JP3700606B2 - Vehicle control device - Google Patents

Description

[0001]
[Industrial application fields]
The present invention relates to a vehicle control device.
[0002]
[Prior art]
  JP 11-14650ThreeNo. 2 discloses a technology for generating necessary electric power based on the vehicle running state with the aim of improving efficiency in a series type hybrid vehicle. Although the output of the motor changes from moment to moment as the driving state changes, if power can be supplied from the generator in real time in response to the change in output, the power loss in the battery is minimized and the engine Can be efficiently transmitted to the electric motor.
[0003]
[Problems to be solved by the invention]
In the above vehicle, the electric power used by the electric motor is supplied from the generator in real time, and the charging / discharging of the battery is minimized, thereby not only reducing the power loss but also minimizing the battery mounting capacity. . Since the battery occupies a large cost and weight ratio in the hybrid vehicle, if the battery can be reduced in size, not only the cost but also the fuel efficiency and the power performance can be obtained.
[0004]
On the other hand, however, the following problems occur when the battery mounting capacity is reduced. In other words, when the motor is powering as when the vehicle is accelerating, it is sufficient to supply the necessary power from the generator in real time as described above. However, if the motor regenerates power during deceleration, the battery is small. There is a problem that it is impossible to store all the regenerative power.
[0005]
Therefore, in Japanese Patent Laid-Open No. 8-79914, when the regenerative power becomes excessive at the time of deceleration, the power is consumed by rotating the engine by powering the generator to prevent the battery from being overcharged. are doing.
[0006]
However, although Japanese Patent Laid-Open No. 8-79914 describes that the generator output command at the time of deceleration coincides with the regenerative braking power of the traveling motor, how to control the generator and the traveling motor. It is not disclosed whether to realize it. When the fuel is cut, the engine torque cannot be controlled by the fuel injection amount (or the intake air amount). Therefore, it is necessary to control the generator and the traveling motor in consideration of this, and if this control is not properly performed, When the fuel is cut, the balance of power balance is lost, and the state of charge of the battery deviates from an appropriate value.
[0007]
The present invention has been made in view of such technical problems, and provides specific control contents for making the generator output command (power consumption) coincident with the regenerative braking power of the traveling motor at the time of deceleration (at the time of fuel cut). The purpose is to present.
[0008]
[Means for solving problems]
  According to a first aspect of the present invention, there is provided a vehicle comprising: an engine; a generator connected to the output shaft of the engine; an electric motor connected to a drive shaft of the vehicle; and a battery connected to the generator and the electric motor. In the control device, an operating condition detecting means for detecting an operating condition of the vehicle, a fuel cut determining means for determining whether or not the engine is in a fuel cut based on the operating condition, and a target regeneration of the electric motor at the time of the fuel cut Target motor regenerative power calculating means for calculating electric power based on the operating conditions, engine rotational speed detecting means for detecting the rotational speed of the engine, and engine brake for calculating engine brake torque at the time of fuel cut based on the engine rotational speed A torque calculation means, and a target rotational speed of the generator at the time of fuel cut, the target motor regenerative power and the engine breakage. A target generator rotation speed calculating means for calculating based on the torque, and controlling the regenerative torque of the electric motor based on the target motor regenerative electric power when the fuel is cut, and setting the rotation speed of the generator to the target generator rotation speed. Control means for controlling based on,The target generator rotational speed calculating means calculates the target generator rotational speed by dividing the target motor regenerative power by the engine brake torque when the fuel is cut.
[0010]
  First2The invention ofIn a vehicle control device comprising: an engine; a generator coupled to an output shaft of the engine; an electric motor coupled to a drive shaft of the vehicle; and a battery connected to the generator and the electric motor. Operating condition detecting means for detecting the operating condition of the engine, fuel cut determining means for determining whether or not the engine is in a fuel cut based on the operating condition, and the target regenerative power of the electric motor at the time of the fuel cut as the operating condition Target motor regenerative power calculating means for calculating based on engine rotational speed detecting means for detecting the rotational speed of the engine, engine brake torque calculating means for calculating engine brake torque at the time of fuel cut based on the engine rotational speed, fuel The target rotational speed of the generator at the time of cutting is based on the target motor regenerative power and the engine brake torque. Target generator rotation speed calculation means for calculating the motor, and at the time of fuel cut, the regenerative torque of the motor is controlled based on the target motor regenerative power, and the rotation speed of the generator is controlled based on the target generator rotation speed Control means;Means for calculating a target driving force of the vehicle based on the vehicle driving conditions; means for controlling the torque of the electric motor based on the target driving force;Be equippedIn addition, the means for calculating the target driving force switches a map used for calculating the target driving force depending on whether or not the fuel is being cut.
[0011]
  First3The invention ofIn a vehicle control device comprising: an engine; a generator coupled to an output shaft of the engine; an electric motor coupled to a drive shaft of the vehicle; and a battery connected to the generator and the electric motor. Operating condition detecting means for detecting the operating condition of the engine, fuel cut determining means for determining whether or not the engine is in a fuel cut based on the operating condition, and the target regenerative power of the electric motor at the time of the fuel cut as the operating condition Target motor regenerative power calculating means for calculating based on engine rotational speed detecting means for detecting the rotational speed of the engine, engine brake torque calculating means for calculating engine brake torque at the time of fuel cut based on the engine rotational speed, fuel The target rotational speed of the generator at the time of cutting is based on the target motor regenerative power and the engine brake torque. Target generator rotation speed calculation means for calculating the motor, and at the time of fuel cut, the regenerative torque of the motor is controlled based on the target motor regenerative power, and the rotation speed of the generator is controlled based on the target generator rotation speed Control means andMeans for calculating the efficiency of the motor; means for calculating the efficiency of the generator; and at the time of fuel cut, the target drive so that the deceleration at the time of fuel cut increases as the efficiency of the motor and generator decreases. Means for correcting the force based on the motor efficiency and the generator efficiency.
[0012]
  First4The invention ofIn a vehicle control device comprising: an engine; a generator coupled to an output shaft of the engine; an electric motor coupled to a drive shaft of the vehicle; and a battery connected to the generator and the electric motor. Operating condition detecting means for detecting the operating condition of the engine, fuel cut determining means for determining whether or not the engine is in a fuel cut based on the operating condition, and the target regenerative power of the electric motor at the time of the fuel cut as the operating condition Target motor regenerative power calculating means for calculating based on engine rotational speed detecting means for detecting the rotational speed of the engine, engine brake torque calculating means for calculating engine brake torque at the time of fuel cut based on the engine rotational speed, fuel The target rotational speed of the generator at the time of cutting is based on the target motor regenerative power and the engine brake torque. Target generator rotation speed calculation means for calculating the motor, and at the time of fuel cut, the regenerative torque of the motor is controlled based on the target motor regenerative power, and the rotation speed of the generator is controlled based on the target generator rotation speed Control means;Means for calculating a target rotational speed of the generator corresponding to a non-fuel cutAnd be preparedThe target generator rotational speed calculating means is configured to output the target generator corresponding to the non-fuel cut when the target generator rotational speed at the fuel cut is smaller than the target generator rotational speed corresponding to the non-fuel cut. The rotation speed is set as a target rotation speed of the generator.
[0013]
[Action and effect]
  Therefore, in the above vehicle, when decelerating, the motor for driving the vehicle functions as a generator to regenerate power, and the regenerated power is consumed by the power running of the generator.,Since the target rotational speed of the generator is set based on the engine brake torque estimated based on the operating conditions at that time and the target regenerative power of the electric motor, the rotational speed of the generator is appropriately controlled, and the necessary and sufficient power Can only be consumed by the power running of the generator. The target rotational speed of the generator can be calculated, for example, by dividing the target regenerative power of the motor by the estimated engine brake torque (first1Invention). This makes it possible to match the power balance between the motor and the generator even during deceleration (when the fuel is cut), and it is necessary to supply power from the battery to the generator despite the power regeneration. The battery can be prevented from being overcharged.
[0014]
According to the third invention, the target driving force at the time of fuel cut is corrected based on the efficiency of the motor and the generator so that the deceleration at the time of fuel cut increases as the efficiency of the motor and the generator decreases. Therefore, the feeling of deceleration given to the driver when the fuel is cut can be the same as that of the conventional vehicle equipped with a gasoline engine. Moreover, since fluctuation of the generator rotation speed does not occur while appropriately surplus power is consumed by the power running of the generator, the fluctuation of electric power can be suppressed, and the load on the battery can be reduced as much as possible.
[0016]
  In addition4According to the invention, since the fluctuation of the target rotational speed of the generator is suppressed, it is possible to prevent the rotation from being temporarily lowered at the time of shifting to the fuel cut, and the fluctuation of the rotation of the generator can be reduced.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
[0018]
FIG. 1 is a system configuration diagram of a vehicle to which the present invention is applied. In this vehicle, an electric power train 5 that functions as a continuously variable transmission is connected to the engine 1 instead of a conventional mechanical transmission. The electric power train 5 includes a first rotating electric machine (hereinafter referred to as a generator) 2 that is mainly used as a generator and a second rotating electric machine (hereinafter referred to as an electric motor) 4 that is mainly used as an electric motor. . The rotor shaft of the generator 2 is connected to the crankshaft of the engine 1, and the rotor shaft (hereinafter referred to as output shaft) 6 of the electric motor 4 is connected to a drive shaft (rotary shaft to which drive wheels are attached) via a reduction gear.
[0019]
The generator 2 and the motor 4 are AC machines such as permanent magnet AC synchronous motors, and are connected to an inverter 8 respectively. The rotational speeds of the generator 2 and the electric motor 4 are controlled according to the drive frequency of the inverter 8, and the drive frequency ratio of the inverter 8 becomes the rotational speed ratio (transmission ratio) of the input / output shaft of the electric power train 5. A battery 9 (such as a lithium battery or a nickel metal hydride battery) is further connected to the inverter 8.
[0020]
A clutch 3 is interposed between the generator 2 and the electric motor 4, and when the clutch 3 is engaged, the engine 1 and the output shaft 6 are directly connected to drive the output shaft 6 directly by the engine 1. Can do. The clutch 3 is engaged when, for example, the generator rotational speed of the electric power train 5 and the motor rotational speed coincide with each other, and the loss in the generator 2 and the electric motor 4 can be suppressed to improve the fuel efficiency of the vehicle.
[0021]
The electric power train 5 includes a generator rotation speed sensor 24 for detecting the rotor rotation speed (hereinafter referred to as “generator rotation speed”) Ni of the generator 2 and a rotor rotation speed (hereinafter referred to as “motor rotation speed”) No. of the motor 4. An electric motor rotational speed sensor 21 for detecting the above is attached.
[0022]
On the other hand, an electronically controlled throttle device 14 is provided in the intake passage of the engine 1, and the accelerator operation of the driver is realized so that the target engine torque set according to the generated power required for the throttle opening is realized. Is controlled independently. In addition, the engine 1 is provided with an air flow meter 13 for detecting the intake air amount and a crank angle sensor 23 for detecting the crank angle.
[0023]
The integrated control unit (GCU) 10 basically obtains the driving force requested by the driver based on the accelerator operation amount detected by the accelerator operation amount sensor 22 and controls the transmission so that the required driving force is realized. Torque control of the electric motor 4 is performed via the unit (TCU) 12. Further, the rotational speed control of the generator 2 via the transmission control unit 12 and the engine 1 via the engine control unit (ECU) 11 so that the generated power corresponding to the drive output (power consumption) of the electric motor 4 can be obtained. The torque control is also performed.
[0024]
Further, the integrated control unit 10 regenerates electric power by causing the motor 4 to function as a generator during vehicle deceleration (fuel cut), and further consumes this regenerative power by powering the generator 2 as an electric motor. Balance the power balance even during deceleration.
[0025]
FIG. 2 is a block diagram showing the contents of vehicle control performed by the integrated control unit 10.
[0026]
This will be described. In block B1, the target driving force tFd0 [N] is calculated based on the accelerator pedal operation amount APO [deg] and the vehicle speed VSP [km / h]. Specifically, the target driving force tFd0 is calculated with reference to a predetermined target driving force map according to the accelerator pedal operation amount APO and the vehicle speed VSP. The driving force map is set according to the state in which fuel is supplied to the engine. The accelerator pedal operation amount APO is detected by the accelerator operation amount sensor 22, and the vehicle speed VSP is calculated by multiplying the rotation speed No [rpm] of the motor 4 detected by the motor rotation speed 21 sensor by a constant G1. The constant G1 is calculated by G1 = 2 × π × r × 60 / (R × 1000) where r is the radius of the driving wheel of the vehicle and R is the reduction ratio from the output shaft of the motor 4 to the driving wheel shaft. Is the value to be
[0027]
In block B2, the target motor output tPo00 [W] is calculated by multiplying the target driving force tFd0 [N] by the vehicle speed VSP [m / s]. The vehicle speed VSP is calculated by multiplying the motor rotation speed No [rpm] detected by the motor rotation speed sensor 22 by a constant G2. The constant G2 is a value calculated by G1 = 2 × π × r / (R × 60).
[0028]
In block B3, the target motor output tPo00 [W] is filtered. This filtering process is performed in order to reduce the apparent control response speed of the electric motor 4.
[0029]
In block B4, the target driving force tFd_d [N] at the time of fuel cut is calculated based on the vehicle speed VSP [km / h]. Specifically, the fuel-cut target driving force tFd_d is calculated according to the vehicle speed VSP with reference to the fuel-cut target driving force table. The target drive force tFd_d at the time of fuel cut is set to a negative value (indicating that the vehicle drives the electric motor 4) except for the extremely low vehicle speed range.
[0030]
In block B5, the target motor regenerative power tPo_d [W] at the time of fuel cut is calculated by multiplying the target drive force tFd_d [N] at the time of fuel cut by the vehicle speed VSP [m / s]. The target motor regenerative power tPo_d at the time of fuel cut represents the target value of the regenerative output of the motor 4 (= the kinetic energy of the vehicle consumed per unit time by the regenerative drive of the motor 4).
[0031]
In block B6, the target motor output is selected based on the fuel cut determination flag fFCUT. When the flag fFCUT is zero (non-fuel cut), the filtered target motor output tPo0 [W] is selected and the flag fFCUT is selected. Is 1 (fuel cut), the target motor regenerative output tPo_d [W] at the time of fuel cut is selected.
[0032]
As shown in FIG. 3, the flag fFCUT determines whether or not the accelerator pedal is fully closed (accelerator operation amount APO is substantially zero) with hysteresis (block B41), and the vehicle speed is equal to or higher than a predetermined vehicle speed. It is determined by determining whether or not there is hysteresis (block B42) and performing both AND processing (block B43) on both determination results.
[0033]
In block B7, the target motor output selected in block B6 is divided by the motor rotation speed No [rad / s] to calculate the target motor torque tTo [Nm]. The motor rotation speed No [rad / s] is calculated by multiplying the motor rotation speed No [rpm] detected by the motor rotation speed sensor 21 by a constant G3 (= 2 × π / 60).
[0034]
The calculated target motor torque tTo is sent to the transmission control unit 12, and the torque of the motor 4 is controlled based on the target motor torque tTo. In particular, when the target motor torque tTo is a negative value, the transmission control unit 12 controls the regenerative torque of the motor 4.
[0035]
In block B8, the motor efficiency EFFm is calculated based on the motor rotation speed No [rpm] and the target motor torque tTo [Nm]. In block B9, the target motor output tPo00 [W] is divided by the motor efficiency EFFm, and the power consumption tPg [W] of the motor 4 is calculated. When the fuel cut is not performed, direct power distribution is performed in which the electric power consumed by the motor 4 is generated by the generator 2 without excess or deficiency, and therefore the electric motor power consumption tPg represents the target generated power of the generator 2.
[0036]
In block B10, the generator efficiency EFFg is calculated based on the generator rotational speed Ni [rpm] and the engine torque. The generator rotational speed Ni is detected by the generator rotational speed sensor 24. Further, as the value of the engine torque, a value obtained by subjecting an output of the block B22 (target engine torque tTe [Nm]) described later to a predetermined delay process in the block B11, or an output of the block B19 (engine brake torque Te_d [ Nm]) is selected in block B12.
[0037]
In block B12, the output of block B11 is selected when the fuel cut determination flag fFCUT is zero (non-fuel cut), and the output of block B19 is selected when the flag fFCUT is 1 (fuel cut).
[0038]
In block B13, the target generator generated power tPg [W] is divided by the generator efficiency EFFg to calculate the generator regenerative output tPe [W]. Since the generator 2 is driven by the engine 1, tPe represents the target engine output. In block B14, the target engine output tPe [W] is divided by the vehicle speed VSP [m / s] to calculate the second target driving force tFd [N].
[0039]
In block B15, the target generator rotational speed tNi0 [rpm] is calculated based on the second target driving force tFd [N] and the vehicle speed VSP [km / h]. Specifically, the target generator rotational speed tNi0 is calculated by referring to a predetermined output distribution map according to the second target driving force tFd and the vehicle speed VSP.
[0040]
Here, the output distribution map is, for example, as shown in FIG. This can be determined, for example, based on the following concept. 5 and 6 show the basic concept of a method for determining the operating point of the engine according to the vehicle speed and the accelerator operation amount (method for determining output distribution).
[0041]
When the driver depresses the accelerator pedal for acceleration, the output of the vehicle, that is, the output of the electric motor 4 increases accordingly (FIG. 5). When the same output is generated from the engine 1, the power distribution during powering (combination of engine and generator torque and rotational speed) is traced so as to trace the operating point where the fuel efficiency is the best for each output. Can be determined (FIG. 6).
[0042]
On the other hand, when the accelerator is fully closed, the engine torque is determined according to the engine rotational speed. In this case, there is no degree of freedom in the output distribution setting method, and the engine torque and the engine rotational speed are determined according to the output of the motor 4. The combination is uniquely determined.
[0043]
FIG. 7 shows an example of the target power generation output and the target generator rotation speed determined in accordance with the motor output thus determined. Since there is only one best fuel consumption line and accelerator fully closed torque line, if the output distribution is determined in consideration of only the fuel consumption, the target generator rotational speed is determined from the target power generation output using the relationship shown in FIG. be able to.
[0044]
However, even if the outputs are equal, if the sound vibration performance deteriorates if the engine torque is set too high in a region where the vehicle speed is low, there is a demand to increase the rotation to some extent in such a region. Therefore, in this example, the output distribution is a map corresponding to the vehicle speed and the driving force as a configuration that gives a degree of freedom of setting according to the vehicle speed so as to meet such a demand. FIG. 4 is obtained by simply replacing the relationship of FIG. 7 with a map.
[0045]
As described above, the output distribution map as shown in FIG. 4 is set, and the output distribution map is also set according to the fuel cut state or the fuel supply state of the engine.
[0046]
Returning to FIG. 2, in block B16, the target generator rotational speed tNi0 [rpm] is filtered. This filtering process is performed to reduce the apparent control response speed of the generator 2. This filtering process is the same as the filtering process of block B3.
[0047]
In block B17, the target driving force tFd_d [N] at the time of fuel cut is multiplied by the motor efficiency EFFm, and the generated power (regenerative power) tPg_d [W] of the motor 4 at the time of fuel cut is calculated. At the time of fuel cut, the electric power regenerated by the electric motor 4 is consumed by the generator 2 without excess or deficiency, so tPg_d is also the target generator power consumption at the time of fuel cut.
[0048]
In block B18, the target generator power consumption tPg_d [W] is multiplied by the generator efficiency EFFg to calculate the generator output tPe_d [W] at the time of fuel cut. Since the generator 2 rotates and drives the engine 1 at the time of fuel cut, tPe_d represents the target engine brake output at the time of fuel cut.
[0049]
In block B19, an engine brake torque Te_d [Nm] at the time of fuel cut is calculated based on the generator rotational speed Ni [rpm] (= engine rotational speed). Specifically, Te_d is set with reference to the engine brake torque table according to Ni, and Te_d is set to a negative value. A negative value of Te_d indicates that the generator 2 drives the engine 1.
[0050]
In block B20, the target engine brake output tPe_d [W] at the time of fuel cut is divided by the engine brake torque Te_d [Nm] at the time of fuel cut to calculate the target generator rotational speed tNi_d [rad / s] at the time of fuel cut. .
[0051]
In block B21, the final target generator rotational speed tNif is selected based on the fuel cut determination flag fFCUT. When the flag fFCUT is zero (non-fuel cut), the target generator rotational speed tNi [rpm] after the filtering process is used, and when the flag fFCUT is 1 (fuel cut), the constant G4 (= 1 / G3) is used. The converted target generator rotation speed tNi_d [rpm] at the time of fuel cut is selected as the final target motor rotation speed tNif.
[0052]
The final target generator rotational speed tNif is sent to the transmission control unit 12, and the rotational speed of the generator 2 is controlled based on the tNif.
[0053]
On the other hand, in block B22, the target engine output tPe [W] is divided by the generator rotational speed Ni [rad / s] to calculate the target engine torque tTe [Nm]. The generator rotational speed Ni [rad / s] is calculated by multiplying the generator rotational speed Ni [rpm] detected by the generator rotational speed sensor 24 by a constant G3.
[0054]
The calculated target engine torque tTe is sent to the engine control unit 11, and the torque of the engine 1 is controlled based on the target engine torque tTe. Specifically, the throttle opening of the electronically controlled throttle device 14 is controlled, and the engine intake air amount is adjusted. However, when the fuel cut determination flag fFCUT is 1, the fuel supply to the engine 1 is cut, and in this case, the torque control of the engine 1 is interrupted.
[0055]
Since the engine torque at the time of non-fuel cut generally follows a predetermined delay with respect to the throttle opening control, the filter processing of block B3 and block B12 is such a response delay of the engine. Is provided to synchronize the control of the motor and generator. On the other hand, since there is no delay as described above in the engine brake torque at the time of fuel cut, the target motor output and the target generator rotational speed at the time of fuel cut are not filtered.
[0056]
By performing the above control, the power regenerated by the electric motor 4 at the time of fuel cut can be matched with the power consumption by powering the generator 2, and the state of charge of the battery is balanced by balancing the power balance even during deceleration. Variations in (SOC) can be suppressed (see the SOC column in FIGS. 10A and 10B).
[0057]
Next, a second embodiment of the present invention will be described. This second embodiment is an improvement of the first embodiment.
[0058]
In the first embodiment, when the fuel is cut, the vehicle can be decelerated at a deceleration corresponding to tFd_d set in the target driving force table. However, in the first embodiment, the regenerative output resulting from deceleration is reduced by the efficiency of the electric motor 4 and the electric generator 2 as the electric generator output (target engine brake output). Ni_d tends to be on the low speed side, and tends to cause a decrease in the rotational speed of the generator and the engine when the fuel is cut (see the column of Ni in FIG. 10B).
[0059]
Therefore, in the second embodiment, the absolute value of the target driving force tFd_d at the time of fuel cut is corrected based on the efficiency of the electric motor 4 and the generator 2, and the generator rotational speed (engine) at the time of fuel cut transition is corrected. (Rotation speed) is prevented from decreasing (see the Ni column in FIG. 11A).
[0060]
FIG. 8 is a control block diagram of the integrated control unit 10 in the second embodiment.
[0061]
The same reference numerals are assigned to the same parts as those of the previous embodiment, and only different parts will be described. In block B30, based on the vehicle speed VSP [km / h], the basic value tFd_d0 [N ] Is calculated.
[0062]
In block B31, the target engine brake output (generator output) tPe_d [W] at the time of fuel cut is calculated by multiplying the basic value tFd_d0 [N] of the target drive force at the time of fuel cut by the vehicle speed VSP [m / s].
[0063]
In block B32, the generator output tPe_d [W] at the time of fuel cut is divided by the generator efficiency EFFg, and the generator required power (= target motor generated power) tPg_d at the time of fuel cut is calculated.
[0064]
In block B33, tPg_d [W] is divided by the motor efficiency EFFm to calculate the target motor regenerative output tPo_d [W] at the time of fuel cut.
[0065]
According to the above processing, the vehicle deceleration at the time of fuel cut becomes larger than the deceleration corresponding to tFd_d0 set by the target driving force table at the time of fuel cut, and the deceleration becomes larger as the generator efficiency EFFg and the motor efficiency EFFm become lower. However, this corresponds to an increase in deceleration when decelerating by returning the accelerator pedal as the friction of the transmission increases in a normal gasoline engine vehicle.
[0066]
Next, a third embodiment of the present invention will be described. The third embodiment is an improvement over the first or second embodiment.
[0067]
In the first and second embodiments, the generator rotational speed (engine rotational speed) fluctuates temporarily immediately after shifting to the fuel cut (see the Ni column in FIGS. 10B and 11A). This is because the engine brake torque table of block B19 is assigned to the engine speed (= generator speed).
[0068]
For example, when the engine brake torque Te_d is obtained based on the current rotational speed and the target generator rotational speed Ni_d is obtained based on the Te_d, if it is higher than the current generator rotational speed Ni, the new target value Ni_d The generator rotation speed is adjusted at the time, Te_d corresponding to the adjusted rotation speed becomes a larger value than the previous Te_d, and the new target generator rotation speed based on this becomes lower than the initial value, This time, the target value of the generator rotation speed will decrease. Such fluctuations in rotational speed are repeated several times until the calculation converges.
[0069]
FIG. 9 is a control block diagram of the integrated control unit 10 in the third embodiment, which is an improvement of the second embodiment.
[0070]
In the third embodiment, unlike the second embodiment, in order to reduce the fluctuation of the generator rotation speed as much as possible, the target generator rotation speed tNi obtained from the output distribution map (the target corresponding to the non-fuel cut time) A block B40 for selecting a larger one of the generator rotation speed) and the target generator rotation speed tNi_d at the time of fuel cut as the final target generator rotation speed at the time of deceleration is provided in the subsequent stage of the block B20. As a result, fluctuations in the target generator rotational speed are suppressed, and fluctuations in the target generator rotational speed can be prevented as shown in the column of Ni in FIG. 11B, and as a result, the above calculation is converged quickly. Can be made.
[0071]
In addition, although 3rd Embodiment was demonstrated as improvement of 2nd Embodiment here, block B40 can be added to the back | latter stage of block B20 of 1st Embodiment, and it can also suppress the fluctuation | variation of a generator rotational speed. It is.
[Brief description of the drawings]
FIG. 1 is a system configuration diagram of a vehicle to which the present invention is applied.
FIG. 2 is a block diagram showing control contents of an integrated control unit.
FIG. 3 is a block diagram showing the contents of a fuel cut determination process.
FIG. 4 is an example of an output distribution map.
FIG. 5 is a diagram for explaining a method for determining output distribution;
FIG. 6 is a diagram for explaining a method of determining output distribution in the same manner.
FIG. 7 is a table showing a relationship between a target power generation amount and a target generator rotation speed.
FIG. 8 is a block diagram showing a second embodiment.
FIG. 9 is a block diagram showing a third embodiment.
10A and 10B are time charts for explaining the operation of the present invention, wherein FIG. 10A shows the operation when the present invention is not applied, and FIG. 10B shows the operation of the first embodiment.
11A and 11B are time charts for explaining the operation of the present invention, wherein FIG. 11A shows the operation of the second embodiment, and FIG. 11B shows the operation of the third embodiment.
[Explanation of symbols]
1 engine
2 Generator
4 Electric motor
9 Battery
10 Integrated control unit (GCU)
11 Engine control unit (ECU)
12 Transmission Control Unit (TCU)
14 Electronically controlled throttle device
21 Motor rotation speed sensor
Accelerator operation amount sensor
23 Crank angle sensor
24 Generator rotational speed sensor

Claims (4)

In a vehicle control device comprising: an engine; a generator connected to the output shaft of the engine; an electric motor connected to a drive shaft of the vehicle; and a battery connected to the generator and the electric motor;
Driving condition detecting means for detecting the driving condition of the vehicle;
Fuel cut determination means for determining whether or not the engine is in a fuel cut based on the operating conditions;
Target motor regenerative power calculating means for calculating a target regenerative power of the motor at the time of fuel cut based on the operating conditions;
Engine rotation speed detection means for detecting the rotation speed of the engine;
Engine brake torque calculating means for calculating engine brake torque at the time of fuel cut based on the engine rotation speed;
Target generator rotation speed calculation means for calculating a target rotation speed of the generator at the time of fuel cut based on the target motor regenerative power and the engine brake torque;
Control means for controlling the regenerative torque of the electric motor based on the target electric motor regenerative electric power at the time of fuel cut, and controlling the rotational speed of the electric generator based on the target electric generator rotational speed;
Equipped with a,
The target generator rotation speed calculation means calculates the target generator rotation speed by dividing the target motor regenerative power by the engine brake torque when the fuel is cut .   In a vehicle control device comprising: an engine; a generator connected to an output shaft of the engine; an electric motor connected to a drive shaft of the vehicle; and a battery connected to the generator and the electric motor;
  Driving condition detecting means for detecting the driving condition of the vehicle;
  Fuel cut determination means for determining whether the engine is in a fuel cut based on the operating conditions;
  Target motor regenerative power calculating means for calculating the target regenerative power of the motor at the time of fuel cut based on the operating conditions;
  Engine rotation speed detection means for detecting the rotation speed of the engine;
  Engine brake torque calculating means for calculating engine brake torque at the time of fuel cut based on the engine rotational speed;
  Target generator rotation speed calculation means for calculating a target rotation speed of the generator at the time of fuel cut based on the target motor regenerative power and the engine brake torque;
  Control means for controlling the regenerative torque of the electric motor based on the target electric motor regenerative electric power at the time of fuel cut, and controlling the rotational speed of the electric generator based on the target electric generator rotational speed;
  Means for calculating a target driving force of the vehicle based on the vehicle driving conditions;
  Means for controlling the torque of the electric motor based on the target driving force;
With
  The vehicle control apparatus characterized in that the means for calculating the target driving force switches a map used for calculating the target driving force depending on whether or not a fuel cut is in progress.   In a vehicle control device comprising: an engine; a generator connected to an output shaft of the engine; an electric motor connected to a drive shaft of the vehicle; and a battery connected to the generator and the electric motor;
  Driving condition detecting means for detecting the driving condition of the vehicle;
  Fuel cut determination means for determining whether the engine is in a fuel cut based on the operating conditions;
  A target for calculating the target regenerative power of the electric motor at the time of fuel cut based on the operating condition An electric motor regenerative power calculating means;
  Engine rotation speed detection means for detecting the rotation speed of the engine;
  Engine brake torque calculating means for calculating engine brake torque at the time of fuel cut based on the engine rotational speed;
  Target generator rotation speed calculation means for calculating a target rotation speed of the generator at the time of fuel cut based on the target motor regenerative power and the engine brake torque;
  Control means for controlling the regenerative torque of the electric motor based on the target electric motor regenerative electric power at the time of fuel cut, and controlling the rotational speed of the electric generator based on the target electric generator rotational speed;
  Means for calculating the efficiency of the motor;
  Means for calculating the efficiency of the generator;
  Means for correcting the target driving force based on the motor efficiency and the generator efficiency so that the deceleration at the time of fuel cut increases as the efficiency of the motor and the generator is lower when the fuel is cut;
A vehicle control device comprising:   In a vehicle control device comprising: an engine; a generator connected to an output shaft of the engine; an electric motor connected to a drive shaft of the vehicle; and a battery connected to the generator and the electric motor;
  Driving condition detecting means for detecting the driving condition of the vehicle;
  Fuel cut determination means for determining whether the engine is in a fuel cut based on the operating conditions;
  Target motor regenerative power calculating means for calculating the target regenerative power of the motor at the time of fuel cut based on the operating conditions;
  Engine rotation speed detection means for detecting the rotation speed of the engine;
  Engine brake torque calculating means for calculating engine brake torque at the time of fuel cut based on the engine rotational speed;
  Target generator rotation speed calculation means for calculating a target rotation speed of the generator at the time of fuel cut based on the target motor regenerative power and the engine brake torque;
  Control means for controlling the regenerative torque of the electric motor based on the target electric motor regenerative electric power at the time of fuel cut, and controlling the rotational speed of the electric generator based on the target electric generator rotational speed;
  Means for calculating a target rotational speed of the generator corresponding to a non-fuel cut;
With
  The target generator rotation speed calculating means is configured to output a target generator rotation speed corresponding to the non-fuel cut when the target generator rotation speed at the time of the fuel cut is smaller than a target generator rotation speed corresponding to the non-fuel cut. Is the target rotational speed of the generator,
The vehicle control apparatus characterized by the above-mentioned.

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