JP2019001339A - Control device of power unit of hybrid vehicle - Google Patents

Abstract

To alleviate a calculation load for converting a power consumption amount to a fuel consumption amount, and to accommodate a power storage amount of a battery within a prescribed range, in a hybrid vehicle.SOLUTION: An electrical value coefficient K for converting a power consumption amount to a fuel consumption amount, and a power storage amount S are calculated with an entire operation path reaching a target point from a start point as an objective zone. When the power storage amount is accommodated within a use range between an upper limit value Sup and a lower limit value Slow, the electrical value coefficient K which is calculated at this time is employed. When the power storage amount is deviated from the use range (t1), a zone up to a time point (t2) in which the power storage amount becomes maximum Smax or minimum is set as a first zone, and the electrical value coefficient K is calculated, and employed by being set as an electrical value coefficient K1 in the zone. Next, by setting a terminal point (t2) in the first zone as a start point, processing which is similar to that in the last time is performed in a zone with a target point as the terminal point. The processing is repeated until the terminal point reaches the target point, and the electrical value coefficients K1, K2, K3 ... are set in respective zones.SELECTED DRAWING: Figure 8

Description

  The present invention relates to control of a power device for a hybrid vehicle including an internal combustion engine and a rotating electrical machine as a vehicle driving prime mover.

  As a prime mover for driving a vehicle, a hybrid vehicle power unit including an internal combustion engine and a rotating electric machine is known. The rotating electrical machine is a general term for an electric motor, a generator, and an electric device having both functions of the electric motor and the generator. In a rotating electric machine for a hybrid vehicle, one having both functions of an electric motor and a generator is often employed. A hybrid vehicle is equipped with a battery serving as a power supply source to the rotating electrical machine. The battery can be charged with electric power generated by the rotating electrical machine. In order to suppress deterioration of a battery mounted on a hybrid vehicle, a technique is known in which an upper limit value and a lower limit value are set for the amount of stored electricity and the stored amount falls within this range.

  In a hybrid vehicle in which the power of the internal combustion engine can be directly used for driving the vehicle, only the power of the internal combustion engine and the rotating electric machine is selected as appropriate, and both are used to drive the vehicle, and only the power of the rotating electric machine is used. EV driving driven by can be performed. In the selection of HV traveling and EV traveling, and determination of power distribution between the internal combustion engine and the rotating electric machine during HV traveling, it has been conventionally performed to take into account the cost of fuel and electric power. In consideration of this cost, the power consumption of the battery is converted into the fuel consumption, and the costs when the internal combustion engine is operated and when the rotating electrical machine is operated are compared.

  In Patent Document 1 below, the charging cost representing the fuel consumption of the internal combustion engine required for accumulating the unit power amount in the rechargeable battery (battery) and the travel amount for the unit power amount are output using only the power of the internal combustion engine. An engine cost that represents the fuel consumption required to do this is required. When the engine cost exceeds the charging cost, the EV traveling mode using only the rotating electrical machine as the drive source is selected. The charging cost is obtained from battery fuel consumption rate F [g / Wh] × battery power integration amount a [Wh]. The battery fuel consumption rate F is a coefficient for converting battery power into fuel consumption. The battery fuel consumption rate F varies depending on the operating conditions of the internal combustion engine when the electric power stored in the battery is charged.

  In Patent Document 2, when it is predicted in advance that there is a traffic jam section on the travel route of the host vehicle, the amount of battery charge is increased in advance before entering the traffic jam to enable EV travel in the traffic jam section.

  Further, in a hybrid vehicle, in order to suppress the deterioration of the battery, an upper limit value and a lower limit value are set for the amount of electricity stored in the battery, and the amount of electricity stored is within this range.

JP-A-2015-202807 JP 2014-15125 A

  In the control of a hybrid vehicle that is controlled so as to comprehensively suppress the energy consumption in consideration of the power consumption and the fuel consumption, there is a problem that the calculation load for converting the power consumption into the fuel consumption is large. It was. Further, as described above, there is a demand for keeping the amount of power stored in the battery within a predetermined range in order to suppress deterioration of the battery.

  An object of the present invention is to reduce the calculation load for converting the power consumption into the fuel consumption, and to keep the stored amount of the battery within a predetermined range.

  The present invention relates to a control device for a power unit of a hybrid vehicle including an internal combustion engine and a rotating electrical machine as a vehicle driving prime mover, and a battery that transmits and receives electric power to and from the rotating electrical machine. The control device is calculated based on the fuel consumption of the internal combustion engine and the converted fuel consumption obtained by converting the input / output power of the battery into the fuel consumption by multiplying the input / output power of the battery by the electrical value coefficient. The prime mover for driving the vehicle is controlled so that the equivalent fuel consumption up to the time point is minimized or less than a predetermined value.

  The control device further uses a virtual vehicle model that simulates the hybrid vehicle to integrate the input / output power of the battery when virtually traveling along the route from the start point to the end point according to a predetermined travel pattern, or the end point An electric value coefficient calculation unit for calculating the electric charge coefficient of the battery at the end point, calculating an electric value coefficient of a fixed value at which the electric power accumulation amount or the electric charge amount at the end point is within the target range, and an object from the starting point A travel pattern setting unit that sets a travel pattern based on at least one of a road gradient of a travel route to a point and a vehicle speed change pattern in travel on the travel route, and an electrical value coefficient setting unit that sets an electrical value coefficient related to the travel route Have.

  The electric value coefficient setting unit sets the starting point of the operation route as the start point and the destination point as the end point, and uses the electric value coefficient calculation unit that applies the driving pattern set for the operation route, from the set start point to the end point. The electric value coefficient of this section is obtained, and the amount of electricity stored in the running battery is obtained based on the input / output power of the battery.If the amount of electricity stored in the battery falls within the predetermined use range, the electric value coefficient at this time is If the electricity value coefficient of the section is determined and the battery charge amount does not fall within the usage range, the operation route is divided, and the battery charge amount is kept within the predetermined range for each divided section. An electric value coefficient is determined using a coefficient calculation unit.

  The division of the operation route can be performed based on the point where the stored amount of the battery battery obtained by the virtual traveling is maximized or minimized.

  First, while the deviation from the usage range of the storage amount continues, the storage amount maximum / minimum point at which the storage amount of the battery is maximum or minimum is reset as the end point of the section, and the reset end point power The target range of the integrated value or the storage amount is reset to a value corresponding to the upper limit value or the lower limit value of the battery storage amount. The target range of the accumulated power amount or the charged amount is set corresponding to the upper limit value of the charged amount of the battery at the point where the charged amount of the battery is maximum, and the battery is charged at the point where the charged amount of the battery is minimum. Is set corresponding to the lower limit value of the amount of electricity stored. In the section from the already set start point to the reset end point, apply the reset power accumulation amount or the target range of the stored electricity amount, and again determine the electric value coefficient using the electric value coefficient calculation unit. The electric value coefficient is determined as the electric value coefficient of the reset section.

  Next, the maximum / minimum storage amount set as the end point is set as the start point again, the destination point is set as the end point, and the process of determining the electric value coefficient is repeated. In the section from the reset start point to the destination point, if the amount of electricity stored in the battery falls within the usage range, the electric value coefficient used at this time is determined as the electric value coefficient of the section. The electric value coefficient is determined in the same way as described above in the section up to the point where the amount of power storage is maximized or minimized.

  Another aspect of the present invention relates to a method for determining an electrical value coefficient used to convert battery input / output power into fuel consumption in control of a hybrid vehicle power plant. The electrical value coefficient is calculated based on the fuel consumption of the internal combustion engine and the converted fuel consumption obtained by converting the input / output power of the battery into the fuel consumption by multiplying the input / output power of the battery by the electrical value coefficient. It is used when controlling the motor for driving the vehicle so as to reduce the equivalent fuel consumption up to the time of calculation.

  The method uses a virtual vehicle model that simulates the hybrid vehicle, and integrates the input / output power of the battery when virtually traveling the route from the start point to the end point according to a predetermined travel pattern, or the battery at the end point. An electric value coefficient calculating step of calculating a fixed value electric value coefficient at which the accumulated electric power amount or the charged amount at the end point is within the target range as an electric value coefficient of the route, and from the starting point to the destination point A driving pattern setting step for setting a driving pattern based on at least one of a road gradient of the driving route and a vehicle speed change pattern in driving on the driving route, and an electric value coefficient setting step for setting an electric value factor related to the driving route. Have.

  The electric value coefficient setting process was set according to the start point / end point setting process in which the starting point of the operation route is set as the start point and the destination point is set as the end point, and the electric value coefficient calculation step in which the driving pattern set for the operation route is applied. Obtain the electrical value coefficient of the section from the start point to the end point, and further determine the charged amount of the running battery based on the input / output power of the battery, and if the charged amount of the battery falls within the predetermined usage range, the electric value at this time The coefficient is determined to be the electric value coefficient of the section, and the setting of the electric value coefficient is completed. In the first electric value coefficient determining step, and in the first electric value coefficient determining step, the charged amount of the battery must be within the use range. For example, the maximum / minimum point of storage amount where the storage amount reaches the maximum value or minimum value while the deviation from the usage range of the storage amount continues is reset to the end point and reset Set the target range of the accumulated power amount or stored amount at the point to the range corresponding to the upper limit value or lower limit value of the stored amount of battery, and then reset the end point from the set start point according to the electric value coefficient calculation process A second electric value coefficient determination step of determining the electric value coefficient of the reset section until and determining the obtained electric value coefficient as the electric value coefficient of the reset section; A start point / end point resetting step that sets the end point and shifts to the first electric value coefficient determination step.

  According to the present invention, it is possible to reduce the calculation load by handling the electrical value coefficient as a fixed value. In addition, the amount of electricity stored in the battery can be set between a predetermined upper limit value and lower limit value.

It is a principal part block diagram of the vehicle which concerns on this embodiment. It is a figure which illustrates the composition of the power integration division mechanism of vehicles concerning this embodiment. It is a figure which illustrates the functional block of the control apparatus which concerns on this embodiment. It is a figure which illustrates the detailed functional block of the operating point calculation part of this embodiment. It is a figure which illustrates a demand drive torque map. It is a figure which illustrates an internal combustion engine operating point map. It is a figure explaining the derivation process of optimal power Pe # opt. It is a figure explaining the division | segmentation of an operation route, and the setting of the electrical value coefficient K. FIG. It is a figure which shows the flow of the setting of the electrical value coefficient K. It is the figure which compared the control method and dynamic programming of this embodiment. It is the figure which compared the case where the control method of this embodiment, ie, the case where the electrical value coefficient K which changes for every section, was used, and the case where forced charge was performed using one electrical value coefficient K.

<Overall configuration>
FIG. 1 is a diagram illustrating a main configuration of a hybrid vehicle 10 according to the present embodiment. The hybrid vehicle 10 includes a power unit including an internal combustion engine 12 and two rotary electric machines 14 and 16 as a prime mover for driving the vehicle, a battery 18 that transmits and receives electric power to and from the two rotary electric machines 14 and 16, 3 And a control device 20 for controlling the prime movers 12, 14, 16 and the battery 18. In addition, the thin line in FIG. 1 represents the signal line.

  One rotating electrical machine 14 is driven mainly by the internal combustion engine 12 to generate power. This rotating electrical machine 14 is referred to as a first rotating electrical machine 14. The other rotating electrical machine 16 mainly drives the vehicle. This rotating electrical machine 16 is referred to as a second rotating electrical machine 16. The second rotating electrical machine 16 also performs regenerative power generation using the vehicle inertia. The regenerated electric power is charged in the battery 18. The hybrid vehicle 10 is capable of HV traveling that travels by appropriately using the power of the internal combustion engine 12 and the first and second rotating electrical machines 14 and 16 and EV traveling that travels by the power of the second rotating electrical machine 16.

  The power unit includes a power integrated dividing mechanism 22 that integrates and divides the power of the three prime movers 12, 14, and 16. The power generated by the power unit is output from the power integrated splitting mechanism 22 and transmitted to the drive wheels 26 via the speed reducer 24 including the final speed reducer. The two rotating electrical machines 14 and 16 are connected to the battery 18 via the voltage converter 28 and the first and second inverters 30 and 32. When the two rotating electrical machines 14 and 16 operate as electric motors, the DC power from the battery 18 is boosted by the voltage converter 28, and further converted into three-phase AC power by the first and second inverters 30 and 32. To the rotating electrical machines 14 and 16 of the machine. When the two rotating electrical machines 14 and 16 operate as a generator, the generated three-phase AC power is converted into DC power by the first and second inverters 30 and 32, and is stepped down by the voltage converter 28 to be reduced. Is charged.

  When the amount of power stored in the battery 18 decreases, the first rotating electrical machine 14 is driven by the internal combustion engine 12 to generate power and charge the battery 18.

  FIG. 2 is a schematic diagram showing a schematic configuration of the power integrated splitting mechanism 22. The power integrated split mechanism 22 includes first and second planetary gear mechanisms 34 and 36. The rotor of the first rotating electrical machine 14 is coupled to the sun gear 34S of the first planetary gear mechanism 34, and the rotor of the second rotating electrical machine 16 is coupled to the ring gear 34R via the second planetary gear mechanism 36. The output shaft of the internal combustion engine 12 is coupled to a planetary carrier 34C that rotatably supports a planetary pinion 34P that meshes with the sun gear 34S and the ring gear 34R of the first planetary gear mechanism 34. The rotational speeds ωs, ωr, and ωc of the three elements (sun gear, ring gear, and planetary carrier) of the first planetary gear mechanism 34 have the following relationship (1). In the equation, ζ is a planetary gear ratio, and in the structure of the first planetary gear mechanism 34, is a ratio between the number of sun gear teeth zs and the number of ring gear teeth zr.

式（１）が示すように、２要素の回転速度が定まると、これらの回転速度に応じて他の１要素の回転速度が一意に定まる。

As shown in Equation (1), when the rotational speeds of the two elements are determined, the rotational speed of the other one element is uniquely determined according to these rotational speeds.

In the second planetary gear mechanism 36, the sun gear 36 </ b> S is coupled to the rotor of the second rotating electrical machine 16, and the ring gear 36 </ b> R is coupled to the ring gear 34 </ b> R of the first planetary gear mechanism 34 by the coupling sleeve 38. The ring gears 34R, 36R of the first and second planetary gear mechanisms 34, 36 are united by the coupling sleeve 38. A planetary carrier 36C that rotatably supports the planetary pinion 36P of the second planetary gear mechanism 36 is fixed. The relationship of the three elements of the second planetary gear mechanism 36 is set to ωc = 0 in the above equation (1), and the following equation (2) is obtained.
ωr = −ζωs (2)
Since the number of ring gear teeth zr is larger than the number of sun gear teeth zs, ζ <1, and the second planetary gear mechanism 36 decelerates the output of the second rotating electrical machine 16 and transmits it to the first planetary gear mechanism 34. . The second planetary gear mechanism 36 may not be provided, and the output of the second rotating electrical machine 16 may be transmitted directly to the first planetary gear mechanism 34, that is, without being decelerated.

  An output element, for example, an output gear, is provided on the coupling sleeve 38, from which the power of the power unit is transmitted to the drive wheel 26 via the speed reducer 24 and the transmission shaft.

  Returning to FIG. 1, the control device 20 will be described. The control device 20 controls the three prime movers, that is, the internal combustion engine 12 and the first and second rotating electric machines 14 and 16 to control the operation of the power unit of the hybrid vehicle 10. In response to a request regarding acceleration / deceleration of the driver, a request based on the state of the hybrid vehicle 10 such as the state of the battery 18 and the vehicle speed (vehicle speed), a request based on information regarding the route (route information 39), etc. The operating state of the prime movers 12, 14, and 16 is controlled.

  The driver's acceleration / deceleration request is acquired based on the amount of operation of the operation elements such as the accelerator pedal 40 and the brake pedal 42. The state of the battery 18 is detected by various sensors such as a battery voltage sensor 44 that detects a voltage between terminals of the battery 18, a battery temperature sensor 46 that detects the temperature of the battery 18, and a battery current sensor 48 that detects a current flowing through the battery 18. Obtained based on the value. In particular, by monitoring the voltage between the terminals of the battery 18 and the current flowing through the battery 18, the control device 20 grasps the storage amount of the battery 18 at that time. The vehicle speed is obtained on the basis of the vehicle speed sensor 50 that detects the rotational speed of the driving wheel 26 or an element that rotates at a constant speed with the driving wheel 26.

  The information regarding the route includes, for example, a road gradient, a speed limit, a traffic congestion state, and the like. The road gradient and the speed limit can be acquired from map information stored in a storage device mounted on the hybrid vehicle 10, for example. Moreover, you may acquire from the outside via an information communication network. The traffic congestion state regarding the route can also be acquired from the outside. Further, the speed when the vehicle actually travels is stored for a certain route, and information on the route may be acquired later based on the stored information.

  The control device 20 controls the prime movers 12, 14, and 16 based on the acquired request. The control device 20 acquires the rotational speed of the internal combustion engine 12 based on the output signal of the crank position sensor 52 in order to control the internal combustion engine 12. Information such as cooling water temperature and exhaust temperature is also acquired. The control device 20 controls the rotational speed and power of the internal combustion engine 12 by controlling the throttle valve opening, ignition timing, and fuel injection amount of the internal combustion engine 12.

  The control device 20 acquires the secondary side voltage of the voltage converter 28 by the secondary side voltage sensor 54 in order to control the first and second rotating electrical machines 14, 16, and the first and second rotating electrical machines 14. , 16 is acquired by the current sensors 56, 58, and the rotational speeds of the first and second rotating electrical machines 14, 16 are acquired by the resolvers 60, 62. The control device 20 performs on / off control of the first and second inverters 30 and 32 and the switching element of the voltage converter 28 based on the detection values of these sensors, thereby rotating the first and second rotating electrical machines 14 and 16. Controls the speed and output value.

<Outline of control device>
The control device 20 may be configured by a computer, and a central processing unit (CPU), a storage unit, and a device / sensor interface are connected to each other. Various functions are achieved by the control device 20 operating according to a predetermined program.

  FIG. 3 is a block diagram illustrating functions related to the present embodiment of the control device 20. The control device 20 functions as an operating point calculation unit 64, an electric value coefficient calculation unit 66, an electric value coefficient setting unit 68, and a travel pattern setting unit 70 by operating according to a predetermined program. Based on the driver's acceleration / deceleration request Acc and the vehicle speed Vc, the operating point calculation unit 64 operates the operating points of each prime mover, that is, the torque Te and rotational speed Ne of the internal combustion engine 12, and the torque Tg and rotational speed of the first rotating electrical machine 14. Ng, the torque Tm of the second rotating electrical machine 16 and the rotational speed Nm are calculated. The operating point is calculated so that the energy consumption combining the fuel consumption of the internal combustion engine 12 and the input / output power of the battery 18 is reduced. The operating point can be calculated so that, for example, the energy consumption is minimized or smaller than a predetermined value. In order to evaluate the input / output power of the battery 18 and the fuel consumption on the same scale, an electrical value coefficient K is introduced to convert the input / output power into the fuel consumption. The input / output power of the battery 18 is multiplied by the electrical value coefficient K to obtain a converted fuel consumption amount obtained by converting the input / output power into the fuel consumption amount.

  If the electric power generated in the region where the efficiency of the internal combustion engine 12 is inefficient is converted into the fuel consumption, the converted fuel consumption increases. On the other hand, the converted fuel consumption of the electric power generated in the region where the internal combustion engine 12 is efficient is small. In an extreme case, the converted fuel consumption of the electric power generated by regenerative braking is zero. Therefore, the electrical value coefficient K originally varies depending on the traveling state of the hybrid vehicle 10. However, calculating this coefficient each time increases the computational load. Therefore, in this control device 20, the electric value coefficient K is set in advance before traveling on a certain route, and when the vehicle is actually running, the electric value coefficient K is not calculated and the control of each prime mover is performed. I do.

  The electric value coefficient K is calculated and set in advance by the electric value coefficient calculation unit 66 and the electric value coefficient setting unit 68 according to the route before operating the route. The electrical value coefficient calculation unit 66 calculates an electrical value coefficient K for a certain section (from the start point to the end point). Based on the traveling pattern of the hybrid vehicle 10 in the target section, the vehicle travels virtually using the modeled hybrid vehicle 10, and the integrated amount of input / output power of the battery 18 in the section (hereinafter, the integrated power amount ΣPb). The electrical value coefficient K is calculated based on the above. For example, the electrical value coefficient K is calculated such that the integrated power amount ΣPb in the target section is 0 as a result of the virtual travel (that is, the power balance during the travel of the target section is 0). Further, the electric value coefficient K may be calculated as a value such that the charged amount S becomes a predetermined value at the end of traveling. In addition, the travel pattern of the target section is set by the travel pattern setting unit 70 based on information on road gradient, speed limit, traffic jam, and some or all of the past travel history. Furthermore, other information can be added and used. The travel pattern setting unit 70 may acquire information for setting a travel pattern from a storage device mounted on the hybrid vehicle 10 or may acquire information from the outside via wireless communication.

  The electric value coefficient setting unit 68 appropriately divides the route for one operation from the departure point to the destination point, and the electric value coefficient K calculated by the electric value coefficient calculation unit 66 for each divided section. Set as the electrical value coefficient K of the section. The division of the route is performed based on the storage amount S of the battery 18. An upper limit value Sup and a lower limit value Slow are set for the storage amount S of the battery 18, and the battery 18 is used between these values. A range between the upper limit value Sup and the lower limit value Slow is referred to as a usage range of the battery 18. Each prime mover is controlled so that the amount of stored electricity S is in the use range. In the virtual travel for calculating the electrical value coefficient K, the storage amount S during the virtual travel is also calculated. If the storage amount S deviates from the use range, the storage amount S is within the range where the deviation of the storage amount S continues. A point at which becomes the maximum value Smax or the minimum value Smin is defined as a point into which the section is divided. An electric value coefficient K is set for each of the divided sections, and each prime mover is controlled using the set electric value coefficient K in actual traveling.

<Operating point calculation>
FIG. 4 is a block diagram showing the function of the operating point calculation unit 64 in more detail. The operating point calculator 64 includes an internal combustion engine operating point calculator 72 that calculates the operating point of the internal combustion engine 12 and a rotating electrical machine operating point calculator 74 that calculates operating points of the first and second rotating electrical machines 14 and 16. Furthermore, a battery input / output power calculation unit 76 that calculates input / output power of the battery 18 based on the operating points of the first and second rotating electrical machines 14 and 16 is provided. The operating point determination unit 78 searches for the operating point of each of the prime movers 12, 14, and 16 where the equivalent fuel consumption is reduced, for example, and determines this operating point as an operating point as a control target in actual driving. . More specifically, the operating point determination unit 78 obtains the fuel consumption of the internal combustion engine from the operating point of the internal combustion engine 12, obtains the converted fuel consumption from the battery input / output power and the electric value coefficient K, and further calculates the fuel consumption. The equivalent fuel consumption is calculated by summing the amounts. Equivalent fuel consumption is obtained for each candidate operating point, and the operating point at which the equivalent fuel consumption is minimum among the candidates is set as the operating point of the control target. In addition, an operating point at which the equivalent fuel consumption is smaller than a predetermined value may be set as the operating point of the control target. Further, if such an operating point is not found, a candidate operating point can be set. Of these, the operating point at which the equivalent fuel consumption is minimized may be set as the operating point of the control target.

  The internal combustion engine operating point calculation unit 72 calculates the requested driving torque (hereinafter referred to as the required driving torque Tp) from the information of the acceleration / deceleration request Acc and the vehicle speed Vc. The requested drive torque Tp is stored in association with the acceleration / deceleration request Acc and the vehicle speed Vc, and the requested drive torque Tp is calculated with reference to this association. Information indicating such association between a plurality of variables is called a map, and a required drive torque map in which acceleration / deceleration request Acc, vehicle speed Vc and required drive torque Tp are associated with each other is required drive torque map storage unit 80. Is remembered. The required drive torque Tp is a torque on the coupling sleeve 38 that is an output element of the power plant.

  FIG. 5 is a diagram conceptually showing the required drive torque map. The vehicle speed Vc is taken on the horizontal axis, and the required drive torque Tp is taken on the vertical axis, and the value of the acceleration / deceleration request Acc is determined corresponding to the two-dimensional coordinates determined by the set of the vehicle speed Vc and the required drive torque Tp. In FIG. 5, curves Acc1 to Acc4 connecting acceleration / deceleration requests Acc of equal values are drawn. The upper right curve in the figure corresponds to a larger acceleration / deceleration request Acc. That is, the curve Acc2 requires a greater acceleration than the curve Acc1, and the curve Acc3 requires a greater acceleration than the curve Acc2. FIG. 5 shows a case where the required drive torque Tp is positive, and the acceleration / deceleration request Acc in this case is an acceleration request. The requested drive torque Tp is calculated, for example, when there is an acceleration / deceleration request indicated by a curve Acc3 during traveling at the vehicle speed Vc1, and the requested drive torque Tp1 corresponding to this set of variables is calculated.

  The internal combustion engine operating point calculation unit 72 calculates the operating point of the internal combustion engine, that is, the set of the torque Te and the rotational speed Ne, and the fuel consumption rate at the operating point. As will be described later, a plurality of operating points are calculated in order to select an optimal operating point (specifically, a fuel device that consumes less fuel as a whole). “#I” is added to the sign of each variable related to each operating point (operating point candidate) before selection. i is i = 1, 2,..., n, where n is the number of operating points to be selected. The fuel consumption rate is the fuel consumption per unit output.

  The operating point and fuel consumption rate of the internal combustion engine are calculated based on the internal combustion engine operating point map stored in the internal combustion engine operating point map storage unit 82. FIG. 6 is a diagram conceptually showing an internal combustion engine operating point map. The horizontal axis represents the rotational speed Ne of the internal combustion engine 12, and the vertical axis represents the torque Te of the internal combustion engine 12. One coordinate point of the two-dimensional coordinate system indicates one operating point of the internal combustion engine 12. For each operating point, the fuel consumption rate and the power Pe (output value) Pe at the operating point are associated. In the figure, equal power lines Pe1 to Pe3 connecting equal output values and equal fuel consumption rate lines fc1 to fc4 connecting equal fuel consumption rates are shown. The fuel consumption rate decreases in the order of fc1, fc2, fc3, and fc4. There is an operating point at which the fuel consumption rate is minimum on one isokinetic line, and the line connecting the operating points of each isomotive line is the optimal operating line.

  The internal combustion engine operating point calculation unit 72 calculates a plurality of operating points on the optimal operating line as operating point candidates, and further calculates a fuel consumption rate corresponding to each of these operating point candidates. The internal combustion engine operating point map is also a map that associates operating points on the optimal operating line with fuel consumption.

  The operating point candidates (Tg # i, Ng # i, Tm) of the first and second rotating electrical machines 14, 16 corresponding to the required driving torque Tp and the operating point candidates (Te # i, Ne # i) of the internal combustion engine 12. #i, Nm # i) is calculated by the rotating electrical machine operating point calculation unit 74. The rotating electrical machine operating point calculation unit 74 calculates operating point candidates based on the following equations (3) to (6) that represent the relationship between the torque of each element of the power integrated splitting mechanism 22 and the rotational speed.

式（３）中のρは第１遊星歯車機構３４の遊星歯車比（サンギア３４Ｓの歯数／リングギア３４Ｒの歯数）であり、Ｇrmは第２遊星歯車機構３６の減速比（リングギア３６Ｒの歯数／サンギア３６Ｓの歯数）である。式（６）中のＮpは結合スリーブ３８、つまり動力装置の出力要素の回転速度、Ｇrは減速機２４の総減速比、Ｒは駆動輪２６の動半径である。

In Expression (3), ρ is the planetary gear ratio of the first planetary gear mechanism 34 (the number of teeth of the sun gear 34S / the number of teeth of the ring gear 34R), and Grm is the reduction ratio (ring gear 36R of the second planetary gear mechanism 36). Of teeth / the number of teeth of the sun gear 36S). In the equation (6), Np is the rotational speed of the coupling sleeve 38, that is, the output element of the power unit, Gr is the total reduction ratio of the speed reducer 24, and R is the moving radius of the drive wheel 26.

  Expression (3) indicates that the torque Tm of the second rotating electrical machine 16 is determined by determining the required drive torque Tp and the torque Te of the internal combustion engine 12. That is, if the operating point candidate Te # i of the internal combustion engine 12 and the required driving torque Tp # i are introduced into the equation (3), the corresponding operating point candidate torque Tm # i of the second rotating electrical machine 16 is obtained. can get. Equation (4) shows the relationship between the torque Te of the internal combustion engine 12 and the torque Tg of the first rotating electrical machine 14, and if Te # i, which is an operating point candidate of the internal combustion engine 12, is introduced into the equation (4), Corresponding torque Tg # i of the operating point candidate of the first rotating electrical machine 14 is obtained.

  Since the rotational speed Np of the output element (the coupling sleeve 38) is uniquely determined when the vehicle speed Vc is determined (see equation (6)), it is associated with the required drive torque Tp according to the required drive torque map (FIG. 5). ing. Therefore, Ne # i of the operating point of the internal combustion engine 12 and the rotational speed Np # i of the output element corresponding to the required drive torque Tp # i are introduced into the equation (5), and the operating point candidates of the first rotating electrical machine 14 are introduced. The rotation speed Ng # i is obtained. The rotational speed Nm # i of the operating point candidate of the second rotating electrical machine 16 can be obtained from Expression (6).

  The electrical loss calculation unit 84 calculates the loss of the electrical system corresponding to the current operating state of the first and second rotating electrical machines 14 and 16. The loss of the electric system is a loss (copper loss or the like) in the first and second rotating electrical machines 14 and 16, and a conversion at the time of voltage conversion and DC / AC conversion between the battery 18 and the first and second rotating electrical machines 14 and 16. Including loss (switching loss, conduction loss, etc.). By applying the calculated operating point candidates (Tg # i, Ng # i; Tm # i, Nm # i), the electrical system when the first and second rotating electrical machines 14 and 16 are operated with the operating point candidates is used. Loss can be calculated.

  The battery input / output power calculation unit 76 calculates the input / output power Pb of the battery 18 according to the operation state of the first and second rotating electrical machines 14 and 16. If there is no loss, the power is input (charged) to the battery 18 if the power generation amount of the first and second rotating electrical machines 14 and 16 exceeds the power consumption. 18 is output (discharged). Since the input / output power of the rotating electrical machine is the product of the torque and the rotational speed, the input / output powers of the first and second rotating electrical machines 14 and 16 at the operating point are Tg # i × Ng # i, Tm # i × Nm. It can be calculated with #i. Then, the input / output power candidate Pmg # i of the first and second rotating electrical machines 14 and 16 is obtained by adding the electric system loss to the input / output power. Since the battery input / output power Pb is obtained by adding the charge / discharge loss Pb # loss of the battery 18 to the rotating electrical machine input / output power Pmg (Pb = Pmg + Pb # loss), Pb # i = Pmg # i + Pb # loss # i Become.

<Determining the operating point>
The operating point determination unit 78 searches for candidates for which the equivalent fuel consumption decreases, for example, the minimum among the operating point candidates of the internal combustion engine 12, the first and second rotating electrical machines 14 and 16, and selects the operating point candidates. Determine the operating point as the control target.

The operating point is determined using the evaluation function J shown in the following equation (7) stored in the evaluation function storage unit 86.

  In equation (7), fc (t) is the fuel consumption at time t, K × Pb (t) is the converted fuel consumption at time t, and the sum of these is the equivalent fuel consumption. The evaluation function J is an integrated value of the equivalent fuel consumption from the starting point (t = 0) of the route to the current time (t = ta). The electrical value coefficient K is a predetermined value. How to determine the electrical value coefficient K will be described in detail later.

  For each operating point candidate, the evaluation function J is calculated by applying the fuel consumption amount fc # i and the converted fuel consumption amount Pb # i to the equation (7). The operating point candidate of the internal combustion engine 12 at which the calculated evaluation function J is minimum is set as the optimal operating point, and based on the power of the internal combustion engine 12 at this time (hereinafter referred to as optimal power Pe # opt), the internal combustion engine 12 and the first and The second rotating electrical machines 14 and 16 are controlled. FIG. 7 shows the relationship of the evaluation function J with respect to the power of each operating point candidate of the internal combustion engine 12. The power of the internal combustion engine 12 that minimizes the evaluation function J is the optimum power Pe # opt at that time. Further, when the power of the internal combustion engine is 0, an evaluation function J in traveling using only the rotating electrical machine, so-called EV traveling is shown. The battery input / output power Pb # opt corresponding to the optimum power Pe # opt can be acquired.

  Further, since the battery input / output power Pb is given at each time point t, by integrating the battery input / output power Pb, an integrated power amount ΣPb that is an integrated value of the battery input / output power up to a certain time can be calculated. Further, if the initial value of the storage amount S of the battery 18 (the storage amount of t = 0) is known, the storage amount S of the battery 18 at each time point t can be calculated using the battery input / output power Pb. The integrated power amount ΣPb and the battery storage amount S are used to determine the electrical value coefficient K.

  As described above, the optimum power Pe # opt of the internal combustion engine 12 is calculated at each time point t, and the power plant is controlled based on this. Further, as described above, in the process of calculating the optimum power Pe # opt, the electric value coefficient K is a fixed value, and the calculation load is reduced compared to the case where the electric value coefficient K is handled as a variable.

<Calculation of electrical value coefficient K>
As described above, the electrical value coefficient K is originally a fluctuating value and is preferably changed according to the situation. Therefore, with respect to the route to be traveled in the future, the computer travels virtually in advance using the model of the hybrid vehicle 10 on the computer, and based on this, the electric value coefficient K suitable for this route is obtained. In this virtual travel, based on the above-described method for calculating and determining the operating point, the operating point of each prime mover 12, 14, 16 is determined to control the power unit. Electricity is used when a virtual running is performed using a certain electric value coefficient K and the electric value coefficient K at the time when the electric power integration amount ΣPb at the end of the driving reaches a predetermined target range or target value is actually run. The value coefficient is K. Alternatively, the electrical value coefficient K when the stored amount S of the battery 18 at the end of the travel is in a predetermined target range or target value is set as the electrical value coefficient K used when actually traveling. However, if the stored amount S of the battery 18 does not fall within a predetermined range during virtual traveling, the route is divided and the electric value coefficient K is recalculated. The route division and the recalculation of the electric value coefficient K will be described later.

  The electrical value coefficient calculation unit 66 sets a start point, an end point, and a travel pattern of a route (hereinafter referred to as a target section) that is a target of virtual travel. The travel pattern is set based on an expected vehicle speed and travel resistance when traveling in the target section. Specifically, it is set from information on the road gradient, speed limit, and traffic jam of the target section. The accumulated power amount ΣPb at the end point when traveling in the target section according to the set travel pattern is acquired. As described above, since the operating point calculation unit 64 calculates the battery input / output power Pb at each time point t, the power integration amount ΣPb can be calculated by integrating the battery input / output power Pb.

  It is determined whether the integrated power amount ΣPb when the end point of the target section is reached is within a predetermined target range. The target range can be set to 0 or a predetermined range that can be regarded as 0, for example. A power accumulated amount ΣPb of 0 at the end point of the target section indicates that the battery storage amount S after traveling in the target section is the same as before traveling. If the integrated power amount ΣPb does not fall within the target range at the end point of the target section, the previous electric value coefficient K is changed, and the virtual electric drive is performed again using the changed electric value coefficient K. Repeat until the integrated amount ΣPb reaches the target range. When the integrated power amount ΣPb falls within the target range, the electrical value coefficient K used for the calculation is provisionally determined as the electrical value coefficient K that is actually used. Further, instead of the integrated power amount ΣPb, the electrical value coefficient K may be determined using the storage amount S of the battery 18 at the end point.

<Setting of electric value coefficient K (division of route, recalculation of electric value coefficient K)>
In the calculation of the electrical value coefficient K described above, since the determination is based on the integrated power amount ΣPb or the stored amount S at the end point of the target section, the stored amount S of the battery 18 at the end point can be controlled. However, even if the charged amount S is in the usage range at the end point of the target section, it is not always in the usage range in the middle of the target section. The electrical value coefficient setting unit 68 sets the electrical value coefficient K so that the battery 18 is used within the usage range of the charged amount even during traveling in the target section.

  The electrical value coefficient setting unit 68 sets a travel pattern of a route from the departure point to the destination point (hereinafter referred to as an operation route). The traveling pattern is set based on the speed when traveling in the target section and the traveling resistance. Specifically, for example, it is set based on some or all of the information regarding the road gradient, speed limit, and traffic jam of the target section.

  The electrical value coefficient setting unit 68 uses the electrical value coefficient calculation unit 66 to calculate the electrical value coefficient K when traveling on the operation route. Specifically, the above-described electric value coefficient K is calculated by the electric value coefficient calculation unit 66 using the starting point as the starting point, the destination point as the end point, and the operation route as the target section. In parallel, the electrical value coefficient setting unit 68 acquires the storage amount S of the battery 18 at each time point t, and monitors the storage amount S.

  FIG. 8 is a diagram illustrating an example of a change in the storage amount S when the travel route is virtually traveled. A change in the amount of stored electricity S when the entire operation route is the target route in the calculation of the electric value coefficient is shown by a broken line in FIG. An upper limit value Sup and a lower limit value Slow of the charged amount are set, and the charged amount is the median value of the usage range at the operation start time (t = 0). In this example, as shown in FIG. 8A, the storage amount S reaches the storage amount upper limit value Sup at time t1, then exceeds the upper limit value Sup, reaches the maximum value Smax at time point t2, and is used until time point t3. The out-of-range condition continues. If the stored amount S does not fall within the use range, the electrical value coefficient setting unit 68 discards the provisionally calculated electrical value coefficient K. Then, after the storage amount S deviates from the use range, the maximum storage amount point that is a point on the operation route corresponding to the time point t2 when the storage amount S reaches the maximum (Smax) while the deviation continues. Is used as an end point, and the electric value coefficient K is recalculated with a part of the operation route as the target section (first section). Thereby, an operation route is divided | segmented by the electrical storage amount largest point. In the recalculation, the starting point remains the previous point, that is, the starting point, and the previous traveling pattern is used. The target value of the recalculated power integration amount ΣPb is set to a predetermined range that can be regarded as the storage amount upper limit value Sup or the storage amount upper limit value Sup. In the recalculation when the storage amount S exceeds the lower limit value Slow, the target value of the integrated power amount ΣPb is set to a predetermined range that can be regarded as the storage amount lower limit value Slow or the storage amount lower limit value Slow. The electric value coefficient K is calculated by using the electric value coefficient calculating unit 66 for the target section newly set and the target value of the integrated power amount ΣPb, and this value is set as the electric value coefficient K1 of the first period. . A change in the amount of stored electricity S obtained by recalculation is indicated by a solid line.

  Next, as shown in FIG. 8 (b), an end section (corresponding to the time t2) of the first section is set as a start point, and a target section is set with the destination point of the operation route as an end point. The electrical value coefficient K is provisionally calculated using the electrical value coefficient calculation unit 66. The target value of the integrated power amount ΣPb at this time is a value at which the integrated power amount ΣPb from the departure point is zero. The change in the amount of stored electricity S at this time is indicated by a broken line. If the stored amount S of the battery 18 falls within the usage range in this section, this section is set as the second section, and the electric value coefficient K calculated at this time is set as the electric value coefficient K2 in the second section. FIG. 8B shows a case where the stored amount S of the battery 18 does not fall within the use range when the section to the destination point of the operation route is targeted. The storage amount S exceeds (below) the storage amount lower limit Slow at time t4. In this case, the provisionally calculated electrical value coefficient K is discarded. Then, after the storage amount S deviates from the use range, the end point is the storage amount minimum point that is the point on the operation route corresponding to the time t5 when the storage amount S becomes the minimum (Smin) while the departure continues. Then, the electric value coefficient K is recalculated with a part of the operation route as the target section (second section). Thereby, an operation route is divided | segmented by the electrical storage amount minimum point. In the recalculation, the start point remains the end point of the first section, and the previous travel pattern is used. The target value of the recalculated power integration amount ΣPb is set to a predetermined range that can be regarded as the storage amount lower limit value Slow or the storage amount lower limit value Slow. The electric value coefficient K is calculated using the electric value coefficient calculating unit 66 for the target section newly set and the target value of the integrated power amount ΣPb, and this value is determined as the electric value coefficient K2 of the second section. . A change in the amount of stored electricity S obtained by recalculation is shown by a solid line in FIG. When the above is repeated and the electric value coefficient K is determined over the entire operation route, the setting of the electric value coefficient K is terminated. In the case of the example in FIG. 8B, when the next section with the end point as the destination point is targeted, the storage amount S falls within the use range, and the section need not be subdivided. That is, the end point reaches the destination point, and with this, the setting of the electrical value coefficient K is finished.

  In actual running, the operating point is determined by the operating point calculator 64 using the electrical value coefficients K1, K2, and K3 determined for each section, and the power unit is controlled to operate. Within each section, the electric value coefficient K is a fixed value determined corresponding to the section.

  In the setting of the electric value coefficient K described above, the integrated power amount ΣPb is set as a target physical amount at the end point of the target section, but instead of this, the charged amount S of the battery 18 may be adopted. When the electrical value coefficient K is tentatively calculated, the target value of the storage amount S is set to a predetermined value, for example, the median value of the use range, and the storage amount S does not fall within the use range, and the section needs to be divided. Sometimes, the target value of the charged amount S is set to the upper limit value Sup or the lower limit value Slow.

<Overall Flow of Setting Electric Value Coefficient K>
FIG. 9 is a diagram showing a flow of processing relating to the setting of the electrical value coefficient K. First, a departure point, a destination point, and an operation route are set (S100). The start point, the destination point, and the operation route can be input by the user of the hybrid vehicle 10. In addition, the departure point and the destination point may be input by the user, and the operation route may be set by a route guidance device or the like. A travel pattern for traveling along the travel route is set (S102). The travel pattern is set based on information on the road gradient, speed limit, and traffic jam of the target section. The road gradient and the speed limit can be acquired using map information stored in the route guidance device or acquired from the outside via an information communication network. Moreover, the information regarding the traffic jam may be prediction information based on past information or information indicating the current situation, and these can be acquired from the outside.

  Next, a target section that is a calculation target of the electric value coefficient K in the operation route, and an integrated power amount ΣPb are set (S104). The target section is set by setting the start point and end point of the section. As the starting point, the first setting for a certain route is the departure point, and the next point is the end point of the previous target section. The end point is always set to the destination point. The accumulated power amount ΣPb is set so that the accumulated value from the departure point becomes 0, that is, the accumulated amount S when arriving at the destination point is the same as the accumulated amount S at the departure point. Further, the set value of the power integration amount ΣPb is not limited to 0, and may be set to be within a predetermined range. For the set target section, traveling is simulated to calculate an electric value coefficient K and a storage amount S (S106). It is determined whether or not the storage amount S calculated while traveling in the target section falls within the use range (S108). If so, the electrical value coefficient K calculated in step S106 is set as the electrical value coefficient K of this section. (S110).

If it is determined in step S108 that the charged amount S does not fall within the use range, the target section is reset (S112). Specifically, the end point of the target section is determined at a point where the storage amount S becomes the maximum Smax or the minimum Smin while the departure continues after the storage amount S first deviates from the use range. The electric power integration amount ΣPb is determined based on the storage amount upper limit value Sup and the storage amount lower limit value Slow. Specifically, the integrated power amount ΣPb is set as a difference between the storage amount upper limit value Sup or the storage amount lower limit value Slow and the storage amount S (0) at the start point. After the setting, the process proceeds to step S106, and the electric value coefficient K is recalculated using the newly set end point and the integrated power amount ΣPb. At this time, the previously set start point is maintained. In this recalculation, since the stored electricity amount S falls within the usage range, an affirmative determination is made in step S108, the process proceeds to step S110, and the recalculated electric value coefficient K is used as the electric value coefficient K of the section into which the electric charge coefficient K is divided. Is set.

  Next, it is determined whether the end point of the section set immediately before is the destination point (S114). If the end point is the destination point, since the setting of the electric value coefficient K has been completed over the entire operation route, the processing is ended. On the other hand, if the end point has not reached the destination point, the process proceeds to step S104. In step S104, the end point of the previous target section is set as the start point, and the destination point is set as the end point again. Thereby, the remaining part of the operation route becomes the target section. The integrated power amount ΣPb is also set to the initial zero. For this remaining section, steps S106 to S114 are repeated as described above until the end point reaches the destination point.

  As the physical quantity of the target value in steps S104 and S110, the storage amount S can be adopted instead of the integrated power amount ΣPb. When the storage amount S is adopted, the target value in step S104 can be, for example, the median value of the usage range of the storage amount S, and the target value in step S110 is, for example, the upper limit value Sup or the lower limit value Slow of the storage amount. It can be.

<Example>
FIG. 10 is a diagram comparing the control method of this embodiment and the dynamic programming method. In dynamic programming, a solution obtained to minimize fuel consumption is shown. (A) is a figure which shows a driving | running | working pattern, and the change of the speed of the vehicle at the time of drive | working the downhill of 1% of gradient is shown after driving | running | working on a traffic congestion area (flat road). (B) is a figure which shows the change of the electrical storage amount S of the battery 18, and when a solid line uses the control method of this embodiment, a broken line shows the electrical storage amount S when a dynamic programming method is used. (C) is a figure which shows fuel consumption, and when a solid line uses the control method of this embodiment, a broken line shows the electrical storage amount when a dynamic programming method is used.

  At the time of departure (t = 0), the storage amount S is the upper limit value Sup, and is almost the lower limit value Slow at the time when the downhill section starts in both the control method and the dynamic programming method of this embodiment. Thereby, the electric power generated at the time of traveling downhill can be regenerated effectively. As for the fuel consumption, it can be seen that the control method of this embodiment can obtain almost the same result as the dynamic programming.

  FIG. 11 shows a control method according to the present embodiment, that is, when an operation route is divided and an electric value coefficient K set for each divided section is used, and one electric value coefficient K is used for the entire operation route. It is the figure which compared the case. (A) is a figure which shows a driving | running | working pattern and is the same as that of FIG. (B) is a figure which shows the change of the electrical storage amount S of the battery 18, (c) is a figure which shows an equivalent fuel consumption.

  In (b) and (c), the solid line shows the control method of this embodiment, that is, the case where the operation route is divided and the control using the electric value coefficient K set for each divided section is performed. Yes. A broken line indicates a control that uses one electrical value coefficient K and performs forced charging after the storage amount S reaches the lower limit Slow. In the figure, in the range indicated by C 1 and C 2, forced charging, that is, the first rotating electrical machine 14 is driven by the internal combustion engine 12 to generate power, and the battery 18 is charged. When performing forced charging, the internal combustion engine 12 is not always operated under a condition where the efficiency, that is, the fuel consumption rate is good, and when it is operated under a condition where the efficiency is poor, the fuel consumption rate of the entire operation route is increased. It can happen. As shown in (c), in this example, when forced charging is performed at the end of operation, the equivalent fuel consumption increases by about 10%. Therefore, according to the control of the present embodiment, the chance that the charged amount S deviates from the use range (below the lower limit value Slow) is reduced, the opportunity for forced charging is reduced, and the deterioration of fuel consumption is suppressed.

  DESCRIPTION OF SYMBOLS 10 Hybrid vehicle, 12 Internal combustion engine, 14 1st rotary electric machine, 16 2nd rotary electric machine, 18 Battery, 20 Control apparatus, 22 Power integrated division mechanism, 24 Reduction gear, 26 Drive wheel, 28 Voltage converter, 30 1st inverter , 32 2nd inverter, 34 1st planetary gear mechanism, 36 2nd planetary gear mechanism, 38 coupling sleeve, 39 path information, 40 accelerator pedal, 42 brake pedal, 44 battery voltage sensor, 48 battery current sensor, 50 vehicle speed sensor, 52 Crank Position Sensor, 54 Secondary Voltage Sensor, 56, 58 Current Sensor, 60, 62 Resolver, 64 Operating Point Calculation Unit, 66 Electric Value Coefficient Calculation Unit, 68 Electric Value Coefficient Setting Unit, 70 Travel Pattern Setting Unit, 72 Internal combustion engine operating point calculator, 74 Rotating electrical machine operating point calculator, 76 bar Battery input / output power calculation unit, 78 operation point determination unit, 80 required driving force map storage unit, 82 internal combustion engine operation point map storage unit, 84 electric system loss calculation unit, 86 evaluation function storage unit.

It is a principal part block diagram of the vehicle which concerns on this embodiment. It is a figure which illustrates the composition of the power integration division mechanism of vehicles concerning this embodiment. It is a figure which illustrates the functional block of the control apparatus which concerns on this embodiment. It is a figure which illustrates the detailed functional block of the operating point calculation part of this embodiment. It is a figure which illustrates a demand drive torque map. It is a figure which illustrates an internal combustion engine operating point map. It is a figure explaining the derivation process of optimal power Pe_opt. It is a figure explaining the division | segmentation of an operation route, and the setting of the electrical value coefficient K. FIG. It is a figure which shows the flow of the setting of the electrical value coefficient K. It is the figure which compared the control method and dynamic programming of this embodiment. It is the figure which compared the case where the control method of this embodiment, ie, the case where the electrical value coefficient K which changes for every section, was used, and the case where forced charge was performed using one electrical value coefficient K.

  The internal combustion engine operating point calculation unit 72 calculates the operating point of the internal combustion engine, that is, the set of the torque Te and the rotational speed Ne, and the fuel consumption rate at the operating point. As will be described later, a plurality of operating points are calculated in order to select an optimal operating point (specifically, a fuel device that consumes less fuel as a whole). Each variable related to each operating point (operating point candidate) before selection is given a symbol “_i”. i is i = 1, 2,..., n, where n is the number of operating points to be selected. The fuel consumption rate is the fuel consumption per unit output.

  The operating point candidates (Tg_i, Ng_i, Tm_i, Nm_i) of the first and second rotating electrical machines 14 and 16 corresponding to the required driving torque Tp and the operating point candidates (Te_i, Ne_i) of the internal combustion engine 12 are the rotating electrical machine operating points. Calculated by the calculation unit 74. The rotating electrical machine operating point calculation unit 74 calculates operating point candidates based on the following equations (3) to (6) that represent the relationship between the torque of each element of the power integrated splitting mechanism 22 and the rotational speed.

  Expression (3) indicates that the torque Tm of the second rotating electrical machine 16 is determined by determining the required drive torque Tp and the torque Te of the internal combustion engine 12. That is, if the operating point candidate Te_i of the internal combustion engine 12 and the required drive torque Tp_i are introduced into the equation (3), the corresponding operating point candidate torque Tm_i of the second rotating electrical machine 16 can be obtained. Equation (4) shows the relationship between the torque Te of the internal combustion engine 12 and the torque Tg of the first rotating electrical machine 14. If Te_i, which is an operating point candidate of the internal combustion engine 12, is introduced into the equation (4), The corresponding torque Tg_i of the operating point candidate of the first rotating electrical machine 14 is obtained.

  Since the rotational speed Np of the output element (the coupling sleeve 38) is uniquely determined when the vehicle speed Vc is determined (see equation (6)), it is associated with the required drive torque Tp according to the required drive torque map (FIG. 5). ing. Therefore, Ne_i of the operating point of the internal combustion engine 12 and the rotational speed Np_i of the output element corresponding to the required driving torque Tp_i are introduced into the equation (5) to obtain the rotational speed Ng_i of the operating point candidate of the first rotating electrical machine 14. It is done. The rotational speed Nm_i of the operating point candidate of the second rotating electrical machine 16 can be obtained from Expression (6).

  The electrical loss calculation unit 84 calculates the loss of the electrical system corresponding to the current operating state of the first and second rotating electrical machines 14 and 16. The loss of the electric system is a loss (copper loss or the like) in the first and second rotating electrical machines 14 and 16, and a conversion at the time of voltage conversion and DC / AC conversion between the battery 18 and the first and second rotating electrical machines 14 and 16. Including loss (switching loss, conduction loss, etc.). By applying the calculated operating point candidates (Tg_i, Ng_i; Tm_i, Nm_i), it is possible to calculate the loss of the electric system when the first and second rotating electrical machines 14 and 16 are operated with the operating point candidates.

  The battery input / output power calculation unit 76 calculates the input / output power Pb of the battery 18 according to the operation state of the first and second rotating electrical machines 14 and 16. If there is no loss, the power is input (charged) to the battery 18 if the power generation amount of the first and second rotating electrical machines 14 and 16 exceeds the power consumption. 18 is output (discharged). Since the input / output power of the rotating electrical machine is the product of the torque and the rotational speed, the input / output power of the first and second rotating electrical machines 14 and 16 at the operating point can be calculated as Tg_i × Ng_i and Tm_i × Nm_i. . Then, the input / output power candidate Pmg_i of the first and second rotating electrical machines 14 and 16 is obtained by adding the electric system loss to the input / output power. Since the battery input / output power Pb is obtained by adding the charge / discharge loss Pb_loss of the battery 18 to the rotating electrical machine input / output power Pmg (Pb = Pmg + Pb_loss), Pb_i = Pmg_i + Pb_loss_i.

  For each operating point candidate, the evaluation function J is calculated by applying the fuel consumption fc_i and the converted fuel consumption Pb_i to the equation (7). The operating point candidate of the internal combustion engine 12 that minimizes the calculated evaluation function J is set as the optimal operating point, and the internal combustion engine 12 and the first and second internal combustion engines 12 are based on the power of the internal combustion engine 12 at this time (hereinafter referred to as optimal power Pe_opt). The rotary electric machines 14 and 16 are controlled. FIG. 7 shows the relationship of the evaluation function J with respect to the power of each operating point candidate of the internal combustion engine 12. The power of the internal combustion engine 12 that minimizes the evaluation function J is the optimal power Pe_opt at that time. Further, when the power of the internal combustion engine is 0, an evaluation function J in traveling using only the rotating electrical machine, so-called EV traveling is shown. The battery input / output power Pb_opt corresponding to the optimum power Pe_opt can be acquired.

  As described above, the optimum power Pe_opt of the internal combustion engine 12 is calculated at each time point t, and the power plant is controlled based on this. Further, as described above, in the process of calculating the optimum power Pe_opt, the electrical value coefficient K is a fixed value, and the calculation load is reduced compared to the case where the electrical value coefficient K is handled as a variable.

Claims (3)

A control device for a power device of a hybrid vehicle comprising an internal combustion engine and a rotating electric machine as a vehicle driving prime mover, and a battery that transmits and receives electric power between the rotating electric machine,
The control device is calculated based on the fuel consumption of the internal combustion engine and the converted fuel consumption obtained by converting the input / output power of the battery into the fuel consumption by multiplying the input / output power of the battery by the electrical value coefficient. Controlling the prime mover for driving the vehicle so that the equivalent fuel consumption up to the time is at a minimum or below a predetermined value,
The control device is further
Using the virtual vehicle model that simulates the hybrid vehicle, the accumulated power amount obtained by integrating the input / output power of the battery when the route from the start point to the end point is virtually traveled according to a predetermined travel pattern, or the storage amount of the battery at the end point. An electrical value coefficient calculator that calculates and calculates a fixed value electrical value coefficient at which the accumulated power amount or stored power amount at the end point is within the target range, as the electrical value coefficient of the path;
A travel pattern setting unit for setting a travel pattern based on at least one of a road gradient of a travel route from a departure point to a destination point and a vehicle speed change pattern in travel of the travel route;
An electric value coefficient setting unit for setting an electric value coefficient related to the operation route;
Have
The electrical value coefficient setting section
Set the start point of the route and the end point of the destination,
Using the electrical value coefficient calculation unit that applies the travel pattern set for the operation route, the electrical value coefficient of the section from the set start point to the end point is obtained, and the battery power storage during travel is based on the input / output power of the battery If the amount of electricity stored in the battery falls within a predetermined use range, the electrical value coefficient at this time is determined as the electrical value coefficient of the section,
If the amount of electricity stored in the battery does not fall within the usage range, the operation route is divided, and the electricity value coefficient is calculated using the electricity value coefficient calculation unit so that the amount of electricity stored in the battery falls within the usage range for each divided section. decide,
Control device. A control device for a power device of a hybrid vehicle comprising an internal combustion engine and a rotating electric machine as a vehicle driving prime mover, and a battery that transmits and receives electric power between the rotating electric machine,
The control device is calculated based on the fuel consumption of the internal combustion engine and the converted fuel consumption obtained by converting the input / output power of the battery into the fuel consumption by multiplying the input / output power of the battery by the electrical value coefficient. Controlling the prime mover for driving the vehicle so that the equivalent fuel consumption up to the time is at a minimum or below a predetermined value,
The control device further includes:
Using the virtual vehicle model that simulates the hybrid vehicle, the accumulated power amount obtained by integrating the input / output power of the battery when the route from the start point to the end point is virtually traveled according to a predetermined travel pattern, or the storage amount of the battery at the end point. An electrical value coefficient calculator that calculates and calculates a fixed value electrical value coefficient at which the accumulated power amount or stored power amount at the end point is within the target range, as the electrical value coefficient of the path;
A travel pattern setting unit for setting a travel pattern based on at least one of a road gradient of a travel route from a departure point to a destination point and a vehicle speed change pattern in travel of the travel route;
An electric value coefficient setting unit for setting an electric value coefficient related to the operation route;
Have
The electrical value coefficient setting section
Set the start point of the route and the end point of the destination,
Using the electrical value coefficient calculation unit that applies the travel pattern set for the operation route, the electrical value coefficient of the section from the set start point to the end point is obtained, and the battery power storage during travel is based on the input / output power of the battery If the amount of electricity stored in the battery falls within a predetermined use range, the electrical value coefficient at this time is determined as the electrical value coefficient of the section,
If the amount of electricity stored in the battery does not fall within the usage range, the maximum / minimum storage amount at which the storage amount reaches the maximum value or the minimum value while the deviation from the usage range continues continues to be set as the end point. The target range of the accumulated power amount or stored amount at the reset end point is set to a range corresponding to the upper limit value or lower limit value of the stored amount of battery, and the starting point set again using the electric value coefficient calculation unit To determine the electric value coefficient of the reset section from the reset to the end point, determine the determined electric value coefficient as the electric value coefficient of the reset section,
Set the maximum / minimum storage amount as the start point and the destination point as the end point, repeat the above determination process of the electrical value coefficient, and make sure that the storage amount of the battery running on the operation route is within a predetermined range. Set the value factor,
Control device. In control of a hybrid vehicle power unit including an internal combustion engine and a rotating electrical machine as a vehicle driving motor and a battery that transmits and receives power between the rotating electrical machine, input / output power of the battery is converted into fuel consumption. A method for determining an electrical value coefficient used for
The electrical value coefficient is calculated based on the fuel consumption of the internal combustion engine and the converted fuel consumption obtained by converting the input / output power of the battery into the fuel consumption by multiplying the input / output power of the battery by the electrical value coefficient. Used to control the vehicle driving prime mover so that the equivalent fuel consumption up to the time of calculation is the minimum or predetermined value,
The method is
Using the virtual vehicle model simulating the hybrid vehicle, the integrated power amount obtained by integrating the input / output power of the battery when the route from the start point to the end point is virtually traveled according to a predetermined travel pattern, or the battery charge amount at the end point An electric value coefficient calculation step of calculating a fixed value electric value coefficient at which the accumulated electric power amount or the charged amount at the end point is within the target range as an electric value coefficient of the route,
A driving pattern setting step for setting a driving pattern based on at least one of a road gradient of a driving route from a starting point to a destination point and a vehicle speed change pattern in driving on the driving route;
An electric value coefficient setting process for setting an electric value coefficient related to the operation route;
Have
The electric value coefficient setting process
A starting point / ending point setting process in which the starting point of the route is set as the starting point and the destination point is set as the ending point;
In accordance with the electric value coefficient calculation process applying the driving pattern set for the operation route, the electric value coefficient of the section from the set start point to the end point is obtained, and further, the charged amount of the battery during driving is calculated based on the input / output power of the battery. The first electric value coefficient determination step of determining the electric value coefficient at this time as the electric value coefficient of the section and ending the setting of the electric value coefficient when the stored amount of the battery is within a predetermined use range. When,
If the charged amount of the battery does not fall within the use range in the first electric value coefficient determination step, the stored amount maximum / minimum where the stored amount becomes the maximum value or the minimum value while the deviation from the use range of the stored amount continues. Resetting the minimum point as the end point, setting the target range of the accumulated power or the amount of stored electricity at the reset end point to a range corresponding to the upper limit or lower limit of the stored amount of battery, and again calculating the electric value coefficient A second electric value coefficient determining step for determining an electric value coefficient of a reset section from the set start point to the reset end point, and determining the calculated electric value coefficient as the electric value coefficient of the reset section; ,
A starting point / ending point resetting step in which the maximum / minimum amount of stored electricity is set as the starting point and the destination point is set as the ending point, and the process proceeds to the first electric value coefficient determining step;
Having
Method.

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