JP2020049987A - Control device of engine electric hybrid vehicle - Google Patents

Abstract

To provide an engine electric hybrid vehicle which is improved in the actual followability of an SOC with respect to an SOC center value change operation by a user.SOLUTION: A control device of an engine electric hybrid vehicle having a battery 200, an SOC detection part 201, and a rotating electric machine 190 for generating electricity by an output of an engine 1 comprises: a charge/discharge control part 220 for controlling charge and discharge on the basis of a map in which a discharge amount or a charge amount for making an SOC in a future of the battery approximate an SOC center value according to a current SOC is set; and an input part 221 inputted with a change operation of the SOC center value. As the map, the charge/discharge control part has a normal map and an SOC center value change map for use in the case that the change operation of the SOC center value is inputted, and in the SOC center value change map, a discharge amount or a charge amount with respect to a deviation amount of the SOC from the SOC center value becomes large with respect to the normal map.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a control device for an engine-electric hybrid vehicle.

The engine-electric hybrid vehicle has a motor that is a driving power source, and a battery that supplies power to the motor.
The battery is charged by electric power generated by driving the generator by the engine while the vehicle is running or stopped, or by electric power generated by the generator during deceleration.
The engine that drives the generator may itself be used as a driving power source, or the driving motor may be configured as a motor generator that also serves as a generator.

In the engine-electric hybrid vehicle, an SOC center value serving as a reference of SOC (State of Charge) control, which is an index indicating the remaining capacity of the high-voltage battery for traveling, is set, and the current SOC is higher than the SOC center value. In this case, so-called SOC center value control is performed, in which discharge (motor assist) is promoted, and when low, charge (power generation) is promoted.
By performing such SOC center value control, regenerative energy cannot be recovered during deceleration or downhill due to excessively high SOC, or motor assist cannot be performed due to lack of SOC during acceleration or uphill. Fuel economy and drivability of the vehicle can be prevented from deteriorating.
However, the optimum value of the SOC center value differs depending on the driving state of the vehicle. For example, when it is predicted that the vehicle will travel on an uphill road, the SOC center value is increased in advance in order to increase the assist amount by the motor. It is preferable to provide a margin for the amount of power that can be discharged.
On the other hand, if it is predicted that the vehicle will travel on a downhill road in the future, it is preferable to decrease the SOC center value in order to secure a battery capacity capable of sufficiently recovering regenerative energy.

As a prior art related to such a change of the SOC of the battery in the electric vehicle, for example, Patent Document 1 discloses a selection button operated by a driver or the like in order to suppress the deterioration of the battery according to the usage pattern of the user. The document describes that the change of the SOC control center value is selectively instructed to be enabled or disabled.
Patent Literature 2 describes that a user directly designates a control center SOC by using an SOC recovery switch so that the control center SOC becomes a value higher than the current SOC.
In Patent Document 3, the SOC center value in the initial motor generator maximum output setting map and the SOC width from when the motor output becomes zero to the maximum output are automatically updated, and a new motor generator maximum is output. It describes that an output set value map is set.
Patent Document 4 discloses that the SOC is converged as early as possible within a range in which hunting of the engine power is allowed, so that the larger the difference between the actual SOC and the control center SOC, the larger the absolute value of the charge / discharge amount. It describes that the discharge amount is set.

JP 2008-212262A JP-A-2005-77867 International Publication WO2014-080803 International publication WO2012-0660657 gazette

When the user performs a change operation of the SOC center value, for example, a power request value map in which a power request value of discharging or charging is set according to the actual SOC is changed so that only the SOC center value is simply changed. It is conceivable to shift and use the SOC in the increasing / decreasing direction.
However, in the normal power demand value map, the power demand values on the power generation side and the discharge side decrease near the SOC center value (see FIG. 3 described later), and it becomes difficult to perform both charging and discharging. In some cases, it takes a long time before the SOC actually reaches the SOC center value.
In this case, although the user has performed the operation of changing the SOC center value, since the SOC change to the set SOC center value is slow, there is a concern that the user may feel discomfort or dissatisfaction. .
In view of the above-described problems, an object of the present invention is to provide a control device for an engine-electric hybrid vehicle that has improved the ability to follow an actual SOC with respect to a user's operation of changing the SOC center value.

The present invention solves the above-mentioned problems by the following means.
The invention according to claim 1 is a battery that is charged with power for running the vehicle, an SOC detection unit that detects an SOC of the battery, an engine, and generates electric power that is charged in the battery by an output of the engine. A control device for an engine-electric hybrid vehicle including a rotating electric machine, wherein a discharge for bringing a future SOC of the battery closer to a predetermined SOC center value in accordance with a current SOC of the battery detected by the SOC detection unit. A charge / discharge control unit that controls charge / discharge of the battery based on a map in which an amount or a charge amount is set, and an input unit in which a change operation of the SOC center value is input, the charge / discharge control unit includes: The map includes a normal map and an SOC center value changing map used when an operation of changing the SOC center value is input. An engine characterized in that the map for changing the heart value is set so that the amount of discharge or the amount of charge when the amount of deviation of the SOC from the SOC center value is equal to the map for the normal is larger. It is a control device for an electric hybrid vehicle.
According to this, when the operation of changing the SOC center value is input, by using the SOC center value changing map in which the charge amount or the discharge amount is large when the deviation amount of the SOC from the SOC center value is equal. , The SOC can be quickly converged to the SOC center value, the ability to follow the change operation by the user can be improved, and the user can be prevented from feeling uncomfortable or uncomfortable.
The invention according to claim 2 is characterized in that the SOC center value changing map is used when the SOC center value is increased and changed, and the SOC changing value is set to be larger than the normal map. And at least one of a decrease change map, which is used when the SOC center value is decreased and changed and is set so that the discharge amount is larger than that of the normal map. A control device for an engine-electric hybrid vehicle according to claim 1.
According to this, the above-mentioned effect can be obtained reliably.

In the invention according to claim 3, the charge / discharge control unit is configured such that a time during which the SOC of the battery does not reach the changed SOC center value continues for a predetermined time or more after the operation of changing the SOC center value is input. 3. The control device for an engine-electric hybrid vehicle according to claim 1, wherein the SOC center value changing map is used only in the case. 4.
According to this, even when the normal map is used, if the SOC reaches the SOC center value in a short time, switching to the SOC center value changing map is not performed, so that the SOC center value can be quickly changed to the SOC center value. It is possible to prevent the user from feeling uncomfortable due to the sudden change of the SOC due to the excessive intervention of the control to converge.

In the invention according to claim 4, the charge / discharge control unit uses the SOC center value change map only when a deviation from the SOC center value after changing the SOC of the battery is larger than a predetermined threshold value. A control device for an engine-electric hybrid vehicle according to any one of claims 1 to 3, characterized in that:
According to this, the control for early convergence to the SOC center value is excessively performed by using the SOC center value change map only when the required amount of change in the SOC is large and it takes a long time to converge to the SOC center value. It is possible to prevent the user from feeling uncomfortable due to the sudden change of the SOC due to the intervention.

The invention according to claim 5 includes an uphill / downhill detecting unit that detects an uphill state or a downhill state of the vehicle, and the charge / discharge control unit detects the SOC when the uphill state or the downhill state is detected. The control device for an engine-electric hybrid vehicle according to any one of claims 1 to 4, wherein the normal map is used irrespective of an input of a center value changing operation.
According to this, power generation is performed with priority given to increasing the SOC to the SOC center value when traveling on an uphill road where assist should be performed, or the SOC to the SOC center value when traveling on a downhill road where recovery of regenerative energy should be performed. The reduction in fuel consumption is not prioritized, and regenerative power generation is not performed, so that drivability (ease of driving) and fuel efficiency are adversely affected, and unnatural SOC changes such as an increase in SOC when going uphill or a decrease in SOC when going downhill. User discomfort can be prevented.

The invention according to claim 6 is provided with an uphill / downhill detecting unit that detects an uphill state or a downhill state of the vehicle, and the charge / discharge control unit detects the SOC when the uphill state or the downhill state is detected. 5. The up / down hill map having a tendency that the discharge amount and the charge amount tend to be larger than the normal map, regardless of an input of a change operation of the center value. 6. A control device for an engine-electric hybrid vehicle according to claim 1.
According to this, the above-described effect can be further improved by using the uphill / downhill map in which assist during uphill or regenerative power generation during downhill is further promoted.

The invention according to claim 7, wherein the charge / discharge control unit uses the SOC center value changing map in response to the input of the SOC center value changing operation, and then causes the SOC of the battery to match the SOC center value. 7. The control of the engine-electric hybrid vehicle according to claim 1, wherein the control unit returns to the state using the normal map when a threshold value set adjacently is reached. 8. Device.
According to this, when the SOC converges at or near the SOC center value, it is possible to immediately return to the normal SOC control.

In the invention according to claim 8, the charge / discharge control unit uses the SOC center value changing map in response to the input of the SOC center value changing operation, and thereafter, the SOC of the battery matches the SOC center value. 7. The method according to claim 1, wherein when a state in which a threshold value set adjacently exceeds a predetermined time continues for a predetermined time or more, the state returns to a state in which the normal map is used. 8. Is a control device of the engine-electric hybrid vehicle.
According to this, when the SOC temporarily fluctuates greatly and reaches the SOC center value or the vicinity thereof, for example, during start-up, acceleration or the like, or regenerative power generation at the time of deceleration, the actual SOC becomes the SOC center. It is possible to prevent delay in reaching the SOC central value by returning to the normal SOC control even though the value has not reached the vicinity of the value.

  As described above, according to the present invention, it is possible to provide a control device for an engine-electric hybrid vehicle in which the actual SOC following performance of the SOC center value changing operation by the user is improved.

1 is a block diagram schematically showing a configuration of a vehicle having an embodiment of a control device for an engine-electric hybrid vehicle to which the present invention is applied. It is a figure which shows an example of the electric power requirement value map for normal use and the ascending / descending slope in the control apparatus of the engine electric hybrid vehicle of embodiment. It is a figure showing an example of an electric power demand value map for SOC central value change in a control device of an engine electric hybrid vehicle of an embodiment. It is a flowchart which shows the selection operation | movement of the electric power required value map of the control apparatus of the engine electric hybrid vehicle of embodiment.

Hereinafter, an embodiment of a control device for an engine-electric hybrid vehicle to which the present invention is applied will be described.
In the embodiment, the engine-electric hybrid vehicle is, for example, an automobile such as a passenger car.
FIG. 1 is a block diagram schematically illustrating a configuration of a vehicle having a control device for an engine-electric hybrid vehicle according to an embodiment.

  The vehicle includes an engine 1, an engine control unit (ECU) 100, a torque converter 110, an engine clutch 120, a forward / reverse switching unit 130, a variator 140, an output clutch 150, a front differential 160, a rear differential 170, a transfer clutch 180, and a motor generator 190. , A battery 200, a transmission control unit 210, a hybrid power train control unit 220, and the like.

The engine 1 is, for example, a four-stroke horizontally opposed four-cylinder direct injection (in-cylinder injection) gasoline engine mounted as a driving power source on an automobile such as a passenger car.
The output of the engine 1 is transmitted to driving wheels of the vehicle via a power transmission mechanism described later.

The engine control unit (ECU) 100 is a control device that controls the engine 1 and its accessories in a comprehensive manner.
The engine control unit 100 includes, for example, an information processing device such as a CPU, a storage device such as a RAM and a ROM, an input / output interface, and a bus connecting these components.
The engine control unit 100 controls the throttle valve so that the actual torque reaches the required torque, for example, according to the driver's accelerator operation or the required torque set based on the power generation request instructed by the hybrid power train control unit 220. The opening degree, fuel injection amount, fuel injection timing, ignition timing, valve timing, and the like are controlled.

Torque converter 110 is a fluid coupling that transmits the output of engine 1 to engine clutch 120.
The torque converter 110 has a function as a starting device capable of transmitting engine torque from a state where the vehicle is stopped.
The torque converter 110 is controlled by the transmission control unit 210, and includes a lock-up clutch (not shown) that directly connects the input side (impeller side) and the output side (turbine side).

The engine clutch 120 is provided between the torque converter 110 and the forward / reverse switching unit 130, and connects or disconnects a power transmission path therebetween.
Engine clutch 120 is disengaged in response to a command from transmission control unit 210, for example, in an EV traveling mode in which the vehicle travels only by the output of motor generator 190.

The forward / reverse switching unit 130 is provided between the engine clutch 120 and the variator 140, and is a forward mode in which the torque converter 110 is directly connected to the variator 140, and a reverse mode in which the rotational output of the torque converter 110 is reversed to be transmitted to the variator 140. The mode is switched in accordance with a command from the transmission control unit 210.
The forward / reverse switching unit 130 includes, for example, a planetary gear set and the like.

The variator 140 is a transmission mechanism that continuously changes the rotation output of the engine 1 and the rotation output of the motor generator 190 transmitted from the forward / reverse switching unit 130.
The variator 140 is, for example, a chain-type continuously variable transmission (CVT) having a primary pulley 141, a secondary pulley 142, a chain 143, and the like.
Primary pulley 141 is provided on the input side of variator 140 when the vehicle is driven (the output side when regenerative power is generated), and receives the rotation output of engine 1 and motor generator 190.
Secondary pulley 142 is provided on the output side of variator 140 when the vehicle is driven (the input side during regenerative power generation).
Secondary pulley 142 is rotatable about a rotation axis adjacent to primary pulley 141 and parallel to the rotation axis of primary pulley 141.
The chain 143 is formed in an annular shape, is wound around the primary pulley 141 and the secondary pulley 142, and transmits power therebetween.
The primary pulley 141 and the secondary pulley 142 each have a pair of sheaves that sandwich the chain 143, and change the effective diameter steplessly by changing the interval between the sheaves according to the shift control by the transmission control unit 210. It is possible.

The output clutch 150 is provided between the secondary pulley 142 of the variator 140, the front differential 160, and the transfer clutch 180, and connects or disconnects a power transmission path therebetween.
The output clutch 150 is normally connected when the vehicle is running, and is disconnected, for example, when the battery is charged by driving the motor generator 190 by the output of the engine 1 while the vehicle is stopped.

The front differential 160 transmits the driving force transmitted from the output clutch 150 to the left and right front wheels.
The front differential 160 includes a final reduction gear and a differential mechanism that absorbs a rotational speed difference between the left and right front wheels.
The output clutch 150 and the front differential 160 are directly connected.

The rear differential 170 transmits the driving force transmitted from the output clutch 150 to the left and right rear wheels.
The rear differential 170 includes a final reduction gear and a differential mechanism that absorbs a rotational speed difference between the left and right rear wheels.

The transfer clutch 180 is provided in the middle of a rear wheel driving force transmission mechanism that transmits driving force from the output clutch 150 to the rear differential 170, and connects or disconnects a power transmission path therebetween.
The transfer clutch 180 is, for example, a hydraulic or electromagnetic wet multi-plate clutch capable of continuously changing a fastening force (transmission torque capacity) at the time of connection.
The engagement force of transfer clutch 180 is controlled by transmission control unit 210.
The transfer clutch 180 can adjust the drive torque distribution between the front and rear wheels by changing the fastening force.
Further, the transfer clutch 180 reduces (releases) the engagement force when it is necessary to allow a difference in rotation speed between the front and rear wheels at the time of turning the vehicle, performing anti-lock control of the brake, performing vehicle behavior control, and the like. The difference in rotation speed is absorbed by slipping.

Motor generator 190 is a rotating electric machine that generates a driving force for the vehicle, performs regenerative power generation by torque transmitted from the wheel side during deceleration, and regenerates energy.
Further, motor generator 190 has a function of being driven by the output of engine 1 and generating power when the vehicle is running or stopped.
Motor generator 190 is provided concentrically (coaxially) with primary pulley 141 of variator 140.
Primary pulley 141 is connected to a rotor (not shown) of motor generator 190 via a rotating shaft.
As the motor generator 190, for example, a permanent magnet type synchronous motor is used.
The motor generator 190 is controlled by the hybrid power train control unit 220 to control the output torque during driving and the amount of regenerative energy (input torque) during regenerative power generation.

When driven, motor generator 190 receives power from battery 200 via inverter 191.
Inverter 191 converts DC power discharged from battery 200 into AC and supplies it to motor generator 190.
In the same unit as inverter 191, there is also provided an ACDC converter that converts AC power output from motor generator 190 at the time of power generation to DC and supplies it to battery 200.

Battery 200 is a secondary battery that supplies electric power to motor generator 190 via inverter 191 and is charged with electric power generated by motor generator 190.
As the battery 200, for example, a lithium ion battery, a nickel hydride battery, or the like can be used.
Battery 200 is, for example, a high-voltage battery having a rated voltage of about 300 V, and mainly outputs electric power for running the vehicle.
A low-voltage battery (not shown) having a rated voltage of, for example, about 12 V or 48 V is separately provided for driving various electrical components other than those for traveling, such as lights.

The battery 200 includes a battery control unit 201.
The battery control unit 201 has a function of detecting a voltage, an outputable current, a temperature, and a state of charge (SOC) of a battery cell in the battery 200.
The battery control unit 201 functions as an SOC detection unit according to the present invention.
The battery control unit 201 has a function of controlling a cooling device (not shown) so that the battery cells are maintained in an appropriate temperature range.

  The transmission control unit 210 comprehensively controls the lock-up clutch of the torque converter 110, the engine clutch 120, the forward / reverse switching unit 130, the variator 140, the output clutch 150, the transfer clutch 180, and the like.

Hybrid power train control unit 220 controls the output torque and power generation amount of motor generator 190 and also controls the charging and discharging of battery 200.
Hybrid power train control unit 220 sets the SOC center value of battery 200 and controls charging (generation of motor generator 190) and discharging (torque generation of motor generator 190) of battery 200 according to the SOC center value. And functions as a charge control unit according to the present invention.
The transmission control unit 210 and the hybrid power train control unit 220 are each configured to include information processing means such as a CPU, storage means such as a RAM and a ROM, an input / output interface, and a bus connecting these.
Further, the engine control unit 100, the transmission control unit 210, and the hybrid power train control unit 220 communicate with each other via, for example, a CAN communication system which is a kind of an in-vehicle LAN system, and can transmit necessary information. ing.

The input / output unit 221 and the uphill / downhill detecting unit 222 are connected to the hybrid power train control unit 220.
The input / output unit 221 can input various operations from a user such as a driver, for example, and can notify the user of various information from the hybrid power train control unit 220.
The input / output unit 221 includes, for example, an image display device of a touch panel type or the like.
The input / output unit 221 has a function of displaying information on the current SOC of the battery 200.
In addition, the input / output unit 221 functions as an input unit from which a user such as a driver inputs an operation for changing the SOC center value in the charge / discharge control of the battery 200. This will be described in detail below.

The uphill / downhill detecting unit 222 detects the gradient in the front-rear direction of the road surface on which the vehicle is currently traveling, and detects this when the vehicle is traveling on an uphill or downhill.
The uphill / downhill detecting unit 222 can be configured to include, for example, an acceleration sensor that detects the longitudinal acceleration of the vehicle body.
For example, in the case where acceleration in the front-rear direction is generated on the vehicle body even though the traveling speed (vehicle speed) of the vehicle is constant, it is determined that the vehicle is traveling on an uphill or downhill road. Can be determined.

Hereinafter, the charge / discharge control of the battery 200 in the vehicle having the control device for the engine-electric hybrid vehicle of the embodiment will be described in more detail.
The hybrid power train control unit 220 has a power demand value from which a range of a power demand value of a preferable discharge amount or charge amount for control of the battery 200 is read based on the current SOC of the battery 200 detected by the battery control unit 201. The assist amount or the power generation amount of motor generator 190 is controlled using the map.
The power demand value map is for reading out a power demand value at the time of discharging or charging for converging the SOC of the future battery 200 to a predetermined SOC center value.

FIG. 2 is a diagram illustrating an example of a power demand value map for a normal use and a demand for an uphill or downhill in the control device for an engine-electric hybrid vehicle according to the embodiment.
2, the horizontal axis represents the SOC of battery 200, and the vertical axis represents the required power value. (Same in FIG. 3 described later)
When the required power value is larger than 0, it means a state in which the battery 200 is to be discharged to perform assist or the like (torque generation) by the motor generator 190.
On the other hand, if the required power value is smaller than 0, it means that the motor generator 190 generates power and the battery 200 should be charged.
In a region where the SOC is larger than the SOC center value, the required power value is on the discharging side (upper axis of ordinate), and the absolute value thereof is set to increase as the SOC increases.
In a region where the SOC is smaller than the SOC central value, the required power value is on the charging side (downward on the vertical axis), and the absolute value thereof is set to increase as the SOC increases.
Further, in the SOC center value and the SOC range in the vicinity thereof, the required power value is set to, for example, a small value (including 0) which becomes substantially constant.
In this SOC range, the hybrid power train control unit 220 does not give priority to any of discharge and charge, and the current SOC is maintained unless there is discharge associated with assist or charge associated with regenerative power generation. ing.

In the required power value map, a predetermined hysteresis is provided for the required power value in order to avoid frequent increases and decreases in the required power value and complicated control.
Hybrid power train control unit 220 controls the assist amount (discharge side) or power generation amount (charge side) of motor generator 190 so as not to deviate as much as possible from between the hysteresis upper limit and the lower limit.
For example, when the SOC increases, the power demand value changes along the lower limit diagram, and thereafter, when the SOC starts decreasing, the power demand value remains unchanged while maintaining the power demand value. After moving to the left on the upper side and reaching the upper limit diagram, it changes along the upper limit diagram.
However, for example, when the required power value exceeds the maximum discharge amount and the maximum charge amount that are limited due to the performance of hardware such as the motor generator 190, the inverter 191, the battery 200, and the like, or when regenerative power generation is performed during braking of the vehicle As in the case where the driver's required torque is small and the assist should not be performed, there may be a case where the torque temporarily deviates from between the upper limit side and the lower limit side.

In the present embodiment, in addition to the normal power demand value map shown by the solid line and the dotted line (broken line), a power demand value map for uphill and downhill shown by the one-dot chain line and the two-dot chain line is provided.
In the power demand value map for ascending and descending slopes, when the amount of deviation of the SOC from the SOC center value is equal on both the charging side and the discharging side, the power demand value is compared with the power demand value map for normal use. The absolute value is set so as to be at least partially large, assisting when climbing a hill and regenerating when descending a hill are both promoted, and drivability and fuel efficiency when traveling on mountain roads are improved. ing.

Further, in this embodiment, an SOC center value changing map described below is provided.
FIG. 3 is a diagram illustrating an example of a power demand value map for changing the SOC center value in the control device for the engine-electric hybrid vehicle according to the embodiment.
FIG. 3 shows, as an example, a power demand value map in which a new SOC center value smaller than the current SOC is newly set and the SOC is reduced to the SOC center value early. The SOC center value change map (decrease change map) used when the SOC center value is changed downward has a larger discharge amount than the normal map, as described below.
As shown in FIG. 3, in the power demand value map for changing the SOC center value, in the discharge side area, the power demand value on the hysteresis upper limit side is larger than the power demand value map for normal use. Is set to
Also, the power requirement value on the hysteresis upper limit side has a power requirement value on the discharging side larger than the power requirement value map for normal use in the range including the SOC center value, and the power requirement value increases in accordance with the increase in the SOC. It is set to increase.
Due to such characteristics, in a state where the SOC is larger than the SOC center value, the discharge is actively promoted, and quickly decreases to the SOC center value and converges.
On the other hand, in the SOC center value changing map (increase changing map) used when the SOC center value is changed to increase, the charge amount is set to be larger than that in the normal map, as described below.
The power demand value map for changing the SOC center value used when a larger SOC center value is newly set with respect to the current SOC is different from the example shown in FIG. The configuration may be such that the value is shifted in the direction in which the absolute value increases (downward in the vertical axis direction) with respect to the normal power demand value map.
In the embodiment, a map for changing the SOC center value and for ascending and descending hills is also provided.
This map has both the characteristics of the above-described SOC center value changing map and the characteristics of the up-and-down slope map.

Hereinafter, charge / discharge control in the control device for an engine-electric hybrid vehicle according to the embodiment will be described.
This charge / discharge control selects one of the above-described power demand value maps for normal, uphill / downhill, and SOC center value change according to the state of the vehicle and the operation of the user, and selects the selected power demand value map. Is used to achieve convergence of the actual SOC near the SOC center value.
FIG. 4 is a flowchart illustrating an operation of selecting a power demand value map of the control device for an engine-electric hybrid vehicle according to the embodiment.
Hereinafter, description will be given step by step.

<Step S01: SOC center value change operation determination>
Hybrid power train control unit 220 determines whether or not input / output unit 221 has received an operation to change the SOC center value from the user.
The operation of changing the SOC center value can be performed, for example, by the user arbitrarily inputting a numerical value such as a percentage. Alternatively, this can be performed by the user selecting a plurality of options prepared in advance. For example, the user selects one of the “high SOC mode (SOC center value 80%)”, the “normal mode (SOC center value 50%)”, and the “SOC low mode (SOC center value 40%)” and sets the SOC center. You can also set a value.
When the operation of changing the SOC center value is input, the hybrid power train control unit 220 acquires information on the new SOC center value after the change from the input / output unit 221 and then proceeds to step S02. In other cases, the process proceeds to step S07.

<Step S02: Judgment of deviation from SOC center value>
Hybrid power train control unit 220 sets the absolute value (| SOC center value−actual SOC |) of the difference between the changed SOC center value and the current SOC (actual SOC) of battery 200 as a predetermined threshold value. Compare.
When the absolute value is equal to or larger than the threshold, the process proceeds to step S03, and otherwise, the process proceeds to step S04.

<Step S03: Deviation state counter value increase>
The hybrid power train control unit 220 measures the duration of the state in which the absolute value of the difference between the SOC center value and the actual SOC is equal to or greater than the threshold value in step S02 (the actual SOC deviates from the SOC central value by the threshold value or more). As means, there is a divergence state counter.
The hybrid power train control unit 220 adds the counter value of the deviation state counter by a predetermined amount.
Thereafter, the process proceeds to step S05.

<Step S04: Deviation state counter reset>
The hybrid power train control unit 220 resets the counter value of the divergence state counter described above, assuming that the divergence state of the actual SOC from the SOC center value has been resolved. (Set to 0.)
Thereafter, the process proceeds to step S07.

<Step S05: Deviation state counter value determination>
Hybrid power train control unit 220 compares the accumulated counter value of the deviation state counter with a preset threshold value.
If the counter value is equal to or greater than the threshold value, it is determined that the deviation state has continued for a predetermined time or more, and the process proceeds to step S06. In other cases, the process returns to step S02 and repeats the subsequent processes.

<Step S06: Uphill / Downhill Determination (1)>
The hybrid power train control unit 220 makes an uphill / downhill determination based on the output of the uphill / downhill detection unit 222 to determine whether the vehicle is traveling on an uphill or downhill.
If the uphill / downhill determination is made (if the vehicle is traveling on an uphill or downhill), the process proceeds to step S11; otherwise, the process proceeds to step S08.

<Step S07: Uphill / Downhill determination (2)>
The hybrid power train control unit 220 makes an uphill / downhill determination based on the output of the uphill / downhill detection unit 222 to determine whether the vehicle is traveling on an uphill or downhill.
If the uphill / downhill determination is made (if the vehicle is traveling on an uphill or downhill), the process proceeds to step S09, and otherwise proceeds to step S10.

<Step S08: Select SOC Central Value Change Map>
The hybrid power train control unit 220 performs the charge / discharge control of the battery 200 by selecting the power demand value map for changing the SOC center value described above.
Thereafter, a series of processing ends.

<Step S09: Select Uphill / Downhill Map>
The hybrid power train control unit 220 performs the charge / discharge control of the battery 200 by selecting the above-described power demand value map for uphill or downhill.
Thereafter, a series of processing ends.

<Step S10: Select normal map>
The hybrid power train control unit 220 performs the charge / discharge control of the battery 200 by selecting the above-described normal power demand value map.
Thereafter, a series of processing ends.

<Step S11: Select SOC center value change / uphill / downhill map>
The hybrid power train control unit 220 performs the charge / discharge control of the battery 200 by selecting the above-described power demand value map for changing the SOC center value and for ascending and descending hills.
Thereafter, a series of processing ends.

In addition, when the power demand value map for the uphill / downhill is selected, when the uphill / downhill detecting unit 222 does not detect the uphill / downhill state (when returning to the level terrain), the power demand value map for the normal is used. It is designed to return.
Further, when the power demand value map for changing the SOC center value is selected, the state where the actual SOC exceeds the SOC center value (the state where the actual SOC exceeds the SOC center value when the SOC center value is increased and changed, and the SOC center value decreases) If the change has been made and the value has fallen below a predetermined time, the power demand value map returns to the normal power demand value map.

As described above, according to the present embodiment, the following effects can be obtained.
(1) When a change operation of the SOC center value is input, the power for changing the SOC center value having a large charge amount or discharge amount (power required value) when the deviation amount of the SOC from the SOC center value is equal. By using the demand value map, the SOC can be quickly converged to the SOC center value, the ability to follow the change operation by the user can be improved, and the user can be prevented from feeling uncomfortable or unhappy.
(2) The case where the normal power demand map is used by selecting the power demand value map for changing the SOC center value only when the actual SOC deviates from the SOC center value for a predetermined time or more. Even when the SOC reaches the SOC center value in a short time, the control for converging to the SOC center value early is excessively performed by not switching to the SOC center value changing map, so that the SOC suddenly changes. This can prevent the user from feeling uncomfortable.
Also, by using the SOC center value change map only when the actual SOC deviates from the SOC center value, that is, the required change amount of the SOC is large and it takes a long time to converge to the SOC center value, the SOC center value can be changed. It is possible to prevent the user from feeling uncomfortable due to the sudden change of the SOC due to the excessive intervention of the control for quickly converging to the value.
(3) When the uphill / downhill state is determined, the power demand value map for uphill / downhill is selected irrespective of the operation of changing the SOC center value, so that the SOC center value at the time of traveling on the uphill road where the assist should be performed. The drivability (driving (operation) in which power generation is performed with priority given to the increase in the SOC and priority is given to reduction in the SOC to the SOC center value when traveling downhill on which regenerative energy should be originally collected and regeneration is not performed. This makes it possible to prevent the user from feeling uncomfortable due to unnatural SOC changes such as an adverse effect on fuel economy and an increase in SOC when climbing up or a decrease in SOC when going downhill.
In particular, such an effect can be further improved by selecting a power demand value map for an uphill or downhill in which assist and regenerative power generation are respectively promoted with respect to a general purpose.
(4) After selecting the power demand value map for changing the SOC center value, if the state in which the SOC exceeds the SOC center value continues for a predetermined time or more, by returning to the normal power demand value map, for example, starting When the SOC temporarily fluctuates greatly and reaches the SOC center value or near the SOC center value due to assist such as acceleration or regenerative power generation during deceleration, the actual SOC has not reached the SOC center value. Nevertheless, it is possible to prevent a return to the normal SOC control.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) The configuration of the engine-electric hybrid vehicle, its control device, power train, and the like is not limited to the above-described embodiment, and can be appropriately changed.
For example, in the embodiment, the vehicle is a parallel hybrid vehicle having a motor generator coaxially with the primary pulley of the variator, but the configuration of the power train and the number and arrangement of the rotating electric machines are not limited thereto, and may be changed as appropriate. Is possible.
Further, the present invention can be applied to a series hybrid vehicle using only a motor as a drive source and using an engine only for power generation.
Further, the type and drive system of the engine are not particularly limited.
(2) In the embodiment, the uphill / downhill map is selected when the uphill / downhill determination is made. However, it is not essential to have the uphill / downhill map, and the normal map is used when the uphill / downhill determination is made. May be selected. Even in this case, it is possible to prevent the SOC behavior from becoming unnatural at the time of climbing up or downhill and giving the user a sense of discomfort.
In addition, the up / down slope map may be prepared as a map independent of the normal map and the SOC center value changing map, but is not limited thereto, and the normal map and the SOC center value changing map value may be prepared. A correction coefficient, a correction coefficient, a correction map, or the like can be used as a map for climbing or descending hills.
(3) The characteristics of the power demand value map according to the embodiment are merely examples, and can be changed as appropriate. Further, in the embodiment, the power demand value maps for normal use, for ascending and descending hills, and for changing the SOC center value are used, but a configuration may be adopted in which a map other than these may be selected.
(4) In the embodiment, the power demand value map for changing the SOC center value is selected only when the state of deviation of the SOC from the SOC center value has continued for a predetermined time. A configuration may be adopted in which the power demand value map for changing the SOC center value is selected immediately after the occurrence of.
(5) In the embodiment, when the state where the actual SOC exceeds the SOC center value continues for a predetermined time or longer after the SOC center value changing power request value map is selected, the normal power request value map is used. However, the condition for terminating the use of the power demand value map for changing the SOC center value is not limited to this, and can be changed as appropriate.
For example, when the SOC reaches the SOC center value, the control may be immediately returned to the normal power demand value map.
In addition, even when the SOC does not exactly reach the SOC center value, the SOC reaches a threshold value set close to the SOC center value, or the state in which the threshold value is exceeded continues for a predetermined time or more. May be returned to the normal required power value map.

1 engine 100 engine control unit (ECU)
110 Torque converter 120 Engine clutch 130 Forward / reverse switching unit 140 Variator 141 Primary pulley 142 Secondary pulley 143 Chain 150 Output clutch 160 Front differential 170 Rear differential 180 Transfer clutch 190 Motor generator 191 Inverter 200 Battery 201 Battery control unit 210 Transmission control unit (TCU) )
220 Hybrid Power Train Control Unit (HPCU)
221 Input / output unit 222 Uphill / downhill detection unit

Claims (8)

A battery for charging the vehicle's running power;
An SOC detector for detecting the SOC of the battery;
Engine and
A rotating electric machine that generates electric power to be charged to the battery by an output of the engine.
In accordance with a current SOC of the battery detected by the SOC detection unit, the battery is charged based on a map in which a discharge amount or a charge amount for setting a future SOC of the battery closer to a predetermined SOC center value is set. A charge / discharge control unit for controlling discharge,
An input unit for inputting a change operation of the SOC center value,
The charge / discharge control unit includes, as the map, a normal map and an SOC center value changing map used when a change operation of the SOC center value is input,
The SOC center value changing map is set such that the amount of discharge or the amount of charge when the amount of deviation of the SOC from the SOC center value is equal to that of the normal map is large. Control device for an engine-electric hybrid vehicle. The map for changing the SOC center value is used when the SOC center value is increased and changed, and the map for increasing change set so that the charge amount is larger than that of the normal map, and the SOC center value. The engine according to claim 1, wherein the engine includes at least one of a decrease change map which is used in a case where the discharge amount is changed and is set so that a discharge amount becomes larger than that of the normal map. Control device for electric hybrid vehicle. The charge / discharge control unit changes the SOC center value only when the time during which the SOC of the battery does not reach the changed SOC center value continues for a predetermined time or more after the input operation of the SOC center value is input. The control device for an engine-electric hybrid vehicle according to claim 1 or 2, wherein a control map is used. The charge / discharge control unit uses the SOC center value change map only when the deviation from the SOC center value after changing the SOC of the battery is larger than a predetermined threshold value. The control device for an engine-electric hybrid vehicle according to claim 3. An uphill / downhill detecting unit that detects an uphill state or a downhill state of the vehicle,
The said charge / discharge control part uses the said normal map, regardless of the input of the change operation of the said SOC center value, when the said uphill state or the said downhill state is detected. The claim 1 characterized by the above-mentioned. Item 5. The control device for an engine-electric hybrid vehicle according to any one of Items 4 to 4. An uphill / downhill detecting unit that detects an uphill state or a downhill state of the vehicle,
When the charge / discharge control unit detects the uphill state or the downhill state, the discharge amount and the charge amount become larger than the normal map regardless of the input of the operation of changing the SOC center value. The control device for an engine-electric hybrid vehicle according to any one of claims 1 to 4, wherein an uphill / downhill map having a tendency is used. The charge / discharge control unit uses the SOC center value changing map in response to the input of the SOC center value changing operation, and then sets a threshold value at which the SOC of the battery matches or is set adjacent to the SOC center value. The control device for an engine-electric hybrid vehicle according to any one of claims 1 to 6, wherein the control device returns to a state in which the normal map is used when the vehicle reaches the normal condition. The charge / discharge control unit uses the SOC center value changing map in response to the input of the SOC center value changing operation, and then sets a threshold value at which the SOC of the battery matches or is set adjacent to the SOC center value. The control device for an engine-electric hybrid vehicle according to any one of claims 1 to 6, wherein when the state exceeding the predetermined time continues for a predetermined time or more, the state returns to the state using the normal map. .

Images