the normal regenerative power, and the broken line indicates the expanded regenerative power.

  As shown by the broken line in FIG. 7, the expanded regenerative power becomes smaller as the vehicle speed V is lower. In view of this point, the ECU 100 according to the third modification performs the regeneration expansion control on the condition that the vehicle speed V is lower than the start vehicle speed Vst. Thereby, the regenerative electric power by regenerative expansion control is suppressed to less than the value corresponding to the start vehicle speed Vst.

  Further, the ECU 100 according to the third modification changes the above-described start vehicle speed Vst in accordance with the battery receivable power Win in view of the fact that the expanded regenerative power becomes smaller as the vehicle speed V is lower.

  Specifically, the ECU 100 according to the third modification sets the start vehicle speed Vst to the predetermined vehicle speed V2 when the battery acceptable power Win is larger than a predetermined value, and starts the vehicle speed when the battery acceptable power Win is smaller than the predetermined value. Vst is set to a predetermined vehicle speed V1 lower than the predetermined vehicle speed V2. Thereby, for example, the expanded regenerative power can be kept low compared to the case where the starting vehicle speed Vst is fixed to the predetermined vehicle speed V2 regardless of the magnitude of the battery acceptable power Win. As a result, even when the battery receivable power Win is limited to a value less than the predetermined value, it is possible to easily execute the regenerative expansion control while suppressing the regenerative power by the regenerative expansion control to be less than the battery receivable power Win.

<Modification 4>
In Modification 3 described above, as an example of a method of changing the start vehicle speed Vst according to the battery acceptable power Win, the start vehicle speed Vst is set to the predetermined vehicle speed depending on whether or not the battery acceptable power Win is greater than a predetermined value. The example which sets to either V1 or V2 was demonstrated.

  On the other hand, in the fourth modification, as another example of the method of changing the start vehicle speed Vst according to the battery acceptable power Win, the vehicle speed at which the expanded regenerative power becomes the battery acceptable power Win is set as the start vehicle speed Vst. An example will be described. Since other structures, functions, and processes are the same as those of Modification 3 described above, detailed description thereof will not be repeated here.

  FIG. 8 is a diagram illustrating an example of a correspondence relationship between the start vehicle speed Vst calculated by the ECU 100 according to the fourth modification and the expanded regenerative power. In FIG. 8, the horizontal axis represents the vehicle speed V, and the vertical axis represents the regenerative power. In FIG. 8, the solid line indicates the normal regenerative power, and the broken line indicates the expanded regenerative power.

  As shown by the broken line in FIG. 8, the expanded regenerative power becomes smaller as the vehicle speed V is lower. In view of this point, the ECU 100 according to the fourth modification sets the vehicle speed at which the expanded regenerative power indicated by the broken line in FIG. 8 becomes the battery acceptable power Win as the start vehicle speed Vst. Thereby, the regenerative electric power by regenerative expansion control is suppressed to less than the regenerative electric power corresponding to the start vehicle speed Vst, ie, the battery acceptable electric power Win. As a result, even when the battery receivable power Win is limited to less than a predetermined value, the regeneration expansion control can be executed while suppressing the regenerative power by the regeneration expansion control to be less than the battery receivable power Win.

<Modification 5>
In Modification 4 described above, the vehicle speed at which the expanded regenerative power becomes the battery acceptable power Win is set to the start vehicle speed Vst.

  On the other hand, in the fifth modification, the expanded regenerative power is a value obtained by subtracting a predetermined margin from the battery receivable power Win so that the expanded regenerative power does not exceed the battery receivable power Win more reliably. The vehicle speed is set to the start vehicle speed Vst.

  FIG. 9 is a diagram illustrating an example of a correspondence relationship between the start vehicle speed Vst calculated by the ECU 100 according to the fifth modification and the expanded regenerative power. In FIG. 9, the horizontal axis indicates the vehicle speed V, and the vertical axis indicates the regenerative power. In FIG. 9, the solid line indicates the normal regenerative power, the broken line indicates the expanded regenerative power, and the alternate long and short dash line indicates a value obtained by subtracting a predetermined margin from the battery acceptable power Win.

  As shown in FIG. 9, in the fifth modification, the vehicle speed at which the expanded regenerative power is a value obtained by subtracting a predetermined margin from the battery acceptable power Win is set as the start vehicle speed Vst. Thereby, since the start vehicle speed Vst becomes a lower value compared with the case where the vehicle speed at which the expansion regenerative power becomes the battery acceptable power Win is set to the start vehicle speed Vst (the above-described modified example 4), the regenerative power by the regeneration expansion control is Can be more reliably suppressed to less than the acceptable battery power Win.

  Further, in the fifth modification, the kinetic energy of the vehicle 1 increases as the vehicle speed V increases, and in view of the possibility that the regenerative power by the regenerative expansion control may increase in the future, from the battery acceptable power Win. The margin to be deducted is increased as the vehicle speed V increases. As a result, even when the vehicle speed V is high, the regeneration expansion control can be executed while reliably suppressing the regenerative power by the regeneration expansion control below the battery acceptable power Win.

[Embodiment 2]
Hereinafter, the vehicle 1 according to the second embodiment will be described. The vehicle 1 according to the second embodiment is configured to be able to execute sequential shift control. Since the structure of vehicle 1 is the same as that of the first embodiment, detailed description thereof will not be repeated here.

<Sequential shift control>
The position of the shift lever operated by the user (shift position SP) is displaced along a shift gate (not shown). For example, a parking (P) position, a reverse (R) position, a neutral (N) position, a drive (D) position, and a sequential shift (S) position are formed in the shift gate. The shift gate is provided with a plus (+) position and a minus (−) position with the S position as a neutral position.

  The ECU 100 according to the second embodiment executes sequential shift control when the shift position SP is displaced from the D position to the S position. Sequential shift control refers to a ratio of the rotational speed of the engine 10 to the vehicle speed V (hereinafter also referred to as “speed ratio of the power split device 40” or simply “speed ratio”) in accordance with a shift lever operation by the user. This control is set to any one of the gear ratios.

  The ECU 100 according to the second embodiment controls the power split device 40 in a simulated manner like a stepped transmission using the relationship in the nomograph during the sequential shift control. Then, ECU 100 sequentially changes the gear position of power split device 40 in accordance with a shift lever operation by the user. Specifically, every time the shift position SP is displaced from the S position to the (+) position, the gear position of the power split device 40 is changed to the one-speed high speed side, and the shift position SP is displaced from the S position to the (−) position. Each time the power is divided, the gear position of the power split device 40 is changed to the one-speed low speed side.

  A user who intends to decelerate may generate a deceleration (engine brake) corresponding to the gear ratio of the power split device 40 by starting the sequential shift control by displacing the shift position SP from the D position to the S position. it can.

  Hereinafter, a case will be described as an example in which any one of the first gear (the lowest gear) to the sixth gear (the highest gear) is set as the gear position of the power split device 40 during the sequential shift control. Different gear ratios are set for the respective gear speeds, the gear ratio for the first gear is the largest, and the gear ratio for the sixth gear is the smallest.

  FIG. 10 is a diagram schematically illustrating an example of a correspondence relationship between each shift speed formed in the power split device 40, the vehicle speed V, and the deceleration torque that acts on the vehicle 1. In FIG. 10, the horizontal axis represents the vehicle speed V, and the vertical axis represents the deceleration torque.

  As shown in FIG. 10, the deceleration torque varies depending on the gear position and the vehicle speed V. Specifically, the lower the gear position is, the closer the gear position is to the first speed position, that is, the greater the gear ratio, the greater the deceleration torque. Further, the lower the vehicle speed V, the greater the deceleration torque.

  As described above, the user who intends to decelerate generates the decelerating torque according to the gear position of the power split device 40 by starting the sequential shift control by displacing the shift position SP from the D position to the S position. Can do.

  However, the deceleration (regenerative power) during the regeneration expansion control is increased more than usual, and the magnitude thereof can vary depending on the vehicle speed V and the battery acceptable power Win. Therefore, when the sequential shift control is started during the regeneration expansion control, the magnitude of the regenerative electric power during the regeneration expansion control and the gear position at the start of the sequential shift control (hereinafter also referred to as “sequential initial gear position”). In some cases, the deceleration at the start of sequential shift control becomes smaller than the deceleration before the start of sequential shift control (deceleration during regenerative expansion control), and the user's intended deceleration may not be obtained. Is done.

  In view of the above points, the ECU 100 according to the second embodiment uses the vehicle speed V and the battery acceptable power Win so that the deceleration at the start of the sequential shift control is larger than the deceleration by the regeneration expansion control. The sequential initial gear position is determined.

  FIG. 11 is a flowchart illustrating an example of a processing procedure when the ECU 100 according to the second embodiment executes sequential shift control. This flowchart is repeatedly executed at a predetermined cycle.

  ECU 100 calculates a sequential initial gear position using current vehicle speed V and battery acceptable power Win (step S30). The ECU 100 calculates a sequential initial shift stage corresponding to the current vehicle speed V and the battery acceptable power Win with reference to an initial stage map that predetermines the sequential initial shift stage using the vehicle speed V and the battery acceptable power Win as parameters. .

  FIG. 12 is a diagram showing an example of an initial stage map used for calculating the sequential initial shift stage. In the initial stage map shown in FIG. 12, the correspondence between the vehicle speed V and the sequential initial shift stage is set for each battery acceptable power Win.

  The sequential initial shift speed shown in FIG. 12 is set in advance so that the deceleration due to the formation of the sequential initial shift speed is larger than the deceleration (regenerative power) due to the regeneration expansion control. For example, in view of the fact that the deceleration due to regeneration expansion control increases as the vehicle speed V increases, the sequential initial shift speed is set to become the lower speed shift speed (the speed ratio with a higher gear ratio) as the vehicle speed V increases. . Further, for example, in consideration of the fact that the larger the battery acceptable power Win is, the greater the deceleration due to regeneration expansion control (see FIG. 4 and the like described above), the sequential initial shift speed becomes lower as the vehicle speed V increases. (A gear ratio having a large ratio).

  Returning to FIG. 11, the ECU 100 determines whether or not there is a request for starting sequential shift control (step S <b> 32). For example, when the shift position SP is displaced from the D position to the S position, the ECU 100 determines that there is a request for starting sequential shift control.

  If there is no request for starting sequential shift control (NO in step S32), ECU 100 skips step S34 and proceeds to return.

  If there is a request to start sequential shift control (YES in step S32), ECU 100 starts sequential shift control (step S34). At this time, ECU 100 adjusts the rotational speed of first MG 20 so that the sequential initial shift stage set in step S30 is formed in power split device 40.

  As described above, the ECU 100 according to the second embodiment uses the vehicle speed V and the battery acceptable power Win so that the deceleration at the start of the sequential shift control is larger than the deceleration by the regeneration expansion control. Determine the sequential initial gear. Therefore, even if the deceleration (regenerative power) due to the regeneration expansion control fluctuates according to the vehicle speed V and the battery acceptable power Win, the sequential initial speed ratio is set so that a larger deceleration than the deceleration due to the regeneration expansion control acts. Can be determined. As a result, it is possible to avoid that the deceleration intended by the user cannot be obtained when the sequential shift control is started.

  In the second embodiment, the case where the transmission that is the target of sequential control is an electric continuously variable transmission (power transmission 40), but the transmission that is the target of sequential control is The present invention is not limited to an electric continuously variable transmission, and may be a normal stepped transmission.

  Moreover, Embodiments 1 and 2 and Modifications 1 to 5 described above can be appropriately combined within a range where no technical contradiction occurs.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present disclosure is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  1 vehicle, 2 accelerator pedal sensor, 3 brake pedal sensor, 4 shift sensor, 5 navigation device, 6 road-to-vehicle communication device, 7 HMI device, 10 engine, 20 1st MG, 30 2nd MG, 40 power split device, 60 battery, 61 monitoring unit, 80 driving wheels, 90 friction brake generating circuit, 91 brake caliper, 92 brake disc, 100 ECU.

Claims (2)

A rotating electrical machine coupled to the drive wheels of the vehicle;
A battery configured to receive regenerative power of the rotating electrical machine;
A control device configured to perform regeneration expansion control,
In the regeneration expansion control, when the vehicle is predicted to stop or decelerate during traveling, the regenerative power of the rotating electrical machine during inertial traveling of the vehicle is greater than when the regeneration expansion control is not performed. Increased control,
The said control apparatus is an electric vehicle which determines the regeneration electric power by the said regeneration expansion control using a vehicle speed and the electric power which can be received of the said battery. A rotating electrical machine coupled to the drive wheels of the vehicle;
A battery configured to receive regenerative power of the rotating electrical machine;
Engine,
A transmission provided between the engine and the drive wheel;
A control device configured to be able to execute regeneration expansion control and sequential shift control,
In the regeneration expansion control, when the vehicle is predicted to stop or decelerate during traveling, the deceleration due to regeneration of the rotating electrical machine during inertial traveling of the vehicle is not executed. Is more control than
The sequential shift control is a control for setting a gear ratio of the transmission according to a user's shift operation,
The control device uses the vehicle speed and the acceptable power of the battery to start the sequential shift control so that the deceleration at the start of the sequential shift control is larger than the deceleration by the regeneration expansion control. An electric vehicle that determines an initial gear ratio that is a gear ratio of the transmission.

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