JP2020083083A - Control device of hybrid vehicle - Google Patents

Abstract

To provide a control device of a hybrid vehicle that performs selection of operation for a motor power generator, which can achieve improvement in fuel efficiency of the vehicle while satisfying charging/discharging balance of a battery.SOLUTION: The control device of a hybrid vehicle determines total supply power added with supply power of an engine 101 and electric power of a motor power generator 102, and a difference of unit total supply power obtained by dividing a difference of total supply power, a difference between a stop state and an activation state of the motor power generator 102 by a torque candidate value for the motor power generator 102; and activates the motor power generator 102 at/by torque of the motor power generator 102 by torque by which the difference of the unit total supply power becomes maximum.SELECTED DRAWING: Figure 2

Description

The present application relates to a control device for a hybrid vehicle.

Conventionally, a hybrid vehicle is known in which an engine and a motor generator are used together to obtain a driving force of the vehicle. For example, in Patent Document 1, when converting the energy consumption of a plurality of energy sources into a common evaluation index, obtaining an evaluation index obtained by summing these, and outputting a vehicle required output from a plurality of driving force generation devices, There is disclosed a control device for a hybrid vehicle that obtains operating conditions of a plurality of driving force generators that optimize evaluation indexes and sets the obtained operating conditions to target values of the plurality of driving force generators.

JP, 2016-193686, A

In Patent Document 1, in a hybrid vehicle in which an engine and a motor-generator are used together as a plurality of driving force generators, thermal efficiency, which is the ratio of the energy supplied to the engine and the energy actually extracted from the crankshaft On the other hand, the driving efficiency, which is the ratio of the electric power supplied to the motor generator to the energy extracted as the rotational force of the motor generator, is better. The total value of the energy supplied to the engine and the power supplied to the motor-generator, which is a common evaluation index of, is the optimum value, that is, the minimum value.

When the drive ratio of the motor generator increases, the power consumption of the battery increases, so the battery will be over-discharged, or the motor-generator using the driving force of the engine to generate power in order to avoid over-discharge of the battery. As a result, the fuel consumption of the engine increases and the fuel consumption deteriorates.

The present application discloses a technique for solving the above-described problems, and a hybrid vehicle control device for selecting an operation of a motor-generator that can improve vehicle fuel efficiency while satisfying the charge and discharge balance of a battery. Aim to get.

A control device for a hybrid vehicle disclosed in the present application, an engine that generates power, a motor generator that transmits and receives power between the engine, and a battery that is connected to the motor generator and that charges and discharges power, A hybrid vehicle control device for controlling a hybrid vehicle comprising:
A transmission shaft torque calculation unit that calculates a transmission shaft torque required for traveling of the hybrid vehicle, and a candidate value of a command torque to the motor generator that puts at least the motor generator in each of a driven state and a stopped state. A plurality of motor generator torque candidate values are set, and a motor generator command candidate calculation for calculating an engine torque candidate value corresponding to the plurality of motor generator torque candidate values set based on the transmission shaft torque. Section and a plurality of the motor/generator torque candidate values set, based on the engine torque candidate value, the engine rotation speed, and the engine fuel consumption rate, the engine supply work rate supplied to the engine. And a motor generator torque candidate value, a rotation speed of the motor generator, and the motor generator corresponding to each of the plurality of candidate motor generator torque values that are set. Based on the drive efficiency of the motor generator, the motor generator electric power calculator for calculating the electric power of the motor generator, and the engine supply corresponding to each of the plurality of motor generator torque candidate values set. The engine supply power calculated by the power calculation unit and the electric power of the motor generator calculated by the motor generator electric power calculation unit are added and supplied to the transmission shaft of the hybrid vehicle. From the transmission shaft supply power calculation unit for calculating the transmission shaft supply power, and the transmission shaft supply power corresponding to each of the plurality of candidate motor generator torque values, the motor generator is in the stopped state. And a transmission shaft supply power difference calculation unit for calculating a transmission shaft supply work power difference by subtracting the transmission shaft supply work power, and the transmission shaft supply corresponding to each of the plurality of motor generator torque candidate values set. A unit transmission shaft supply power difference calculation unit for calculating a unit transmission shaft supply power difference by dividing the power difference by the motor generator torque candidate value, and each of the plurality of motor generator torque candidate values set Among the unit transmission shaft supply work power differences in which the corresponding unit transmission shaft supply work power difference is greater than or equal to the unit transmission shaft supply work power difference lower limit value, the motor generator in which the unit transmission shaft supply work power difference is maximum And a motor-generator command torque calculation unit that uses the torque candidate value as a motor-generator drive command torque.

According to the control device for a hybrid vehicle disclosed in the present application, the unit transmission shaft supply power difference is the maximum among the unit transmission shaft supply power difference lower limit values equal to or higher than the unit transmission shaft supply power difference lower limit value, that is, the motor generator. Suppressing the drive ratio of the motor-generator among the transmission shaft torques by selecting the torque with the largest reduction amount of power supply of the transmission shaft per command torque as the drive command torque from the torque candidate values of the motor generator. Thus, it is possible to obtain the control device for the hybrid vehicle that can improve the fuel consumption while suppressing the over-discharge of the battery.

1 is a system configuration diagram of a hybrid vehicle according to a first embodiment. FIG. 3 is a block diagram showing a control device for a hybrid vehicle according to the first embodiment. 3 is a flowchart illustrating an operation of the control device for a hybrid vehicle according to the first embodiment. 3 is a flowchart illustrating an operation of the control device for a hybrid vehicle according to the first embodiment. 3 is a flowchart illustrating an operation of the control device for a hybrid vehicle according to the first embodiment. FIG. 4 is a characteristic diagram of the engine according to the first embodiment. FIG. 3 is a characteristic diagram of the motor generator according to the first embodiment. FIG. 3 is a diagram illustrating an operation of the control device for the hybrid vehicle according to the first embodiment. FIG. 3 is a diagram illustrating an operation of the control device for the hybrid vehicle according to the first embodiment. FIG. 3 is a diagram illustrating an operation of the control device for the hybrid vehicle according to the first embodiment. FIG. 3 is a diagram illustrating an operation of the control device for the hybrid vehicle according to the first embodiment. FIG. 3 is a diagram illustrating an operation of the control device for the hybrid vehicle according to the first embodiment.

Hereinafter, preferred embodiments of a control device for a hybrid vehicle according to the present application will be described with reference to the drawings.

Embodiment 1.
FIG. 1 is a system configuration diagram of a hybrid vehicle equipped with a hybrid vehicle control device according to the first embodiment.
In FIG. 1, an engine 101 transmits power by a belt 103 via a motor generator (hereinafter referred to as MG) 102 and a pulley (not shown), and the engine 101 and the MG 102 are pulleys of the engine 101. And MG102 are rotated in synchronism with the rotation ratio of the pulley of MG102 (hereinafter referred to as the pulley ratio).

The transmission 104 is a stepped or continuously variable transmission, and transmits the power from the engine 101 to the propeller shaft 105 at a gear ratio according to the traveling situation. Battery 106 supplies drive power to MG 102 and charges generated power of MG 102. Further, the differential device 107 distributes the power from the propeller shaft 105 to the left and right tires 109 via the drive shaft 108.

The controller 110 is a CPU (Central Processing Unit) that executes arithmetic processing, a ROM (Read Only Memory) that stores programs and fixed value data, and a RAM (Random Access Memory) that sequentially updates and rewrites stored data. And a peripheral circuit.

The controller 110 obtains information from various sensors such as a crank angle sensor (not shown) mounted on the engine 101, an intake air amount sensor (not shown), and an accelerator opening sensor (not shown). , Command signals are sent to various actuators such as a throttle actuator (not shown), an ignition coil (not shown), and an injector (not shown) to control the driving force of the engine 101.

In addition, controller 110 controls MG 102 by determining whether to generate, drive, or stop MG 102. The control signal to the MG 102 is transmitted as a torque value. When the torque value is positive, driving is performed, when the torque value is negative, power generation is performed, and when the torque value is zero, stop is performed.

Further, the controller 110 inputs the current value for charging the battery 106 from the MG 102, the current value for driving the MG 102 from the battery 106, and the current value for discharging to another electric load (not shown) to input the state of charge (Soc) of the battery 106. : State of charge) is calculated. Further, the controller 110 controls the transmission 104 by determining the gear stage or the gear ratio of the transmission 104.

Note that the controller 110 controls the engine 101, the MG 102, and the transmission 104, but an engine controller that controls the engine 101, an MG controller that controls the MG 102, and a transmission controller that controls the transmission 104 are individually provided, respectively. May be transmitted by a communication signal and any one of the controllers may play a role of arbitrating, or the controller for integrally controlling each controller may be configured separately.

FIG. 2 is a block diagram showing a control device for a hybrid vehicle according to the first embodiment, and expresses processing functions of a program executed by a CPU provided in controller 110.
In FIG. 2, a transmission shaft torque calculation unit 201 calculates a torque required for the hybrid vehicle to travel, that is, a transmission shaft required torque required by the driver. In the present embodiment, power is transmitted between engine 101 and MG 102 via belt 103, so the transmission shaft is the crankshaft. When MG 102 is mounted between engine 104 and transmission 104 at the rear end of the crankshaft, the shaft that transmits the power by combining the torques of engine 101 and MG 102 becomes the transmission shaft.

MG command candidate calculation unit 202 sets a plurality of candidate values of power generation torque and drive torque of MG 102, and also sets a plurality of torque candidate values of engine 101.

The engine power demand calculation unit 203 calculates the power demand for the engine 101 for all of the plurality of setting values of the torque candidate values of the engine 101.

The fuel consumption rate calculation unit 204 calculates the fuel consumption rate consumed by the engine 101 for all of the plurality of setting values of the torque candidate value of the engine 101.

The engine supply power calculation unit 205 calculates the engine supply power required for the engine 101 to generate the required power for all of the plurality of set values of the candidate torque values of the engine 101.

MG mechanical power calculation unit 206 calculates the mechanical power of MG 102 for all of the plurality of setting values of the torque candidate values of MG 102.

MG efficiency calculation unit 207 calculates the MG efficiency when MG 102 generates power and when it drives, for all of the plurality of setting values of the torque candidate values of MG 102.

The MG electric power calculation unit 208 calculates the MG electric power required for the MG 102 to generate the mechanical power, for all of the plurality of setting values of the torque candidate values of the MG 102.

The transmission shaft supply power calculation unit 209 calculates the transmission shaft supply power which is the sum of the engine supply power and the MG electric power at all of the plurality of setting values of the torque candidate values of the MG 102.

The transmission shaft supply power difference calculation unit 210 calculates the transmission shaft supply power when the torque candidate value of the MG 102 is zero, that is, the MG 102 is in the stopped state, from the transmission shaft supply power of all the plurality of setting values of the torque candidate values of the MG 102. Subtracting is performed to calculate the transmission shaft supply work power difference of all of the plurality of setting values of the torque candidate value of MG 102. The transmission shaft supply power difference represents the amount of change in the transmission shaft supply power when the MG 102 is driven from the stopped state and when the MG 102 generates power.

The unit transmission shaft supply power difference calculation unit 211 is a unit transmission shaft supply power difference which is a value obtained by dividing the transmission shaft supply power difference by the torque candidate value of MG102 in all of the plurality of setting values of the torque candidate values of MG102. Is calculated. The unit transmission shaft supply power difference is the transmission shaft supply power difference per 1 Nm of torque of MG 102.

When the MG 102 is driven, the transmission shaft supply work power difference is the reduction amount of the transmission shaft supply work power by driving the MG 102. The larger the negative value, the larger the reduction amount. Since the torque candidate of the MG 102 represents the driving side with a positive value, the unit transmission shaft supply power difference in which the transmission shaft supply work power difference is divided by the torque candidate value of the MG 102 and the sign is inverted is larger. It means that the effect of reducing the power supply of the transmission shaft per unit torque of 1 Nm is large.

When power is generated by the MG 102, the transmission shaft supply power difference is the increase amount of the transmission shaft supply power due to the power generation by the MG 102, and the larger the plus value, the larger the increase amount. Since the torque candidate of MG102 represents the power generation side with a negative value, the smaller the value of the unit transmission shaft supply power difference, which is obtained by dividing the transmission shaft supply power difference by the torque candidate value of MG102 and inverting the sign, is MG102. It means that the increase amount of the power supply of the transmission shaft per unit torque of 1 Nm is small.

MG command torque calculation unit 212 calculates the MG command torque from the torque candidate values of MG 102 using the unit transmission shaft supply work power difference.

3 to 5 are flowcharts showing the operation of the control device for the hybrid vehicle shown in FIG. The details will be described below.

This flowchart is executed by the controller 110 at predetermined time intervals or at predetermined intervals. First, in step S301 of FIG. 3, the transmission shaft torque calculation unit 201 reads vehicle information. The vehicle information is information on the engine rotation speed of the engine 101, the MG rotation speed of the MG 102, and the Soc of the battery 106. Further, the accelerator opening is also read as the driver's operation information. Soc is the ratio of the charge amount currently charged to the battery capacity at the time of full charge, and the larger the value, the more the charge amount is satisfied.
Further, the transmission shaft torque calculation unit 201 calculates the transmission shaft torque Tcrk from the value stored in advance in the ROM using the information on the accelerator opening and the engine rotation speed operated by the driver in the read vehicle information.

Next, steps S302 to S306 are executed by the MG command candidate calculation unit 202.
In step S302, the power generation lower limit torque is set.
Tmg_genlo=Tmg_genlo(Soc)[Nm]
Here, Tmg_genlo: lower limit torque of power generation [Nm]
Tmg_genlo(Soc): Indicates the power generation lower limit torque MAP value, and calculates the power generation lower limit torque Tmg_genlo from the power generation lower limit torque MAP value Tmg_genlo(Soc) using the current Soc.

In step S303, the drive upper limit torque is set.
Tmg_assiup=Tmg_assiup(Soc) [Nm]
Here, Tmg_assiup: drive upper limit torque [Nm]
Tmg_assiup(Soc): Indicates the drive upper limit torque MAP value, and calculates the drive upper limit torque Tmg_assiup from the drive upper limit torque MAP value Tmg_assiup(Soc) using the current Soc.

In step S304, the power generation lower limit torque is substituted into the MG torque candidate.
Tmg_c=Tmg_genlo
Here, Tmg_c: MG torque candidate [Nm]
Tmg_genlo: Lower limit torque of power generation [Nm]
Is shown. As will be described later, the MG torque candidate Tmg_c is sequentially changed for each MG torque addition value up to the drive upper limit torque Tmg_assiup, and the transmission shaft supply work rate or the like corresponding to each MG torque candidate value is calculated.

In step S305, the subscript value is calculated by subtracting the power generation lower limit torque from the MG torque candidate and dividing by the MG torque addition value.
i=(Tmg_c-Tmg_genlo)/Tmg_add
Where i: subscript
Tmg_c: MG torque candidate [Nm]
Tmg_genlo: Lower limit torque of power generation [Nm]
Tmg_add: MG torque addition value [Nm]
Is shown. The subscript i indicates the array position corresponding to each value of the MG torque candidate Tmg_c by defining the transmission shaft supply power and the like in an array as described later, and the minimum value, that is, the beginning of the array is 0th. To do.

In step S306, the engine torque candidate is calculated by the following equation and stored in the array position of the subscript i indicating the storage position of each value of the MG torque candidate.
Teng_c[i]=Tcrk-Tmg_c
Here, Teng_c: engine torque candidate [Nm]
Tcrk: Transmission shaft torque [Nm]
Tmg_c: MG torque candidate [Nm]
Is shown. The transmission shaft torque Tcrk is the torque of the crankshaft required to drive the vehicle at the required vehicle speed and acceleration, and is a value stored in advance in ROM using information on the accelerator opening operated by the driver and the engine rotation speed. Calculate from. The transmission shaft torque Tcrk is calculated in advance by the transmission shaft torque calculation unit 201.

Next, in step S307, the engine required power calculation unit 203 calculates the engine required power by the following equation and stores it in the array position of the subscript i indicating the storage position of each value of the MG torque candidates Tmg_c.
Peng_d[i]=Neng×2π/60×Teng_c[i]/1000
Here, Peng_d: required engine power [kW]
Neng: Engine speed [r/min]
Teng_c: Engine torque candidate [Nm]
Is shown.

Next, in step S308, the fuel consumption rate calculation unit 204 calculates the engine fuel consumption rate by the following equation and stores it in the array position of the subscript i indicating the storage position of each value of the MG torque candidate Tmg_c.
Feng[i]=FEmap(Neng, Teng_c[i])
Where Feng: Engine fuel consumption rate [g/kW·h]
FEmap: Fuel consumption rate map [g/kWh]
Neng: Engine speed [r/min]
Teng_c: Engine torque candidate [Nm]
Is shown. In the fuel consumption rate map FEmap, the fuel consumption rate corresponding to the engine rotation speed Neng and the engine torque is stored in the ROM in advance. When the map value is graphed, it is represented by contour lines as shown in FIG. 6 described later.

Next, in step S309, the engine supply power calculation unit 205 calculates the engine supply power by the following equation, and stores it in the array position of the subscript i indicating the storage position of each value of the MG torque candidates Tmg_c.
Peng_s[i]=Peng_d[i]×Feng[i]×Cfuel/3600
Here, Peng_s: engine supply power [kW]
Peng_d: required engine power [kW]
Feng: Engine fuel consumption rate [g/kWh]
Cfuel: Lower heating value of gasoline [kJ/g]
Is shown. The lower heating value Cfuel of gasoline is generally said to be 44 [kJ/g], and the value is stored in the ROM in advance.

Next, in step S310, the MG mechanical power calculation unit 206 calculates the MG mechanical power by the following equation and stores it in the array position of the subscript i indicating the storage position of each value of the MG torque candidates.
Pmg_m[i]=(Nmg/Rply)×2π/60×Tmg_c/1000
Here, Pmg_m: MG mechanical power [kW]
Nmg: MG rotation speed [r/min]
Rply: Pulley ratio
Tmg_c: MG torque candidate [Nm]
Is shown. The pulley ratio Rply is a diameter ratio of the pulley of the engine 101 and the pulley of the MG 102. When the pulley ratio Rply is 2, for example, it means that the diameter of the pulley of the engine 101 is twice as large as the diameter of the pulley of the MG 102. When the pulley ratio Rply is 2, the rotation ratio between engine 101 and MG 102 is 1:2, and the torque ratio between engine 101 and MG 102 is 1:1/2.

The MG torque candidate Tmg_c shown here is represented by a value converted into a value corresponding to the crankshaft of the engine 101, and the MG rotation speed Nmg is represented by a value on the MG axis. Therefore, the MG rotation speed Nmg is represented by the crank of the engine 101. It is divided by the pulley ratio Rply in order to convert it into a shaft equivalent. Since the engine rotation speed Neng=MG rotation speed Nmg/pulley ratio Rply, the MG mechanical power Pmg_m may be calculated by Pmg_m[i]=Neng×2π/60×Tmg_c/1000.

Next, in step S311, the MG efficiency calculation unit 207 calculates the MG efficiency by the following equation and stores it in the array position of the subscript i indicating the storage position of each value of the MG torque candidates.
EFFmg[i]=EFFmap(Nmg, Tmg_c/Rply)
Where EFFmg: MG efficiency
EFFmap: MG efficiency map
Nmg: MG rotation speed [r/min]
Tmg_c: MG torque candidate [Nm]
Rply: Indicates the pulley ratio. As the MG efficiency EFFmg, the efficiencies corresponding to the MG rotation speed Nmg and the MG torque are stored in the ROM in advance. When the map values are graphed, they are represented by contour lines as shown in FIG. 7 described later. Since the MG torque candidate Tmg_c is represented by a value corresponding to the crankshaft, the MG efficiency EFFmg is referred to by using a value obtained by dividing the MG torque candidate Tmg_c by the pulley ratio Rply and converting the MG shaft equivalent.

Next, steps S312 to S314 are executed by the MG electric power calculation section 208.
In step S312, it is determined whether the MG torque candidate Tmg_c is 0 or more. Since the MG torque candidate Tmg_c expresses the drive side with a positive value and the power generation side with a negative value, the MG torque candidate Tmg_c means the drive side, and the power generation side if the power generation side is less than 0.

When the MG torque candidate Tmg_c is 0 or more in step S312, that is, when the MG torque candidate Tmg_c has a value on the drive side, the MG electric power is calculated by the following equation in step S313, and the MG torque candidate Tmg_c The data is stored in the array position of the subscript i indicating the storage position.
Pmg_e[i]=Pmg_m[i]/EFFmg[i]
Here, Pmg_e: MG electric work rate [kW]
Pmg_m: MG mechanical power [kW]
EFFmg: MG efficiency is shown. Since the MG efficiency map value when driving the MG 102 is set to the efficiency when converting the MG electrical work rate Pmg_e to the MG mechanical work rate Pmg_m, the MG mechanical work rate Pmg_m is divided by the MG efficiency EFFmg. Calculate the electric power Pmg_e.

If the MG torque candidate Tmg_c is less than 0 in step S312, that is, if the MG torque candidate Tmg_c has a value on the power generation side, the MG electric power is calculated by the following equation in step S314, and the value of each value of the MG torque candidate Tmg_c is calculated. The data is stored in the array position of the subscript i indicating the storage position.
Pmg_e[i]=Pmg_m[i]×EFFmg[i]
Here, Pmg_e: MG electric work rate [kW]
Pmg_m: MG mechanical power [kW]
EFFmg: MG efficiency is shown. Since the MG efficiency map value when power is generated by the MG 102 is set to the efficiency when converting the MG mechanical work rate Pmg_m to the MG electric work rate Pmg_e, the MG mechanical work rate Pmg_m is multiplied by the MG efficiency EFFmg. Calculate the electric power Pmg_e.

Next, in step S315, the transmission shaft supply power calculation unit 209 calculates the transmission shaft supply power by the following formula, and stores it in the array position of the subscript i indicating the storage position of each value of the MG torque candidates Tmg_c.
Pcrk_s[i]=Peng_s[i]+Pmg_e[i]
Here, Pcrk_s: Transmission shaft supply power [kW]
Peng_s: Engine supply work rate [kW]
Pmg_e: MG electric work rate [kW]
Is shown. The transmission shaft supply power Pcrk_s is the total power of the power supplied by the engine 101 and the electric power of the MG 102.

Next, steps S316 and S317 are executed by the MG command candidate calculation unit 202.
In step S316, the value of the MG torque candidate is updated.
Tmg_c=Tmg_c+Tmg_add
Here, Tmg_c: MG torque candidate [Nm]
Tmg_add: MG torque addition value [Nm]
Is shown. The MG torque addition value Tmg_add is added to the MG torque candidate Tmg_c to obtain a new MG torque candidate Tmg_c. The MG torque addition value Tmg_add is a step for changing the torques of the MG 102 and the engine 101 that calculate a plurality of transmission shaft supply work rates Pcrk_s, and is stored in the ROM in advance.

In step S317, it is determined whether the MG torque candidate Tmg_c is less than or equal to the drive upper limit torque Tmg_assiup, and if the MG torque candidate Tmg_c is less than or equal to the drive upper limit torque Tmg_assiup, the calculation of steps S305 to S316 is repeated. As a result, the transmission shaft supply power calculation unit 209 calculates the transmission shaft supply power Pcrk_s for the MG torque candidate Tmg_c from the power generation lower limit torque Tmg_genlo to the drive upper limit torque Tmg_assiup in increments of the MG torque addition value Tmg_add.

In the case of NO in step S317, since the calculation of the transmission shaft supply work rate Pcrk_s is completed with the MG torque candidate Tmg_c for each MG torque addition value Tmg_add from the power generation lower limit torque Tmg_genlo to the drive upper limit torque Tmg_assiup, the calculation flow of FIG.

Steps S401 to S407 are executed by the transmission shaft supply work power difference calculation unit 210. In steps S401 to S404, the transmission shaft supply power difference calculating unit 210 initializes items to be calculated later.
In step S401 of FIG. 4, the minimum value is set to the unit transmission shaft supply work power difference drive maximum value Pcrk_assimax. The minimum value is set to a small value that is not calculated in the calculation of the unit transmission shaft supply work power difference, and is updated when the first condition is satisfied in the calculation process of the unit transmission shaft supply work power difference drive maximum value Pcrk_assimax described later. To be done.

In step S402, a maximum value is set to the unit transmission shaft supply work power difference power generation minimum value Pcrk_genmin. The maximum value is set to a large value that is not calculated in the calculation of the unit transmission shaft supply work power difference, and is updated when the first condition is satisfied in the calculation process of the unit transmission shaft supply work power difference minimum power generation value Pcrk_genmin described later. To be done.

In step S403, the MG drive torque Tmg_assi is set to zero. When the MG drive torque Tmg_assi update condition is not satisfied and the MG drive torque Tmg_assi is not updated, the MG drive torque Tmg_assi is set to zero so that the MG 102 is not driven.

In step S404, the MG power generation torque Tmg_gen is set to zero. If the MG power generation torque Tmg_gen to be described later is not satisfied and the MG power generation torque Tmg_gen is not updated, the MG power generation torque Tmg_gen is set to zero to prevent the MG 102 from generating power.

In step S405, the power generation lower limit torque is assigned to the MG torque candidate.
Tmg_c=Tmg_genlo
Here, Tmg_c: MG torque candidate [Nm]
Tmg_genlo: Lower limit torque of power generation [Nm]
Is shown. The MG torque candidate Tmg_c is sequentially changed for each MG torque addition value up to a drive upper limit torque to be described later, and a transmission shaft supply power difference, a unit transmission shaft supply power difference, etc. corresponding to each MG torque candidate value are calculated. ..

In step S406, the subscript value is calculated by subtracting the power generation lower limit torque from the MG torque candidate and dividing by the MG torque addition value.
i=(Tmg_c-Tmg_genlo)/Tmg_add
Where i: subscript
Tmg_c: MG torque candidate [Nm]
Tmg_genlo: Lower limit torque of power generation [Nm]
Tmg_add: MG torque addition value [Nm]
Is shown. The subscript i indicates the array position corresponding to each value of the MG torque candidate Tmg_c by defining the unit transmission shaft supply work power difference, which will be described later, in an array, and the minimum value, that is, the beginning of the array is 0th. To do.

Next, in step S407, the transmission shaft supply work power difference is calculated by the following equation and stored in the array position of the subscript i indicating the storage position of each value of the MG torque candidates.
Pcrk_sub[i]=Pcrk_s[i]-Pcrk_s[i-(Tmg_c/Tmg_add)]
Here, Pcrk_sub: Transmission shaft supply power difference [kW]
Pcrk_s: Transmission shaft supply power [kW]
Tmg_c: MG torque candidate
Tmg_add: MG torque addition value [Nm]
Is shown. The difference between the subscript i and the MG torque candidate Tmg_c divided by the MG torque addition value Tmg_add (i-(Tmg_c/Tmg_add)) indicates that the MG drive torque Tmg_assi is 0, that is, the array position at which the MG 102 is stopped. The difference between the transmission shaft supply work rate Pcrk_s at the arrangement position corresponding to the MG torque candidate Tmg_c and the transmission shaft supply work rate Pcrk_s at the arrangement position at which the MG 102 is stopped is calculated to obtain the transmission shaft supply work at the arrangement position corresponding to the MG torque candidate Tmg_c. The value of the rate difference Pcrk_sub is calculated. The transmission shaft supply power difference Pcrk_sub represents the change amount of the transmission shaft supply power Pcrk_s in the state where the MG 102 is driving or generating power from the state in which the MG 102 is stopped.

Next, in step S408, the unit transmission shaft supply work power difference calculation unit 211 calculates the unit transmission shaft supply work power difference by the following equation, and sets it to the array position of the subscript i indicating the storage position of each value of the MG torque candidates. Store.
Pcrk_unit[i]=Pcrk_sub[i]/Tmg_c×−1
Here, Pcrk_unit: unit transmission shaft supply work power difference [kW/Nm]
Pcrk_sub: Transmission shaft supply power difference [kW]
Tmg_c: MG torque candidate [Nm]
Is shown. The unit transmission shaft supply power difference Pcrk_unit is a value obtained by dividing the transmission shaft supply power difference Pcrk_sub by the MG torque candidate Tmg_c, that is, the transmission shaft supply power difference Pcrk_sub per MG torque 1Nm. When the MG 102 is driven, the MG drive torque Tmg_assi has a positive value, and when the MG 102 is driven, the transmission shaft supply work rate Pcrk_s has a negative value. Therefore, the transmission shaft supply work rate difference Pcrk_sub has a negative value. Multiply by -1 so that the transmission shaft supply power difference Pcrk_unit becomes a positive value. Therefore, the greater the positive value of the unit transmission shaft supply power difference Pcrk_unit, the larger the reduction of the transmission shaft supply power Pcrk_s per 1 Nm of MG torque.

When power is generated by the MG 102, the MG power generation torque Tmg_gen is a negative value, and when the power generation by the MG 102 is increased, the power transmission shaft supply work rate Pcrk_s is a positive value, so that the unit power transmission torque difference Pcrk_sub is a positive value. Multiply by -1 so that the shaft supply power difference Pcrk_unit becomes a positive value. Therefore, the larger the positive value of the unit transmission shaft supply power difference Pcrk_unit, the larger the increase of the transmission shaft supply power Pcrk_s per 1 Nm of MG torque.

Next, steps S409 to S417 are executed by the MG command torque calculation unit 212.
In step S409, MG command torque calculation unit 212 determines whether MG torque candidate Tmg_c is 0 or more. Since the MG torque candidate Tmg_c expresses the drive side with a positive value and the power generation side with a negative value, the MG torque candidate Tmg_c means the drive side, and the power generation side if the power generation side is less than 0.

If the MG torque candidate Tmg_c is 0 or more in step S409, that is, if the MG torque candidate Tmg_c has a value on the drive side, in step S410 the unit transmission shaft supply power difference Pcrk_unit[i] is the unit transmission shaft supply power difference drive. It is determined whether the minimum MAP value Pcrk_assimin(Soc) or more. If so, it is determined in step S411 whether the unit transmission shaft supply work power difference Pcrk_unit[i] is larger than the unit transmission shaft supply work power difference drive maximum value Pcrk_assimax. When it is satisfied, the unit transmission shaft supply work power difference Pcrk_unit[i] is set to the unit transmission shaft supply work power difference drive maximum value Pcrk_assimax in step S412. In step S413, the MG torque candidate Tmg_c is set to the MG drive torque Tmg_assi.

The solid line in FIG. 8 is an example of the set value of the unit transmission shaft supply work power differential drive minimum MAP value Pcrk_assimin(Soc). The unit transmission shaft supply work power difference drive minimum MAP value Pcrk_assimin(Soc) is set for each Soc. The unit transmission shaft supply work power differential drive minimum MAP value Pcrk_assimin(Soc) is set to a large value when Soc is small, and is set to a small value as Soc increases, thereby suppressing MG drive when Soc is small and increasing Soc. In this case, by positively driving the MG, it is possible to prevent over-discharge of the battery 106 and improve fuel efficiency.

If the MG torque candidate Tmg_c is less than 0 in step S409, that is, if the MG torque candidate Tmg_c has a value on the power generation side, in step S414, the unit transmission shaft supply power difference Pcrk_unit[i] is the unit transmission shaft supply power difference generation. It is determined whether the maximum MAP value Pcrk_genmax(Soc) or less. If so, it is determined in step S415 whether the unit transmission shaft supply work power difference Pcrk_unit[i] is smaller than the unit transmission shaft supply work power difference power generation minimum value Pcek_genmin. If so, the unit transmission shaft supply power difference Pcrk_unit[i] is set to the unit transmission shaft supply power difference power generation minimum value Pcek_genmin in step S416. In step S413, MG torque candidate Tmg_c is set to MG power generation torque Tmg_gen.

The broken line in FIG. 8 is an example of a set value of the unit transmission shaft supply work power differential power generation maximum MAP value Pcrk_genmax(Soc). The unit transmission shaft supply work power differential power generation maximum MAP value Pcrk_genmax(Soc) is set for each Soc. The unit transmission shaft supply power differential power generation maximum MAP value Pcrk_genmax(Soc) is set to a large value when Soc is small, and is set to a small value as Soc is large, so that MG power generation is actively performed when Soc is small, and Soc is small. By suppressing the MG power generation in the case of large, it is possible to achieve both prevention of overcharge of the battery 106 and suppression of fuel consumption deterioration.

Next, step S418 and step S419 are performed by the transmission shaft supply power difference calculation unit 210.
In step S418, the value of the MG torque candidate is updated.
Tmg_c=Tmg_c+Tmg_add
Here, Tmg_c: MG torque candidate [Nm]
Tmg_add: MG torque addition value [Nm]
Is shown. The MG torque addition value Tmg_add is added to the MG torque candidate Tmg_c to obtain a new MG torque candidate Tmg_c. The MG torque addition value Tmg_add is a step for changing the torques of the MG 102 and the engine 101 that calculate a plurality of transmission shaft supply work power differences Pcrk_sub and the like, and is stored in the ROM in advance.

In step S419, it is determined whether the MG torque candidate Tmg_c is less than or equal to the drive upper limit torque Tmg_assiup. If the MG torque candidate Tmg_c is less than or equal to the drive upper limit torque Tmg_assiup, the calculation of steps S406 to S418 is repeated.

As a result, when the power generation lower limit torque≦MG torque<0, the unit transmission shaft supply work power difference≦the unit transmission shaft supply work power difference power generation maximum MAP value is satisfied, and the smallest unit transmission shaft supply work power difference Pcrk_unit is set as the unit transmission shaft. The supply power differential power generation minimum value Pcrk_genmin is set, and the MG torque candidate Tmg_c that becomes the unit transmission shaft power differential power generation minimum value Pcrk_genmin is set to the MG power generation torque Tmg_gen.

Further, when 0≦MG torque≦upper limit drive torque, unit transmission shaft supply work power difference≧unit transmission shaft supply work power difference drive minimum MAP value is satisfied, and the maximum unit transmission shaft supply work power difference Pcrk_unit is supplied to the unit transmission shaft. The power difference differential drive maximum value Pcrk_assimax is set, and the MG torque candidate Tmg_c that becomes the unit transmission shaft supply power difference differential drive maximum value Pcrk_assimax is set as the MG drive torque Tmg_assi.
In the case of NO at step S419, since the calculation of the MG power generation torque Tmg_gen and the MG drive torque Tmg_assi has been completed, the processing flow proceeds to FIG.

Steps S501 to S509 of FIG. 5 are executed by the MG command torque calculation unit 212. First, in step S501, it is determined whether the MG drive torque Tmg_assi is zero and the MG power generation torque Tmg_gen is zero. If so, the MG command torque Tmg is set to zero in step S505. If not satisfied in step S501, it is determined in step S502 whether the MG drive torque Tmg_assi has a positive value and the MG power generation torque Tmg_gen is zero. If so, the MG command torque Tmg is set to the MG drive torque Tmg_assi in step S506. When not satisfied, it is determined in step S503 whether the MG drive torque Tmg_assi is zero and the MG power generation torque Tmg_gen is a negative value. When it is satisfied, the MG command torque Tmg is set to the MG power generation torque Tmg_gen in step S507. If not established, it is determined in step S504 whether the unit transmission shaft supply power difference drive maximum value Pcrk_assimax is larger than the sign determination value of the unit transmission shaft supply power difference power generation minimum value Pcrk_genmin. If so, the MG command torque Tmg is set to the MG drive torque Tmg_assi in step S508. If not satisfied, the MG power generation torque Tmg_gen is set to the MG command torque Tmg in step S509.

The unit transmission shaft supply work power difference drive maximum value Pcrk_assimax is a sign obtained by dividing the negative value of the amount of change in which the transmission shaft supply work power Pcrk_s decreases by driving the MG 102 by a positive value that is the MG drive torque Tmg_assi. It is an inverted value, and the decrease side of the transmission shaft supply work rate Pcrk_s per 1 Nm of the MG drive torque Tmg_assi has a positive value and the increase side has a negative value. The unit transmission shaft supply work power difference power generation minimum value Pcrk_genmin is a sign obtained by dividing a positive value of the amount of change in which the transmission shaft supply work power Pcrk_s increases by generating power by the MG 102, by a negative value that is the MG power generation torque Tmg_gen. It is an inverted value, and the increasing side of the transmission shaft supply work rate Pcrk_s per 1 Nm of the MG power generation torque Tmg_gen is a positive value and the decreasing side is a negative value. Therefore, in order to compare the reduction amounts of the unit drive shaft supply power difference drive maximum value Pcrk_assimax and the unit drive shaft supply power difference power generation minimum value Pcrk_genmin with each other and the increase amounts thereof, the unit drive shaft supply power difference power generation is performed in step S504. The sign of the minimum value Pcrk_genmin is inverted.

When the MG command torque Tmg is determined, the MG command torque Tmg is transmitted to the MG 102, and the MG 102 that has received the command torque is controlled to have the command torque. Since the engine torque is also determined when the MG command torque Tmg is determined, the intake air amount is adjusted by controlling the throttle opening so that the determined engine torque is achieved.

Next, the relationship between the MG torque and the engine torque will be described using the fuel consumption rate characteristic diagram of the engine 101 and the power generation and drive efficiency characteristic diagram of the MG 102. The operating point of the transmission shaft torque (engine torque) is an example, and changes depending on the running conditions of the vehicle.

FIG. 6 is a fuel consumption rate characteristic diagram of the engine 101 in which the horizontal axis represents the engine rotation speed r/min and the vertical axis represents the engine torque Nm. FIG. 7 shows the horizontal axis in the MG rotation speed r/min and the vertical axis. FIG. 9 is a characteristic diagram of power generation efficiency and drive efficiency of MG 102 representing MG torque Nm.
In the state where the MG 102 is stopped, the MG torque is the torque (torque=0) shown in (0) of FIG. 7. In the stopped state of MG 102, the engine torque has the same value as the transmission shaft torque, and the torque (0) in FIG. 6 is the transmission shaft torque and the engine torque.

When the MG 102 generates power, the MG torque is the torque (-1) in FIG. 7. The engine torque becomes a value obtained by subtracting the MG torque from the transmission shaft torque, and becomes the torque of (-1) in FIG. Note that the MG torque is represented by minus when generating power and by plus when driving.

When the MG 102 is driven, the MG torque becomes the torques (1) to (4) in FIG. 7. The engine torque is a value obtained by subtracting the MG torque from the transmission shaft torque, and is the torque from (1) to (4) in FIG. In FIG. 6 and FIG. 7, the same MG torque and engine torque correspond to the same numerical values of torque ((-1) to (4)). The larger the drive torque that the MG 102 bears, the more the engine torque decreases and the MG torque increases from (1) to (2), (2) to (3), and (3) to (4).

Next, the operation of the flowcharts of FIGS. 3 to 5 will be described with reference to FIGS. 9 to 12.
FIG. 9 shows the drive-side MG torque candidate Tmg_c on the horizontal axis and the transmission-shaft supply power Pcrk_s, the engine supply power Peng_s, and the MG electric power Pmg_e on the vertical axis.
In FIG. 9, the white part (a) of the bar graph is the engine supply power Peng_s, and the black part (b) is the MG electric power Pmg_e. When the MG drive torque Tmg_assi increases, the engine supply power Peng_s(a) decreases and the MG electric power Pmg_e(b) increases. The addition value (a+b) of the engine supply power Peng_s(a) and the MG electric power Pmg_e(b) is the transmission shaft supply power Pcrk_s. Further, (c) is the transmission shaft supply power difference Pcrk_sub, which is the difference between the transmission shaft supply power Pcrk_s when the MG torque candidate Tmg_c is 0 and the transmission shaft supply power Pcrk_s when the MG 102 is driven.

FIG. 10 shows the drive-side MG torque candidate Tmg_c on the horizontal axis, and the transmission shaft supply power difference Pcrk_sub and the unit transmission shaft supply power difference Pcrk_unit on the vertical axis.
In FIG. 10, the white portion (c) of the bar graph is the transmission shaft supply power difference Pcrk_sub, which is the same as (c) of FIG. 9. The line graph (d) is a unit transmission shaft supply power difference Pcrk_unit, and is a value obtained by dividing the transmission shaft supply power difference Pcrk_sub(c) by the MG torque candidate Tmg_c on the horizontal axis and inverting the sign. Further, (e) is a drive upper limit torque Tmg_assiup, and (f) is a unit transmission shaft supply work power difference drive minimum MAP value Pcrk_assimimin(Soc).

The MG torque candidate Tmg_c is less than or equal to the drive upper limit torque Tmg_assiup(e), and the unit transmission shaft supply work rate difference Pcrk_unit(d) becomes equal to or larger than the unit transmission shaft supply work rate difference drive minimum MAP value Pcrk_assimin(Soc)(f). Indicates that the MG torque candidate value is between 1 and 5 [Nm]. Among them, the unit transmission shaft supply work power difference Pcrk_unit(d) has the maximum value since the MG torque candidate value is 3 [Nm], and thus the MG drive torque Tmg_assi is 3 [Nm]. In the flowcharts of FIGS. 3 to 5, since the unit transmission shaft supply work power difference Pcrk_unit is calculated only when the MG torque candidate Tmg_c is less than or equal to the drive upper limit torque Tmg_assiup, the MG torque candidate Tmg_c of FIGS. Nm] is not calculated, but it is shown for explanation.

FIG. 11 shows the MG torque candidate Tmg_c on the power generation side on the horizontal axis, and the transmission power supply power Pcrk_s, the engine supply power Peng_s, and the MG electric power Pmg_e on the vertical axis.
In FIG. 11, the value obtained by adding the white portion (a) and the black portion (b) of the bar graph is the engine supply work rate Peng_s including the increase in the engine supply work rate necessary for power generation by the MG 102, and the black part of the bar graph. (B) is MG electric power Pmg_e. When the MG power generation torque Tmg_gen increases (the negative value on the horizontal axis is large), the engine supply power Peng_s(a+b) increases and the MG electric power Pmg_e(b) also increases. The white portion (a) of the bar graph is the transmission shaft supply power Pcrk_s. Further, (c) is a transmission shaft supply power difference Pcrk_sub, which is a difference between the transmission shaft supply power Pcrk_s when the MG torque candidate Tmg_c is 0 and the transmission shaft supply power Pcrk_s during MG power generation.

FIG. 12 shows the MG torque candidate Tmg_c on the power generation side on the horizontal axis, and the transmission shaft supply power difference Pcrk_sub and the unit transmission shaft supply power difference Pcrk_unit on the vertical axis.
In FIG. 12, a bar graph (c) shows the transmission shaft supply power difference Pcrk_sub, which is the same as (c) in FIG. 11. Further, (d) shown by the line graph shows a unit transmission shaft supply power difference Pcrk_unit, which is a value obtained by dividing the transmission shaft supply power difference Pcrk_sub(c) by the MG torque candidate Tmg_c on the horizontal axis and inverting the sign. Further, (e) is the power generation lower limit torque Tmg_genlo, and (f) is the unit transmission shaft supply work power differential power generation maximum MAP value Pcrk_genmax(Soc).

The MG torque candidate Tmg_c is equal to or higher than the power generation lower limit torque Tmg_genlo(e), and the unit transmission shaft supply work power difference Pcrk_unit(d) is equal to or less than the unit transmission shaft supply work power difference power generation maximum MAP value Pcrk_genmax(Soc)(f). Indicates that the MG torque candidate value is between -3 and -5 [Nm]. Among them, the unit transmission shaft supply work power difference Pcrk_unit(d) becomes the minimum value because the MG torque candidate value is -5 [Nm], and therefore the MG power generation torque Tmg_gen is selected to be -5 [Nm]. In the flowcharts of FIGS. 3 to 5, since the unit transmission shaft supply work power difference Pcrk_unit is calculated only when the MG torque candidate Tmg_c is equal to or more than the power generation lower limit torque Tmg_genlo, the MG torque candidate Tmg_c shown in FIGS. Although the calculation at 10 [Nm] is not performed, it is described for the sake of explanation.

As shown in FIGS. 10 and 12, when 3 [Nm] is selected for the MG drive torque and -5 [Nm] is selected for the MG power generation torque, the unit drive shaft supply power of the MG drive torque of 3 [Nm] is selected. The difference Pcrk_unit is compared with the sign reversal value of the unit transmission shaft supply work power difference Pcrk_unit whose MG power generation torque is −5 [Nm], and the larger MG torque is selected as the MG command torque Tmg.

As described above, according to the first embodiment, among the unit transmission shaft supply work power differences Pcrk_unit that are equal to or greater than the unit transmission shaft supply work power difference lower limit value, the unit transmission shaft supply work power difference Pcrk_unit is the maximum, that is, the MG command. By selecting, as the drive command torque, the torque with the largest reduction amount of the transmission shaft supply work rate per torque from among the torque candidate values of the MG 102, the drive ratio of the MG 102 in the transmission shaft torque is suppressed, so that the battery 106 is reduced. It is possible to obtain a control device for a hybrid vehicle capable of improving the fuel consumption as compared with the conventional technique while suppressing the over-discharge of.

Furthermore, according to the first embodiment, among the unit transmission shaft supply work power differences Pcrk_unit that are less than or equal to the unit transmission shaft supply work power difference upper limit value, the unit transmission shaft supply work power difference Pcrk_unit is the minimum, that is, per MG command torque. By selecting, as the power generation command torque, the torque having the smallest increase in the power supply of the power transmission shaft from the torque candidate values of the MG 102, a control device for a hybrid vehicle capable of suppressing deterioration of fuel consumption due to overcharge of the battery 106 is obtained. be able to.

Further, according to the first embodiment, the unit transmission shaft supply work power difference upper limit value and the unit transmission shaft supply work power difference lower limit value are changed based on the charge state of battery 106, so that the charge state of battery 106 is sufficient. If it is, the range in which the battery power of the MG 102 is used for driving is expanded, and if the state of charge of the battery 106 is insufficient, the range in which the battery 106 is charged with power by power generation using the engine torque of the MG 102 is expanded. As a result, it is possible to obtain the control device for the hybrid vehicle that can improve the fuel consumption by suppressing the over-discharge of the battery 106 and suppress the deterioration of the fuel consumption by suppressing the over-charge of the battery 106.

Further, according to the first embodiment, by changing the command drive torque upper limit value and the command power generation torque lower limit value based on the charging state of battery 106, the battery power of MG 102 is changed when battery 106 is sufficiently charged. Is used to expand the range in which the battery 106 is driven, and if the state of charge of the battery 106 is insufficient, the range in which the battery 106 is charged with power by using the engine torque of the MG 102 is expanded, thereby over-discharging the battery 106. It is possible to obtain a control device for a hybrid vehicle capable of improving fuel efficiency by suppressing the above and suppressing deterioration of fuel efficiency by suppressing overcharge of the battery 106.

Further, according to the first embodiment, when both the drive command torque of MG 102 and the power generation command torque of MG 102 are not zero, the selected unit of MG drive torque, the transmission shaft supply power difference, and the selected unit of MG power generation torque. Of the sign inversion values of the transmission shaft supply power difference, the torque having the larger unit transmission shaft supply power difference is selected as the MG command torque Tmg, and the MG 102 having high energy efficiency is driven by driving the MG 102 or generating power. Since the operating condition of is obtained, it is possible to obtain the control device of the hybrid vehicle which can improve the fuel consumption as compared with the related art.

Although the present application describes example embodiments, the various features, aspects, and functions described in the embodiments are not limited to the application of any particular embodiment, alone or Various combinations can be applied to the embodiments.
Therefore, innumerable variations not illustrated are envisioned within the scope of the technology disclosed herein. For example, the case of modifying, adding or omitting at least one constituent element is included.

101 engine, 102 motor generator (MG), 103 belt, 104 transmission, 105 propeller shaft, 106 battery, 107 differential device, 108 drive shaft, 109 tire, 110 controller, 201 transmission shaft torque calculation unit, 202 MG command candidate Calculation unit, 203 Engine required power calculation unit, 204 Fuel consumption rate calculation unit, 205 Engine supply power calculation unit, 206 MG mechanical power calculation unit, 207 MG efficiency calculation unit, 208 MG electric power calculation unit, 209 Transmission Shaft supply power calculation unit, 210 Transmission shaft supply power difference calculation unit, 211 Unit transmission shaft supply power difference calculation unit, 212 MG command torque calculation unit.

Further, the controller 110 whether power is generated in MG102, or cause driven, or controlling the MG102 to determine whether to stop. The control signal to the MG 102 is transmitted as a torque value. When the torque value is positive, driving is performed, when the torque value is negative, power generation is performed, and when the torque value is zero, stop is performed.

As described above, in the hybrid vehicle that uses the engine 101 and the MG 102 together to obtain the driving force of the vehicle, only one transmission shaft torque (required output) is required for traveling, but the supply output (required output) required for traveling ( There are multiple combinations of supply power). As shown in FIG. 6, the engine 101 has different efficiencies due to differences in operating points (engine rotation speed, engine generated torque). Therefore, even when the same required output is obtained, the supply work rate varies depending on the operating points. .. That is, the higher the efficiency, the smaller the power of supply to obtain the required output. Further, as shown in FIG. 7, since the MGs 102 have different efficiencies depending on the operating points (MG rotation speed, MG generated torque), the supply work rate varies depending on the operating points even when the same required output is obtained. different. That is, the higher the efficiency, the smaller the power of supply to obtain the required output. The transmission shaft torque (required output) required for traveling is a total value of the required output of the engine 101 and the required output of the MG 102. As shown in FIG. 9, there are a plurality of combinations, and the power supply rate of the engine 101 at that time is present. And MG 102 have different supply powers.
Based on the above, the control device for a hybrid vehicle according to the first embodiment has the unit transmission shaft supply power difference Pcrk_unit out of the unit transmission shaft supply power difference Pcrk_unit that is equal to or higher than the unit transmission shaft supply power difference lower limit value. The maximum, that is, the torque with the largest reduction amount of the power supply shaft work power per MG command torque is selected as the drive command torque from the torque candidate values of the MG 102, thereby suppressing the drive ratio of the MG 102 out of the power shaft torque. .. As a result , it is possible to obtain the control device for the hybrid vehicle that can improve the fuel consumption as compared with the related art while suppressing the over-discharge of the battery 106.

Furthermore, the control device for a hybrid vehicle according to the first embodiment has the smallest unit transmission shaft supply power difference Pcrk_unit among the unit transmission shaft supply power difference Pcrk_unit that is equal to or less than the unit transmission shaft supply power difference upper limit value, that is, The torque with the smallest increase amount of power supply to the transmission shaft per MG command torque is selected as the power generation command torque from the torque candidate values of MG102 . Accordingly , it is possible to obtain a control device for a hybrid vehicle that can suppress deterioration of fuel consumption due to overcharge of battery 106.

Further, the control device for a hybrid vehicle according to the first embodiment changes the unit transmission shaft supply work power difference upper limit value and the unit transmission shaft supply work power difference lower limit value based on the state of charge of battery 106, thereby changing battery 106. If the state of charge of the battery is sufficient, the range of driving by using the battery power of the MG 102 is expanded, and if the state of charge of the battery 106 is insufficient, the battery 106 is charged with power by power generation using the engine torque of the MG 102. Expand the range to do . As a result , it is possible to obtain a control device for a hybrid vehicle capable of improving the fuel consumption by suppressing the over-discharge of the battery 106 and suppressing the fuel consumption deterioration by suppressing the over-charge of the battery 106.

Further, the control device for the hybrid vehicle according to the first embodiment changes the command drive torque upper limit value and the command power generation torque lower limit value based on the charge state of battery 106, so that the charge state of battery 106 is sufficient. Expands the range in which the battery power of MG 102 is used for driving, and expands the range in which battery 106 is charged by power generation using the engine torque of MG 102 if the state of charge of battery 106 is insufficient . As a result , it is possible to obtain a control device for a hybrid vehicle capable of improving the fuel consumption by suppressing the over-discharge of the battery 106 and suppressing the fuel consumption deterioration by suppressing the over-charge of the battery 106.

Furthermore, when the drive command torque of MG 102 and the power generation command torque of MG 102 are not zero, the control device for a hybrid vehicle according to the first embodiment selects the unit transmission shaft supply power difference of the selected MG drive torque. Of the sign inversion values of the unit transmission shaft supply power difference of the MG power generation torque, the torque having the larger unit transmission shaft supply power difference is selected as the MG command torque Tmg, and the MG 102 is driven or generated . As a result , the operating condition of MG 102 with high energy efficiency can be obtained, so that it is possible to obtain the control device for the hybrid vehicle capable of improving the fuel consumption as compared with the conventional technique.

Claims (7)

A hybrid vehicle for controlling a hybrid vehicle including an engine that generates power, a motor generator that transmits and receives power between the engine, and a battery that is connected to the motor generator and that charges and discharges electric power A control device,
A transmission shaft torque calculation unit that calculates a transmission shaft torque required for traveling of the hybrid vehicle;
Based on the transmission shaft torque, while setting a plurality of motor-generator torque candidate values that are candidate values of command torque to the motor-generator, at least setting the motor-generator in a driving state and a stopped state, respectively. A plurality of motor/generator command candidate calculation sections for calculating engine torque candidate values corresponding to the plurality of motor/generator torque candidate values set,
An engine supply work rate to be supplied to the engine is calculated based on the engine torque candidate value, the engine rotation speed, and the engine fuel consumption rate corresponding to each of the plurality of candidate motor generator torque values. An engine supply work rate calculation unit,
The motor generator, based on the motor generator torque candidate value, the rotation speed of the motor generator, and the driving efficiency of the motor generator, corresponding to each of the plurality of candidate motor generator torque values. A motor generator electric power calculation unit that calculates the electric power of
The engine supply power calculated by the engine supply power calculation unit and the motor power generator electric power calculation unit calculated by the engine supply power calculation unit corresponding to each of the plurality of motor generator torque candidate values set. A transmission shaft supply power calculation unit that calculates the transmission shaft supply power supplied to the transmission shaft of the hybrid vehicle by adding the electric power of the motor generator,
Calculate a transmission shaft supply power difference by subtracting the transmission shaft supply power when the motor generator is stopped from the transmission shaft supply power corresponding to each of the plurality of candidate motor generator torque values A transmission shaft supply work power difference calculation unit,
A unit transmission shaft supply work for calculating a unit transmission shaft supply work power difference obtained by dividing the transmission shaft supply work power difference corresponding to each of the plurality of motor generator torque candidate values set by the motor generator torque candidate value. A rate difference calculation unit,
Of the unit transmission shaft supply power difference in which the unit transmission shaft supply power difference corresponding to each of the plurality of motor generator torque candidate values set is not less than the unit transmission shaft supply power difference lower limit value, the A control device for a hybrid vehicle, comprising: a motor-generator command torque calculation unit that uses the motor-generator torque candidate value that maximizes the unit transmission shaft supply work power difference as a motor-generator drive command torque. A hybrid vehicle for controlling a hybrid vehicle including an engine that generates power, a motor generator that transmits and receives power between the engine, and a battery that is connected to the motor generator and that charges and discharges electric power A control device,
A transmission shaft torque calculation unit that calculates a transmission shaft torque required for traveling of the hybrid vehicle;
Based on the transmission shaft torque, at least setting a plurality of motor-generator torque candidate values that are candidate values of the command torque to the motor-generator, in which the motor-generator is in each of a power generation state and a stopped state. A plurality of motor/generator command candidate calculation sections for calculating engine torque candidate values corresponding to the plurality of motor/generator torque candidate values set,
An engine supply work rate to be supplied to the engine is calculated based on the engine torque candidate value, the engine rotation speed, and the engine fuel consumption rate corresponding to each of the plurality of candidate motor generator torque values. An engine supply work rate calculation unit,
The motor generator based on the motor generator torque candidate value, the rotation speed of the motor generator, and the power generation efficiency of the motor generator corresponding to each of the plurality of candidate motor generator torque values. A motor-generator electric power calculation unit that calculates the electric power of
Corresponding to each of the plurality of motor generator torque candidate values set, the engine supply power calculated by the engine supply power calculation section and the motor supply electric power calculation section calculated by the motor generator power calculation section. A transmission shaft supply power calculation unit that calculates the transmission shaft supply power supplied to the transmission shaft of the hybrid vehicle by adding the electric power of the motor generator,
Calculate a transmission shaft supply power difference by subtracting the transmission shaft supply power when the motor generator is stopped from the transmission shaft supply power corresponding to each of the plurality of motor generator torque candidate values set A transmission shaft supply work power difference calculating unit,
Unit transmission shaft supply work for calculating a unit transmission shaft supply work power difference obtained by dividing the transmission shaft supply work power difference corresponding to each of the plurality of motor generator torque candidate values set by the motor generator torque candidate value A rate difference calculator,
Of the unit transmission shaft supply power difference, the unit transmission shaft supply power difference corresponding to each of the plurality of motor generator torque candidate values set is equal to or less than the unit transmission shaft supply power difference upper limit value, the A control device for a hybrid vehicle, comprising: a motor-generator command torque calculation unit that uses the motor-generator torque candidate value that minimizes the unit transmission shaft supply power difference as a motor-generator command torque. A hybrid vehicle for controlling a hybrid vehicle including an engine that generates power, a motor generator that transmits and receives power between the engine, and a battery that is connected to the motor generator and that charges and discharges electric power A control device,
A transmission shaft torque calculation unit that calculates a transmission shaft torque required for traveling of the hybrid vehicle;
A plurality of motor generator torque candidate values, which are candidate values for command torque to the motor generator, are set for setting the motor generator in the driving state, the power generating state, and the stopped state, respectively, and the transmission shaft torque is set. A motor-generator command candidate calculation unit that calculates an engine torque candidate value corresponding to a plurality of motor-generator torque candidate values set based on
An engine supply work rate to be supplied to the engine is calculated based on the engine torque candidate value, the engine rotation speed, and the engine fuel consumption rate corresponding to each of the plurality of candidate motor generator torque values. An engine supply work rate calculation unit,
Corresponding to each of the plurality of motor generator torque candidate values set, based on the motor generator torque candidate value, the rotation speed of the motor generator and the drive efficiency and power generation efficiency of the motor generator, A motor-generator electric power calculation unit that calculates the electric power of the motor-generator,
Corresponding to each of the plurality of motor generator torque candidate values set, the engine supply power calculated by the engine supply power calculation section and the motor supply electric power calculation section calculated by the motor generator power calculation section. A transmission shaft supply power calculation unit that calculates the transmission shaft supply power supplied to the transmission shaft of the hybrid vehicle by adding the electric power of the motor generator,
Calculate a transmission shaft supply power difference by subtracting the transmission shaft supply power when the motor generator is stopped from the transmission shaft supply power corresponding to each of the plurality of motor generator torque candidate values set A transmission shaft supply work power difference calculating unit,
Unit transmission shaft supply work for calculating a unit transmission shaft supply work power difference obtained by dividing the transmission shaft supply work power difference corresponding to each of the plurality of motor generator torque candidate values set by the motor generator torque candidate value A rate difference calculator,
Among the unit transmission shaft supply power difference, the unit transmission shaft supply power difference corresponding to each of the plurality of motor generator torque candidate values set is equal to or more than the unit transmission shaft supply power difference lower limit value, the Unit power transmission shaft The power generator torque candidate value that maximizes the power supply difference is set as the motor generator drive command torque, and the unit power transmission shaft corresponding to each of the plurality of motor generator torque candidate values set. Among the unit transmission shaft supply power difference in which the supply power difference is equal to or less than the unit transmission shaft supply power difference upper limit value, the motor generator torque candidate value in which the unit transmission shaft supply power difference is minimum is generated by the motor power generation. A control device for a hybrid vehicle, comprising: a motor-generator command torque calculation unit that uses a motor-generator command torque. The control device for a hybrid vehicle according to claim 1, wherein the unit transmission shaft supply work power difference lower limit value is determined based on a state of charge of the battery. The control device for a hybrid vehicle according to claim 2 or 3, wherein the unit transmission shaft supply work power difference upper limit value is determined based on a state of charge of the battery. When both the motor generator drive command torque and the motor generator power generation command torque are not zero, the unit transmission shaft supply power difference in which the motor generator drive command torque is selected and the motor generator power generation command torque are By comparing the sign reversal values of the selected transmission shaft supply work power differences, the motor generator drive command torque or the motor generator power generation command torque with the larger value is selected as the motor generator command torque. The control device for a hybrid vehicle according to claim 3, wherein the control device is a hybrid vehicle. The motor generator torque candidate value is limited between a command drive torque upper limit value and a command power generation torque lower limit value, and the command drive torque upper limit value and the command power generation torque lower limit value are based on the state of charge of the battery. The control device for a hybrid vehicle according to any one of claims 1 to 6, wherein the control device is determined.

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