JP2022131780A - Vehicular control device - Google Patents

Abstract

To provide a vehicular control device capable of reducing a divergence between consumption estimated power and electric power which is actually consumed in equipment other than a drive motor.SOLUTION: In a hybrid vehicle 1, a drive motor 4 and a power generation motor 3 are controlled such that drive required power and power-generation required power are output from the drive motor 4 and the power generation motor 3, respectively. The drive required power is power required for traveling of the hybrid vehicle 1. The power-generation required power is obtained by totaling up the drive required power, battery required power which is the amount of charge and discharge for keeping the SOC of a battery 11 within a use range, and consumption estimated power which is estimated as electric power consumed in equipment other than the power generation motor 3 and the drive motor 4. Then, there are detected drive actual power and power-generation actual power which are actually generated by the drive motor 4 and the power generation motor 3, respectively. The power-generation actual power, the drive actual power, and the consumption estimated power are totaled up, and there is obtained a difference between the total value and battery actual power which is actually discharged from the battery 11. The consumption estimated power is corrected on the basis of the difference.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle control device.

For example, a series hybrid vehicle is equipped with a generator motor that generates power from the power of the engine and a drive motor that generates power for running.

In addition, the hybrid vehicle is equipped with a battery, and electric power generated by the generator motor is stored in the battery, and electric power is supplied from the battery to the drive motor. The electric power stored in the battery is used not only to drive the drive motor, but also to drive electrical equipment such as auxiliary equipment and an air conditioner that air-conditions the interior of the vehicle. Battery power is stepped down by a DC-DC converter and supplied to electrical equipment.

In the battery, the usage range is set as a SOC (State Of Charge) range that indicates the state of charge of the battery (the ratio of the remaining charge to the charge capacity). Then, the charge/discharge balance of the battery is controlled so that the SOC of the battery is maintained within the operating range. In the control of the charge/discharge balance, the required drive power required for running the hybrid vehicle and the required power generation required for the generator motor are obtained, and the required drive power and the required power generation are respectively driven. Drive motors and generator motors are controlled as is implemented with motors and generator motors.

JP 2011-46279 A

The required power generation includes electric power consumed by the drive motor, that is, required drive power, and required battery power, which is the charge/discharge amount for keeping the SOC of the battery within the usable range. In addition, the requested power generation includes power consumed by components other than the generator motor and the drive motor, such as power output from the DC-DC converter.

In a configuration in which power consumed by motors other than the generator motor and the drive motor cannot be detected, the power consumption is estimated and added to the power generation request as estimated power consumption. Therefore, if there is a discrepancy between the estimated power consumption and the power actually consumed by components other than the drive motor, the charge/discharge balance of the battery will deviate from the target.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle control apparatus capable of reducing the divergence between the estimated power consumption and the power actually consumed by components other than the drive motor.

In order to achieve the above object, a vehicle control device according to one aspect of the present invention includes a battery that charges and discharges electric power, an engine that generates power, a generator motor that generates power using the power of the engine, and a vehicle for running. A control device for use in a vehicle equipped with a drive motor for generating power, the drive motor determining a required drive power required for running the vehicle, and controlling the drive motor so that the drive motor generates the required drive power. drive motor control means for controlling the required drive power, the required battery power that is the amount of charge and discharge for keeping the state of charge of the battery within the range of use, and the consumption estimation estimated as the power consumed by the generator motor and other than the drive motor A generator motor control means for controlling the generator motor so that the generator motor generates the requested power generation by obtaining the required power generation by summing the powers; Correcting means for calculating the difference between the sum of the generated actual power and the estimated power consumption and the actual battery power actually discharged from the battery, and correcting the estimated power consumption based on the difference.

According to this configuration, the drive motor and the generator motor are controlled so that the drive motor and the generator motor output the requested drive power and the requested power for generation, respectively. The required drive power is the power required for running the vehicle, and is obtained from the vehicle speed, accelerator opening, and the like. The required power for generation consists of the required drive power, the required battery power that is the charge/discharge amount for keeping the state of charge of the battery within the range of use, and the estimated power consumption that is estimated as the power consumed by the motor other than the generator motor and the drive motor. Calculated by adding up

Then, the actual driving power actually generated by the driving motor and the actual power generation actually generated by the generating motor are detected, and the actual generated power, the actual driving power, and the estimated power consumption are added, and the total value and the battery are used as the actual power. A difference from the actual battery power that is discharged during the period is obtained, and the estimated power consumption is corrected based on the difference. The difference between the sum of the actual generated power, the actual driving power, and the estimated power consumption and the actual battery power corresponds to the amount of divergence between the estimated power consumption and the power actually consumed by components other than the generating motor and the driving motor. By correcting the estimated power consumption based on the difference, it is possible to reduce the deviation between the estimated power consumption and the power actually consumed by components other than the generator motor and drive motor. As a result, the requested power generation can be set with high accuracy, and the charge/discharge balance of the battery can be brought closer to the target. As a result, the accuracy of managing the state of charge of the battery is improved, and deterioration of the battery (damage to the battery due to charging and discharging) can be suppressed.

A vehicle control device according to another aspect of the present invention includes a battery that charges and discharges electric power, an engine that generates power, a generator motor that generates power using the power of the engine, and a drive motor that generates power for running. A control device for use in a vehicle mounted with the drive motor control means for determining a required drive power required for running the vehicle and controlling the drive motor so that the drive motor generates the required drive power. , required driving power, required battery power, which is the charge/discharge amount to keep the state of charge of the battery within the usable range, and estimated power consumption estimated as power consumed by the generator motor and other than the drive motor, to obtain the required power generation power. A generator motor control means for controlling the generator motor so that the generator motor generates the requested power generation power, and a difference between the requested battery power and the actual battery power actually discharged from the battery is obtained, and based on the difference correction means for correcting the estimated power consumption by using the

According to this configuration, the drive motor and the generator motor are controlled so that the drive motor and the generator motor output the requested drive power and the requested power for generation, respectively. The required drive power is the power required for running the vehicle, and is obtained from the vehicle speed, accelerator opening, and the like. The required power for generation consists of the required drive power, the required battery power that is the charge/discharge amount for keeping the state of charge of the battery within the range of use, and the estimated power consumption that is estimated as the power consumed by the motor other than the generator motor and the drive motor. Calculated by adding up

Then, the difference between the required battery power and the actual battery power actually discharged from the battery is obtained, and the estimated power consumption is corrected based on the difference. The difference between the required battery power and the actual battery power increases or decreases according to the difference between the estimated power consumption and the power actually consumed by motors other than the generator motor and the drive motor, so the estimated power consumption is corrected based on the difference. By doing so, it is possible to reduce the difference between the estimated power consumption and the power actually consumed by components other than the generator motor and the drive motor. As a result, the requested power generation can be set with high accuracy, and the charge/discharge balance of the battery can be brought closer to the target. As a result, the accuracy of managing the state of charge of the battery is improved, and deterioration of the battery can be suppressed.

According to the present invention, it is possible to reduce the difference between the power actually consumed by the motor other than the generator motor and the drive motor and the estimated power consumption, which is an estimated value of the power. It is possible to bring the charge/discharge balance of the battery closer to the target. As a result, the accuracy of managing the state of charge of the battery is improved, and deterioration of the battery can be suppressed.

1 is a block diagram showing the configuration of a main part of a hybrid vehicle employing a vehicle control device according to an embodiment of the invention; FIG. FIG. 3 is a block diagram for explaining charge/discharge balance control; FIG. 4 is a block diagram for explaining correction value calculation processing for calculating a correction value for correcting estimated power consumption; FIG. 9 is a block diagram for explaining another example of correction value calculation processing;

BEST MODE FOR CARRYING OUT THE INVENTION Below, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

<Main configuration of hybrid vehicle>
FIG. 1 is a block diagram showing the configuration of main parts of a hybrid vehicle 1. As shown in FIG.

The hybrid vehicle 1 is a vehicle equipped with a series hybrid system. A hybrid vehicle 1 is equipped with an engine 2, a generator motor (MG1) 3, and a drive motor (MG2) 4. As shown in FIG.

The engine 2 is, for example, a gasoline engine, and includes an electronic throttle valve for adjusting the amount of intake air into the combustion chamber, an injector (fuel injection device) for injecting fuel into the intake air, and a spark plug for generating electrical discharge in the combustion chamber. etc.

The generator motor 3 and the drive motor 4 are, for example, permanent magnet synchronous motors (PMSM).

The power generation motor 3 is a power generation motor that generates power using the power of the engine 2, and its rotating shaft is mechanically connected to the crankshaft of the engine 2 via a gear or the like.

The drive motor 4 is a drive motor that generates power for running the hybrid vehicle 1 , and has a rotation shaft connected to a drive system for running the hybrid vehicle 1 . The traveling drive system includes, for example, a differential gear, and the power of the drive motor 4 is transmitted to the differential gear, and is distributed and transmitted from the differential gear to the left and right drive wheels.

Also, the hybrid vehicle 1 is equipped with a battery (BAT) 11 and a PCU (Power Control Unit) 12 .

The battery 11 is an assembled battery in which a plurality of secondary batteries are combined. A secondary battery is, for example, a lithium ion battery. The battery 11 outputs DC power of about 200 to 350 V (volt), for example.

The PCU 12 is a unit for controlling the driving of the generator motor 3 and the drive motor 4, and includes inverters 13 and 14, a converter (CONV) 15 and an MGECU 16.

The inverter (INV1) 13 is a three-phase voltage source inverter that drives the generator motor 3, and includes a series circuit of two IGBTs (Insulated Gate Bipolar Transistors) for each of U-phase, V-phase and W-phase. They are provided corresponding to the phases, and have a configuration in which these series circuits are connected in parallel between the plus wiring and the minus wiring. The inverter 13 converts the DC power into AC power and supplies the AC power to the generator motor 3 during power running of the generator motor 3 . In addition, the inverter 13 converts AC power generated by the generator motor 3 into DC power when the generator motor 3 is in regenerative operation (power generation operation).

The inverter (INV2) 14 is a three-phase voltage source inverter that drives the drive motor 4. Similar to the inverter 13, the inverter (INV2) 14 is a series circuit of two IGBTs corresponding to each of the U-phase, V-phase and W-phase. and the series circuits are connected in parallel between the plus wiring and the minus wiring. The inverter 14 converts the DC power into AC power and supplies the AC power to the drive motor 4 during power running of the drive motor 4 . Further, the inverter 14 converts AC power generated by the drive motor 4 into DC power when the drive motor 4 is in regenerative operation (power generation operation).

Converter 15 boosts the DC power output from battery 11 and supplies it to inverters 13 and 14 when generator motor 3 and drive motor 4 are powered. Further, during regenerative operation of the generator motor 3 and the drive motor 4 , the DC power output from the inverters 13 and 14 is stepped down and supplied to the battery 11 .

The hybrid vehicle 1 is equipped with a plurality of ECUs (Electronic Control Units), and the MGECU 16 is one of the plurality of ECUs. Each ECU has a microcomputer (microcontroller), and the microcomputer contains, for example, a CPU, nonvolatile memory such as flash memory, and volatile memory such as DRAM (Dynamic Random Access Memory). A plurality of ECUs are connected so as to be capable of two-way communication using CAN (Controller Area Network) communication protocol.

The HVECU 17 is included in the plurality of ECUs. The HVECU 17 controls the engine 2 and also controls the generator motor 3 and the drive motor 4 via the PCU 12 . In controlling the generator motor 3 and the drive motor 4 , the torque command value of the generator motor 3 and the torque command value of the drive motor 4 are input from the HVECU 17 to the MGECU 16 . MGECU 16 controls operations of inverters 13 and 14 and converter 15 based on the torque command value input from HVECU 17 .

In the hybrid vehicle 1, when the engine 2 is started, electric power is supplied from the battery 11 to the generator motor 3, and the generator motor 3 is powered, whereby the engine 2 is motored (cranked) by the generator motor 3. . When the ignition plug of the engine 2 is sparked while the number of rotations of the engine 2 is increased to the number of rotations required for firing by motoring, the engine 2 fires.

When the hybrid vehicle 1 is running, the drive motor 4 is power-running, and the drive motor 4 generates power. The engine 2 is stopped and the power generation motor 3 does not generate power, and electric power is supplied from the battery 11 to the drive motor 4, and the drive motor 4 is driven by the electric power, whereby the hybrid vehicle 1 travels in EV mode. Further, while the engine 2 is in an operating state (firing) and the generator motor 3 is in a power generation operation (regenerative operation), electric power from the generator motor 3 (and the battery 11) is supplied to the drive motor 4 to 4 is driven, the hybrid vehicle 1 runs in HV mode.

During deceleration of the hybrid vehicle 1, the drive motor 4 is regeneratively operated, and the power transmitted from the drive wheels to the drive motor 4 is converted into AC power. At this time, the drive motor 4 acts as a resistance of the traveling drive system, and the resistance acts as a braking force (regenerative braking force) for braking the hybrid vehicle 1 . Also at this time, the battery 11 is charged by supplying the electric power generated by the drive motor 4 to the battery 11 .

<Charge/discharge balance control>
FIG. 2 is a block diagram for explaining charge/discharge balance control.

While the ignition switch of the hybrid vehicle 1 is on, for example, the HVECU 17 repeatedly calculates the SOC (State Of Charge) indicating the state of charge of the battery 11 (the ratio of the remaining charge to the charge capacity). The HVECU 17 is connected to a current sensor capable of distinguishing and detecting a charging current for charging the battery 11 and a discharging current discharged from the battery 11 . A terminal voltage of the battery 11 is also input to the HVECU 17 . The HVECU 17 acquires the current values of the charging current and the discharging current from the detection signal of the current sensor, and calculates the charging amount to the battery 11 and the discharging amount from the battery 11 . Then, the amount of charge and the amount of discharge are integrated to calculate the remaining charge of the battery 11, and the SOC is calculated from the remaining charge. The calculated SOC is updated and stored in the non-volatile memory built in the HVECU 17 .

The usage range of the battery 11 is set as the SOC range. Then, the HVECU 17 performs charge/discharge balance control for controlling the charge/discharge balance of the battery 11 so that the SOC of the battery 11 is maintained within the use range.

In the charge/discharge balance control, the required drive power required for running the hybrid vehicle 1 is obtained from the vehicle speed of the hybrid vehicle 1 and the degree of opening of the accelerator. The accelerator opening is the ratio of the current operation amount to the maximum operation amount of the accelerator pedal provided in the vehicle compartment, and the operation amount of the accelerator pedal is detected by an accelerator sensor.

When the requested drive power is obtained, a torque command value for the drive motor 4 is obtained from the requested drive power and the rotation speed of the drive motor 4 , and the torque command value is transmitted from the HVECU 17 to the MGECU 16 . Then, the inverter 14 and the converter 15 are controlled by the MGECU 16, and electric power corresponding to the torque command value is supplied to the drive motor 4, whereby power (actual drive power) corresponding to the drive power demand from the drive motor 4 is generated. output.

On the other hand, the requested power generation power, which is the amount of power generation required for the generator motor 3, is obtained. That is, in order to obtain the required power for generation, the required battery power, which is the charge/discharge amount for keeping the SOC of the battery 11 within the range of use, is found. Presumed. The power consumed by components other than drive motor 4 includes power consumed by electrical equipment and power loss in generator motor 3, drive motor 4, inverters 13 and 14, converter 15, and the like. Electrical components other than the drive motor 4 refer to electrical loads to which power from the battery 11 is stepped down to 12V (volt) by a DC-DC converter and supplied. and so on. The requested power generation is obtained by adding the requested driving power, the requested power generation and the estimated consumption power in the adder 21 .

When the power generation request is obtained, a torque command value for the power generation motor 3 is obtained from the power generation request and the rotation speed of the power generation motor 3 , and the torque command value is transmitted from the HVECU 17 to the MGECU 16 . Then, the inverter 13 and the converter 15 are controlled by the MGECU 16, and electric power corresponding to the torque command value is supplied to the generator motor 3, whereby power (actual generated power) corresponding to the power generation request from the generator motor 3 is generated. output.

Note that the SOC of the battery 11 may be calculated by an ECU other than the HVECU 17, such as a BMS (Battery Management System) ECU that controls a relay circuit connected to the battery 11, and transmitted from the BMS ECU to the HVECU 17.

<Correction value calculation processing>
FIG. 3 is a block diagram for explaining correction value calculation processing for calculating a correction value for correcting the estimated power consumption.

Since the estimated power consumption is an estimated value of the power consumed by components other than the drive motor 4, if it diverges from the power actually consumed by components other than the drive motor 4, the accuracy of the charge/discharge balance control will decrease, and the charging of the battery 11 will be impaired. The discharge balance deviates from the target. If the charge/discharge balance of the battery 11 greatly deviates from the target, a situation may arise in which the SOC of the battery 11 does not fall within the operating range.

Therefore, when the charge/discharge balance control is being performed by the HVECU 17, a correction value calculation process is performed to obtain a correction value for correcting the estimated power consumption.

In the correction value calculation process, the actual drive power actually generated by the drive motor 4 is obtained. A current sensor that detects the motor current supplied from the inverter 14 to the drive motor 4 is connected to the MGECU 16 . Further, the terminal voltage (motor voltage) of the drive motor 4 is input to the MGECU 16 . The MGECU 16 detects the motor current and motor voltage of the drive motor 4 and transmits the motor current and motor voltage from the MGECU 16 to the HVECU 17 . Then, the HVECU 17 calculates the actual drive power from the motor current and motor voltage of the drive motor 4 .

Also, the actual power generated by the generator motor 3 is obtained. A current sensor that detects the motor current supplied from the inverter 13 to the generator motor 3 is connected to the MGECU 16 . Further, the terminal voltage (motor voltage) of the generator motor 3 is input to the MGECU 16 . The MGECU 16 detects the motor current and motor voltage of the generator motor 3 and transmits the motor current and motor voltage from the MGECU 16 to the HVECU 17 . Then, the HVECU 17 calculates the actual generated power from the motor current and motor voltage of the generator motor 3 .

On the other hand, by multiplying the charging/discharging current of the battery 11 and the terminal voltage, the actual battery power actually discharged from the battery 11 is obtained. When the battery 11 is charged, the actual battery power takes a negative value.

Then, the actual drive power, the actual generated power, and the estimated power consumption are added together by the adder 31 , and the added value is input to the subtractor 32 . Also, the actual battery power is input to the subtractor 32 . A subtractor 32 subtracts the actual battery power from the sum of the actual driving power, the actual generated power, and the estimated power consumption, to obtain the difference between the sum of the actual driving power, the actual generated power, and the estimated consumed power, and the actual battery power. Desired. This difference corresponds to the amount of divergence between the estimated power consumption and the power actually consumed by components other than the generator motor 3 and drive motor 4 .

The difference output from the subtractor 32 is input to the PI control unit 34 after being filtered by the filter processing unit 33 .

Since the actual driving power, the actual power generation and the actual battery power contain noise components such as ripple components (pulsation components) contained in the current, the noise components are removed by filtering in the filter processing unit 33 . Further, since the difference input from the subtractor 32 includes a delay due to communication between the HVECU 17 and other ECUs, the filter processing in the filter processing section 33 compensates for the delay.

The PI control unit 34 obtains a correction value from the difference after filtering according to a PI (Proportional-Integral) control rule. Then, the estimated power consumption is corrected by adding the correction value obtained by the PI control unit 34 to the estimated power consumption, and charging/discharging balance control is performed using the corrected estimated power consumption. The estimated power consumption is feedback adjusted.

<Effect>
As described above, in the hybrid vehicle 1, the required drive power and the required power generation are obtained, and the required drive power and the required power generation are output from the drive motor 4 and the generator motor 3, respectively. Motor 3 is controlled. The required drive power is the power required for the hybrid vehicle 1 to run, and is obtained from the vehicle speed of the hybrid vehicle 1, the accelerator opening, and the like. The requested power generation includes the requested drive power, the requested battery power that is the charge/discharge amount for keeping the SOC of the battery 11 within the range of use, and the estimated power consumption other than the generator motor 3 and the drive motor 4. It is obtained by summing with the estimated power.

Then, the actual driving power actually generated by the driving motor 4 and the actual power generation actually generated by the generating motor 3 are detected, and the actual power generation, the actual driving power, and the estimated power consumption are added, and the total value and the battery power are calculated. 11, the difference from the actual battery power actually discharged is obtained, and the estimated power consumption is corrected based on the difference. The difference between the sum of the actual generated power, the actual driving power, and the estimated power consumption and the actual battery power corresponds to the amount of divergence between the estimated power consumption and the power actually consumed by components other than the generator motor 3 and the drive motor 4. By correcting the estimated power consumption based on the difference, the deviation between the estimated power consumption and the power actually consumed by components other than the generator motor 3 and the drive motor 4 can be reduced. As a result, the required power generation can be set with high accuracy, and the charge/discharge balance of the battery 11 can be brought closer to the target. As a result, the accuracy of managing the SOC of the battery 11 is improved, and deterioration of the battery 11 (damage to the battery 11 due to charge/discharge) can be suppressed.

<Other embodiments>
FIG. 4 is a block diagram for explaining another example of correction value calculation processing.

A correction value for correcting the estimated power consumption may be obtained by the correction value calculation process shown in FIG. That is, when the charge/discharge balance control is being performed, the actual battery power is obtained and input to the subtractor 41 . The method of calculating the actual battery power is as described in the above embodiment. Further, the subtractor 41 receives the required battery power used in charge/discharge balance control. A subtractor 41 subtracts the actual battery power from the requested battery power to obtain the difference between the requested battery power and the actual battery power.

The difference output from the subtractor 41 is input to the PI control unit 43 after being filtered by the filter processing unit 42 . The processing in the filter processing section 42 and the PI control section 43 are the same as the processing in the filter processing section 33 and the PI control section 34, respectively.

Since the difference between the required battery power and the actual battery power increases or decreases according to the difference between the estimated power consumption and the power actually consumed by components other than the generator motor 3 and the drive motor 4, the estimated power consumption is calculated based on the difference. By correcting , the deviation between the estimated power consumption and the power actually consumed by components other than the generator motor 3 and the drive motor 4 can be reduced. Therefore, similarly to the above-described embodiment, it is possible to accurately set the required power generation, and to bring the charge/discharge balance of the battery 11 closer to the target. As a result, the accuracy of managing the SOC of the battery 11 is improved, and deterioration of the battery 11 can be suppressed.

However, if some restriction intervenes in the charge/discharge of the battery 11, there is a possibility that the charge/discharge balance of the battery 11 cannot be aimed. Arithmetic processing can also be performed.

<Modification>
Although the embodiments of the present invention have been described above, the present invention can also be implemented in other forms.

For example, in the above-described embodiment, the hybrid vehicle 1 equipped with a series hybrid system was taken up, but the present invention can be applied to a vehicle equipped with a hybrid system of a system other than the series system, such as a series/parallel system. be. In a series-parallel hybrid system, for example, an engine and a motor are connected to a planetary gear mechanism. Power can be combined and transmitted to the drive wheels.

In addition, various design changes can be made to the above configuration within the scope of the matters described in the claims.

1: Hybrid vehicle (vehicle)
2: Engine 3: Generating Motor 4: Driving Motor 11: Battery 12: PCU (Vehicle Control Device, Driving Motor Control Means, Generating Motor Control Means)
17: HVECU (vehicle control device, drive motor control means, generator motor control means, correction means)

Claims (1)

A control device for use in a vehicle equipped with a battery that charges and discharges electric power, an engine that generates power, a generator motor that generates power with the power of the engine, and a drive motor that generates power for running,
drive motor control means for obtaining a required drive power required for running the vehicle and controlling the drive motor so that the drive motor generates the required drive power;
Electric power is generated by summing the required driving power, the required battery power that is the charge/discharge amount for keeping the state of charge of the battery within the usable range, and the estimated consumption power estimated as power consumed by the generator motor and other than the drive motor. generator motor control means for obtaining a required power and controlling the generator motor so that the generator motor generates the required power generation;
A difference between the sum of the actual drive power actually generated by the drive motor, the actual generated power actually generated by the generator motor, and the estimated power consumption, and the actual battery power actually discharged from the battery is obtained, and correction means for correcting the estimated power consumption based on the difference.

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