JP3047745B2 - Hybrid electric vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid electric vehicle equipped with a generator driven by an engine and a running battery, and running on the power generated by the generator and the power stored in the battery. The present invention relates to a hybrid electric vehicle capable of controlling electric power generated by a generator according to a traveling state.

[0002]

2. Description of the Related Art In recent years, the development of industrial facilities and equipment in consideration of the global environment has been actively carried out. As for automobiles, electric vehicles without exhaust gas are being developed. However, the capacity of the battery is not yet sufficient, and there is a problem that the continuous running distance is limited to this capacity. In addition, there is a problem that it takes a long time to charge the battery, and once discharged, the battery cannot be used immediately.
Due to these problems, electric vehicles are used only for very limited applications.

In order to compensate for such a problem, a so-called hybrid electric vehicle has been developed in which a generator driven by an engine is mounted on a vehicle and the vehicle is driven by electric power generated by the generator. This hybrid electric vehicle can keep the operating state of the engine constant and can always operate near the maximum efficiency point of the engine. In addition, taking measures to remove harmful components of exhaust gas under certain operating conditions is more reliable and more effective than taking measures that assume various operating conditions.

[0004] When the operating state of the engine is kept constant as described above, the generated power is constant. However, the traveling state of the vehicle, that is, the traveling speed, the mounted weight, and the charged amount of the battery are changing, and the electric power required by the traveling motor changes every moment. Therefore, it is necessary to charge the battery when the generated power is excessive, and to discharge the battery when not enough to drive the traveling motor. However, when such control is performed, problems such as a decrease in efficiency due to charging / discharging of the battery and deterioration of the battery due to repeated charging / discharging occur. In addition, it is necessary to increase the battery capacity when power generation is excessive or insufficient, and there is a problem that the weight and cost increase accordingly.

When the generated power becomes excessive, it is conceivable to stop the operation of the engine and the generator, but in this case, the harmful components in the exhaust gas increase due to a decrease in the temperature of the catalyst when the engine is restarted. There was a problem of doing it.

Further, it is conceivable to control the engine output based on the opening degree of the throttle, but in this case, there is a problem that the thermal efficiency is reduced due to the throttle loss.

To solve these problems, Japanese Patent Laid-Open No.
Japanese Patent No. 121406 discloses a technique for controlling the engine speed and the generated power by setting the throttle of the engine to a fully open state and controlling the generator field current. According to this technique, since the throttle opening is fully opened, no throttle loss occurs, and a decrease in thermal efficiency does not occur.

[0008]

According to the technique disclosed in the above publication, the engine is always operated with the throttle fully open, and the adjustment of the engine output is controlled only by the engine speed. That is, the generated power of the generator and the engine speed always correspond one-to-one, so that when the required generated power is extremely small, the engine speed is set to an extremely low speed state, and when the required generated power is large, The engine speed must be very high.

When the required generated power is small and the engine speed is extremely low, the combustion in the combustion chamber of the engine becomes unstable, the component ratio in the exhaust gas fluctuates from cycle to cycle, and the exhaust purification action by the catalyst is sufficient. May not be able to be demonstrated. Further, when the combustion is unstable, there is a problem that the thermal efficiency also decreases. Furthermore, when the engine speed is low, the resonance frequency is deteriorated because the frequency of the engine is relatively close to the natural frequency of the spring system of the vehicle body such as the engine mount.

In addition, when the required generated power is large and the engine speed is high, there is a problem that noise is increased. In particular, in a hybrid electric vehicle, when the amount of stored battery power is small, the required generated power is large, and thus the engine speed is high. Therefore, there is a problem that the engine speed increases even when the traveling speed is low, and the noise level deteriorates.

The present invention has been made to solve the above-mentioned problems, and can control the power generated by a generator in accordance with a running state, and operate an engine that drives the generator in a predetermined rotation speed range. By suppressing noise and vibration,
Another object of the present invention is to provide a hybrid electric vehicle that can suppress generation of harmful components of exhaust gas.

[0012]

In order to achieve the above object, a hybrid electric vehicle according to the first aspect of the present invention includes a generator driven by an engine and a battery for traveling. Generator output command value calculation means for driving a motor with at least one of the power generated by the generator and the power stored in the battery to travel and calculate a generator output command value according to the power demand, and the generator output When the command value is equal to or less than a predetermined value, the lower limit of the engine operating range is used as the engine speed command value, and when the generator output command value exceeds the predetermined value, the generator output command value is used. An engine speed command value calculating means for calculating an engine speed command value; and an engine throttle according to the generator output command value when the generator output command value is equal to or less than the predetermined value. A throttle opening command value calculating means for calculating a throttle opening command value for fully opening the throttle opening when the generator output command value exceeds the predetermined value. Field current control means for controlling the field current of the generator so as to satisfy the engine speed command value so as to satisfy the engine speed command value and adjusting the load, and a throttle opening based on the throttle opening command value. And a throttle opening control device for controlling the degree.

A hybrid electric vehicle according to a second aspect of the present invention is equipped with a generator driven by an engine and a running battery, and the power generated by the generator and the power stored in the battery. A generator output command value calculating means for driving and driving a motor by at least one of the above and calculating a generator output command value according to the power demand,
When the generator output command value is equal to or more than a predetermined value, the upper limit of the engine operating range as the engine speed command value,
Further, when the generator output command value is less than the predetermined value, an engine speed command value calculation means for calculating an engine speed command value corresponding to the generator output command value; and A command value of an engine exhaust gas recirculation rate corresponding to a generator output command value when the generator output command value is equal to or more than a predetermined value, and an exhaust gas recirculation rate command command when the generator output command value is less than the predetermined value. Exhaust gas recirculation rate calculating means for calculating a value as an upper limit value of the control range thereof, and a field of the generator so as to satisfy the engine speed command value under the exhaust gas recirculation rate command value. There are field current control means for controlling the current and adjusting the load, and an exhaust gas recirculation device for controlling an exhaust gas recirculation valve based on the exhaust gas recirculation rate command value.

A hybrid electric vehicle according to a third aspect of the present invention includes a generator driven by an engine and a running battery, and the power generated by the generator and the power stored in the battery. A generator output command value calculating means for driving and driving a motor by at least one of the above and calculating a generator output command value according to the power demand,
When the generator output command value is equal to or less than a first predetermined value, a lower limit speed of an engine operating range is set as an engine speed command value, and a second predetermined value at which the generator output control value is equal to or more than the first predetermined value. In the above case, the upper limit rotation speed of the engine operation range is set as the engine rotation speed command value, and when the generator output command value exceeds the first predetermined value and is smaller than the second predetermined value, the generator output command value is set. An engine speed command value calculating means for calculating an engine speed command value corresponding to the engine speed command value, and an engine throttle opening corresponding to the generator output command value when the generator output command value is equal to or less than the first predetermined value. A throttle opening command value calculating means for calculating a throttle opening command value for fully opening the throttle opening when the generator output command value exceeds the first predetermined value; Generator output command value When the generator output command value is less than the second predetermined value, a command value of an engine exhaust gas recirculation rate according to the generator output command value is used. Exhaust gas recirculation rate calculation means for calculating the recirculation rate command value as the upper limit of the control range thereof,
Field current control means for controlling a field current of the generator so as to satisfy the engine speed command value under the throttle opening command value and the exhaust gas recirculation rate command value, and performing load adjustment; A throttle opening control device that controls a throttle opening based on the throttle opening command value, and an exhaust gas recirculation device that controls an exhaust gas recirculation valve based on the exhaust gas recirculation rate command value. I have.

[0015]

According to the first aspect of the present invention, when the required generator output is equal to or less than a predetermined value, the throttle opening is controlled. In addition, the engine output and the generated power can be reduced without further lowering the engine speed. Further, when the required generator output is higher than the predetermined value, the throttle opening is fully open, so that there is no throttle loss and high thermal efficiency can be maintained.

According to the second aspect of the present invention, when the required generator output is less than a predetermined value, the exhaust gas recirculation rate is set to the maximum value of the control range, and the required generator output is reduced to the maximum value. By controlling the exhaust gas re-lubrication rate at or above the second predetermined value, it is possible to increase the engine output and the generated power without increasing the engine speed when the required generator output is at or above the predetermined value. it can.

According to the third aspect of the present invention, by controlling the throttle opening when the required generator output is equal to or less than the first predetermined value, the engine speed can be maintained without further decreasing the engine speed. Output and generated power can be reduced. Further, by controlling the exhaust gas recirculation rate when the required generator output is equal to or higher than the second predetermined value, the engine output and the generated power can be increased without increasing the engine speed further.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments according to the present invention will be described below with reference to the drawings. FIG. 1 shows a drive system and a drive control system of the hybrid electric vehicle of the present embodiment.
The generator 10 is driven by the engine 14 via the gearbox 12. The AC power generated by the generator 10 is rectified, sent to the inverter 16, converted into a three-phase AC current, and drives the motor 18. When the power generated by the generator is larger than the power consumed by the motor, the battery 20 is charged with the surplus power. Conversely, when the electric power generated by the generator is insufficient, the electric energy stored in the battery 20 is discharged to supply electric power to the motor.

Generator 10, engine 14, inverter 1
An electronic control unit (ECU) that controls the devices such as 6 according to the running state is provided for each device. That is, a generator ECU 22 that controls the amount of power generated by the generator 10 by controlling the field current and the like, an engine ECU 24 that controls the operation of the engine 10 by controlling the ignition timing and the fuel injection amount of the engine 14, The inverter 16 is controlled according to the operation of the accelerator pedal and the brake pedal,
An electric vehicle traveling ECU (EV-ECU) 26 for driving the motor 18 at a desired rotation speed and torque is provided. Further, a battery ECU 28 for detecting the charged amount of the battery 20 and the like is provided.

The adjustment of the vehicle speed of an electric vehicle having such a drive system is performed by controlling the output torque and the number of revolutions of the motor 18, as described above.
The control is performed by the EV-ECU 26 controlling the inverter 16 to adjust the power and frequency of the alternating current supplied to the motor 18. The EV-ECU 26 calculates command values for the conversion power and the conversion frequency of the inverter 16 based on the outputs of the accelerator sensor 30 and the brake sensor 32 that detect the operation amounts of the accelerator pedal and the brake pedal operated by the driver, respectively. At this time, the current rotation speed of the motor 18 is detected by the rotation speed sensor 34, and E
This is fed back to the V-ECU 26. When the driver performs acceleration or constant speed operation, the EV-ECU 2
6 indicates that the inverter 16 has the generator 10 or the battery 20
Is converted into a predetermined power and frequency and supplied to the motor 18. When the driver performs a deceleration operation, the EV-ECU 26 controls the inverter 16 so that the motor 18 acts as a generator to convert kinetic energy of the vehicle into electric energy, that is, performs regenerative braking. Apart from this regenerative braking, the electric vehicle of this embodiment is also provided with a brake mechanism using mechanical frictional force, and the vehicle is braked by these two types of brakes. Further, the EV-ECU 26 is provided with a shift sensor 35.
, The direction of rotation of the motor 18 is controlled to select forward or backward.

As described above, in an electric vehicle, the power supplied to the motor changes according to the operation of the driver. Then, in the case of the present embodiment, the power generated by the generator 10 is adjusted according to the power consumed by the motor.
That is, the electric power required for driving the motor 18 is generated by the generator 10 without excess or
, And the power discharged from the battery 20 is reduced to prevent a decrease in efficiency due to charging and discharging. There is a one-to-one relationship between the generated power of the generator 10 and the shaft output of the engine 14, and controlling the generated power is equivalent to controlling the shaft output of the engine 14. In other words, the generator 10 generates a load corresponding to the shaft output of the engine 14 by controlling the field current to generate power.

Therefore, it is necessary to control the shaft output of the engine 14 in order to control the generated power. As a method of controlling the shaft output of the engine 14, a method based on the opening degree of a throttle valve is generally considered. However, when the throttle valve is closed as described in the above-mentioned publication, a throttle loss occurs, and the Thermal efficiency is reduced. Therefore, in the above publication, the output is changed by changing the rotation speed of the engine 14 with the throttle valve fully opened. However,
As described above, simply controlling the number of revolutions of the engine 14 causes a problem of purification and vibration of exhaust gas in a low speed region, and a problem of noise in a high speed region. Therefore, in this embodiment, the shaft output of the engine 14 is controlled by the throttle opening in the low rotation range, and the shaft output is controlled by the exhaust gas recirculation rate (EGR rate) in the high rotation range.

Hereinafter, the output control of the engine 14 will be described in detail. As described above, the EV-ECU 26 calculates the torque and the rotation speed to be generated by the motor 18 based on the operation of the accelerator pedal, the brake pedal, and the shift lever by the driver. Then, the inverter 16 is controlled so as to achieve the motor output torque and the rotation speed. At this time, the torque command value T _M and the rotation speed command value N _M are determined by the generator E
It is sent to the CU 22. The power consumed by the motor 18 can be calculated from the torque command value T _M and the rotation speed command value N _M , and the generator ECU 22 calculates the power to be generated by the generator 10 based on the calculated power. . The power to be generated depends on the state of charge (SO
C) also needs to be changed. In other words, if the battery is kept in a fully charged state at all times, the acceptability of the regenerative electric power is deteriorated, and the regenerative braking force cannot be effectively recovered,
Also, since the regenerative braking force cannot be expected, the SOC
Must be maintained lower than the fully charged state to ensure the receptivity of regenerative power. Further, if the SOC is lowered too much, the battery deteriorates quickly. Therefore, in order to extend the life of the battery, it is necessary to maintain the SOC at a certain level or more. As described above, it is desirable to control the SOC within a certain range from the viewpoints of ensuring regenerative power acceptability and battery life. Therefore, when the SOC falls below the lower limit, the generator is set to the maximum output operation, and
When C exceeds the upper limit, the generator is set to the minimum output operation. For this reason, the generator ECU 22 sends the SO
Newsletter C information V _{SO C.} Torque command value of motor T _M, the rotation speed command value N _M and the generator output command value calculation unit 36 of the generator in the ECU22 based on SOC information V _SOC
There calculating power, i.e. the power generator output command value P _G generator should occur. Calculation method, for example from a power P _M of the instantaneous motor torque command value T _M and the rotation speed command value N _M,

[Number 1] is calculated on the basis of the _{P M = k * T M *} N M ... (1). Here, k is a proportional constant. Then, an average motor power consumption within a predetermined time is defined as a motor required power _PGM ,

## EQU2 ## Calculated by the following equation: P _GM = ave (P _M ) (2) Furthermore, SOC is a generator output command value P _G between the maximum output value P _Gmax and the lower limit S _min, also SOC exceeds the upper limit S _max and a generator output command value P _{G
Is the} minimum output value P _Gmin .

Next, from the calculated generator output command value P _G, the command value N _ref of the engine rotational speed is calculated. This calculation is performed based on the graph shown in FIG. That is, the engine rotation speed command value N _ref is the normal area of the generator output command value P _G is 6~18kW, 1200~2800
approximately proportional to the generator output command value P _G in the range of rpm, the generator output command value as a constant value at 2800rpm in P _G is a high output range above 18 kW, whereas the power generator output command value 6kW following low output In the range, it is calculated as a constant value at 1200 rpm.

The control of the shaft output of the engine 14 is different depending on each rotation range. When the generator output command value is 6 to 18 kW (1
In the normal range of 200 to 2800 rpm, the throttle opening and the exhaust gas recirculation rate (EGR rate) are fixed, and the shaft output of the engine 14 is controlled by the rotation speed.
The shaft output of the engine is the product of the shaft torque and the rotation speed. In a normal engine, the shaft torque is substantially constant with respect to the rotation speed, so that the shaft output of the engine is substantially proportional to the rotation speed. Therefore, the generator output can be increased by increasing the engine speed. The throttle opening at this time is set to a fully open state so that there is no throttle loss. The EGR rate is set to a value at which good thermal efficiency can be obtained in the above-mentioned rotation speed range and a harmful component in the exhaust gas is reduced. In the case of the present embodiment, 10% by weight of the exhaust gas in the total cylinder intake gas amount It is.

The field control unit 40 calculates the field PWM duty ratio IF _PW based on the rotation speed ΔN _e between the aforementioned engine speed command value N _ref and the current engine speed N _e .
Magnetic field PWM circuit 42 based on this instruction, controls the field current I _f of the generator 10, controls the rotational speed of the engine 14. For example, if the current engine speed _Ne is equal to the command value N
if it is lower than the _ref reduces the field current I _f. As a result, the output of the generator 10 decreases, and the load on the engine decreases. The engine begins to increase in speed due to the reduced load. When the engine speed N _e is increased to match the command value N _ref, field control unit 40 controls the field PWM circuit 42 to generate a field current I _f commensurate with the axial output of the engine at this time, Engine speed N
Stop _e rise. Further, when reducing the engine speed, the contrary to the, once increasing the field current I _f increases the load of the engine 14, the engine speed N _e
Is reduced to match the command value _Nref , the field current is controlled to a value that balances the shaft output generated by the engine 14 at this rotation speed. As described above, the control of the shaft output of the engine 14 in the normal range is performed. In the present embodiment, the engine speed N _e, based on the ignition pulse from the distributor 43, is calculated by the engine ECU 24.

In the high power range, an attempt to increase the shaft output of the engine according to the number of revolutions increases engine noise, which may give a passenger an unpleasant impression. Therefore, the shaft output is increased by changing the EGR rate without increasing the engine speed beyond the upper limit speed (2800 rpm in this embodiment) that does not cause discomfort to the passenger. As shown in FIG. 3, in the high output region, with an increase in the generator output command value P _G, reducing the EGR rate. E
If the GR rate decreases, that is, if the amount of oxygen in the intake gas increases, more fuel can be burned per cycle, so that the shaft torque increases, and thus the shaft output increases. In the high power range, the shaft output of the engine 14 is controlled in this manner.

As described above, the EGR rate command value calculation section 44 for calculating the EGR rate command value based on FIG.
It is provided in U24. EGR based on this command value
An EGR valve 46 for controlling the amount is provided on an EGR pipe 52 that guides exhaust gas from an exhaust pipe 48 of the engine 14 to an intake pipe 50. Even in the operating range where the EGR rate is constant, the intake air amount varies if the engine speed or the pressure in the intake pipe changes, so that the EGR valve 46 outputs only exhaust gas corresponding to the intake air amount. It is controlled by the engine ECU 24 so as to be guided into the intake pipe.

In the low power range, if the shaft output of the engine is reduced by the number of revolutions, combustion in the cylinder becomes unstable, and the vibration level deteriorates. Therefore, from these viewpoints, the lower limit rotation speed (12 in the case of this embodiment)
(00 rpm), the shaft output is reduced by changing the throttle opening without lowering the engine speed. As shown in FIG. 4, with a decrease in the power generator output command value P _G in the low output region, to reduce the throttle opening. If the throttle opening decreases, that is, if the amount of intake air decreases, the amount of fuel burned per cycle decreases, and throttle loss also occurs, so that the shaft torque decreases, and the shaft output also decreases. In the low power range, the shaft output of the engine 14 is thus controlled.

As described above, the throttle opening command value calculating section 54 for calculating the throttle opening command value based on FIG. 4 is provided in the generator ECU 22. Further, a throttle opening control unit 56 for controlling the throttle opening by comparing the command value θ _ref with the current throttle opening information θ _TH is provided. When the current throttle opening θ _TH is smaller than the command value θ _ref , the throttle opening control unit 56 sets the throttle valve 58 provided in the intake pipe in the opening direction, and conversely, the command value θ _ref . On the other hand, if the current throttle opening θ _TH is large, the throttle valve 58
A drive signal is sent to the throttle valve actuator 60 so as to rotate in the closing direction.

FIG. 5 summarizes a method of controlling the shaft output of the engine 14 in each of the above operating ranges. That is, the shaft output of the engine 14 is controlled by controlling the throttle opening in the low power range, controlling the engine speed in the normal range, and controlling the EGR rate in the high power range.

FIG. 6 is a flowchart showing the control of the apparatus according to the present embodiment. Ignition switch IG
Is turned on (S100). When it is turned on, initialization is performed (S101), and it is determined whether any abnormality has occurred in the vehicle at this time (S1).
02). If no abnormality has occurred, the engine is started (S103). At this time, abnormality confirmation, such as whether the engine started normally, is performed again (S104). If there is no abnormality in the generator output command value calculation unit 36 of the generator ECU 22, a generator output command value P _G is calculated (S
105). Calculation of the command value P _G is determined based on the rotational speed N _M and torque T _M of the motor 18, and the state of charge of the battery (SOC) as described above. Based on the generator output command value P _G, the engine rotation speed command value N _ref according to the graph of FIG. 2, the engine rotation speed command value calculating section 38
Is calculated (S106). Further, the throttle opening θ _ref is calculated by the throttle opening command value calculation unit 54 according to the graph of FIG. 4 (S107). Furthermore, the generator output command value P _G is sent to the engine ECU 24, FIG. 3
The EGR rate command value is calculated by the EGR rate command value calculation section 44 based on the graph (S108).

[0033] Then, field control processing based on the difference .DELTA.N _e of the engine speed command N _ref and the current engine speed N _e is performed in the field control unit 40 (S109). That is, the change amount of the PWM duty ratio IF _PW of the field current is calculated based on the rotation speed difference ΔN _e, and the PWM control of the field current is performed based on the changed duty ratio IF _PW . Further, a throttle opening control process is performed by the throttle opening controller 56 (S110). Also, the engine ECU
At 24, an EGR valve control process is performed based on the EGR rate (S111).

Then, it is determined whether the ignition switch is turned off (S112), and steps S104 to S111 are repeated until the ignition switch is turned off. When the ignition switch is turned off, termination processing is performed (S
113) Control ends. If an abnormality is confirmed in steps S102 and S104, processing such as notifying the driver of the abnormality is performed (S114). And wait for the ignition switch to be turned off,
End processing is performed.

As described above, in the present embodiment, the running state of the hybrid electric vehicle is detected by controlling the motor control command value (torque command value T _M , rotation speed command value N _M ) and the state of charge (SOC) of the battery. and calculates the generator output command value P _G based on the information V _SOC. However, it is also possible to control with either the motor control command value or the SOC, and with a simpler configuration,
The running state can be detected. It is also possible to estimate the state of charge of the battery by detecting the terminal voltage of the battery instead of the SOC information.

[0036]

As described above, according to the present invention, in a hybrid electric vehicle in which electric power corresponding to power consumption of a motor is generated by a generator driven by an engine,
When the required generator output is low, the output of the generator can be controlled by adjusting the output of the engine according to the throttle opening. Therefore, it is not necessary to operate the engine in a low rotation speed region in which resonance of the spring system of the vehicle such as the engine vibration and the engine mount occurs.
Therefore, it is possible to prevent the passenger from feeling uncomfortable due to the vibration. In the low rotation speed range, combustion in the cylinder becomes unstable, and harmful components of the exhaust gas may increase due to the discharge of unburned gas.However, by not operating in the low rotation speed range, Can also be prevented.

When the required generator output is high, the engine output can be adjusted by adjusting the exhaust gas recirculation rate (EGR rate). Therefore, there is no need to drive in a high rotation range where the noise increases and the passenger may feel uncomfortable. Therefore,
It is possible to prevent the passenger from feeling uncomfortable due to the noise.

In the rotation range between the low rotation range and the high rotation range, the output of the generator is controlled by adjusting the engine speed. Therefore, the throttle opening and the EGR rate are constant in this operation range, and are controlled to the most preferable values from the viewpoint of the fuel consumption rate and the exhaust gas purification.

As described above, excellent characteristics can be obtained from the viewpoint of fuel consumption rate and exhaust gas purification in the required range of the output of the generator, and the ride comfort is low with less vibration and noise for the occupant. A hybrid electric vehicle can be provided.

[Brief description of the drawings]

FIG. 1 is a configuration block diagram of a drive system of a hybrid electric vehicle according to a preferred embodiment of the present invention.

FIG. 2 is a diagram illustrating a relationship between a generator output command value and an engine speed command value according to the present embodiment.

FIG. 3 is a diagram illustrating a relationship between a generator output command value and an EGR rate command value according to the present embodiment.

FIG. 4 is a diagram illustrating a relationship between a generator output command value and a throttle opening command value according to the present embodiment.

FIG. 5 is a diagram summarizing a method of controlling an engine output for each required generator output range according to the present embodiment.

FIG. 6 is a chart showing a control flow of the present embodiment.

[Explanation of symbols]

 Reference Signs List 10 generator 14 engine 16 inverter 18 motor 20 battery 22 generator ECU 24 engine ECU 26 EV-ECU 28 battery ECU 36 generator output command value calculation unit 38 engine speed command value calculation unit 40 field control unit 44 EGR rate command value calculation Unit 46 EGR valve 54 throttle opening command value calculation unit 56 throttle opening control unit 58 throttle valve 60 throttle actuator

Continuation of the front page (58) Field surveyed (Int.Cl. ⁷ , DB name) B60L 11/10-11/12 F02D 29/02-29/06 F02M 25/07 550 H02P 9/04

Claims (3)

(57) [Claims] 1. A hybrid electric vehicle having a generator driven by an engine and a battery for driving, and driving and driving a motor with at least one of the power generated by the generator and the power stored in the battery. A generator output command value calculating means for calculating a generator output command value according to the power demand; and when the generator output command value is equal to or less than a predetermined value, a lower limit of an engine operation range as an engine speed command value. Rotation speed,
Further, when the generator output command value exceeds the predetermined value, an engine speed command value calculating means for calculating an engine speed command value according to the generator output command value; and A throttle opening command value for the engine corresponding to the generator output command value when the predetermined value is equal to or less than a predetermined value; and a throttle opening for fully opening the throttle opening when the generator output command value exceeds the predetermined value. A slot opening command value calculating means for calculating an opening command value, and a load adjustment by controlling a field current of the generator so as to satisfy the engine speed command value under the throttle opening command value. And a throttle valve controller that controls a throttle valve based on the throttle opening command value. 2. A hybrid electric vehicle having a generator driven by an engine and a battery for driving, and driving and driving a motor with at least one of the power generated by the generator and the power stored in the battery. A generator output command value calculating means for calculating a generator output command value according to the power demand; and when the generator output command value is equal to or more than a predetermined value, an upper limit of an engine operation range as an engine speed command value. Rotation speed,
Further, when the generator output command value is less than the predetermined value, an engine speed command value calculating means for calculating an engine speed command value corresponding to the generator output command value; and A command value of an engine exhaust gas recirculation rate corresponding to a generator output command value when the generator output command value is equal to or more than a predetermined value, and an exhaust gas recirculation rate command command when the generator output command value is less than the predetermined value. Exhaust gas recirculation rate calculating means for calculating a value as an upper limit value of the control range thereof; and a field of the generator so as to satisfy the engine speed command value under the exhaust gas recirculation rate command value. A hybrid type comprising: field current control means for controlling current and performing load adjustment; and an exhaust gas recirculation device for controlling an exhaust gas recirculation valve based on the exhaust gas recirculation rate command value. Electric car. 3. A hybrid electric vehicle equipped with a generator driven by an engine and a battery for driving, and driving and driving a motor with at least one of the power generated by the generator and the power stored in the battery. A generator output command value calculating means for calculating a generator output command value according to the power demand; and when the generator output command value is equal to or less than a first predetermined value, an engine operating range is set as an engine speed command value. When the generator output control value is equal to or greater than a second predetermined value that is equal to or greater than the first predetermined value, an upper limit engine speed of an engine operating range is set as an engine speed command value. An engine speed command value calculating means for calculating an engine speed command value according to the generator output command value when the command value exceeds the first predetermined value and is smaller than the second predetermined value; When the generator output command value is equal to or less than the first predetermined value, the generator output command value exceeds the first predetermined value. A throttle opening command value calculating means for calculating a throttle opening command value for fully opening the throttle opening in the case where the generator output command value is equal to or more than the second predetermined value; , And when the generator output command value is less than the second predetermined value, the exhaust gas recirculation rate command value is calculated as the upper limit of the control range thereof. Exhaust gas recirculation rate calculating means, under the throttle opening command value and the exhaust gas recirculation rate command value, controlling the field current of the generator so as to satisfy the engine speed command value, Field current control for load adjustment A throttle valve control device that controls a throttle valve based on the throttle opening command value; and an exhaust gas recirculation device that controls an exhaust gas recirculation valve based on the exhaust gas recirculation rate command value. A hybrid electric vehicle characterized by the following.