JP3931457B2 - Charge control device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To change a charge control method according to the running state of a vehicle, in a hybrid vehicle which has an engine and a motor generator linked with the engine, generates power by driving the motor generator with the engine, and charges a battery. SOLUTION: This charge control equipment is provided with a navigation system 9 and an ECU 8, which analyzes traffic information concerning the running route in navigation running and estimates power which a battery 6 consumes and regenerative power to the battery 6. On the basis of the estimation, quick charging, in which power is generated with a motor generator 2 by controlling an engine 1 or effective charging which controls the engine 1 and the motor generator 2 and charging is performed effectively, is selected.

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a charging control device for a hybrid vehicle, and more particularly to control of battery charging by engine output during vehicle travel.
[0002]
[Prior art]
In recent years, vehicles equipped with motor generators as different power sources other than engines for the purpose of saving petroleum fuel for driving engines, reducing engine noise, and reducing exhaust gas generated by burning petroleum fuel Has been proposed.
[0003]
The motor generator used in the vehicle functions as a motor to generate motor torque by the electric power from the battery, and assists the engine torque when the vehicle starts and accelerates. Moreover, by functioning as a generator, it generates electric power with engine torque and charges the battery. Further, when the vehicle is decelerated, regenerative charging is performed using torque input from the wheels via the transmission.
[0004]
For example, in Japanese Patent Laid-Open No. 9-209790, an engine is connected to an input shaft of a transmission and a motor generator is connected, and the engine and the motor generator are controlled based on vehicle speed, accelerator opening, or battery charge amount. Techniques to do this are disclosed.
[0005]
[Problems to be solved by the invention]
However, since the conventional charging of the hybrid vehicle during the travel is intended to charge quickly, quick charging in which the engine output is increased and electric power is generated by the motor generator has been performed. In this rapid charging, when the downhill road continues for a long time or the like, the battery is fully charged, and the regenerative power that can be originally used may not be obtained, which causes a problem in energy efficiency. On the other hand, efficient charging with increased charging efficiency by controlling engine torque, motor torque, etc. is desirable from the viewpoint of energy efficiency, but because the charging speed is relatively slow, in driving conditions that consume a large amount of power such as traffic jams, There was also a possibility that the motor could not be sufficiently driven due to insufficient charging.
[0006]
The present invention has been made in view of the above problems, and an object of the present invention is to provide a charge control device capable of improving energy efficiency and fuel efficiency by switching a charge mode in accordance with traveling conditions.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, a first invention is provided in a hybrid vehicle having an engine and a motor generator as a prime mover and having a plurality of power performance patterns selected according to a passenger's power performance requirements. A charge control device for a hybrid vehicle that performs control to charge a battery with electric power generated by driving a motor generator, and means for acquiring which pattern is a selected power performance pattern, and acquired power characterized in that it have a means for performing a charging method in accordance with the performance pattern.
[0008]
In addition, the power performance pattern includes a normal pattern corresponding to normal driving and a power pattern when higher power performance than normal driving is required, and when the acquired power performance pattern is a normal pattern, The means for executing the charging method can execute the highest efficiency charging for controlling and charging the engine and the motor generator so that the power generation efficiency when the motor generator is driven by the engine to generate electric power is the best. Further, the power performance pattern includes a normal pattern corresponding to normal driving and a power pattern when higher power performance is required than normal driving, and when the acquired power performance pattern is a power pattern, The means for executing the charging method can execute quick charging in which the output of the engine is increased and charging is performed rapidly.
[0009]
The second invention is a charge control device for a hybrid vehicle that is mounted on a hybrid vehicle having an engine and a motor generator as a prime mover, and controls the battery to charge the electric power generated by driving the motor generator by the engine. And a detecting means for detecting a request for power performance of an occupant based on an accelerator operation, and a means for executing a charging method according to the detected request for power performance.
[0010]
In addition, the detection unit includes a determination unit that determines a request for power performance based on a frequency at which a rate of change of the accelerator opening is equal to or greater than a predetermined value, and the determination unit includes the frequency within a normal frequency range. If it is, it is determined that the demand for power performance corresponds to normal driving, and the means for executing the charging method is an engine so that the power generation efficiency is the highest when the motor generator is driven by the engine to generate power. In addition, it is possible to execute the highest efficiency charging that controls and charges the motor generator. Furthermore, the detection means has a determination means for determining a request for power performance based on a frequency at which the rate of change of the accelerator opening is equal to or higher than a predetermined value, and the determination means has the frequency within a normal frequency range. In many cases, it is determined that the demand for power performance is higher than that of normal driving, and the means for executing the charging method can execute quick charging in which the output of the engine is increased and charged rapidly.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0012]
FIG. 1 shows a configuration block diagram of a hybrid vehicle in the present embodiment. The output shaft of the engine 1 is connected to the motor generator 2, the output shaft of the motor generator 2 is connected to the torque converter 3, and the output shaft of the torque converter 3 is connected to the automatic transmission 4. That is, the power of the engine 1 and the power of the motor generator 2 can be output to the automatic transmission 4 via the torque converter 3. The above configuration is given as an example, and the present invention can be applied to other configurations.
[0013]
The engine 1 is a device that outputs power by burning fuel, and includes an engine that burns gas fuel such as liquefied petroleum gas and natural gas in addition to a gasoline engine and a diesel engine. The motor generator 2 has both a motor function that changes electrical energy into kinetic energy such as rotational motion and outputs it, and a power generation function that converts transmitted motive energy into electrical energy. The torque converter 3 is configured to transmit the torque of the driving member to the driven member by a fluid. For example, although not shown, the torque converter 3 includes a front cover integrated with a pump impeller, a hub integrally attached with a turbine liner, and a lock-up clutch. The automatic transmission 4 includes a gear transmission unit and a hydraulic control unit, and is a device that can automatically and appropriately change the ratio between the input rotation speed and the output rotation speed (transmission ratio). There are continuously variable transmissions and the like that can change the machine and the gear ratio continuously.
[0014]
As shown in FIG. 2, a battery 6 is connected to the motor generator 2 via an inverter 5. The inverter 5 is configured to control a current and a frequency for the motor generator 2 and to control a current when the motor generator 2 generates power. A controller 7 is provided to perform these controls. The controller 7 is configured to control the inverter 5 and the battery 6 in accordance with, for example, a start request, a start request, and a braking request for the engine 1.
[0015]
When the vehicle starts or travels at a low speed, the motor generator 2 functions as a motor and travels with motor output. During normal travel, the engine 1 is started and travels at engine output. When the load is high, such as on an uphill road, the motor generator 2 functions as a motor in addition to the engine 1 to run from both power sources. At the time of vehicle deceleration or braking, the motor generator 2 functions as a generator to regenerate electric power. When the SOC (charged state) of the battery further decreases, the output of the engine 1 is increased, and the engine output is converted into electric power by the motor generator 2 to charge the battery 6.
[0016]
Further, the engine 1, the motor generator 2, the torque converter 3, the automatic transmission 4, the battery 6 and the like are provided with various sensors, and detection signals of the sensors are sent to the ECU 8. The ECU 8 is composed of a microcomputer and sends a control signal to the engine 1 and the like, and based on detection signals such as a vehicle speed signal, an accelerator opening signal, and an SOC signal, the slip ratio of the torque converter 3, the gear ratio of the automatic transmission, and the like. Control.
[0017]
Further, the ECU 8 is connected to a navigation system 9 that is information receiving means for receiving information related to the planned travel route. Here, the information receiving means is not limited to the navigation system 9, and if it can receive information related to the planned travel route, the driver can input the current travel plan and record the past travel route from the current travel route. It may be an analyzing means for analyzing the travel route or a receiving means such as traffic information. The information here includes terrain information, traffic information, construction information, and the like of the scheduled road. The navigation system 9 includes, for example, a display device, an input device, a communication control unit, a route search unit, a map database, and a travel data recording unit. The ECU 8 analyzes traffic information on the planned travel route in the navigation system 9 and predicts the power consumed by the battery and the regenerative power to the battery. Further, based on the analysis result and the SOC, the required charging speed is calculated, and a control command is issued from the ECU 8 to the engine 1 or the like according to the selected charging mode in which the charging mode is determined from the calculated required charging speed.
[0018]
The principle of charge control will be described with reference to a process flowchart of the charge control device in the present embodiment shown in FIG. First, the ECU 8 processes input signals from various sensors (for example, from a shift lever position sensor, a vehicle speed sensor, an accelerator opening sensor, etc.) (S20). Subsequently, it is determined whether the SOC of the battery has become a predetermined amount L% or less. This determination can be made based on the SOC detection signal from the controller (S30). When the SOC is equal to or less than the predetermined amount L%, charging is necessary and the process proceeds to step 40. At this time, if the SOC exceeds the predetermined amount L%, charging is not necessary (S110), and the process returns to the start (S120).
[0019]
If charging is necessary, it is subsequently determined whether or not the navigation is currently running (S40). If the driver has input the destination, the planned travel route from the current travel position detected by GPS or the like to the destination is calculated. During navigation travel, it is considered that the driver travels on the planned travel route according to the navigation. Therefore, the following calculation / setting is performed on the premise that the travel is performed on the planned travel route. Geographic information and traffic information of the planned travel route stored in the map database of the navigation system are sent to the ECU 8. As geographical information, for example, there is altitude data up to the destination, and from the altitude data, it is determined by calculation whether a predetermined section of the planned travel route is a flat road, a lower slope or an upper slope. If the downhill road continues for a long time, a large amount of regenerative braking can be expected, and if it is an uphill road, torque assist by a motor is required in addition to engine power, and power consumption of the battery is predicted. Traffic information data includes the number of intersections, the number of lanes, whether it is a city area, etc., and it is possible to run without stopping from the traffic information data, when there are many stops, when traveling at low speed due to traffic jams, etc. Power consumption and regenerative braking. Based on the geographical data and the traffic information data, the predicted battery power consumption and the predicted regenerative power amount in the planned travel route are obtained.
[0020]
Subsequently, ΔGESOC (required charging speed) is obtained from the current SOC detected in step 30, the predicted battery power consumption and the predicted regenerative power (S50). FIG. 4 shows a map of ΔGESOC. The vertical axis represents ΔGESOC and the horizontal axis represents SOC. A solid line 101 indicates a relationship of ΔGESOC with respect to each SOC in the case of a predetermined normal traveling condition set in advance. A broken line 102 indicates a calculation result when a traffic jam is predicted, and a broken line 103 indicates a calculation result when a regenerative charge is expected. The reason why 101, 102, and 103 are inclined is that the margin with respect to the current SOC state is taken into consideration. When the SOC is larger than L%, ΔGESOC is 0, that is, charging is not required. 102 and 103 vary depending on the predicted battery power consumption and the predicted regenerative power amount obtained in step 40. When the predicted amount of regenerative power is small, the value is 102, and even if the SOC is the same, ΔGESOC is higher than normal. On the other hand, when a large amount of regenerative charge can be expected, the value is 103, and even with the same SOC, ΔGESOC is lower than normal. Then, ΔGESOC is set from the current SOC (A)% and the map.
[0021]
Further, in FIG. 4, the charge start SOC in the normal state is set to L%, but may be set higher when a traffic jam is predicted. For example, charging is normally started when the SOC becomes 40%, and charging is started at SOC 50% when a traffic jam is predicted. Note that 102 and 103 may be more finely divided and controlled according to the state.
[0022]
Even if the driver does not input the destination, for example, in the case of a commute route used every day, ΔGESOC may be obtained by prediction from the travel time, day of the week, midway travel route, and the like. In this case, it is automatically learned whether the travel route data for the past several days is the commute route. Furthermore, traffic route congestion prediction based on VICS and road traffic information guidance may also be used as a judgment material for predicting battery power consumption and regenerative power. For example, when a traffic jam is predicted due to construction or the like even on a road that can normally travel at a high speed, it is predicted that the battery power consumption will increase because there are many opportunities for the vehicle to stop. It is also clearly predicted that there will be no opportunity to stop while driving on the highway, and battery power consumption will be reduced.
[0023]
If it is determined in step 40 that the navigation travel is not being performed, the process goes to step 60 as it is. At this time, since ΔGESOC is not set, ΔGESOC is set based on the current SOC and normal data 101.
[0024]
The ΔGESOC obtained from the map is compared with the normal one (S60). If it is higher than the normal time, it is necessary to charge quickly, and rapid charging is started at ΔGESOC (S100). If it is less than the normal time, it is further determined whether the pattern is a P (power) pattern (S70).
[0025]
In the present embodiment, driving modes of a P (power) pattern and an N (normal) pattern are provided as an operation for selecting the power performance of the vehicle. The P pattern is a driving mode in which acceleration is assisted by the motor when the driver wants to feel the acceleration feeling when the accelerator is depressed, and the N pattern is a normal driving mode, and the driver selects one of them. Can be switched. That is, when the P pattern is selected, it can be considered that the driver requires high exercise performance. Therefore, it is predicted that the power consumption of the battery will increase as compared with the normal travel mode. When the P pattern is selected, quick charging is performed (S100). In this case, instead of the low ΔGESOC set in S50, rapid charging is performed by setting ΔGESOC high again in anticipation of the power consumption of the battery.
[0026]
If the N pattern is selected, it is further determined whether or not the driver's throttle (accelerator) opening change rate (ΔΘ) is frequently greater than or equal to a predetermined value A (S80).
[0027]
By examining the change rate (ΔΘ) of the throttle (accelerator) opening, it can be determined whether the driver likes acceleration and frequently requests acceleration. When the accelerator opening degree is greater than or equal to the predetermined value A, it can be considered that the driver is demanding acceleration, that is, high exercise performance. Even if the driving mode is the N pattern, acceleration assistance is required in this case. Therefore, in the same manner as in the P pattern, the battery is quickly charged by setting ΔGESOC faster in anticipation of the battery power consumption (S100).
[0028]
If both determinations are negative, the most efficient charging is performed at a low ΔGESOC (S90).
[0029]
With the above control, the energy generated by regenerative braking can be efficiently stored in the battery, and the situation where the battery cannot be charged due to full charge can be reduced. In addition, since charging is performed at high speed on a congested road, it is possible to reduce the situation where the engine stop due to battery shortage is stopped as much as possible, and to improve fuel efficiency.
[0030]
In the quick charge, while maintaining the traveling speed, the motor generator increases the engine output so that the motor generator can generate power at a speed of ΔGESOC, and the battery is rapidly charged.
[0031]
The highest efficiency charging is the highest efficiency of the power generation efficiency at the running speed from the highest efficiency operating point of the engine obtained from the engine torque and the engine speed and the highest efficiency operating point of the motor generator obtained from the motor torque and the motor speed. Points are obtained by calculation, engine torque and motor torque are calculated from the maximum efficiency point, and charging is performed while controlling the engine and motor generator. At this time, the torque converter may be controlled together.
[0032]
Furthermore, you may make it notify a driver | operator by the indicator of a charge mode in which charge mode is charged among these two charge modes.
[0033]
【The invention's effect】
As described above, in this embodiment, the battery power consumption and the regenerative charge amount can be predicted by analyzing the road condition or the terrain condition of the previous travel route using the navigation system. The charging method can be selected and switched, and energy efficiency and fuel consumption can be improved.
[0034]
In addition, when the driver selects and operates the power performance such as the acceleration mode, or when the accelerator is depressed frequently, the quick charge is selected, so that the battery is insufficiently charged when the power performance is required. The motor is assisted without acceleration.
[Brief description of the drawings]
FIG. 1 is a block diagram of a configuration of a control device according to an embodiment of the present invention.
FIG. 2 is a block diagram showing in principle the configuration of a driving apparatus according to an embodiment of the present invention.
FIG. 3 is a process flowchart according to the embodiment of the present invention.
FIG. 4 is a charge rate map required in the embodiment of the present invention.
[Explanation of symbols]
1 engine, 2 motor generator, 3 torque converter, 4 automatic transmission, 5 inverter, 6 battery, 7 controller, 8 ECU, 9 navigation system.

Claims (6)

It is mounted on a hybrid vehicle that has an engine and a motor generator as a prime mover, and has a plurality of power performance patterns selected according to the passenger's power performance requirements, and the battery is charged with the electric power generated by driving the motor generator by the engine. A charge control device for a hybrid vehicle that performs control,
  Means for obtaining which pattern the selected power performance pattern is;
Means for executing a charging method according to the acquired power performance pattern;
Charge control device for hybrid vehicle having The charging control device for a hybrid vehicle according to claim 1,
The power performance pattern is:
Normal pattern corresponding to normal driving,
Power pattern when higher power performance than normal driving is required,
Including
When the acquired power performance pattern is a normal pattern, the means for executing the charging method controls the engine and the motor generator so that the power generation efficiency when generating power by driving the motor generator by the engine is the best. Perform the most efficient charging,
A charge control device for a hybrid vehicle characterized by the above. The charging control device for a hybrid vehicle according to claim 1,
The power performance pattern is:
Normal pattern corresponding to normal driving,
Power pattern when higher power performance than normal driving is required,
Including
When the acquired power performance pattern is a power pattern, the means for executing the charging method executes a quick charge for increasing the output of the engine and rapidly charging the engine.
A charge control device for a hybrid vehicle characterized by the above. A hybrid vehicle charging control device that is mounted on a hybrid vehicle having an engine and a motor generator as a prime mover, and that controls the battery to charge the electric power generated by driving the motor generator by the engine,
A detecting means for detecting a demand for occupant power performance based on an accelerator operation;
Means for executing a charging method according to the demand for the detected power performance;
Charge control device for hybrid vehicle having In the hybrid vehicle charging control device according to claim 4,
The detection means includes a determination means that determines a request for power performance based on a frequency at which a change rate of an accelerator opening is equal to or greater than a predetermined value.
When the frequency is within a normal frequency range, the determination unit determines that the power performance request corresponds to normal driving,
The means for performing the charging method executes the highest efficiency charging for controlling and charging the engine and the motor generator so that the power generation efficiency when generating power by driving the motor generator by the engine is the best.
A charge control device for a hybrid vehicle characterized by the above. In the hybrid vehicle charging control device according to claim 4,
The detection means includes a determination means that determines a request for power performance based on a frequency at which a change rate of an accelerator opening is equal to or greater than a predetermined value.
When the frequency is higher than the normal frequency range, the determining means determines that the demand for power performance is higher than that of normal driving,
The means for executing the charging method performs a quick charge for rapidly charging by increasing the output of the engine.
A charge control device for a hybrid vehicle characterized by the above.

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