JP3703409B2 - Driving control system for self-propelled vehicles - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an operation-control device for a mobile vehicle that enables prevention of a state that charging power required is demanded to an engine from continuing for an unnecessarily long time. SOLUTION: A traveling electric motor 4 and an auxiliary equipment DC are driven by electric power from a generator driven by an engine 2 and a battery 7. If the detection value of the state of charge of the battery 17 drops below a preset reference value, the charging power required is obtained, in such a way that the lower the detection value, the larger the charging power becomes. The operation of the engine 2 is controlled based on the information, and as a value equal to the required power of the engine 2 that is required for driving the auxiliary equipment DC, a charge-stop target value is set at a slightly lower value than the detection value, at which the charging power required is obtained. When the detection value rises and reaches the charge-stop target value, the charging power required is obtained as zero.

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention comprises a power supply source having a generator driven by an engine and a battery, and is configured to drive a traveling electric motor and auxiliary equipment with power from the power supply source, and control the operation. The present invention relates to a driving control device for a self-propelled vehicle configured to control the operation of the engine for charging the battery based on information of a charging state detecting unit that detects a charging state of the battery.
[0002]
[Prior art]
The self-propelled vehicle having the above-described configuration is called a so-called hybrid vehicle, and is configured to include an electric motor for traveling to drive the vehicle so that the fuel consumption of the engine can be suppressed as much as possible. In such a driving control device for a self-propelled vehicle, if the state of charge of the battery is high, the electric motor for driving and the auxiliary device are driven by the electric power from the battery. When the state of charge of the battery becomes low, the battery is charged by a generator driven by the engine.
[0003]
For example, as shown in Japanese Patent Application Laid-Open No. 11-299004, the state of charge detection value is such that the lower the state of charge detection value is, the larger the state of charge detection value is lower than a preset reference value. The required power for charging required for the engine is determined in advance corresponding to the engine, and the required power for charging required for the engine is obtained based on this changing characteristic, and the charging required The engine operation was controlled based on the power information.
For example, if the vehicle is running with the engine running, the engine is operated with a power that is higher than the power required for running by the required power for charging and the generator generates power. And the battery is charged. Further, if the vehicle is stopped, the power required for traveling is zero, and the engine outputs the necessary power for charging.
[0004]
According to the above characteristics, when the battery is charged by the generator and the detected value of the charged state rises to the reference value, the required power for charging required for the engine becomes zero. It had been. Accordingly, if the vehicle is stopped traveling, the power required for traveling is zero, so that the engine stops operating when the necessary power for charging is zero.
[0005]
[Problems to be solved by the invention]
By the way, when the battery is charged by driving the generator with the engine as described above, the power generated by the generator is naturally supplied to the battery for charging. At this time, in addition to the battery, it is also supplied to an auxiliary device as a power load (see FIG. 13). The auxiliary device is a power consuming device other than the electric motor provided in the vehicle, and examples thereof include lamps such as a vehicle headlamp, an air conditioning device, and other control devices.
[0006]
However, in the conventional configuration, in a state where the detected value of the state of charge of the battery is lower than the reference value, the detected value is continuously increased corresponding to all possible values so that the detected value becomes larger. The required power for charging required for the engine is obtained on the basis of a characteristic line determined in advance so that the engine operates, and the operation of the engine is controlled based on information on the required power for charging. Therefore, the following inconvenience occurred.
[0007]
In other words, when the generator is driven and the charging of the battery proceeds, the detected value of the charging state rises and changes so as to approach the reference value. When the required power becomes equal to the required power of the engine required to drive the auxiliary equipment, the power generated and output by the generator and the power consumption by the auxiliary equipment are the same. For example, as shown in FIG. 17, when the required power for charging continuously changes with respect to the change in the state of charge, the required power for charging is the same as the power consumption by the auxiliary device when reaching point a in the figure. As shown in FIG. 13 (b), all the power output from the generator is consumed by the auxiliary device, and the power generation output of the generator and the power consumption by the auxiliary device are balanced. Thus, the charging current for the battery may become almost zero.
In such a state, the state of charge of the battery does not change from that value, the required power for charging required for the engine will never become zero, and the necessary power for charging is not actually required In spite of this, there is a disadvantage that the state where the engine requires the required power for charging continues unnecessarily.
In particular, when the vehicle stops traveling and the driving power for the engine is no longer necessary, the required charging power required for the engine is supplemented when the power balance state described above is reached. Since the value is low enough to drive the equipment, the engine will continue to operate at a low output with low operating efficiency for a long time unnecessarily, leading to a decrease in engine operating efficiency.
[0008]
The present invention has been made paying attention to this point, and its purpose is to balance the power generated by the generator and the power consumption of the auxiliary equipment so that the battery cannot be charged. The object of the present invention is to provide a driving control device for a self-propelled vehicle which can be prevented in advance and prevent a state in which the required power for charging is required for the engine from continuing for an unnecessarily long time.
[0009]
[Means for Solving the Problems]
  According to the first aspect of the present invention, a power supply source having a generator driven by an engine and a battery is provided, and the electric motor for driving and the auxiliary device are driven by the power from the power supply source. The driving control unit is configured to control the operation of the engine for charging the battery based on the information of the charging state detecting unit that detects the charging state of the battery. In the apparatus, when the operation control means detects the required power for charging required for the engine so as to increase as the detection value decreases when the detection value of the charge state detection means falls below a preset reference value. Accordingly, the engine is configured to control the operation of the engine based on the information on the necessary power for charging, and the engine is required to drive the auxiliary equipment. A target value for stopping charging is set to a value equal to or lower than the detected value for obtaining the required power for charging as a value equal to power, and the detected value of the charging state detecting means is the target value for stopping charging When the detected value is equal to or higher than the target value for stopping charging when rising from a lower value to a higher value,Regardless of the detection value of the charging state detection means,The required power for charging is set to a value larger than the required power for charging obtained as a value equal to the required power of the engine required to drive the auxiliary device.Until the detection value of the charging state detection means rises to the reference valueIt is comprised as follows.
[0010]
That is, if the detection value of the charging state detection unit is below a preset reference value and the battery needs to be charged, the operation control unit sets the engine so that it increases as the detection value of the charging state detection unit decreases. On the other hand, the required power for charging required is obtained, and the operation of the engine is controlled based on the information on the required power for charging. Accordingly, the generator is driven by the engine to generate electric power necessary for charging the battery.
[0011]
  On the other hand, the target value for stopping charging is set to a value equal to or lower than the detected value for obtaining the required power for charging as a value equal to the required power of the engine required to drive the auxiliary device. When the detection value of the charging state detection means increases from a value lower than the target value for stopping charging to a higher value, if the detected value becomes equal to or higher than the target value for stopping charging, the charging state detecting means Regardless of the detected value, the required power for charging is set to a value larger than the required power for charging obtained as a value equal to the required power of the engine required to drive the auxiliary equipment.Until the detection value of the state of charge detection means rises to the reference valueIt is.
[0012]
  Hereinafter, specific examples will be described with reference to the drawings. FIG. 12 shows an example of a change characteristic of the required power for charging the engine with respect to the detected value SOC of the charging state. In this example, a discrete value that changes at predetermined intervals is used as the state-of-charge detection value SOC for obtaining the required power for charging.
  If the detected value X1 of the state of charge SOC at the point a in FIG. 12 is a detected value for obtaining the necessary power Pa for charging as a value equal to the required power of the engine required to drive the auxiliary equipment, the detected value The detection value X2 of the charging state at the point b in FIG. 12 lower than X1 is set as the target value for stopping charging. Further, when the detection value SOC of the charging state detection means is rising from a value lower than the charging stop target value X2, that is, when changing from the left side to the right side in the figure, When the detected value SOC becomes equal to or higher than the charge stop target value X2, the required power for charging is set to a value larger than the required power Pa for charging.Is executed until the detection value SOC of the charge state detection means rises to the reference value X0.It is.
[0013]
By setting the required power for charging to a large value as described above, the engine output increases, the battery is forcibly charged, and the substantial state of charge of the battery increases toward a high value. Thus, the required power for charging does not become the value at point a in FIG. 12 when the detected value SOC is increasing.
In this way, it is possible to avoid a power balance state in which the necessary power for charging is equal to the necessary power necessary for driving the auxiliary device and the battery is not charged.
In the above-described specific example, the detection value X2 lower than the detection value X1 is set as the charge stop target value. However, the charge stop target value is set to the same value as the detection value X1. It may be set.
[0014]
Therefore, the power generated by the generator and the power consumption of the auxiliary device are balanced to prevent the battery from being charged, and the engine is required to have the necessary power for charging. It came to be able to provide the driving control device of the self-propelled vehicle which can prevent the state from continuing for an unnecessarily long time.
[0015]
According to claim 2, a power supply source having a generator and a battery driven by the engine is provided, and the electric motor for driving and the auxiliary device are driven by the power from the power supply source. The driving control unit is configured to control the operation of the engine for charging the battery based on the information of the charging state detecting unit that detects the charging state of the battery. In the apparatus, when the operation control means detects the required power for charging required for the engine so as to increase as the detection value decreases when the detection value of the charge state detection means falls below a preset reference value. Accordingly, the engine is configured to control the operation of the engine based on the information on the necessary power for charging, and the engine is required to drive the auxiliary equipment. A target value for stopping charging is set to a value equal to or lower than the detected value for obtaining the required power for charging as a value equal to power, and the detected value of the charging state detecting means is the target value for stopping charging When the detected value is equal to or higher than the target value for stopping charging when increasing from a lower value to a higher value, the required power for charging is configured to be obtained as zero. To do.
[0016]
That is, if the detection value of the charging state detection unit is below a preset reference value and the battery needs to be charged, the operation control unit sets the engine so that it increases as the detection value of the charging state detection unit decreases. On the other hand, the required power for charging required is obtained, and the operation of the engine is controlled based on the information on the required power for charging. Accordingly, the generator is driven by the engine to generate electric power necessary for charging the battery.
[0017]
On the other hand, the target value for stopping charging is set to a value equal to or lower than the detected value for obtaining the required power for charging as a value equal to the required power of the engine required to drive the auxiliary device. Then, when the detection value of the charging state detection means increases from a value lower than the target value for stopping charging to a higher value, if the detected value becomes equal to or higher than the target value for stopping charging, the necessary power for charging is increased. It will be calculated as zero.
[0018]
Hereinafter, as in claim 1, a specific example will be described with reference to the drawings. FIG. 12 shows an example of a change characteristic of the required power for charging the engine with respect to the detected value SOC of the charging state. In this example, a discrete value that changes at predetermined intervals is used as the state-of-charge detection value SOC for obtaining the required power for charging.
If the detected value X1 of the state of charge SOC at the point a in FIG. 12 is a detected value for obtaining the necessary power Pa for charging as a value equal to the required power of the engine required to drive the auxiliary equipment, the detected value The detection value X2 of the charging state at the point b in FIG. 12 lower than X1 is set as the target value for stopping charging. Further, when the detection value SOC of the charging state detection means is rising from a value lower than the charging stop target value X2, that is, when changing from the left side to the right side in the figure, When the detected value SOC becomes equal to or higher than the target value X2 for stopping charging, the required power for charging becomes zero. When the detected value SOC is increased, the required power for charging becomes the value at point a in FIG. There is no.
In this way, the required power for charging is equal to the required power required to drive the auxiliary equipment, and the battery is not charged, and a power balance state (a state corresponding to point a in the figure) is established. Can be avoided.
In the above-described specific example, the detection value X2 lower than the detection value X1 is set as the charge stop target value. However, the charge stop target value is set to the same value as the detection value X1. It may be set.
[0019]
Therefore, the power generated by the generator and the power consumption of the auxiliary device are balanced to prevent the battery from being charged, and the engine is required to have the necessary power for charging. It came to be able to provide the driving control device of the self-propelled vehicle which can prevent the state from continuing for an unnecessarily long time.
[0020]
According to a third aspect, in the first or second aspect, the engine is configured to output driving power, and the operation control means is configured such that the detection value of the charging state detection means is less than the reference value. When the detection value of the charging state detection means is greater than or equal to the reference value, the negative value and the detection value are high. The required power for charging is determined so as to increase, and the required power for traveling of the engine is directed in the traveling direction instructed based on traveling driving force adjustment information including accelerator opening and traveling direction instruction information. If the travel drive force is greater, the greater the travel drive force, the greater the positive value, and the greater the travel drive force in the direction opposite to the traveling direction, the greater the negative drive value. Required power for driving The total required power of the engine is obtained from the required power for charging, and if the total required power is a positive value, the output of the engine is the total required power, and the total required power is a negative value. Then, the operation of the engine is controlled so as to stop the operation of the engine.
[0021]
That is, since the engine is configured to output power for traveling, it is necessary to output the power for traveling separately from the power for charging for driving the generator. Therefore, the necessary driving power is obtained based on the travel driving force adjustment information including the accelerator opening and the traveling direction instruction information, and the total necessary power is obtained by combining the necessary charging power and the necessary traveling power.
[0022]
In other words, if the detected value of the charging state detecting means falls below the reference value, the battery needs to be charged. Therefore, it is necessary to obtain the necessary power for charging the engine so that the smaller the detected value, the larger the required power. When the detected value is equal to or higher than the reference value, the power is output to the power load without charging the battery, and this is calculated as a negative value. For example, when the vehicle is driven by the power of the engine and the power of the electric motor, the power of the engine may decrease in order to increase the power supply to the electric motor.
[0023]
Further, since the travel driving force in the instructed traveling direction needs to be travel driven by the engine, the greater the travel driving force, the greater the required power for travel is obtained. If the driving force is in the direction opposite to the instructed traveling direction, the engine cannot be driven, but for the purpose of reducing the driving force of the engine and causing regenerative braking by the electric motor, for example, In calculation, it is obtained as a negative value.
And if the total required power calculated in the calculation is a positive value, the operation is controlled so that the engine output becomes this total required power, and if the total required power becomes a negative value, the operation of the engine is stopped. is there.
[0024]
Therefore, in the configuration in which the driving is performed using the electric motor and the engine as a power source, the information on the necessary power for charging is added to the required power for driving, and the operation of the engine is controlled, whereby the operation of the battery is controlled. The vehicle can be properly driven while maintaining the charged state in an appropriate state, and a suitable means for carrying out the first or second aspect can be obtained.
[0025]
DETAILED DESCRIPTION OF THE INVENTION
[First Embodiment]
Hereinafter, a first embodiment of a hybrid vehicle according to the present invention will be described with reference to the drawings.
FIG. 1 shows a system configuration of the hybrid vehicle. This hybrid vehicle is provided with a drive unit K in which a planetary gear mechanism 1, an engine 2, a generator 3 with a braking device 31, an electric motor 4, and the like, which will be described later, are integrally assembled. However, it is comprised so that the driving force for driving | running | working which drives the left and right front wheels 5 as a traveling apparatus may be generated.
[0026]
Next, the configuration of the drive unit K will be described.
As shown in FIG. 2, the engine 2, the electric motor 4, and the generator 3 are each mechanically coupled via a planetary gear mechanism 1, and the planetary gear mechanism 1 rotates around the central axis. A sun gear 18, three planetary pinion gears 19 that revolve around the center axis while rotating by engaging the outer periphery of the sun gear 18, and a ring gear 20 that rotates while engaging with each planetary pinion gear 19 on the outer periphery thereof. The three planetary pinion gears 19 are supported by a carrier 21 and integrally revolved around a central axis.
For this planetary gear mechanism 1, the output shaft 2 a of the engine 2 is coupled to the carrier 21, the drive shaft 3 a of the generator 3 is coupled to the sun gear 18, and the drive shaft 4 a of the electric motor 4 is connected via the counter gear 22. Coupled to the ring gear 20. The drive shaft 4 a of the electric motor 4 is coupled to the left and right front wheels 5 via a counter gear 22 and a differential gear 23. That is, the electric motor 4 and each front wheel 5 are in a state of interlocking connection and are always in a state of rotating in synchronization.
[0027]
In the planetary gear mechanism 1 configured as described above, of the three shafts coupled to the gears, that is, the output shaft 2a of the engine 2, the drive shaft 3a of the generator 3, and the drive shaft 4a of the electric motor 4 When the rotational states (rotational speed, rotational torque, etc.) of the two shafts are determined, the rotational state of the remaining one shaft is uniquely determined.
The relationship between the rotational speeds of these can be represented by a collinear chart as shown in FIG. If the respective gears are in a stopped state, a state indicated by a characteristic line L1 in the figure is obtained. Then, in a motor running state where the engine 2 is driven only by the electric motor 4 while the engine 2 is stopped, the electric motor 4 is rotationally driven in the forward direction as indicated by a characteristic line L2 in the figure. At this time, the engine 2 is stopped and the generator 3 is in a freely rotating state.
When the engine 2 is started in the motor running state, as indicated by a characteristic line L3 in the figure, the generator 3 is caused to function as an electric motor and is driven at a set rotational speed to start the engine 2. When the engine 2 is started, as shown by a characteristic line L4 in the figure, the generator 3 is maintained in a state where the rotation speed becomes zero, and thereafter, the generator 2 is driven to travel by the power of the engine 2 and the power of the electric motor 4.
[0028]
When the battery 17 needs to be charged while the vehicle is running, the power can be generated by the generator 3 by increasing the rotational speed of the engine 2 as shown by the characteristic line L5 in FIG. The battery 17 can be charged not only while the vehicle is traveling, but also when the vehicle is stopped. That is, as indicated by the characteristic line L6 in FIG. 4, the driving of the electric motor 4 is stopped, the engine 2 is operated, and the generator 3 generates power.
[0029]
Thus, the relationship among the rotational speeds of the output shaft of the engine 2, the drive shaft of the generator 3, and the drive shaft of the electric motor 4 is always defined as a straight line on the alignment chart. The generator 3 and the electric motor 4 are each composed of an AC synchronous motor, and can control the rotation direction and the rotation speed by adjusting the supply direction and current value of the drive current to these, and the drive unit K has a configuration capable of changing the traveling speed steplessly.
[0030]
In this hybrid vehicle, as shown in FIG. 6, as a power consumption load, the traveling electric motor 4 and other power loads, for example, lamps such as vehicle headlamps, audio equipment, air conditioning equipment, There are auxiliary devices DC for vehicles such as control devices composed of respective control units as will be described later. The battery 17 and the generator 3 constitute a power supply source DK for supplying power to these power loads. Will be.
[0031]
Next, a control configuration for the drive unit K in this hybrid vehicle will be described.
As shown also in FIG. 3, a vehicle control unit 6 that manages and manages the overall operation of the vehicle, a motor control unit 7 that controls the operation of the electric motor 4 based on control information from the vehicle control unit 6, a vehicle control The generator control unit 8 that controls the operation of the generator 3 and the braking device 31 based on the control information from the unit 6, the output of the engine 2 based on the control information from the vehicle control unit 6, specifically, the electronic throttle An engine operation unit 10 that automatically adjusts the throttle opening of the valve 9 and the fuel injection amount of an injector (not shown) is provided, an accelerator operation amount detection sensor S1 that detects the operation amount of the accelerator operation device 11, and a brake operation device 13 is a brake operation amount detection sensor S2 that detects the operation amount (operation pressure), a shift position sensor S3 that detects the position of the shift position lever 15, and the rotational speed of the axle of the front wheel 5. A vehicle speed sensor S4 for detecting the vehicle speed Zui and, various detection information by the charging state detector S5 or the like for detecting the state of charge of the battery are configured to be input to the vehicle control unit 6.
[0032]
The position of the shift position lever 15 includes “P” (parking position), “R” (reverse travel position), “N” (neutral position), “D” (forward travel position), and “B” (braking force). The forward traveling position where a large amount acts on) is appropriately switched by the driver according to the driving situation.
[0033]
Driving power for the electric motor 4, the generator 3 and the respective control units is supplied from a battery 17, and the battery 17 is charged by the generated power from the generator 3 and the electric motor 4 as will be described later. ing.
[0034]
Then, the vehicle control unit 6 drives for driving such as information on the operation amount of the accelerator operation tool 11, information on the operation amount of the brake operation tool 13, information on the position of the shift position lever 15, information detected by the vehicle speed sensor S4, and the like. Based on the force adjustment information and the battery required power information obtained from the state of charge of the battery detected by the charge state detection unit S5, the determination process for determining whether or not to start the engine and the required driving force for the drive unit K are determined. It is configured to execute a required process, an output process for causing the drive unit K to output a required driving force, and the like. In the output process, the vehicle control unit 6 outputs control information to the motor control unit 7, the generator control unit 8, and the engine control unit 10 so that the drive unit K outputs the required driving force, The operation of the engine 2, the generator 3, and the electric motor 4 is controlled.
[0035]
Hereinafter, the control contents in the respective operation modes in each operation stage from the state where the vehicle is stopped until the vehicle starts to run and then decelerates to stop will be briefly described.
When the battery is sufficiently charged and does not need to be charged, the accelerator is released from the stop state (corresponding to the characteristic line L1 in FIG. 4) in which the engine 2, the electric motor 4, and the generator 3 stop rotating. When the stepping operation is performed, first, the vehicle is started by generating a driving torque for forward traveling in the electric motor 4 with the engine 2 stopped (corresponding to the characteristic line L2 in FIG. 4).
When the traveling speed exceeds the set speed (about 10 km / h) and it is determined that the driving force of the engine 2 is necessary, the generator 3 is rotationally driven to start the engine 2 (characteristic line in FIG. 4). Corresponding to L3). That is, the vehicle control unit 6 obtains a target rotational speed necessary for starting the engine 2 and commands the target rotational speed command information to the generator control unit 8, and the generator control unit 8 sets the corresponding target rotational speed to the target rotational speed. Thus, the drive current value for the generator 3 is controlled. When it is determined by the generator control unit 8 that the generator 3 is in the state of generating regenerative braking torque from the state of generating driving torque, the braking device 31 is confirmed. Thus, the rotation of the generator 3 is stopped and the generation of the drive torque by the generator 3 is stopped.
[0036]
When it is determined that charging is necessary because the charging state of the battery 17 is lowered based on the detection information of the charging state detection unit S5 while the vehicle is running, the generator 3 is driven by the power of the engine 2 to drive the battery 17. Is charged (corresponding to the characteristic line L5 in FIG. 4). Further, even when the vehicle is stopped, that is, when the electric motor 4 is stopped, if it is determined that the battery 17 needs to be charged, the engine 2 is started and power is generated by the power of the engine 2. The machine 3 is driven to generate power (corresponding to the characteristic line L6 in FIG. 4).
[0037]
After the engine 2 is started, as will be described in detail later, the throttle opening and the fuel injection amount with respect to the engine 2 are set to an optimum fuel consumption line that maximizes the driving efficiency with respect to the change in the rotational speed of the engine 2. The electronic throttle valve 9 and the injector are automatically adjusted so as to change along the line.
During traveling of the vehicle, the electric motor 4 outputs a traveling driving force that is insufficient with the driving force of the engine based on the optimum fuel efficiency line as described above. When the required driving force required for traveling is reduced on a downhill or the like during traveling, the electric motor 4 is controlled to generate a regenerative braking force. At this time, the electric motor 4 functions as a generator, and the generated electric power is stored in the battery 17.
[0038]
The driving of the vehicle is managed by the adjustment processing of the driving force for the driving unit K as described above, and the vehicle control unit 6, the motor control unit 7, the generator control unit 8, and the engine control unit 10 respectively. A control means H is configured as an operation control means for managing the driving of the vehicle.
The control contents of the control means H will be described with reference to the drawings. First, as shown in FIG. 5, information on the operation amount of the accelerator operating tool 11 detected by the accelerator operation amount detection sensor S1, brake operation, and the like. Information on the operation amount of the brake operating tool 13 detected by the amount detection sensor S2, information on the position of the shift position lever 15 detected by the shift position sensor S3, vehicle speed detection information detected by the vehicle speed sensor S4, charging Each of the charging state detection information of the battery 17 detected by the state detection unit S5 is captured, and based on the various information, the current traveling state of the vehicle is any of the various driving modes as described above. Based on the processing to determine whether or not the operation mode, and the various detection information, from the required driving force, the throttle target opening, motor torque, Calculation of a target value to determine the electrical target rotational speed by the calculation, or to start the engine 2, performs arithmetic processing including judging whether processing such as is necessary or to stop.
[0039]
And based on the result calculated by the said calculation process, the generator output process which adjusts the rotational speed of the generator 3 so that it may become the driving | running state required according to an operation mode, the engine which starts the engine 2 Start processing, engine output processing for adjusting the output of the engine 2 in a state where the throttle opening is adjusted in accordance with the optimum fuel consumption line as described above so as to obtain the driving force required according to each operation mode as described above And each of the motor output processing which adjusts the output of the electric motor 4 so that it may become the driving | running state required according to each above-mentioned driving modes is comprised.
[0040]
When the detection value SOC of the charging state detection unit S5 falls below a preset reference value, the vehicle control unit 6 obtains the necessary power for charging required for the engine 2 so as to increase as the detection value decreases. Thus, the required power for charging is set to a value equal to the required power of the engine 2 which is configured to control the operation of the engine based on the information of the required power for charging and is required to drive the auxiliary device DC. Detected when the charge stop target value is set lower than the required detection value and the detection value of the charge state detection unit S5 increases from a value lower than the charge stop target value to a higher value. When the value becomes equal to or greater than the target value for stopping charging, the required power for charging is determined as zero. In addition, when the charge start target value is set lower than the charge stop target value and the required power for charging is zero, the detection value SOC of the charge state detection unit S5 is lower than the charge start target value. If the detected value falls below the target value for starting charging while descending from a high value to a low value, then the necessary power required for the engine according to the state of charge at that time is required for the charging. It is comprised so that it may ask for as motive power.
[0041]
In other words, the necessary power of the engine 2 necessary for driving the auxiliary device DC as described above is that the auxiliary device DC is in a state where only the generator 3 is driven by the engine 2. This is the motive power of the engine 2 in a state where the generator 3 generates the maximum amount of power to be consumed, and the detection value serving as a reference for setting the target value for stopping charging is the value of the engine as described above. This corresponds to the detection value of the charge state detection unit S5 when the required power is obtained as the required power for charging.
[0042]
By the way, in this hybrid vehicle, the engine 2 needs to output not only the power for driving the generator 3 but also the power for driving the vehicle, but the driving power for driving the vehicle is the engine 2 and the electric motor 4. The driving force is a combination of the two driving forces, and is necessary for the engine 2 comprehensively from the required driving force for driving such a vehicle and the necessary charging power required to charge the battery 17. It is necessary to find the power that is assumed.
[0043]
In view of the above, the power required for the engine 2 is determined as follows.
That is, when the detection value SOC of the charging state detection unit S5 falls below the reference value, the detection value SOC of the charging state detection unit S5 is greater than or equal to the reference value so as to increase as the detection value is a positive value and lower. Then, the required power for charging is determined so as to increase as the detected value is higher on the negative side, and based on the travel driving force adjustment information including the accelerator opening and the traveling direction instruction information, the engine 2 If the travel driving force in the instructed traveling direction is greater, the greater the travel driving force, the larger the positive value is obtained, and the travel driving force in the direction opposite to the instructed traveling direction is If there is, the greater the traveling drive force is, the more negative the value is obtained, and the total necessary power of the engine 2 is obtained from the necessary power for traveling and the necessary power for charging. Output is the total required So that, and, if the total power required is a negative value so as to stop the operation of the engine 2, and is configured to control the operation of the engine 2.
[0044]
Next, a process for calculating the control target value when the vehicle control unit 6 controls the engine 2, the electric motor 4, and the generator 3 will be specifically described.
When it is necessary to start up the engine 2, such as when the state of charge of the battery 17 is low or when a large driving force is required, the engine changes from the preset change characteristics as shown in FIG. An engine target rotation speed that maximizes the operating efficiency with respect to the required output is obtained. Then, as shown in FIG. 9, the change characteristic of the target throttle opening with respect to the engine target rotational speed of the engine 2 set in advance along the point where the operating efficiency of the engine 2 is high, that is, the optimum fuel consumption line is set. The target throttle opening at that time is obtained from the engine target rotational speed and the optimum fuel efficiency line. Information on the obtained target throttle opening degree is commanded to the engine control unit 10.
The engine control unit 10 adjusts the opening of the electronic throttle valve 9 so that the actual throttle opening becomes the calculated target throttle opening. Although not shown, the intake air amount and the fuel injection amount corresponding to the engine speed are also obtained and automatically adjusted so as to obtain the corresponding fuel injection amount.
On the other hand, the target rotational speed of the generator 3 is obtained from the engine target rotational speed obtained as described above and the vehicle speed information at that time, and control information is sent to the generator control unit 8 so as to be the target rotational speed. Command.
[0045]
Driving performance characteristics of the vehicle in which the torque distribution ratio between the electric motor 4 and the engine 2 with respect to changes in the vehicle speed is set in advance, and the electric motor 4 is determined based on the information on the required driving force, the information on the vehicle speed, and the driving performance characteristics. Calculates the motor torque to be output. For example, all the driving force is output by the electric motor 4 if the vehicle speed is lower than the set vehicle speed, or when the vehicle is traveling beyond the set vehicle speed, the output of the engine 2 is insufficient for the required driving force. The necessary motor torque is obtained so that the electric motor 4 can output, and the drive control of the electric motor 4 is performed.
[0046]
As shown in FIG. 10, for example, a change characteristic of the required driving force for the drive unit K with respect to a change in the vehicle speed when the shift position lever 15 is in the “D” position is set in advance. Based on this characteristic, the required driving force for traveling is obtained. A line q1 shown in FIG. 10 (a) indicates a change in the required driving force with respect to a change in the vehicle speed corresponding to a value when the accelerator operation amount becomes maximum (fully open), and the accelerator operation amount changes. The change rate of the required driving force is preset as a characteristic as shown in FIG. From these characteristics, the required driving force corresponding to the vehicle speed at that time is a change rate (%) based on the value for the vehicle speed obtained from the line q1 shown in FIG. 10 (a) and the detected value of the accelerator operation amount. It is calculated by the product of
[0047]
In the characteristics shown in FIG. 10, the positive (+) side indicates that the target traveling direction is the forward direction, that is, the required driving force for forward traveling, and the required driving force for forward traveling in the upper side in the figure. Indicates that it will be large. Further, the negative (−) side indicates that the target driving direction is the required driving force in the direction opposite to the forward direction, and the lower side in the figure indicates that the required driving force in the opposite direction increases. A line q2 in FIG. 10 shows a change characteristic of the required driving force when the accelerator operation amount is minimum (fully closed) and the brake operation amount is minimum, and a line q3 in FIG. The change characteristic of the required driving force when the operation amount becomes maximum is shown.
[0048]
When the accelerator operating tool and the brake operating tool are not operated, the required driving force for traveling is obtained using this line q2. As apparent from the line q2, when the vehicle speed is higher than the set vehicle speed and the accelerator is fully closed, the required driving force on the negative (−) side, that is, the required driving force in the direction opposite to the instructed traveling direction. As is apparent from the line q2 and the line q3, the required driving force for traveling on the negative (−) side increases as the brake operation amount increases.
[0049]
Then, as shown in FIG. 11, a change characteristic of battery required power that prescribes the power to be charged and the power to be discharged in the battery 17 with respect to the charge state SOC of the battery 17 detected by the charge state detection unit S5 is preset. The battery required power W at that time is obtained from the current state of charge SOC of the battery 17 detected by the charge state detection unit S5, and the battery required power W is required for the engine 2, that is, required for charging. The final required driving force is obtained by adding the value converted into power and the required driving force for traveling obtained based on the accelerator operation amount, the brake operation amount, and the like. The required power for charging is proportional to the required battery power, and can be obtained by multiplying the required battery power by a predetermined number.
[0050]
In FIG. 11, when the battery required power W is positive (+), the upper side indicates that the battery 17 needs to discharge more power, and when the negative (−) side is lower, the charge amount of the battery 17 is increased. If the battery required power W is positive (+), charging is not necessary, so the required power for the engine 2 is negative, and the battery required power W is negative (−). If so, charging is necessary, and as the value increases, the required power for the engine 2 increases on the positive side.
[0051]
In the charge state detection unit S5, the actual charge state value in the battery 17 is detected as a continuously variable analog information, and the analog information is detected in a detectable region as shown in FIG. The value is obtained as a quantized discrete value, and the value is output to the vehicle control unit 6 as the state-of-charge detection value SOC. That is, the information given to the vehicle control unit 6 is a discrete value that changes by a predetermined width (ΔSOC).
[0052]
The vehicle control unit 6 obtains the battery required power W based on the quantized detection value SOC given from the charging state detection unit S5, but the battery required power W is equal to the maximum power in the auxiliary device DC. That is, as shown in FIG. 11, the detection value X2 (which corresponds to the target value for stopping charging) is set so that the required battery power is lower than the detection value X1 where the required battery power is a. The amount of change (ΔX) in the state of charge between the detected value X2 and the detected value X0 at which the required battery power is zero (point c) is the same as or smaller than the predetermined width (ΔSOC) of the discrete value. It is set to be a value. In addition, a detection value X3 (this corresponds to the target value for starting charging) lower than the detection value X2 by a set amount is set.
[0053]
With such a configuration, when the detection value SOC of the state of charge rises from a low value to the detection value X2 while taking discrete values as described above, and further increases, the detection value X2 Then, the detected value X0 is shifted to, and the required battery power W, that is, the necessary power for charging the engine 2 becomes zero as shown in FIG. At this time, since the detection value X1 is not passed, it is possible to avoid the inconvenience that the power of the generator 3 and the power consumption of the auxiliary device DC balance and the charging current does not flow to the battery 17 in advance. When the detection value SOC rises above the detection value X0, the required battery power W becomes a positive value, the required power for charging is obtained as zero, and the state where the required power for charging the engine 2 is unnecessary is maintained.
Then, from the state where the required power for charging is determined as zero in this way, when the detected value SOC of the charged state decreases from a high value and becomes lower than the detected value X3, thereafter, it is determined from the detected value of the charged state detection unit S5. The required power for charging corresponding to the required battery power is obtained.
[0054]
Accordingly, when the battery required output is large on the negative (charging) side and the detected value SOC of the charged state of the battery 17 falls below the charging start target value X3, the required power for charging for the engine 2 required for charging is obtained. Then, the driving force necessary for charging is added to the required driving force for traveling, the output of the engine 2 is increased, the generator is driven, and the battery 17 is charged. When the battery 17 is charged and the charge state detection value SOC rises to the charge stop target value or more, the required power for charging becomes zero. At this time, if the vehicle is stopped and the driving force for driving is zero, the engine 2 stops operating. If charging is performed and the battery request output is large on the positive (discharge) side, the engine 2 is not started, the electric motor 4 is driven by the power of the battery 17, and the power is discharged from the battery 17. become.
[0055]
[Second Embodiment]
Next, 2nd Embodiment of the hybrid vehicle which concerns on this invention is described based on drawing.
In this embodiment, when the detection value of the charging state detection unit S5 increases from a value lower than the target value for stopping charging to a higher value, the detected value becomes equal to or higher than the target value for stopping charging. Since the rest of the configuration excluding the control content executed at the same time is the same as in the case of the first embodiment, only different configurations will be described, and description of other configurations will be omitted.
[0056]
That is, in the second embodiment, when the detection value SOC of the charge state detection unit S5 increases from a value lower than the charge stop target value toward a higher value, the detection value is the charge. When it becomes equal to or greater than the target value for stopping, the required power for charging is set to a value larger than the required power for charging obtained as a value equal to the required power of the engine required to drive the auxiliary device Is done.
In other words, when the detection value SOC of the charging state detection unit S5 increases from a low value to the detection value X2 corresponding to the target value for stopping charging, the vehicle control unit 6 then detects the charging state detection unit S5. In place of the process of obtaining the required power for charging based on the detected value SOC of the above, the required power for charging obtained as a value equal to the required power of the engine required to drive the auxiliary device, that is, in FIG. The forced charging process is executed to set the value to a value larger than the required power for charging when the required battery power is a.
Then, the output of the engine increases, the power generation output of the generator 3 becomes larger than the power consumption of the auxiliary device DC, and the required power for charging by the engine is greater than the power consumption by the auxiliary device, as shown in FIG. Becomes a value Pb that is larger by the set amount, and the battery is forcibly charged and the state of charge is increased. At this time, if the amount of charge to the battery is too large, there is a possibility of overcharging, so a small value is set. Then, when it is detected that the detection value SOC of the charging state detection unit has risen to the reference value, the forced charging process is stopped, and the required power for charging is obtained based on the detection value SOC of the charging state detection unit S5. Return to.
[0057]
As a result, the battery is charged, the detection value SOC of the charge state detection unit S5 rises beyond the detection value X0 as a reference, the required battery power W becomes a positive value, and the required power for charging is zero. And the state where the necessary power for charging the engine 2 is unnecessary is maintained. In this way, it is possible to avoid inconvenience that the power of the generator 3 and the power consumption of the auxiliary device DC are balanced and the charging current does not flow to the battery 17.
[0058]
  The second embodiment is not limited to the configuration in which the detection value of the charging state detection unit is input to the vehicle control unit as a quantized discrete value as in the first embodiment, but is shown in FIG. As described above, the detection value SOC of the charge state detection unit is input as continuously changing analog information.Also good.
[0059]
[Another embodiment]
Hereinafter, other embodiments are listed.
[0060]
(1) In each of the above embodiments, the detection value is lower than the detection value X1 of the charge state detection unit in which the required power for charging is obtained as a value equal to the required power of the engine required to drive the auxiliary device. X2 is set as the target value for stopping charging. Instead of such a configuration, the same value as the detected value X1 is set as the target value for stopping charging in each of the above embodiments. It is good.
[0061]
(2) In each of the above embodiments, as the required power of the engine required to drive the auxiliary equipment, the maximum power consumed by the auxiliary equipment DC corresponds to the required power of the engine for generating power with the generator 3. Although the case where it does is illustrated, you may comprise as follows, for example not only in such a structure.
For example, as shown in FIGS. 15 and 16, load detection means S6 for detecting the actual power consumption in the auxiliary equipment DC is provided, and the power consumption at that time is based on the detection information of the load detection means S6. The amount may be set so as to correspond to the required power of the engine for generating power with the generator 3.
That is, the detection information of the load detection unit S6 is input to the control unit H, and the control unit obtains the detection value X1 in FIG. 11 based on the detection information of the load detection unit S6, and the detection value X1 is greater than the detection value X1. It is good also as a structure which calculates | requires the target value for charge stop (detection value X2) low by only the set amount. In this configuration, the detection value X1 changes as needed according to the power usage of the auxiliary device at that time.
[0062]
(3) In each of the above embodiments, the charge start target value (detected value X3 in FIG. 11) is set lower than the charge stop target value, and the charge required power for charging is set to zero. If the detected value SOC is lower than the target value for starting charging when the detected value SOC of the state detecting unit S5 is decreasing from a value higher than the target value for starting charging to a lower value, depending on the charging state at that time Although the required power required for the engine is obtained as the required power for charging, the following power may be used instead of such a structure.
For example, when the detection value of the charge state detection means exceeds the target value for stopping charging, the set time has elapsed from the time when the detected value exceeds the target value for stopping charging while the required power for charging is zero. A configuration in which the required power required for the engine is returned to the original state obtained as the required power for charging according to the charging state at that time, or the original state is returned based on a release command by human operation It can implement with various forms, such as.
[0063]
(4) In the first embodiment, when the detection value of the charging state detection means increases from a value lower than the target value for stopping charging to a higher value, the detected value is used for stopping charging. If the target value is exceeded, then the required power for charging is determined to be zero, and the detection value of the charging state detection unit is input to the vehicle control unit as a quantized discrete value. However, the present invention is not limited to such a configuration, and as a configuration in which the detection value SOC of the charge state detection unit is input as an analog value that continuously changes, if the detection value SOC rises and exceeds the charge stop target value, the battery It may be configured to forcibly correct the necessary power for charging to zero regardless of the value of the required power. In short, the necessary power for charging the engine outputs the power necessary to drive the auxiliary equipment. Value and etc. Point at which the have value it is sufficient to avoid passing through the (state of charge at 12 point at which the detected value X1), Specific configurations may be implemented appropriately changed.
[0064]
(5) In each of the above embodiments, as a self-propelled vehicle, a so-called parallel hybrid hybrid vehicle capable of transmitting the power of both the engine and the electric motor to the axle is illustrated, but the present invention is not limited to this configuration. The engine can be applied only to a so-called series hybrid type hybrid vehicle in which a generator is only driven, a battery is charged by the generator, and an electric motor for driving the vehicle is driven by the electric power of the battery.
[0065]
(6) In the above embodiments, the driving means drives the front wheels. However, the present invention is not limited to this, and the driving means may be configured to drive the rear wheels or drive all four wheels. Although the structure provided with the gear mechanism was illustrated, it is not limited to such a structure, Various transmission mechanisms can be used.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram.
FIG. 2 is a diagram showing a drive unit
FIG. 3 is a control block diagram.
FIG. 4 is a collinear diagram showing the operating state of the drive unit.
FIG. 5 is a flowchart of the control operation.
FIG. 6 is a block diagram of a power supply system
FIG. 7 is a diagram showing a target value calculation processing procedure;
[Fig. 8] Engine speed characteristics
FIG. 9 is a diagram showing an optimum fuel consumption line
FIG. 10 is a diagram showing a required driving force for traveling
FIG. 11 is a graph showing characteristics of battery required power
FIG. 12 is a diagram showing characteristics of necessary power for charging
FIG. 13 is a diagram showing a power supply state
FIG. 14 is a diagram showing a power supply state of the second embodiment.
FIG. 15 is a block diagram of a power supply system according to another embodiment.
FIG. 16 is a control block diagram according to another embodiment.
FIG. 17 is a diagram showing a continuous change characteristic of necessary power for charging;
[Explanation of symbols]
2 Engine
4 Electric motor
17 battery
DC auxiliary equipment
DK power supply
H Operation control means

Claims (3)

An electric power supply source having a generator and a battery driven by an engine is provided, and the electric motor for driving and auxiliary equipment are driven by electric power from the electric power supply source.
A driving control device for a self-propelled vehicle, wherein the driving control means is configured to control the operation of the engine for charging the battery based on information of the charging state detecting means for detecting the charging state of the battery. Because
The operation control means is
When the detected value of the charging state detecting means falls below a preset reference value, the required power for charging required for the engine is determined so as to increase as the detected value decreases, and the required power for charging is determined. Configured to control operation of the engine based on the information; and
The target value for stopping charging is set equal to or lower than the detected value in which the required power for charging is obtained as a value equal to the required power of the engine required to drive the auxiliary device,
When the detection value of the charge state detection means increases from a value lower than the target value for stopping charging to a higher value, and the detected value becomes equal to or higher than the target value for stopping charging , the charging state detection Regardless of the detected value of the means, the required power for charging is set to a value larger than the required power for charging obtained as a value equal to the required power of the engine required to drive the auxiliary device . An operation control device for a self-propelled vehicle configured to be executed until a detection value of the charging state detection means rises to the reference value . An electric power supply source having a generator and a battery driven by an engine is provided, and the electric motor for driving and auxiliary equipment are driven by electric power from the electric power supply source.
A driving control device for a self-propelled vehicle, wherein the driving control means is configured to control the operation of the engine for charging the battery based on information of the charging state detecting means for detecting the charging state of the battery. Because
The operation control means is
When the detected value of the charging state detecting means falls below a preset reference value, the required power for charging required for the engine is determined so as to increase as the detected value decreases, and the required power for charging is determined. Configured to control operation of the engine based on the information; and
The target value for stopping charging is set equal to or lower than the detected value in which the required power for charging is obtained as a value equal to the required power of the engine required to drive the auxiliary device,
When the detection value of the charging state detection means is rising from a value lower than the target value for stopping charging to a higher value, if the detected value is equal to or higher than the target value for stopping charging, the charging needs An operation control device for a self-propelled vehicle configured to obtain power as zero. The engine is configured to output driving power;
The operation control means is
When the detection value of the charging state detection means falls below the reference value, the detection value of the charging state detection means is greater than the reference value so that it is a positive value and increases as the detection value is lower. Then, the required power for charging is determined so as to increase as the detected value is a negative value, and
Based on travel drive force adjustment information including accelerator opening and travel direction instruction information, the larger the travel drive force is, the larger positive the drive power is in the travel direction instructed for the required power for travel of the engine. If it is a driving force in the direction opposite to the traveling direction, the larger the driving force, the more negative the value,
The total required power of the engine is obtained from the required power for traveling and the required power for charging, and if the total required power is a positive value, the output of the engine becomes the total required power and The operation control device for a self-propelled vehicle according to claim 1 or 2, wherein the operation of the engine is controlled so that the operation of the engine is stopped when the required power becomes a negative value.

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