JP3988459B2 - Hybrid vehicle drive control apparatus, hybrid vehicle drive control method, and program thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent damage to an electric motor and an inverter for driving the electric motor when the electric motor has a high rotating speed. <P>SOLUTION: This hybrid vehicle driving control device comprises the electric motor, a rotating speed limiting index detecting part for detecting a rotating speed limiting index as an index for limiting the rotating speed of the electric motor, index determining processing means 92 for determining whether the rotating speed limiting index is higher than a threshold value or not, and engine torque limiting processing means 93 for limiting engine torque when the rotating speed limiting index is higher than the threshold value. When the rotating speed limiting index is higher than the threshold value, the engine torque is lower and so load on the electric motor is suddenly lower to prevent a driving wheel rotating speed from being higher with the extra force of an engine. As a result, the rotating speed of the electric motor is prevented from being higher than the maximum allowable rotating speed. <P>COPYRIGHT: (C)2003,JPO

Description

になる。なお、前記トルク等価成分ＴＧＩは、通常、ハイブリッド型車両の加速中は加速方向に対して負の値を、ハイブリッド型車両の減速中は加速方向に対して正の値を採る。また、角加速度αＧは、発電機回転速度ＮＧを微分することによって算出される。
【００６７】
そして、リングギヤＲの歯数がサンギヤＳの歯数のρ倍であるとすると、リングギヤトルクＴＲは、サンギヤトルクＴＳのρ倍であるので、

になる。このように、発電機目標トルクＴＧ^* 及びトルク等価成分ＴＧＩからリングギヤトルクＴＲを算出することができる。
【００６８】
そこで、前記駆動モータ制御装置４９の図示されない駆動軸トルク推定処理手段は、駆動軸トルク推定処理を行い、前記発電機目標トルクＴＧ^* 及びトルク等価成分ＴＧＩに基づいて出力軸２６におけるトルク、すなわち、駆動軸トルクＴＲ／ＯＵＴを推定する。すなわち、前記駆動軸トルク推定処理手段は、前記リングギヤトルクＴＲ、及びリングギヤＲの歯数に対する第２のカウンタドライブギヤ２７の歯数の比に基づいて駆動軸トルクＴＲ／ＯＵＴを推定し、算出する。
【００６９】
なお、発電機ブレーキＢが係合させられる際に、発電機目標トルクＴＧ^* は零（０）にされるので、リングギヤトルクＴＲはエンジントルクＴＥと比例関係になる。そこで、発電機ブレーキＢが係合させられる際に、前記駆動軸トルク推定処理手段は、エンジン制御装置４６からエンジントルクＴＥを読み込み、前記トルク関係式によって、エンジントルクＴＥに基づいてリングギヤトルクＴＲを算出し、該リングギヤトルクＴＲ、及びリングギヤＲの歯数に対する第２のカウンタドライブギヤ２７の歯数の比に基づいて前記駆動軸トルクＴＲ／ＯＵＴを推定する。
【００７０】
続いて、前記駆動モータ目標トルク算出処理手段は、駆動モータ目標トルク算出処理を行い、前記車両要求トルクＴＯ^* から、前記駆動軸トルクＴＲ／ＯＵＴを減算することによって、駆動軸トルクＴＲ／ＯＵＴでは過不足する分を駆動モータ目標トルクＴＭ^* として算出し、決定する。
【００７１】
そして、前記駆動モータ制御処理手段は、駆動モータ制御処理を行い、決定された駆動モータ目標トルクＴＭ^* に基づいて駆動モータ２５のトルク制御を行い、駆動モータトルクＴＭを制御する。
【００７２】
また、発電機目標回転速度ＮＧ^* の絶対値が第１の回転速度Ｎｔｈ１より小さい場合、発電機制御装置４７は、発電機ブレーキＢが係合させられているかどうかを判断する。そして、発電機ブレーキＢが係合させられていない場合、発電機制御装置４７の図示されない発電機ブレーキ係合制御処理手段は、発電機ブレーキ係合制御処理を行い、発電機ブレーキＢを係合させる。
【００７３】
次に、図７〜９のフローチャートについて説明する。
ステップＳ１ 初期化処理を行う。
ステップＳ２ アクセルペダル位置ＡＰ及びブレーキペダル位置ＢＰを読み込む。
ステップＳ３ 車速Ｖを算出する。
ステップＳ４ 車両要求トルクＴＯ^* を決定する。
ステップＳ５ 車両要求トルクＴＯ^* が駆動モータ最大トルクＴＭｍａｘより大きいかどうかを判断する。車両要求トルクＴＯ^* が駆動モータ最大トルクＴＭｍａｘより大きい場合はステップＳ６に、車両要求トルクＴＯ^* が駆動モータ最大トルクＴＭｍａｘ以下である場合はステップＳ８に進む。
ステップＳ６ エンジン１１が停止中であるかどうかを判断する。エンジン１１が停止中である場合はステップＳ７に、停止中でない（駆動中である）場合はステップＳ８に進む。
ステップＳ７ 急加速制御処理を行い、処理を終了する。
ステップＳ８ 運転者要求出力ＰＤを算出する。
ステップＳ９ バッテリ充放電要求出力ＰＢを算出する。
ステップＳ１０ 車両要求出力ＰＯを算出する。
ステップＳ１１ エンジン１１の運転ポイントを決定する。
ステップＳ１２ エンジン１１が駆動領域ＡＲ１に置かれているかどうかを判断する。エンジン１１が駆動領域ＡＲ１に置かれている場合はステップＳ１３に、駆動領域ＡＲ１に置かれていない場合はステップＳ１４に進む。
ステップＳ１３ エンジン１１が駆動されているかどうかを判断する。エンジン１１が駆動されている場合はステップＳ１７に、駆動されていない場合はステップＳ１５に進む。
ステップＳ１４ エンジン１１が駆動されているかどうかを判断する。エンジン１１が駆動されている場合はステップＳ１６に、駆動されていない場合はステップＳ２６に進む。
ステップＳ１５ エンジン始動制御処理を行い、処理を終了する。
ステップＳ１６ エンジン停止制御処理を行い、処理を終了する。
ステップＳ１７ エンジン制御処理を行う。
ステップＳ１８ 発電機目標回転速度ＮＧ^* を決定する。
ステップＳ１９ 発電機目標回転速度ＮＧ^* の絶対値が第１の回転速度Ｎｔｈ１以上であるかどうかを判断する。発電機目標回転速度ＮＧ^* の絶対値が第１の回転速度Ｎｔｈ１以上である場合はステップＳ２０に、発電機目標回転速度ＮＧ^* の絶対値が第１の回転速度Ｎｔｈ１より小さい場合はステップＳ２１に進む。
ステップＳ２０ 発電機ブレーキＢが解放されているかどうかを判断する。発電機ブレーキＢが解放されている場合はステップＳ２３に、解放されていない場合はステップＳ２４に進む。
ステップＳ２１ 発電機ブレーキＢが係合させられているかどうかを判断する。発電機ブレーキＢが係合させられている場合は処理を終了し、係合させられていない場合はステップＳ２２に進む。
ステップＳ２２ 発電機ブレーキ係合制御処理を行い、処理を終了する。
ステップＳ２３ 発電機回転速度制御処理を行う。
ステップＳ２４ 発電機ブレーキ解放制御処理を行い、処理を終了する。
ステップＳ２５ 駆動軸トルクＴＲ／ＯＵＴを推定する。
ステップＳ２６ 駆動モータ目標トルクＴＭ^* を決定する。
ステップＳ２７ 駆動モータ制御処理を行い、処理を終了する。
【００７４】
次に、図７のステップＳ７における急加速制御処理のサブルーチンについて説明する。
【００７５】
図１４は本発明の実施の形態における急加速制御処理のサブルーチンを示す図である。
【００７６】
まず、前記急加速制御処理手段は、車両要求トルクＴＯ^* を読み込むとともに、駆動モータ目標トルクＴＭ^* に駆動モータ最大トルクＴＭｍａｘをセットする。続いて、前記車両制御装置５１（図６）の図示されない発電機目標トルク算出処理手段は、発電機目標トルク算出処理を行い、前記車両要求トルクＴＯ^* と駆動モータ目標トルクＴＭ^* との差トルクΔＴを算出し、駆動モータ目標トルクＴＭ^* である駆動モータ最大トルクＴＭｍａｘでは不足する分を発電機目標トルクＴＧ^* として算出し、決定し、該発電機目標トルクＴＧ^* を発電機制御装置４７に送る。
【００７７】
そして、前記駆動モータ制御処理手段は、駆動モータ制御処理を行い、駆動モータ目標トルクＴＭ^* で駆動モータ２５のトルク制御を行う。また、前記発電機制御装置４７の図示されない発電機トルク制御処理手段は、発電機トルク制御処理を行い、前記発電機目標トルクＴＧ^* に基づいて発電機１６のトルク制御を行う。
【００７８】
次に、フローチャートについて説明する。
ステップＳ７−１ 車両要求トルクＴＯ^* を読み込む。
ステップＳ７−２ 駆動モータ目標トルクＴＭ^* に駆動モータ最大トルクＴＭｍａｘをセットする。
ステップＳ７−３ 発電機目標トルクＴＧ^* を算出する。
ステップＳ７−４ 駆動モータ制御処理を行う。
ステップＳ７−５ 発電機トルク制御処理を行い、リターンする。
【００７９】
次に、図９のステップＳ２７、及び図１４のステップＳ７−４における駆動モータ制御処理のサブルーチンについて説明する。
【００８０】
図１５は本発明の実施の形態における駆動モータ制御処理のサブルーチンを示す図である。
【００８１】
まず、駆動モータ制御処理手段は、駆動モータ目標トルクＴＭ^* を読み込む。続いて、前記駆動モータ回転速度算出処理手段は、駆動モータロータ位置θＭを読み込み、該駆動モータロータ位置θＭの変化率ΔθＭを算出することによって駆動モータ回転速度ＮＭを算出する。そして、前記駆動モータ制御処理手段は、バッテリ電圧ＶＢを読み込む。なお、駆動モータ回転速度ＮＭ及びバッテリ電圧ＶＢによって実測値が構成される。
【００８２】
次に、前記駆動モータ制御処理手段は、前記駆動モータ目標トルクＴＭ^* 、駆動モータ回転速度ＮＭ及びバッテリ電圧ＶＢに基づいて、前記駆動モータ制御装置４９（図６）の記録装置に記録された駆動モータ制御用の電流指令値マップを参照し、ｄ軸電流指令値ＩＭｄ^* 及びｑ軸電流指令値ＩＭｑ^* を算出し、決定する。なお、ｄ軸電流指令値ＩＭｄ^* 及びｑ軸電流指令値ＩＭｑ^* によって、駆動モータ２５用の交流電流指令値が構成される。
【００８３】
また、前記駆動モータ制御処理手段は、電流センサ６８、６９から電流ＩＭＵ、ＩＭＶを読み込むとともに、該電流ＩＭＵ、ＩＭＶに基づいて電流ＩＭＷ
ＩＭＷ＝ＩＭＵ−ＩＭＶ
を算出する。なお、電流ＩＭＷを電流ＩＭＵ、ＩＭＶと同様に電流センサによって検出することもできる。
【００８４】
続いて、前記駆動モータ制御処理手段の図示されない交流電流算出処理手段は、交流電流算出処理を行い、３相／２相変換を行い、電流ＩＭＵ、ＩＭＶ、ＩＭＷを、交流の電流であるｄ軸電流ＩＭｄ及びｑ軸電流ＩＭｑに変換することによってｄ軸電流ＩＭｄ及びｑ軸電流ＩＭｑを算出する。そして、前記駆動モータ制御処理手段の図示されない交流電圧指令値算出処理手段は、交流電圧指令値算出処理を行い、前記ｄ軸電流ＩＭｄ及びｑ軸電流ＩＭｑ、並びに前記ｄ軸電流指令値ＩＭｄ^* 及びｑ軸電流指令値ＩＭｑ^* に基づいて、電圧指令値ＶＭｄ^* 、ＶＭｑ^* を算出する。また、前記駆動モータ制御処理手段は、２相／３相変換を行い、電圧指令値ＶＭｄ^* 、ＶＭｑ^* を電圧指令値ＶＭＵ^* 、ＶＭＶ^* 、ＶＭＷ^* に変換し、該電圧指令値ＶＭＵ^* 、ＶＭＶ^* 、ＶＭＷ^* に基づいてパルス幅変調信号ＳＵ、ＳＶ、ＳＷを算出し、該パルス幅変調信号ＳＵ、ＳＶ、ＳＷを前記駆動モータ制御装置４９の図示されないドライブ処理手段に対して出力する。該ドライブ処理手段は、ドライブ処理を行い、パルス幅変調信号ＳＵ、ＳＶ、ＳＷに基づいて駆動信号ＳＧ２を前記インバータ２９に送る。なお、電圧指令値ＶＭｄ^* 、ＶＭｑ^* によって、駆動モータ２５用の交流電圧指令値が構成される。
【００８５】
次に、フローチャートについて説明する。なお、この場合、ステップＳ２７及びステップＳ７−４において同じ処理が行われるので、ステップＳ７−４について説明する。
ステップＳ７−４−１ 駆動モータ目標トルクＴＭ^* を読み込む。
ステップＳ７−４−２ 駆動モータロータ位置θＭを読み込む。
ステップＳ７−４−３ 駆動モータ回転速度ＮＭを算出する。
ステップＳ７−４−４ バッテリ電圧ＶＢを読み込む。
ステップＳ７−４−５ ｄ軸電流指令値ＩＭｄ^* 及びｑ軸電流指令値ＩＭｑ^* を決定する。
ステップＳ７−４−６ 電流ＩＭＵ、ＩＭＶを読み込む。
ステップＳ７−４−７ ３相／２相変換を行う。
ステップＳ７−４−８ 電圧指令値ＶＭｄ^* 、ＶＭｑ^* を算出する。
ステップＳ７−４−９ ２相／３相変換を行う。
ステップＳ７−４−１０ パルス幅変調信号ＳＵ、ＳＶ、ＳＷを出力し、リターンする。
【００８６】
次に、図１４のステップＳ７−５における発電機トルク制御処理のサブルーチンについて説明する。
【００８７】
図１６は本発明の実施の形態における発電機トルク制御処理のサブルーチンを示す図である。
【００８８】
まず、前記発電機トルク制御処理手段は、発電機目標トルクＴＧ^* を読み込み、発電機ロータ位置θＧを読み込むとともに、該発電機ロータ位置θＧに基づいて発電機回転速度ＮＧを算出し、続いて、バッテリ電圧ＶＢを読み込む。次に、前記発電機トルク制御処理手段は、前記発電機目標トルクＴＧ^* 、発電機回転速度ＮＧ及びバッテリ電圧ＶＢに基づいて、前記発電機制御装置４７（図６）の記録装置に記録された発電機制御用の電流指令値マップを参照し、ｄ軸電流指令値ＩＧｄ^* 及びｑ軸電流指令値ＩＧｑ^* を算出し、決定する。なお、ｄ軸電流指令値ＩＧｄ^* 及びｑ軸電流指令値ＩＧｑ^* によって、発電機１６用の交流電流指令値が構成される。
【００８９】
また、前記発電機トルク制御処理手段は、電流センサ６６、６７から電流ＩＧＵ、ＩＧＶを読み込むとともに、電流ＩＧＵ、ＩＧＶに基づいて電流ＩＧＷ
ＩＧＷ＝ＩＧＵ−ＩＧＶ
を算出する。なお、電流ＩＧＷを電流ＩＧＵ、ＩＧＶと同様に電流センサによって検出することもできる。
【００９０】
続いて、前記発電機トルク制御処理手段の図示されない交流電流算出処理手段は、交流電流算出処理を行い、３相／２相変換を行い、電流ＩＧＵ、ＩＧＶ、ＩＧＷをｄ軸電流ＩＧｄ及びｑ軸電流ＩＧｑに変換することによって、ｄ軸電流ＩＧｄ及びｑ軸電流ＩＧｑを算出する。そして、前記発電機トルク制御処理手段の図示されない交流電圧指令値算出処理手段は、交流電圧指令値算出処理を行い、前記ｄ軸電流ＩＧｄ及びｑ軸電流ＩＧｑ、並びに前記ｄ軸電流指令値ＩＧｄ^* 及びｑ軸電流指令値ＩＧｑ^* に基づいて、電圧指令値ＶＧｄ^* 、ＶＧｑ^* を算出する。また、前記発電機トルク制御処理手段は、２相／３相変換を行い、電圧指令値ＶＧｄ^* 、ＶＧｑ^* を電圧指令値ＶＧＵ^* 、ＶＧＶ^* 、ＶＧＷ^* に変換し、該電圧指令値ＶＧＵ^* 、ＶＧＶ^* 、ＶＧＷ^* に基づいてパルス幅変調信号ＳＵ、ＳＶ、ＳＷを算出し、該パルス幅変調信号ＳＵ、ＳＶ、ＳＷを発電機制御装置４７の図示されないドライブ処理手段に出力する。該ドライブ処理手段は、ドライブ処理を行い、パルス幅変調信号ＳＵ、ＳＶ、ＳＷに基づいて駆動信号ＳＧ１を前記インバータ２８に送る。なお、電圧指令値ＶＧｄ^* 、ＶＧｑ^* によって、発電機１６用の交流電圧指令値が構成される。
【００９１】
次に、フローチャートについて説明する。
ステップＳ７−５−１ 発電機目標トルクＴＧ^* を読み込む。
ステップＳ７−５−２ 発電機ロータ位置θＧを読み込む。
ステップＳ７−５−３ 発電機回転速度ＮＧを算出する。
ステップＳ７−５−４ バッテリ電圧ＶＢを読み込む。
ステップＳ７−５−５ ｄ軸電流指令値ＩＧｄ^* 及びｑ軸電流指令値ＩＧｑ^* を決定する。
ステップＳ７−５−６ 電流ＩＧＵ、ＩＧＶを読み込む。
ステップＳ７−５−７ ３相／２相変換を行う。
ステップＳ７−５−８ 電圧指令値ＶＧｄ^* 、ＶＧｑ^* を算出する。
ステップＳ７−５−９ ２相／３相変換を行う。
ステップＳ７−５−１０ パルス幅変調信号ＳＵ、ＳＶ、ＳＷを出力し、リターンする。
【００９２】
次に、図８のステップＳ１５におけるエンジン始動制御処理のサブルーチンについて説明する。
【００９３】
図１７は本発明の実施の形態におけるエンジン始動制御処理のサブルーチンを示す図である。
【００９４】
まず、エンジン始動制御処理手段は、スロットル開度θを読み込み、スロットル開度θが０〔％〕である場合に、前記車速算出処理手段によって算出された車速Ｖを読み込み、かつ、エンジン目標運転状態設定処理において決定されたエンジン１１（図６）の運転ポイントを読み込む。
【００９５】
続いて、前記発電機目標回転速度算出処理手段は、前述されたように、発電機目標回転速度算出処理を行い、駆動モータロータ位置θＭを読み込み、該駆動モータロータ位置θＭ、及び前記ギヤ比γＲに基づいてリングギヤ回転速度ＮＲを算出するとともに、前記運転ポイントにおけるエンジン目標回転速度ＮＥ^* を読み込み、リングギヤ回転速度ＮＲ及びエンジン目標回転速度ＮＥ^* に基づいて、前記回転速度関係式によって、発電機目標回転速度ＮＧ^* を算出し、決定する。
【００９６】
そして、前記エンジン制御装置４６は、エンジン回転速度ＮＥとあらかじめ設定された始動回転速度ＮＥｔｈ１とを比較し、エンジン回転速度ＮＥが始動回転速度ＮＥｔｈ１より高いかどうかを判断する。エンジン回転速度ＮＥが始動回転速度ＮＥｔｈ１より高い場合、エンジン始動制御処理手段は、エンジン１１において燃料噴射及び点火を行う。
【００９７】
続いて、前記発電機回転速度制御処理手段は、発電機目標回転速度ＮＧ^* に基づいて発電機回転速度制御処理を行い、発電機回転速度ＮＧを高くし、それに伴ってエンジン回転速度ＮＥを高くする。
【００９８】
そして、前記駆動モータ制御装置４９は、ステップＳ２５〜Ｓ２７において行われたように、駆動軸トルクＴＲ／ＯＵＴを推定し、駆動モータ目標トルクＴＭ^* を決定し、駆動モータ制御処理を行う。
【００９９】
また、前記エンジン始動制御処理手段は、エンジン回転速度ＮＥがエンジン目標回転速度ＮＥ^* になるようにスロットル開度θを調整する。次に、前記エンジン始動制御処理手段は、エンジン１１が正常に駆動されているかどうかを判断するために、発電機トルクＴＧが、エンジン１１の始動に伴うモータリングトルクＴＥｔｈより小さいかどうかを判断し、発電機トルクＴＧがモータリングトルクＴＥｔｈより小さい状態で所定時間が経過するのを待機する。
【０１００】
また、エンジン回転速度ＮＥが始動回転速度ＮＥｔｈ１以下である場合、前記発電機回転速度制御処理手段は、発電機目標回転速度ＮＧ^* に基づいて発電機回転速度制御処理を行い、続いて、前記駆動モータ制御装置４９は、ステップＳ２５〜Ｓ２７において行われたように、駆動軸トルクＴＲ／ＯＵＴを推定し、駆動モータ目標トルクＴＭ^* を決定し、駆動モータ制御処理を行う。
【０１０１】
次に、フローチャートについて説明する。
ステップＳ１５−１ スロットル開度θが０〔％〕であるかどうかを判断する。スロットル開度θが０〔％〕である場合はステップＳ１５−３に、０〔％〕でない場合はステップＳ１５−２に進む。
ステップＳ１５−２ スロットル開度θを０〔％〕にし、ステップＳ１５−１に戻る。
ステップＳ１５−３ 車速Ｖを読み込む。
ステップＳ１５−４ エンジン１１の運転ポイントを読み込む。
ステップＳ１５−５ 発電機目標回転速度ＮＧ^* を決定する。
ステップＳ１５−６ エンジン回転速度ＮＥが始動回転速度ＮＥｔｈ１より高いかどうかを判断する。エンジン回転速度ＮＥが始動回転速度ＮＥｔｈ１より高い場合はステップＳ１５−１１に、エンジン回転速度ＮＥが始動回転速度ＮＥｔｈ１以下である場合はステップＳ１５−７に進む。
ステップＳ１５−７ 発電機回転速度制御処理を行う。
ステップＳ１５−８ 駆動軸トルクＴＲ／ＯＵＴを推定する。
ステップＳ１５−９ 駆動モータ目標トルクＴＭ^* を決定する。
ステップＳ１５−１０ 駆動モータ制御処理を行い、ステップ１５−１に戻る。
ステップＳ１５−１１ 燃料噴射及び点火を行う。
ステップＳ１５−１２ 発電機回転速度制御処理を行う。
ステップＳ１５−１３ 駆動軸トルクＴＲ／ＯＵＴを推定する。
ステップＳ１５−１４ 駆動モータ目標トルクＴＭ^* を決定する。
ステップＳ１５−１５ 駆動モータ制御処理を行う。
ステップＳ１５−１６ スロットル開度θを調整する。
ステップＳ１５−１７ 発電機トルクＴＧがモータリングトルクＴＥｔｈより小さいかどうかを判断する。発電機トルクＴＧがモータリングトルクＴＥｔｈより小さい場合はステップＳ１５−１８に進み、発電機トルクＴＧがモータリングトルクＴＥｔｈ以上である場合はステップＳ１５−１１に戻る。
ステップＳ１５−１８ 所定時間が経過するのを待機し、経過するとリターンする。
【０１０２】
次に、図９のステップＳ２３、及び図１７のステップＳ１５−７、Ｓ１５−１２における発電機回転速度制御処理のサブルーチンについて説明する。
【０１０３】
図１８は本発明の実施の形態における発電機回転速度制御処理のサブルーチンを示す図である。
【０１０４】
まず、前記発電機回転速度制御処理手段は、発電機目標回転速度ＮＧ^* を読み込み、発電機回転速度ＮＧを読み込むとともに、発電機目標回転速度ＮＧ^* と発電機回転速度ＮＧとの差回転速度ΔＮＧに基づいてＰＩ制御を行い、発電機目標トルクＴＧ^* を算出する。この場合、差回転速度ΔＮＧが大きいほど、発電機目標トルクＴＧ^* は大きくされ、正負も考慮される。
【０１０５】
続いて、前記発電機トルク制御処理手段は、図１６の発電機トルク制御処理を行い、発電機１６（図６）のトルク制御を行う。
【０１０６】
次に、フローチャートについて説明する。なお、この場合、ステップＳ２３、及びステップＳ１５−７、Ｓ１５−１２において同じ処理が行われるので、ステップＳ１５−７について説明する。
ステップＳ１５−７−１ 発電機目標回転速度ＮＧ^* を読み込む。
ステップＳ１５−７−２ 発電機回転速度ＮＧを読み込む。
ステップＳ１５−７−３ 発電機目標トルクＴＧ^* を算出する。
ステップＳ１５−７−４ 発電機トルク制御処理を行い、リターンする。
【０１０７】
次に、図８のステップＳ１６におけるエンジン停止制御処理のサブルーチンについて説明する。
【０１０８】
図１９は本発明の実施の形態におけるエンジン停止制御処理のサブルーチンを示す図である。
【０１０９】
まず、前記発電機制御装置４７（図６）は、発電機ブレーキＢが解放されているかどうかを判断する。発電機ブレーキＢが解放されておらず、係合させられている場合、前記発電機ブレーキ解放制御処理手段は、発電機ブレーキ解放制御処理を行い、発電機ブレーキＢを解放する。
【０１１０】
また、前記発電機ブレーキＢが解放されている場合、前記エンジン停止制御処理手段は、エンジン１１における燃料噴射及び点火を停止させ、スロットル開度θを０〔％〕にする。
【０１１１】
続いて、前記エンジン停止制御処理手段は、前記リングギヤ回転速度ＮＲを読み込み、該リングギヤ回転速度ＮＲ及びエンジン目標回転速度ＮＥ^* （０〔ｒｐｍ〕）に基づいて、前記回転速度関係式によって、発電機目標回転速度ＮＧ^* を決定する。そして、前記発電機制御装置４７が図１８の発電機回転速度制御処理を行った後、駆動モータ制御装置４９は、ステップＳ２５〜Ｓ２７において行われたように、駆動軸トルクＴＲ／ＯＵＴを推定し、駆動モータ目標トルクＴＭ^* を決定し、駆動モータ制御処理を行う。
【０１１２】
次に、前記発電機制御装置４７は、エンジン回転速度ＮＥが停止回転速度ＮＥｔｈ２以下であるかどうかを判断し、エンジン回転速度ＮＥが停止回転速度ＮＥｔｈ２以下である場合、発電機１６に対するスイッチングを停止させ、発電機１６のシャットダウンを行う。
【０１１３】
次に、フローチャートについて説明する。
ステップＳ１６−１ 発電機ブレーキＢが解放されているかどうかを判断する。発電機ブレーキＢが解放されている場合はステップＳ１６−３に、解放されていない場合はステップＳ１６−２に進む。
ステップＳ１６−２ 発電機ブレーキ解放制御処理を行う。
ステップＳ１６−３ 燃料噴射及び点火を停止させる。
ステップＳ１６−４ スロットル開度θを０〔％〕にする。
ステップＳ１６−５ 発電機目標回転速度ＮＧ^* を決定する。
ステップＳ１６−６ 発電機回転速度制御処理を行う。
ステップＳ１６−７ 駆動軸トルクＴＲ／ＯＵＴを推定する。
ステップＳ１６−８ 駆動モータ目標トルクＴＭ^* を決定する。
ステップＳ１６−９ 駆動モータ制御処理を行う。
ステップＳ１６−１０ エンジン回転速度ＮＥが停止回転速度ＮＥｔｈ２以下であるかどうかを判断する。エンジン回転速度ＮＥが停止回転速度ＮＥｔｈ２以下である場合はステップＳ１６−１１に進み、エンジン回転速度ＮＥが停止回転速度ＮＥｔｈ２より大きい場合はステップＳ１６−５に戻る。
ステップＳ１６−１１ 発電機１６に対するスイッチングを停止させ、リターンする。
【０１１４】
次に、図９のステップＳ２２における発電機ブレーキ係合制御処理のサブルーチンについて説明する。
【０１１５】
図２０は本発明の実施の形態における発電機ブレーキ係合制御処理のサブルーチンを示す図である。
【０１１６】
まず、前記発電機ブレーキ係合制御処理手段は、発電機ブレーキＢ（図６）の係合を要求するための発電機ブレーキ要求をオフからオンにして、発電機目標回転速度ＮＧ^* に０〔ｒｐｍ〕をセットし、発電機制御装置４７が図１８の発電機回転速度制御処理を行った後、駆動モータ制御装置４９は、ステップＳ２５〜Ｓ２７において行われたように、駆動軸トルクＴＲ／ＯＵＴを推定し、駆動モータ目標トルクＴＭ^* を決定し、駆動モータ制御処理を行う。
【０１１７】
次に、前記発電機ブレーキ係合制御処理手段は、発電機回転速度ＮＧの絶対値が所定の第２の回転速度Ｎｔｈ２（例えば、１００〔ｒｐｍ〕）より小さいかどうかを判断し、発電機回転速度ＮＧの絶対値が第２の回転速度Ｎｔｈ２より小さい場合、発電機ブレーキＢを係合させる。続いて、前記駆動モータ制御装置４９は、ステップＳ２５〜Ｓ２７において行われたように、駆動軸トルクＴＲ／ＯＵＴを推定し、駆動モータ目標トルクＴＭ^* を決定し、駆動モータ制御処理を行う。
【０１１８】
そして、発電機ブレーキＢが係合させられた状態で所定時間が経過すると、前記発電機ブレーキ係合制御処理手段は、発電機１６に対するスイッチングを停止させ、発電機１６のシャットダウンを行う。
【０１１９】
次に、フローチャートについて説明する。
ステップＳ２２−１ 発電機目標回転速度ＮＧ^* に０〔ｒｐｍ〕をセットする。
ステップＳ２２−２ 発電機回転速度制御処理を行う。
ステップＳ２２−３ 駆動軸トルクＴＲ／ＯＵＴを推定する。
ステップＳ２２−４ 駆動モータ目標トルクＴＭ^* を決定する。
ステップＳ２２−５ 駆動モータ制御処理を行う。
ステップＳ２２−６ 発電機回転速度ＮＧの絶対値が第２の回転速度Ｎｔｈ２より小さいかどうかを判断する。発電機回転速度ＮＧの絶対値が第２の回転速度Ｎｔｈ２より小さい場合はステップＳ２２−７に進み、発電機回転速度ＮＧの絶対値が第２の回転速度Ｎｔｈ２以上である場合はステップＳ２２−２に戻る。
ステップＳ２２−７ 発電機ブレーキＢを係合させる。
ステップＳ２２−８ 駆動軸トルクＴＲ／ＯＵＴを推定する。
ステップＳ２２−９ 駆動モータ目標トルクＴＭ^* を決定する。
ステップＳ２２−１０ 駆動モータ制御処理を行う。
ステップＳ２２−１１ 所定時間が経過したかどうかを判断し、所定時間が経過した場合はステップＳ２２−１２に進み、経過していない場合はステップＳ２２−７に戻る。
ステップＳ２２−１２ 発電機１６に対するスイッチングを停止させ、リターンする。
【０１２０】
次に、図９のステップＳ２４における発電機ブレーキ解放制御処理のサブルーチンについて説明する。
【０１２１】
図２１は本発明の実施の形態における発電機ブレーキ解放制御処理のサブルーチンを示す図である。
【０１２２】
前記発電機ブレーキ係合制御処理において、発電機ブレーキＢ（図６）を係合している間、所定のエンジントルクＴＥが反力として発電機１６のロータ２１に加わるので、発電機ブレーキＢを単に解放すると、エンジントルクＴＥがロータ２１に伝達されるのに伴って、発電機トルクＴＧ及びエンジントルクＴＥが大きく変化し、ショックが発生してしまう。
【０１２３】
そこで、前記エンジン制御装置４６において、前記ロータ２１に伝達されるエンジントルクＴＥが推定又は算出され、前記発電機ブレーキ解放制御処理手段は、推定又は算出されたエンジントルクＴＥに相当するトルク、すなわち、エンジントルク相当分を読み込み、該エンジントルク相当分を発電機目標トルクＴＧ^* としてセットする。続いて、前記発電機トルク制御処理手段が図１６の発電機トルク制御処理を行った後、駆動モータ制御装置４９は、ステップＳ２５〜Ｓ２７において行われたように、駆動軸トルクＴＲ／ＯＵＴを推定し、駆動モータ目標トルクＴＭ^* を決定し、駆動モータ制御処理を行う。
【０１２４】
そして、発電機トルク制御処理が開始された後、所定時間が経過すると、前記発電機ブレーキ解放制御処理手段が、発電機ブレーキＢを解放し、発電機目標回転速度ＮＧ^* に０〔ｒｐｍ〕をセットした後、発電機回転速度制御手段は図１８の発電機回転速度制御処理を行う。続いて、前記駆動モータ制御装置４９は、ステップＳ２５〜Ｓ２７において行われたように、駆動軸トルクＴＲ／ＯＵＴを推定し、駆動モータ目標トルクＴＭ^* を決定し、駆動モータ制御処理を行う。なお、前記エンジントルク相当分は、エンジントルクＴＥに対する発電機トルクＴＧのトルク比を学習することによって推定又は算出される。
【０１２５】
次に、フローチャートについて説明する。
ステップＳ２４−１ エンジントルク相当分を発電機目標トルクＴＧ^* にセットする。
ステップＳ２４−２ 発電機トルク制御処理を行う。
ステップＳ２４−３ 駆動軸トルクＴＲ／ＯＵＴを推定する。
ステップＳ２４−４ 駆動モータ目標トルクＴＭ^* を決定する。
ステップＳ２４−５ 駆動モータ制御処理を行う。
ステップＳ２４−６ 所定時間が経過したかどうかを判断する。所定時間が経過した場合はステップＳ２４−７に進み、経過していない場合はステップＳ２４−２に戻る。
ステップＳ２４−７ 発電機ブレーキＢを解放する。
ステップＳ２４−８ 発電機目標回転速度ＮＧ^* に０〔ｒｐｍ〕をセットする。
ステップＳ２４−９ 発電機回転速度制御処理を行う。
ステップＳ２４−１０ 駆動軸トルクＴＲ／ＯＵＴを推定する。
ステップＳ２４−１１ 駆動モータ目標トルクＴＭ^* を決定する。
ステップＳ２４−１２ 駆動モータ制御処理を行い、リターンする。
【０１２６】
ところで、高い車速で少なくともエンジン１１を駆動してハイブリッド型車両を走行させると、前記駆動モータ回転速度ＮＭが最大の回転速度付近になる。この場合、仮に駆動モータ２５が駆動状態にあっても、駆動モータ２５はその特性上、駆動モータトルクＴＭをほとんど発生させていない。この場合、エンジン１１には十分なエンジントルクＴＥを発生させることができるだけの余力があり、前記車両駆動装置においては、エンジン１１によってハイブリッド型車両を更に加速させることができる状態に置かれる。
【０１２７】
この状態において、通常走行時においては、路面による接地抵抗があるので、アクセルペダル位置ＡＰが一定である限り、駆動輪３７の回転速度が高くなることはなく、したがって、駆動モータ回転速度ＮＭが高くなることもない。
【０１２８】
ところが、駆動輪３７がスリップしたとき、ハイブリッド型車両がリフトアップ（浮上がり現象）されたとき等のように、路面による接地抵抗が急に減小することがあり、その場合、アクセルペダル位置ＡＰが一定（零（０）〔％〕であるときも含まれる。）であるにもかかわらず、エンジン１１の余力によって駆動輪３７の回転速度が極めて高くなると、駆動モータ回転速度ＮＭが、機械的に許容される最大の回転速度より高くなり、駆動モータが破損してしまう恐れがある。
【０１２９】
また、前記駆動モータ回転速度が最大の回転速度より高くならなくても、駆動モータ回転速度が高い場合には、逆起電圧が発生するので、該逆起電圧が駆動モータを駆動するためのインバータの許容電圧より高くなると、インバータが破損してしまう恐れがある。
【０１３０】
そこで、駆動モータ回転速度ＮＭが、閾値ＮＭｔｈより高くなったときに、エンジン制御処理によってエンジン目標トルクＴＥ^* を制限するようにしている。
【０１３１】
次に、図８のステップＳ１７におけるエンジン制御処理のサブルーチンについて説明する。
【０１３２】
図２２は本発明の実施の形態におけるエンジン制御処理のサブルーチンを示す図、図２３は本発明の実施の形態におけるエンジン目標トルク制限マップを示す図、図２４は本発明の実施の形態におけるエンジン制御処理の動作を示すタイムチャートある。なお、図２３において、横軸に駆動モータ回転速度ＮＭを、縦軸に制限率αを採ってある。
【０１３３】
まず、前記エンジン制御処理手段の指標判定処理手段９２（図１）は、指標判定処理を行い、回転速度制限指標検出部としての前記駆動モータ回転速度検出部９１によって検出された駆動モータ回転速度ＮＭを読み込み、該駆動モータ回転速度ＮＭが閾値ＮＭｔｈより高くなったかどうかを判断する。そして、前記エンジン制御処理手段のエンジントルク制限処理手段９３は、エンジントルク制限処理を行い、前記駆動モータ回転速度ＮＭが閾値ＮＭｔｈより高くなったときに、エンジン目標トルクＴＥ^* を制限することによってエンジントルクＴＥを制限する。そのために、エンジントルク制限処理手段９３は、車両制御装置５１（図６）の記録装置に記録された図２３のエンジン目標トルク制限マップを参照し、駆動モータ回転速度ＮＭに対応する制限率αを読み出す。
【０１３４】
前記エンジン目標トルク制限マップにおいて、駆動モータ回転速度ＮＭが閾値ＮＭｔｈ以下である場合、制限率αは１００〔％〕であり、エンジン目標トルクＴＥ^* は制限されない。そして、駆動モータ回転速度ＮＭが閾値ＮＭｔｈより高くなると、駆動モータ回転速度ＮＭが高いほど制限率αが小さくされ、エンジン目標トルクＴＥ^* は制限されてα・ＴＥ^* になる。
【０１３５】
なお、アクセル操作量が一定であるかどうかを判断し、アクセル操作量が一定であり、かつ、駆動モータ回転速度ＮＭが閾値ＮＭｔｈより高いときにエンジン目標トルクＴＥ^* を制限することもできる。そのために、エンジン制御処理手段の図示されないアクセル操作判定処理手段は、アクセル操作判定処理を行い、アクセルペダル位置ＡＰを読み込み、該アクセルペダル位置ＡＰの変化率ΔＡＰを算出するとともに、該変化率ΔＡＰが閾値ΔＡＰｔｈ以下であるかどうかによって、アクセル操作量が一定であるかどうかを判断する。そして、前記変化率ΔＡＰが閾値ΔＡＰｔｈ以下であり、アクセル操作量が一定である場合、前記指標判定処理手段９２は駆動モータ回転速度ＮＭが閾値ＮＭｔｈより高くなったかどうかを判断し、駆動モータ回転速度ＮＭが閾値ＮＭｔｈより高くなった場合、前記エンジントルク制限処理手段９３は、エンジン目標トルクＴＥ^* を制限する。
【０１３６】
また、本実施の形態において、駆動モータ回転速度ＮＭが閾値ＮＭｔｈより高くなると、制限率αは一次関数で表されるように次第に小さくされるが、他の関数を使用して小さくすることもできる。
【０１３７】
本実施の形態において、前記駆動モータ回転速度ＮＭは、例えば、路面による接地抵抗が急に減小する等、駆動モータ２５に対する負荷が急に小さくなったことを表す指標となる回転速度制限指標となる。
【０１３８】
なお、駆動モータ２５に対する負荷が急に小さくなったことを検出するために、リングギヤＲから駆動輪３７までの各回転要素の回転速度、例えば、駆動輪回転速度、他の車輪の回転速度、出力軸１２の回転速度等を回転速度制限指標として検出することができる。その場合、駆動輪回転速度を検出するための駆動輪回転速度センサ、他の車輪の回転速度を検出するための車輪回転速度センサ、出力軸１２の回転速度を検出するための出力軸回転速度センサ等によって回転速度制限指標検出部が構成される。このように、駆動モータ２５に対する負荷が急に小さくなったことを表す指標として各種の回転速度制限指標が考えられるが、フェールセーフの対象になる駆動モータ回転速度ＮＭを回転速度制限指標とする方が、フェールセーフの精度を高くすることができる。
【０１３９】
ところで、前記閾値ＮＭｔｈは、駆動モータ２５において機械的に許容される最大の回転速度ＮＭｍａｘ１、及び駆動モータ２５において発生する逆起電圧がインバータ２９の許容電圧を超えない最大の回転速度ＮＭｍａｘ２に基づいて設定され、本実施の形態においては、前記回転速度ＮＭｍａｘ１、ＮＭｍａｘ２のうちのいずれか低い方の値を基準値とし、該基準値より所定の値だけ低い回転速度に設定される。
【０１４０】
このようにして、エンジン目標トルクＴＥ^* が制限されると、前記エンジン制御処理手段は、制限されたエンジン目標トルクＴＥ^* に従ってエンジン１１を駆動する。
【０１４１】
続いて、前記エンジン制御処理手段は、前記駆動モータ回転速度検出部９１によって検出された駆動モータ回転速度ＮＭを再び読み込み、該駆動モータ回転速度ＮＭが閾値ＮＭｔｈ以下になったかどうかを判断する。駆動モータ回転速度ＮＭが閾値ＮＭｔｈ以下になった場合、前記エンジン制御処理手段は、処理を終了し、駆動モータ回転速度ＮＭが閾値ＮＭｔｈ以下にならない場合は、エンジン制御処理手段の図示されないスロットル開度制限処理手段は、スロットル開度制限処理を行い、スロットル開度θを小さくし、エンジン１１をアイドリング状態に置いたり、フューエルカットを行ったりする。
【０１４２】
したがって、図２４に示されるように、駆動モータ回転速度ＮＭが次第に高くなり、例えば、タイミングｔ１で閾値ＮＭｔｈより高くなると、タイミングｔ１からタイミングｔ２にかけてエンジン目標トルクＴＥ^* が制限され、小さくされる。その結果、エンジントルクＴＥはタイミングｔ１からタイミングｔ２にかけて次第に小さくされる。
【０１４３】
その結果、駆動モータ回転速度ＮＭ及びエンジン回転速度ＮＥは、高くなるのが抑制される。このように、駆動モータ２５に対する負荷が急に小さくなったときに、エンジン１１の余力によって駆動輪回転速度が高くなるのを防止することができる。その結果、駆動モータ回転速度ＮＭが、機械的に許容される最大の回転速度ＮＭｍａｘ１より高くなることがないので、駆動モータ２５が破損することがない。
【０１４４】
また、駆動モータ回転速度ＮＭが、最大の回転速度ＮＭｍａｘ２より高くなるのを防止することができるので、駆動モータ２５において発生する逆起電圧がインバータ２９の許容電圧を超えることがない。したがって、インバータが破損することがない。
【０１４５】
次に、フローチャートについて説明する。
ステップＳ１７−１ 駆動モータ回転速度ＮＭが閾値ＮＭｔｈより高くなったかどうかを判断する。駆動モータ回転速度ＮＭが閾値ＮＭｔｈより高くなった場合はステップＳ１７−２に、駆動モータ回転速度ＮＭが閾値ＮＭｔｈ以下である場合はステップＳ１７−３に進む。
ステップＳ１７−２ エンジン目標トルクＴＥ^* を制限する。
ステップＳ１７−３ エンジン目標トルクＴＥ^* に従ってエンジン１１を駆動し、リターンする。
【０１４６】
なお、本発明は前記実施の形態に限定されるものではなく、本発明の趣旨に基づいて種々変形させることが可能であり、それらを本発明の範囲から排除するものではない。
【０１４７】
【発明の効果】
以上詳細に説明したように、本発明によれば、ハイブリッド型車両駆動制御装置においては、駆動輪に機械的に連結され、かつ、第１〜第３の歯車要素を備え、第１の歯車要素と第１の電動機械が、第２の歯車要素と出力軸が、第３の歯車要素とエンジンが連結された差動歯車装置に前記出力軸を介して機械的に連結された第２の電動機械と、該第２の電動機械に対する負荷が小さくなったときに、第２の電動機械の回転速度を制限する指標となる回転速度制限指標を検出する回転速度制限指標検出部と、前記回転速度制限指標が閾値より高くなったかどうかを判断する指標判定処理手段と、前記回転速度制限指標が閾値より高くなったときにエンジントルクを制限するエンジントルク制限処理手段とを有する。
【０１４８】
この場合、回転速度制限指標が閾値より高くなったときに、エンジントルクが小さくされるので、電動機械に対する負荷が急に小さくなり、エンジンの余力によって駆動輪回転速度が高くなるのを防止することができる。その結果、電動機械回転速度が、機械的に許容される最大の回転速度より高くなることがないので、電動機械が破損することがない。
【０１４９】
また、電動機械において発生する逆起電圧がインバータの許容電圧を超えることがないので、インバータが破損することがない。
【図面の簡単な説明】
【図１】本発明の実施の形態におけるハイブリッド型車両駆動制御装置の機能ブロック図である。
【図２】本発明の実施の形態におけるハイブリッド型車両の概念図である。
【図３】本発明の実施の形態におけるプラネタリギヤユニットの動作説明図である。
【図４】本発明の実施の形態における通常走行時の車速線図である。
【図５】本発明の実施の形態における通常走行時のトルク線図である。
【図６】本発明の実施の形態におけるハイブリッド型車両駆動制御装置の概念図である。
【図７】本発明の実施の形態におけるハイブリッド型車両駆動制御装置の動作を示す第１のメインフローチャートである。
【図８】本発明の実施の形態におけるハイブリッド型車両駆動制御装置の動作を示す第２のメインフローチャートである。
【図９】本発明の実施の形態におけるハイブリッド型車両駆動制御装置の動作を示す第３のメインフローチャートである。
【図１０】本発明の実施の形態における第１の車両要求トルクマップを示す図である。
【図１１】本発明の実施の形態における第２の車両要求トルクマップを示す図である。
【図１２】本発明の実施の形態におけるエンジン目標運転状態マップを示す図である。
【図１３】本発明の実施の形態におけるエンジン駆動領域マップを示す図である。
【図１４】本発明の実施の形態における急加速制御処理のサブルーチンを示す図である。
【図１５】本発明の実施の形態における駆動モータ制御処理のサブルーチンを示す図である。
【図１６】本発明の実施の形態における発電機トルク制御処理のサブルーチンを示す図である。
【図１７】本発明の実施の形態におけるエンジン始動制御処理のサブルーチンを示す図である。
【図１８】本発明の実施の形態における発電機回転速度制御処理のサブルーチンを示す図である。
【図１９】本発明の実施の形態におけるエンジン停止制御処理のサブルーチンを示す図である。
【図２０】本発明の実施の形態における発電機ブレーキ係合制御処理のサブルーチンを示す図である。
【図２１】本発明の実施の形態における発電機ブレーキ解放制御処理のサブルーチンを示す図である。
【図２２】本発明の実施の形態におけるエンジン制御処理のサブルーチンを示す図である。
【図２３】本発明の実施の形態におけるエンジン目標トルク制限マップを示す図である。
【図２４】本発明の実施の形態におけるエンジン制御処理の動作を示すタイムチャートある。
【符号の説明】
２５ 駆動モータ
５１ 車両制御装置
９１ 駆動モータ回転速度検出部
９２ 指標判定処理手段
９３ エンジントルク制限処理手段[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a hybrid vehicle drive control device, a hybrid vehicle drive control method, and a program thereof.
[0002]
[Prior art]
Conventionally, a vehicle drive device that is mounted on a hybrid vehicle and transmits engine torque, that is, a part of the engine torque to a generator (generator motor) as a first electric machine and the rest to drive wheels. The planetary gear unit including a sun gear, a ring gear, and a carrier, the carrier and the engine are connected, the ring gear is connected to a drive motor and a drive wheel as a second electric machine, and the sun gear and the generator are connected to each other. And the rotation output from the ring gear and the drive motor is transmitted to the drive wheels to generate a drive force.
[0003]
By the way, when the hybrid vehicle is driven by driving at least the engine at a high vehicle speed, the rotational speed of the drive motor, that is, the rotational speed of the drive motor becomes near the maximum rotational speed. In this case, even if the drive motor is in a drive state, the drive motor hardly generates drive motor torque due to its characteristics. Further, the engine has sufficient power to generate sufficient engine torque, and the vehicle drive device is placed in a state where the hybrid vehicle can be further accelerated by the engine.
[0004]
In this state, during normal driving, there is a ground resistance due to the road surface. Therefore, as long as the accelerator pedal position indicating the amount of depression of the accelerator pedal is constant, the rotational speed of the drive wheel does not increase. The rotational speed does not increase.
[0005]
[Problems to be solved by the invention]
However, in the conventional vehicle driving device, when the driving wheel slips, or when the hybrid type vehicle is lifted up (lifting phenomenon), the ground resistance due to the road surface suddenly decreases. Even if the accelerator pedal position is constant, the rotational speed of the drive wheels becomes extremely high due to the remaining power of the engine. As a result, the rotational speed of the drive motor becomes higher than the maximum mechanically permitted rotational speed, and the drive motor may be damaged.
[0006]
Further, even if the drive motor rotation speed is not higher than the maximum rotation speed, if the drive motor rotation speed is high, a counter electromotive voltage is generated. Therefore, the counter electromotive voltage generates an inverter for driving the drive motor. If the voltage exceeds the allowable voltage, the inverter may be damaged.
[0007]
The present invention solves the problems of the conventional vehicle drive device, and is a hybrid type vehicle drive in which the electric machine, the inverter for driving the electric machine, and the like are not damaged when the rotational speed of the electric machine is high. It is an object of the present invention to provide a control device, a hybrid vehicle drive control method, and a program thereof.
[0008]
[Means for Solving the Problems]
Therefore, in the hybrid type vehicle drive control device of the present invention, the first gear element and the first electric machine are mechanically coupled to the drive wheels and include first to third gear elements. A second electric machine in which the second gear element and the output shaft are mechanically connected to the differential gear device in which the third gear element and the engine are connected via the output shaft; A rotation speed limit index detection unit that detects a rotation speed limit index that serves as an index for limiting the rotation speed of the second electric machine when the load on the machine is reduced, and the rotation speed limit index is a threshold value Index determination processing means for determining whether or not the value is higher than a value, and engine torque limit processing means for limiting the engine torque when the rotation speed limit index is higher than a threshold value.
[0009]
The other hybrid type vehicle drive control device of the present invention further includes accelerator operation determination processing means for determining whether or not the accelerator operation amount is constant.
The engine torque limit processing means limits the engine torque when the rotation speed limit index becomes higher than a threshold value when the accelerator operation amount is constant.
[0010]
In still another hybrid vehicle drive control device of the present invention, the rotation speed limit index is a rotation speed of the electric machine.
[0011]
In still another hybrid vehicle drive control device according to the present invention, the threshold value further includes a maximum rotational speed that is mechanically permitted in the electric machine, and a counter electromotive voltage that is generated in the electric machine is equal to an allowable voltage of the inverter. The lower one of the maximum rotational speeds not exceeding is set as a reference value.
[0012]
In still another hybrid vehicle drive control device of the present invention, the engine torque limiting processing means limits the engine target torque.
[0013]
In still another hybrid vehicle drive control device of the present invention, the engine torque limit processing means further reduces the throttle opening.
[0014]
In the hybrid-type vehicle drive control method of the present invention, the first wheel element and the first electric machine are mechanically connected to the drive wheels and include first to third gear elements, and the second gear element is the second gear element. When the load on the second electric machine mechanically connected via the output shaft to the differential gear device in which the gear element and the output shaft are connected to the third gear element and the engine is reduced, When a rotational speed limit index serving as an index for limiting the rotational speed of the electric machine 2 is detected, it is determined whether the rotational speed limit index is higher than a threshold, and when the rotational speed limit index is higher than the threshold Limit engine torque.
[0015]
In the program for the hybrid vehicle drive control method of the present invention, a computer is mechanically coupled to the drive wheels and includes first to third gear elements, and the first gear element and the first electric machine. However, the load on the second electric machine in which the second gear element and the output shaft are mechanically connected via the output shaft to the differential gear device in which the third gear element and the engine are connected is reduced. A rotation speed limit index detection unit that detects a rotation speed limit index that serves as an index for limiting the rotation speed of the second electric machine, and an index determination process that determines whether the rotation speed limit index is higher than a threshold value And an engine torque limit processing means for limiting the engine torque when the rotation speed limit index becomes higher than a threshold value.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In this case, a hybrid vehicle including an engine, a generator, and a drive motor will be described. However, the present invention can also be applied to a parallel hybrid vehicle including an engine and a drive motor.
[0017]
FIG. 1 is a functional block diagram of a hybrid vehicle drive control device according to an embodiment of the present invention.
[0018]
In the figure, 91 is a drive motor rotation speed detection section as a rotation speed limit index detection section for detecting a rotation speed limit index that is an index for limiting the rotation speed of the drive motor 25 as an electric machine, and 92 is the rotation speed limit index. Index determination processing means 93 for determining whether or not is higher than a threshold, and 93 is engine torque limit processing means for limiting the engine torque when the rotational speed limit index is higher than the threshold.
[0019]
FIG. 2 is a conceptual diagram of a hybrid vehicle according to the embodiment of the present invention.
[0020]
In the figure, 11 is an engine (E / G) disposed on the first axis, 12 is disposed on the first axis, and outputs the rotation generated by driving the engine 11. An output shaft 13 is disposed on the first axis, and a planetary gear unit as a differential gear device that performs a shift with respect to rotation input via the output shaft 12, and 14 is the first shaft. An output shaft arranged on a line and for outputting rotation after shifting in the planetary gear unit 13, 15 is a first counter drive gear as an output gear fixed to the output shaft 14, and 16 is the first shaft. A generator (G) as a first electric machine which is arranged on a line, is connected to the planetary gear unit 13 via the transmission shaft 17 and is further differentially rotatable and mechanically connected to the engine 11. A.
[0021]
The output shaft 14 has a sleeve shape and is disposed so as to surround the output shaft 12. The first counter drive gear 15 is disposed closer to the engine 11 than the planetary gear unit 13.
[0022]
The planetary gear unit 13 includes at least a sun gear S as a first gear element, a pinion P that meshes with the sun gear S, a ring gear R as a second gear element that meshes with the pinion P, and A carrier CR is provided as a third gear element that rotatably supports the pinion P. The sun gear S is connected to the generator 16 via the transmission shaft 17, and the ring gear R is connected to the output shaft 14 and a predetermined gear train. Are disposed on a second axis parallel to the first axis, and are differentially rotatable and mechanically connected to the engine 11 and the generator 16, and mechanically connected to the drive wheels 37. The drive motor (M) 25 and the drive wheel 37 as the second electric machine connected to the carrier CR and the carrier CR are connected to the engine 11 via the output shaft 12. Further, a one-way clutch F is disposed between the carrier CR and a case 10 of a hybrid type vehicle drive device as a vehicle drive device, and the one-way clutch F is transmitted from the engine 11 to the carrier CR in the forward direction. When the rotation of the reverse direction is transmitted from the generator 16 or the drive motor 25 to the carrier CR, it is locked so that the rotation of the reverse direction is not transmitted to the engine 11.
[0023]
The generator 16 is fixed to the transmission shaft 17 and is rotatably provided with a rotor 21, a stator 22 provided around the rotor 21, and a coil 23 wound around the stator 22. Consists of. The generator 16 generates electric power by the rotation transmitted through the transmission shaft 17. The coil 23 is connected to a battery (not shown) and supplies a direct current to the battery. A generator brake B is disposed between the rotor 21 and the case 10, and the rotor 21 is fixed by engaging the generator brake B to mechanically stop the rotation of the generator 16. it can.
[0024]
Reference numeral 26 denotes an output shaft that is arranged on the second axis and outputs the rotation of the drive motor 25. Reference numeral 27 denotes a second counter drive gear as an output gear fixed to the output shaft 26. is there. The drive motor 25 includes a rotor 40 fixed to the output shaft 26 and rotatably arranged, a stator 41 disposed around the rotor 40, and a coil 42 wound around the stator 41. .
[0025]
The drive motor 25 generates a drive motor torque TM by U-phase, V-phase, and W-phase currents that are alternating currents supplied to the coil 42. For this purpose, the coil 42 is connected to the battery, and a direct current from the battery is converted into a current of each phase and supplied to the coil 42.
[0026]
In order to rotate the driving wheel 37 in the same direction as the rotation of the engine 11, a counter shaft 30 is disposed on a third axis parallel to the first and second axes, and the counter shaft 30 The first counter driven gear 31 and the second counter driven gear 32 having more teeth than the first counter driven gear 31 are fixed. The first counter driven gear 31 and the first counter drive gear 15 are engaged with each other, and the second counter driven gear 32 and the second counter drive gear 27 are engaged with each other. The rotation of 15 is reversed and the rotation of the second counter drive gear 27 is reversed and transmitted to the second counter driven gear 32 to the first counter driven gear 31.
[0027]
Further, a differential pinion gear 33 having a smaller number of teeth than the first counter driven gear 31 is fixed to the counter shaft 30.
[0028]
A differential device 36 is disposed on a fourth axis parallel to the first to third axes, and the differential ring gear 35 of the differential device 36 and the differential pinion gear 33 are engaged with each other. Therefore, the rotation transmitted to the differential ring gear 35 is distributed by the differential device 36 and transmitted to the drive wheels 37. Thus, not only can the rotation generated by the engine 11 be transmitted to the first counter driven gear 31, but also the rotation generated by the drive motor 25 can be transmitted to the second counter driven gear 32. Therefore, the hybrid vehicle can be driven by driving the engine 11 and the drive motor 25.
[0029]
Reference numeral 38 denotes a position of the rotor 21, that is, a generator rotor position sensor such as a resolver that detects the generator rotor position θG. Reference numeral 39 denotes a position of the rotor 40, that is, a drive motor rotor position such as a resolver that detects the drive motor rotor position θM. It is a sensor. The detected generator rotor position θG is sent to a vehicle control device and a generator control device (not shown), and the drive motor rotor position θM is sent to a vehicle control device and a drive motor control device (not shown).
[0030]
Next, the operation of the planetary gear unit 13 will be described.
[0031]
FIG. 3 is a diagram for explaining the operation of the planetary gear unit according to the embodiment of the present invention, FIG. 4 is a vehicle speed diagram during normal traveling in the embodiment of the present invention, and FIG. 5 is torque during normal traveling in the embodiment of the present invention. FIG.
[0032]
In the planetary gear unit 13 (FIG. 2), the carrier CR is connected to the engine 11, the sun gear S is connected to the generator 16, and the ring gear R is connected to the drive motor 25 and the drive wheels 37 via the output shaft 14, respectively. The rotation speed of the ring gear R, that is, the ring gear rotation speed NR, and the rotation speed output to the output shaft 14, that is, the output shaft rotation speed are equal. The rotation speed of the carrier CR and the rotation speed of the engine 11, that is, the engine The rotational speed NE is equal, and the rotational speed of the sun gear S is equal to the rotational speed of the generator 16, that is, the generator rotational speed NG. When the number of teeth of the ring gear R is ρ times (twice in the present embodiment) the number of teeth of the sun gear S,
(Ρ + 1) ・ NE = 1 ・ NG + ρ ・ NR
The relationship is established. Therefore, the engine rotational speed NE is based on the ring gear rotational speed NR and the generator rotational speed NG.
NE = (1 · NG + ρ · NR) / (ρ + 1) (1)
Can be calculated. In addition, the rotational speed relational expression of the planetary gear unit 13 is comprised by the said Formula (1).
[0033]
The engine torque TE, the torque generated in the ring gear R, that is, the ring gear torque TR, and the torque of the generator 16, that is, the generator torque TG as the electric machine torque are:
TE: TR: TG = (ρ + 1): ρ: 1 (2)
And receive reaction forces from each other. In addition, the torque relational expression of the planetary gear unit 13 is constituted by the expression (2).
[0034]
During normal driving of the hybrid type vehicle, the ring gear R, the carrier CR, and the sun gear S are all rotated in the forward direction, and as shown in FIG. 4, the ring gear rotation speed NR, the engine rotation speed NE, and the generator rotation. The speed NG is a positive value. Further, the ring gear torque TR and the generator torque TG are obtained by dividing the engine torque TE by a torque ratio determined by the number of teeth of the planetary gear unit 13, so that the torque diagram shown in FIG. In the above, the engine torque TE is obtained by adding the ring gear torque TR and the generator torque TG.
[0035]
FIG. 6 is a conceptual diagram of a hybrid type vehicle drive control device according to the embodiment of the present invention.
[0036]
In the figure, 10 is a case, 11 is an engine (E / G), 13 is a planetary gear unit, 16 is a generator (G), B is a generator brake for fixing the rotor 21 of the generator 16, and 25 is a drive. Motor (M), 28 is an inverter as a generator inverter for driving the generator 16, 29 is an inverter as a drive motor inverter for driving the drive motor 25, 37 is a drive wheel, 38 is a generator A rotor position sensor, 39 is a drive motor rotor position sensor, and 43 is a battery. The inverters 28 and 29 are connected to a battery 43 via a power switch SW. The battery 43 supplies a direct current to the inverters 28 and 29 when the power switch SW is on.
[0037]
A generator inverter voltage sensor 75 serving as a first DC voltage detector is disposed on the inlet side of the inverter 28 in order to detect a DC voltage applied to the inverter 28, that is, a generator inverter voltage VG. Then, a generator inverter current sensor 77 serving as a first DC current detector is provided to detect a DC current supplied to the inverter 28, that is, a generator inverter current IG. In addition, a drive motor inverter voltage sensor 76 as a second DC voltage detector is disposed on the inlet side of the inverter 29 in order to detect a DC voltage applied to the inverter 29, that is, a drive motor inverter voltage VM. In order to detect the direct current supplied to the inverter 29, that is, the drive motor inverter current IM, a drive motor inverter current sensor 78 as a second direct current detector is provided. Then, the generator inverter voltage VG, the generator inverter current IG, the drive motor inverter voltage VM, and the drive motor inverter current IM are sent to the vehicle control device 51. A smoothing capacitor C is connected between the battery 43 and the inverters 28 and 29.
[0038]
The vehicle control device 51 includes a CPU, a recording device, and the like (not shown). The vehicle control device 51 controls the entire hybrid vehicle drive device and functions as a computer based on various programs, data, and the like. The vehicle control device 51 includes an engine control device 46, a generator control device 47, and a drive motor control device 49. The engine control device 46 includes a CPU, a recording device, and the like (not shown), and sends an instruction signal such as a throttle opening θ and a valve timing to the engine 11 in order to control the engine 11. The generator control device 47 includes a CPU, a recording device, and the like (not shown), and sends a drive signal SG1 to the inverter 28 in order to control the generator 16. The drive motor control device 49 includes a CPU, a recording device, and the like (not shown), and sends a drive signal SG2 to the inverter 29 in order to control the drive motor 25. A first control device positioned lower than the vehicle control device 51 by the engine control device 46, the generator control device 47, and the drive motor control device 49 is connected to the engine control device 46, the generator by the vehicle control device 51. A second control device positioned higher than the control device 47 and the drive motor control device 49 is configured. The engine control device 46, the generator control device 47, and the drive motor control device 49 also function as a computer based on various programs, data, and the like.
[0039]
The inverter 28 is driven in accordance with the drive signal SG1, receives a direct current from the battery 43 during power running, generates currents IGU, IGV, and IGW for each phase, and generates currents IGU, IGV, and IGW for each phase as the generator 16. In response to the currents IGU, IGV, and IGW of each phase from the generator 16 during regeneration, a direct current is generated and supplied to the battery 43.
[0040]
Reference numeral 44 denotes a state of the battery 43, that is, a battery remaining amount detection device that detects the remaining battery amount SOC as a battery state, and 52 denotes an engine rotation speed sensor as an engine rotation speed detection unit that detects the engine rotation speed NE. 53 is a position of a shift lever (not shown) as speed selection operation means, that is, a shift position sensor for detecting a shift position SP, 54 is an accelerator pedal, 55 is a position (depression amount) of the accelerator pedal 54, that is, an accelerator pedal position. Accelerator switch as an accelerator operation detection unit for detecting AP, 61 is a brake pedal, 62 is a brake switch as a brake operation detection unit for detecting a position (depression amount) of the brake pedal 61, that is, a brake pedal position BP, 63 Is the temperature tmE of the engine 11 An engine temperature sensor to be output, 64 is a temperature of the generator 16, for example, a generator temperature sensor for detecting the temperature tmG of the coil 23 (FIG. 2), and 65 is a temperature of the drive motor 25, for example, a temperature tmM of the coil 42 It is the drive motor temperature sensor as a temperature detection part to perform.
[0041]
Reference numerals 66 to 69 denote current sensors as alternating current detection parts for detecting the currents IGU, IGV, IMU, and IMV of the respective phases, and 72 denotes a voltage detection part for the battery 43 that detects the battery voltage VB as the battery state. As a battery voltage sensor. The battery voltage VB is sent to the generator control device 47, the drive motor control device 49, and the vehicle control device 51. Moreover, a battery current, a battery temperature, etc. can also be detected as a battery state. The battery state detecting unit 44, the battery voltage sensor 72, a battery current sensor (not shown), a battery temperature sensor (not shown), and the like constitute a battery state detection unit. The currents IGU and IGV are supplied to the generator control device 47 and the vehicle control device 51, and the currents IMU and IMV are supplied to the drive motor control device 49 and the vehicle control device 51.
[0042]
The vehicle control device 51 sends an engine control signal to the engine control device 46 so that the engine control device 46 sets driving / stopping of the engine 11. Further, a vehicle speed calculation processing unit (not shown) of the vehicle control device 51 performs a vehicle speed calculation process to calculate a change rate ΔθM of the drive motor rotor position θM, and the change rate ΔθM and the output shaft 26 to the drive wheels 37. The vehicle speed V is calculated based on the gear ratio γV in the torque transmission system.
[0043]
The vehicle control device 51 then sets the target engine speed NE that represents the target value of the engine speed NE. ^* , The generator target torque TG representing the target value of the generator torque TG ^* And the drive motor target torque TM representing the target value of the drive motor torque TM ^* The generator control device 47 sets the generator target rotational speed NG representing the target value of the generator rotational speed NG. ^* The drive motor control device 49 sets a drive motor torque correction value δTM representing a correction value of the drive motor torque TM. The engine target rotational speed NE ^* , Generator target torque TG ^* Drive motor target torque TM ^* The control command value is configured by the above.
[0044]
A generator rotation speed calculation processing means (not shown) of the generator control device 47 performs a generator rotation speed calculation process, reads the generator rotor position θG, and calculates a change rate ΔθG of the generator rotor position θG. Thus, the rotational speed of the generator 16, that is, the generator rotational speed NG is calculated.
[0045]
A drive motor rotation speed calculation processing means (not shown) of the drive motor control device 49 performs a drive motor rotation speed calculation process, reads the drive motor rotor position θM, and calculates a change rate ΔθM of the drive motor rotor position θM. To calculate the rotation speed of the drive motor 25, that is, the drive motor rotation speed NM.
[0046]
Since the generator rotor position θG and the generator rotational speed NG are proportional to each other, and the drive motor rotor position θM, the drive motor rotational speed NM, and the vehicle speed V are proportional to each other, the generator rotor position sensor 38 and the generator The rotation speed calculation processing means functions as a generator rotation speed detection unit that detects the generator rotation speed NG, or the drive motor rotor position sensor 39 and the drive motor rotation speed calculation processing means detect the drive motor rotation speed NM. The drive motor rotation speed detection unit 91 (FIG. 1) may function as a vehicle speed detection unit that detects the vehicle speed V.
[0047]
In the present embodiment, the engine rotational speed NE is detected by the engine rotational speed sensor 52, but the engine rotational speed NE can be calculated by the engine control device 46. In the present embodiment, the vehicle speed V is calculated based on the drive motor rotor position θM by the vehicle speed calculation processing means. However, the ring gear rotational speed NR is detected, and the vehicle speed V is detected based on the ring gear rotational speed NR. The vehicle speed V can also be calculated, or the vehicle speed V can be calculated based on the rotational speed of the drive wheels 37, that is, the drive wheel rotational speed. In this case, a ring gear rotation speed sensor, a drive wheel rotation speed sensor, and the like are disposed as the vehicle speed detection unit.
[0048]
Next, the operation of the hybrid vehicle drive control device having the above-described configuration will be described.
[0049]
FIG. 7 is a first main flowchart showing the operation of the hybrid type vehicle drive control apparatus according to the embodiment of the present invention. FIG. 8 is a second main flowchart showing the operation of the hybrid type vehicle drive control apparatus according to the embodiment of the present invention. FIG. 9 is a third main flowchart showing the operation of the hybrid vehicle drive control apparatus according to the embodiment of the present invention, and FIG. 10 is a diagram showing a first vehicle required torque map according to the embodiment of the present invention. 11 is a diagram showing a second vehicle required torque map in the embodiment of the present invention, FIG. 12 is a diagram showing an engine target operating state map in the embodiment of the present invention, and FIG. 13 is an engine in the embodiment of the present invention. It is a figure which shows a drive region map. In FIGS. 10, 11 and 13, the vehicle speed V is plotted on the horizontal axis and the vehicle required torque TO is plotted on the vertical axis. ^* 12, the engine rotation speed NE is taken on the horizontal axis, and the engine torque TE is taken on the vertical axis.
[0050]
First, initialization processing means (not shown) of the vehicle control device 51 (FIG. 6) performs initialization processing to set various variables to initial values. Next, the vehicle control device 51 reads the accelerator pedal position AP from the accelerator switch 55 and the brake pedal position BP from the brake switch 62. The vehicle speed calculation processing means reads the drive motor rotor position θM, calculates the change rate ΔθM of the drive motor rotor position θM, and calculates the vehicle speed V based on the change rate ΔθM and the gear ratio γV.
[0051]
Subsequently, the vehicle request torque determination processing means (not shown) of the vehicle control device 51 performs vehicle request torque determination processing. When the accelerator pedal 54 is depressed, the vehicle request torque determination processing means is recorded in the recording device of the vehicle control device 51 as shown in FIG. When the brake pedal 61 is depressed by referring to the first vehicle required torque map, the accelerator pedal position AP and the brake pedal are referred to with reference to the second vehicle required torque map of FIG. 11 recorded in the recording device. Vehicle required torque TO required to drive the hybrid type vehicle set in advance corresponding to position BP and vehicle speed V ^* To decide.
[0052]
Subsequently, the vehicle control device 51 receives the vehicle required torque TO ^* Is greater than the drive motor maximum torque TMmax set in advance as the rating of the drive motor 25. Vehicle required torque TO ^* Is greater than the drive motor maximum torque TMmax, the vehicle control device 51 determines whether or not the engine 11 is stopped. If the engine 11 is stopped, the vehicle control device 51 has a sudden acceleration control processing means (not shown). Performs a rapid acceleration control process and drives the drive motor 25 and the generator 16 to drive the hybrid vehicle.
[0053]
Also, vehicle required torque TO ^* Is less than the drive motor maximum torque TMmax, and the vehicle required torque TO ^* Is larger than the drive motor maximum torque TMmax and the engine 11 is being driven, driver request output calculation processing means (not shown) of the vehicle control device 51 performs driver request output calculation processing, and the vehicle request torque TO ^* And the vehicle speed V are multiplied by the driver request output PD
PD = TO ^* ・ V
Is calculated.
[0054]
Next, a battery charge / discharge request output calculation processing unit (not shown) of the vehicle control device 51 performs a battery charge / discharge request output calculation process, reads the battery remaining amount SOC from the battery remaining amount detecting device 44, and A battery charge / discharge request output PB is calculated based on the SOC.
[0055]
Subsequently, a vehicle request output calculation processing unit (not shown) of the vehicle control device 51 performs a vehicle request output calculation process, and adds the driver request output PD and the battery charge / discharge request output PB to obtain a vehicle request output. PO
PO = PD + PB
Is calculated.
[0056]
Next, an engine target operation state setting processing unit (not shown) of the vehicle control device 51 performs an engine target operation state setting process, and the engine target operation state map of FIG. 12 recorded in the recording device of the vehicle control device 51 is displayed. Referring to the lines PO1, PO2,... Representing the vehicle required output PO and points A1 to A3, Am where the optimum fuel consumption curve L at which the efficiency of the engine 11 at each accelerator pedal position AP1 to AP6 becomes highest is intersected. An engine target torque TE that is determined as an operation point of the engine 11 that is in the engine target operation state, and the engine torques TE1 to TE3 and TEm at the operation point represent target values of the engine torque TE. ^* The engine rotational speed NE1 to NE3, NEm at the operating point is determined as the engine target rotational speed NE. ^* The engine target rotational speed NE ^* Is sent to the engine control unit 46.
[0057]
Then, the engine control device 46 refers to the engine drive region map of FIG. 13 recorded in the recording device of the engine control device 46 to determine whether or not the engine 11 is placed in the drive region AR1. In FIG. 13, AR1 is a drive region where the engine 11 is driven, AR2 is a stop region where the drive of the engine 11 is stopped, and AR3 is a hysteresis region. Further, LE1 is a line where the stopped engine 11 is driven, and LE2 is a line where the drive of the driven engine 11 is stopped. The line LE1 is moved to the right in FIG. 13 as the remaining battery charge SOC is increased, and the drive area AR1 is narrowed. The line LE1 is moved to the left in FIG. 13 as the remaining battery charge SOC is decreased. AR1 is widened.
[0058]
When the engine 11 is not driven even though the engine 11 is placed in the drive area AR1, engine start control processing means (not shown) of the engine control device 46 performs engine start control processing, and the engine 11 Start. Further, when the engine 11 is driven even though the engine 11 is not placed in the drive area AR1, an engine stop control processing unit (not shown) of the engine control device 46 performs an engine stop control process, and the engine 11 Stop driving. When the engine 11 is not placed in the drive area AR1 and the engine 11 is stopped, the drive motor target torque calculation processing means (not shown) of the vehicle control device 51 performs drive motor target torque calculation processing. , The vehicle required torque TO ^* Drive motor target torque TM ^* And the drive motor target torque TM ^* Is sent to the drive motor controller 49. Drive motor control processing means (not shown) of the drive motor control device 49 performs drive motor control processing and performs torque control of the drive motor 25.
[0059]
Further, when the engine 11 is placed in the drive area AR1 and the engine 11 is driven, an engine control processing unit (not shown) of the engine control device 46 performs an engine control process and performs a predetermined method. Control.
[0060]
Next, the generator target rotation speed calculation processing means of the generator control device 47 performs a generator target rotation speed calculation process. Specifically, the drive motor rotor position θM is read from the drive motor rotor position sensor 39 and the drive is performed. The ring gear rotation speed NR is calculated based on the motor rotor position θM and the gear ratio γR from the output shaft 26 (FIG. 2) to the ring gear R, and the engine target rotation speed NE determined in the engine target operation state setting process. ^* , Ring gear speed NR and engine target speed NE ^* Based on the rotational speed relational expression, the generator target rotational speed NG ^* Is calculated and determined.
[0061]
By the way, when the hybrid vehicle having the above-described configuration is driven in the motor / engine drive mode, if the generator rotational speed NG is low, the power consumption increases, the power generation efficiency of the generator 16 decreases, and the hybrid type The fuel consumption of the vehicle will be reduced accordingly. Therefore, the generator target rotational speed NG ^* When the absolute value of is smaller than a predetermined rotational speed, the generator brake B is engaged, the generator 16 is mechanically stopped, and the fuel consumption is improved.
[0062]
For this purpose, the generator control device 47 is connected to the generator target rotational speed NG. ^* Is determined to be equal to or higher than a predetermined first rotation speed Nth1 (for example, 500 [rpm]). Generator target rotational speed NG ^* When the absolute value of is not less than the first rotation speed Nth1, the generator control device 47 determines whether or not the generator brake B is released. When the generator brake B is released, a generator rotation speed control processing unit (not shown) of the generator control device 47 performs a generator rotation speed control process and controls the torque of the generator 16. When the generator brake B is not released, a generator brake release control processing unit (not shown) of the generator control device 47 performs a generator brake release control process to release the generator brake B.
[0063]
Incidentally, in the generator rotation speed control process, the generator target torque TG ^* Is determined, and the generator target torque TG ^* When the torque control of the generator 16 is performed based on the above and a predetermined generator torque TG is generated, the engine torque TE, the ring gear torque TR and the generator torque TG receive reaction forces with each other as described above. Therefore, the generator torque TG is converted into the ring gear torque TR and output from the ring gear R.
[0064]
As the ring gear torque TR is output from the ring gear R, the generator rotational speed NG fluctuates. When the ring gear torque TR fluctuates, the fluctuating ring gear torque TR is transmitted to the drive wheels 37, and the hybrid vehicle The driving feeling will be reduced. Therefore, the ring gear torque TR is calculated in consideration of the torque corresponding to the inertia of the generator 16 (inertia of the rotor 21 and the rotor shaft) accompanying the fluctuation of the generator rotational speed NG.
[0065]
For this purpose, a ring gear torque calculation processing means (not shown) of the vehicle control device 51 performs a ring gear torque calculation process to generate the generator target torque TG. ^* And the generator target torque TG ^* The ring gear torque TR is calculated based on the ratio of the number of teeth of the ring gear R to the number of teeth of the sun gear S.
[0066]
That is, when the inertia of the generator 16 is InG and the angular acceleration (rotational change rate) of the generator 16 is αG, the torque applied to the sun gear S, that is, the sun gear torque TS is the generator target torque TG. ^* Inertia InG equivalent torque component (inner torque) TGI
TGI = InG ・ αG
Is obtained by adding

become. The torque equivalent component TGI normally takes a negative value with respect to the acceleration direction during acceleration of the hybrid vehicle, and takes a positive value with respect to the acceleration direction during deceleration of the hybrid vehicle. The angular acceleration αG is calculated by differentiating the generator rotational speed NG.
[0067]
When the number of teeth of the ring gear R is ρ times the number of teeth of the sun gear S, the ring gear torque TR is ρ times the sun gear torque TS.

become. Thus, the generator target torque TG ^* The ring gear torque TR can be calculated from the torque equivalent component TGI.
[0068]
Therefore, a drive shaft torque estimation processing means (not shown) of the drive motor control device 49 performs a drive shaft torque estimation process to generate the generator target torque TG. ^* Based on the torque equivalent component TGI, the torque in the output shaft 26, that is, the drive shaft torque TR / OUT is estimated. That is, the drive shaft torque estimation processing means estimates and calculates the drive shaft torque TR / OUT based on the ring gear torque TR and the ratio of the number of teeth of the second counter drive gear 27 to the number of teeth of the ring gear R. .
[0069]
When the generator brake B is engaged, the generator target torque TG ^* Is made zero (0), the ring gear torque TR is proportional to the engine torque TE. Therefore, when the generator brake B is engaged, the drive shaft torque estimation processing means reads the engine torque TE from the engine control device 46, and calculates the ring gear torque TR based on the engine torque TE by the torque relational expression. The drive shaft torque TR / OUT is estimated based on the ring gear torque TR and the ratio of the number of teeth of the second counter drive gear 27 to the number of teeth of the ring gear R.
[0070]
Subsequently, the drive motor target torque calculation processing means performs a drive motor target torque calculation process, and the vehicle request torque TO ^* By subtracting the drive shaft torque TR / OUT from the drive motor target torque TM ^* Calculate and determine as
[0071]
The drive motor control processing means performs drive motor control processing and determines the determined drive motor target torque TM. ^* Based on the above, torque control of the drive motor 25 is performed to control the drive motor torque TM.
[0072]
Also, generator target rotational speed NG ^* Is smaller than the first rotation speed Nth1, the generator control device 47 determines whether or not the generator brake B is engaged. Then, when the generator brake B is not engaged, the generator brake engagement control processing means (not shown) of the generator control device 47 performs the generator brake engagement control processing and engages the generator brake B. Let
[0073]
Next, the flowcharts of FIGS. 7 to 9 will be described.
Step S1 An initialization process is performed.
Step S2: The accelerator pedal position AP and the brake pedal position BP are read.
Step S3 The vehicle speed V is calculated.
Step S4 Vehicle required torque TO ^* To decide.
Step S5: Vehicle required torque TO ^* Is greater than the drive motor maximum torque TMmax. Vehicle required torque TO ^* Is larger than the drive motor maximum torque TMmax, the vehicle request torque TO ^* Is less than or equal to the drive motor maximum torque TMmax, the process proceeds to step S8.
Step S6: It is determined whether the engine 11 is stopped. If the engine 11 is stopped, the process proceeds to step S7, and if not stopped (driven), the process proceeds to step S8.
Step S7: The rapid acceleration control process is performed and the process is terminated.
Step S8: The driver request output PD is calculated.
Step S9: The battery charge / discharge request output PB is calculated.
Step S10 The vehicle request output PO is calculated.
Step S11 The operating point of the engine 11 is determined.
Step S12: It is determined whether or not the engine 11 is placed in the drive area AR1. If the engine 11 is placed in the drive area AR1, the process proceeds to step S13. If the engine 11 is not placed in the drive area AR1, the process proceeds to step S14.
Step S13: It is determined whether or not the engine 11 is being driven. If the engine 11 is driven, the process proceeds to step S17. If not, the process proceeds to step S15.
Step S14: It is determined whether or not the engine 11 is being driven. If the engine 11 is driven, the process proceeds to step S16. If not, the process proceeds to step S26.
Step S15 The engine start control process is performed and the process is terminated.
Step S16 An engine stop control process is performed and the process is terminated.
Step S17 An engine control process is performed.
Step S18 Generator target rotational speed NG ^* To decide.
Step S19 Generator target rotational speed NG ^* It is determined whether the absolute value of is greater than or equal to the first rotational speed Nth1. Generator target rotational speed NG ^* Is greater than or equal to the first rotational speed Nth1, the generator target rotational speed NG is determined in step S20. ^* When the absolute value of is smaller than the first rotation speed Nth1, the process proceeds to step S21.
Step S20: It is determined whether the generator brake B is released. If the generator brake B is released, the process proceeds to step S23, and if not, the process proceeds to step S24.
Step S21: It is determined whether or not the generator brake B is engaged. If the generator brake B is engaged, the process ends. If not, the process proceeds to step S22.
Step S22 The generator brake engagement control process is performed and the process is terminated.
Step S23: The generator rotational speed control process is performed.
Step S24: The generator brake release control process is performed and the process is terminated.
Step S25 Estimate the drive shaft torque TR / OUT.
Step S26: Drive motor target torque TM ^* To decide.
Step S27 A drive motor control process is performed and the process is terminated.
[0074]
Next, a subroutine for the rapid acceleration control process in step S7 in FIG. 7 will be described.
[0075]
FIG. 14 is a diagram showing a subroutine of rapid acceleration control processing in the embodiment of the present invention.
[0076]
First, the sudden acceleration control processing means includes a vehicle required torque TO ^* Drive motor target torque TM ^* Is set to the drive motor maximum torque TMmax. Subsequently, a generator target torque calculation processing means (not shown) of the vehicle control device 51 (FIG. 6) performs a generator target torque calculation process, and the vehicle required torque TO ^* And drive motor target torque TM ^* The difference torque ΔT is calculated and the drive motor target torque TM is calculated. ^* The drive motor maximum torque TMmax is insufficient for the generator target torque TG. ^* Is calculated and determined as the generator target torque TG ^* Is sent to the generator controller 47.
[0077]
The drive motor control processing means performs a drive motor control process to generate a drive motor target torque TM. ^* Thus, torque control of the drive motor 25 is performed. Further, a generator torque control processing unit (not shown) of the generator control device 47 performs a generator torque control process, and generates the generator target torque TG. ^* Based on the above, torque control of the generator 16 is performed.
[0078]
Next, a flowchart will be described.
Step S7-1 Vehicle required torque TO ^* Is read.
Step S7-2 Drive motor target torque TM ^* Is set to the drive motor maximum torque TMmax.
Step S7-3 Generator target torque TG ^* Is calculated.
Step S7-4 A drive motor control process is performed.
Step S7-5: Perform the generator torque control process and return.
[0079]
Next, the subroutine of the drive motor control process in step S27 in FIG. 9 and step S7-4 in FIG. 14 will be described.
[0080]
FIG. 15 is a diagram showing a subroutine of drive motor control processing in the embodiment of the present invention.
[0081]
First, the drive motor control processing means is provided with a drive motor target torque TM. ^* Is read. Subsequently, the drive motor rotation speed calculation processing means reads the drive motor rotor position θM, and calculates the change rate ΔθM of the drive motor rotor position θM, thereby calculating the drive motor rotation speed NM. The drive motor control processing means reads the battery voltage VB. The actual measurement value is constituted by the drive motor rotational speed NM and the battery voltage VB.
[0082]
Next, the drive motor control processing means is configured to output the drive motor target torque TM. ^* Based on the drive motor rotational speed NM and the battery voltage VB, the drive motor control current command value map recorded in the recording device of the drive motor control device 49 (FIG. 6) is referred to, and the d-axis current command value IMd ^* And q-axis current command value IMq ^* Is calculated and determined. D-axis current command value IMd ^* And q-axis current command value IMq ^* Thus, an alternating current command value for the drive motor 25 is configured.
[0083]
The drive motor control processing means reads the currents IMU and IMV from the current sensors 68 and 69, and based on the currents IMU and IMV, the current IMW
IMW = IMU-IMV
Is calculated. The current IMW can be detected by a current sensor in the same manner as the currents IMU and IMV.
[0084]
Subsequently, an AC current calculation processing unit (not shown) of the drive motor control processing unit performs an AC current calculation process, performs a three-phase / two-phase conversion, and converts the currents IMU, IMV, and IMW into an d-axis that is an AC current The d-axis current IMd and the q-axis current IMq are calculated by converting the current IMd and the q-axis current IMq. An AC voltage command value calculation processing unit (not shown) of the drive motor control processing unit performs an AC voltage command value calculation process, and performs the d-axis current IMd and q-axis current IMq, and the d-axis current command value IMd. ^* And q-axis current command value IMq ^* Based on the voltage command value VMd ^* , VMq ^* Is calculated. The drive motor control processing means performs a two-phase / three-phase conversion, and a voltage command value VMd. ^* , VMq ^* The voltage command value VMU ^* , VMV ^* , VMW ^* And the voltage command value VMU ^* , VMV ^* , VMW ^* The pulse width modulation signals SU, SV, SW are calculated based on the above, and the pulse width modulation signals SU, SV, SW are output to drive processing means (not shown) of the drive motor control device 49. The drive processing means performs drive processing and sends a drive signal SG2 to the inverter 29 based on the pulse width modulation signals SU, SV, SW. Voltage command value VMd ^* , VMq ^* Thus, an AC voltage command value for the drive motor 25 is configured.
[0085]
Next, a flowchart will be described. In this case, since the same processing is performed in step S27 and step S7-4, step S7-4 will be described.
Step S7-4-1 Drive Motor Target Torque TM ^* Is read.
Step S7-4-2 Reads the drive motor rotor position θM.
Step S7-4-3: The drive motor rotational speed NM is calculated.
Step S7-4-4: The battery voltage VB is read.
Step S7-4-5 d-axis current command value IMd ^* And q-axis current command value IMq ^* To decide.
Step S7-4-6 Read the currents IMU and IMV.
Step S7-4-7 Three-phase / two-phase conversion is performed.
Step S7-4-8 Voltage command value VMd ^* , VMq ^* Is calculated.
Step S7-4-9 Two-phase / 3-phase conversion is performed.
Step S7-4-10: Output the pulse width modulation signals SU, SV, SW, and return.
[0086]
Next, the generator torque control process subroutine in step S7-5 of FIG. 14 will be described.
[0087]
FIG. 16 is a diagram showing a subroutine of the generator torque control process in the embodiment of the present invention.
[0088]
First, the generator torque control processing means includes a generator target torque TG. ^* , The generator rotor position θG is read, the generator rotational speed NG is calculated based on the generator rotor position θG, and then the battery voltage VB is read. Next, the generator torque control processing means is configured to generate the generator target torque TG. ^* Based on the generator rotational speed NG and the battery voltage VB, the d-axis current command value IGd is referred to by referring to the generator control current command value map recorded in the recording device of the generator control device 47 (FIG. 6). ^* And q-axis current command value IGq ^* Is calculated and determined. D-axis current command value IGd ^* And q-axis current command value IGq ^* Thus, an alternating current command value for the generator 16 is configured.
[0089]
Further, the generator torque control processing means reads the currents IGU and IGV from the current sensors 66 and 67, and the current IGW based on the currents IGU and IGV.
IGW = IGU-IGV
Is calculated. The current IGW can also be detected by a current sensor in the same manner as the currents IGU and IGV.
[0090]
Subsequently, an AC current calculation processing unit (not shown) of the generator torque control processing unit performs an AC current calculation process, performs a three-phase / two-phase conversion, and converts the currents IGU, IGV, and IGW into the d-axis current IGd and the q-axis. By converting into current IGq, d-axis current IGd and q-axis current IGq are calculated. An AC voltage command value calculation processing means (not shown) of the generator torque control processing means performs an AC voltage command value calculation process, and performs the d-axis current IGd and q-axis current IGq, and the d-axis current command value IGd. ^* And q-axis current command value IGq ^* Based on the voltage command value VGd ^* , VGq ^* Is calculated. Further, the generator torque control processing means performs two-phase / three-phase conversion to generate a voltage command value VGd. ^* , VGq ^* The voltage command value VGU ^* , VGV ^* , VGW ^* And the voltage command value VGU ^* , VGV ^* , VGW ^* The pulse width modulation signals SU, SV, SW are calculated based on the above, and the pulse width modulation signals SU, SV, SW are output to drive processing means (not shown) of the generator controller 47. The drive processing means performs drive processing and sends a drive signal SG1 to the inverter 28 based on the pulse width modulation signals SU, SV, SW. Voltage command value VGd ^* , VGq ^* Thus, an AC voltage command value for the generator 16 is configured.
[0091]
Next, a flowchart will be described.
Step S7-5-1 Generator target torque TG ^* Is read.
Step S7-5-2: The generator rotor position θG is read.
Step S7-5-3: The generator rotational speed NG is calculated.
Step S7-5-4 The battery voltage VB is read.
Step S7-5-5 d-axis current command value IGd ^* And q-axis current command value IGq ^* To decide.
Step S7-5-6 Read the currents IGU and IGV.
Step S7-5-7 Performs three-phase / two-phase conversion.
Step S7-5-8 Voltage command value VGd ^* , VGq ^* Is calculated.
Step S7-5-9 2-phase / 3-phase conversion is performed.
Step S7-5-10: Output the pulse width modulation signals SU, SV, SW, and return.
[0092]
Next, a subroutine for engine start control processing in step S15 in FIG. 8 will be described.
[0093]
FIG. 17 is a diagram showing a subroutine of engine start control processing in the embodiment of the present invention.
[0094]
First, the engine start control processing means reads the throttle opening θ, reads the vehicle speed V calculated by the vehicle speed calculation processing means when the throttle opening θ is 0 [%], and sets the target engine operating state. The operating point of the engine 11 (FIG. 6) determined in the setting process is read.
[0095]
Subsequently, as described above, the generator target rotation speed calculation processing means performs the generator target rotation speed calculation process, reads the drive motor rotor position θM, and based on the drive motor rotor position θM and the gear ratio γR. To calculate the ring gear rotational speed NR and the engine target rotational speed NE at the operating point. ^* , Ring gear speed NR and engine target speed NE ^* Based on the rotational speed relational expression, the generator target rotational speed NG ^* Is calculated and determined.
[0096]
Then, the engine control device 46 compares the engine rotational speed NE with a preset starting rotational speed NEth1, and determines whether or not the engine rotational speed NE is higher than the starting rotational speed NEth1. When the engine rotational speed NE is higher than the starting rotational speed NEth1, the engine start control processing means performs fuel injection and ignition in the engine 11.
[0097]
Subsequently, the generator rotational speed control processing means generates the generator target rotational speed NG. ^* Is performed to increase the generator rotational speed NG and accordingly increase the engine rotational speed NE.
[0098]
Then, the drive motor control device 49 estimates the drive shaft torque TR / OUT and performs the drive motor target torque TM as performed in steps S25 to S27. ^* And drive motor control processing is performed.
[0099]
Further, the engine start control processing means is configured such that the engine speed NE is equal to the engine target speed NE. ^* The throttle opening θ is adjusted so that Next, the engine start control processing means determines whether the generator torque TG is smaller than the motoring torque TEth accompanying the start of the engine 11 in order to determine whether the engine 11 is normally driven. Then, it waits for a predetermined time to elapse while the generator torque TG is smaller than the motoring torque TEth.
[0100]
When the engine rotational speed NE is equal to or lower than the starting rotational speed NEth1, the generator rotational speed control processing means generates the generator target rotational speed NG. ^* Then, the drive motor control device 49 estimates the drive shaft torque TR / OUT and performs the drive motor target torque TM as performed in steps S25 to S27. ^* And drive motor control processing is performed.
[0101]
Next, a flowchart will be described.
Step S15-1: It is determined whether or not the throttle opening θ is 0 [%]. If the throttle opening θ is 0 [%], the process proceeds to step S15-3, and if not 0 [%], the process proceeds to step S15-2.
Step S15-2: Set the throttle opening θ to 0 [%], and return to Step S15-1.
Step S15-3 The vehicle speed V is read.
Step S15-4 Read the operating point of the engine 11.
Step S15-5 Generator target rotational speed NG ^* To decide.
Step S15-6: It is determined whether the engine rotational speed NE is higher than the starting rotational speed NEth1. If the engine rotational speed NE is higher than the starting rotational speed NEth1, the process proceeds to step S15-11. If the engine rotational speed NE is equal to or lower than the starting rotational speed NEth1, the process proceeds to step S15-7.
Step S15-7 A generator rotational speed control process is performed.
Step S15-8: The drive shaft torque TR / OUT is estimated.
Step S15-9 Drive Motor Target Torque TM ^* To decide.
Step S15-10 Perform drive motor control processing, and return to Step 15-1.
Step S15-11 Fuel injection and ignition are performed.
Step S15-12 A generator rotational speed control process is performed.
Step S15-13 Estimate the drive shaft torque TR / OUT.
Step S15-14 Drive Motor Target Torque TM ^* To decide.
Step S15-15 A drive motor control process is performed.
Step S15-16 Adjust the throttle opening θ.
Step S15-17: It is determined whether the generator torque TG is smaller than the motoring torque TEth. When the generator torque TG is smaller than the motoring torque TEth, the process proceeds to step S15-18, and when the generator torque TG is equal to or greater than the motoring torque TEth, the process returns to step S15-11.
Step S15-18 Waits for a predetermined time to elapse, and returns when it elapses.
[0102]
Next, the subroutine of the generator rotational speed control process in step S23 in FIG. 9 and steps S15-7 and S15-12 in FIG. 17 will be described.
[0103]
FIG. 18 is a diagram showing a subroutine of the generator rotational speed control process in the embodiment of the present invention.
[0104]
First, the generator rotational speed control processing means generates a generator target rotational speed NG. ^* Is read, the generator rotational speed NG is read, and the generator target rotational speed NG ^* PI control based on the difference rotational speed ΔNG between the generator and the generator rotational speed NG, and the generator target torque TG ^* Is calculated. In this case, the larger the rotational speed difference NG, the higher the generator target torque TG. ^* Is increased and positive and negative are taken into account.
[0105]
Subsequently, the generator torque control processing means performs the generator torque control process of FIG. 16 and performs the torque control of the generator 16 (FIG. 6).
[0106]
Next, a flowchart will be described. In this case, since the same processing is performed in step S23, and steps S15-7 and S15-12, step S15-7 will be described.
Step S15-7-1 Generator target rotational speed NG ^* Is read.
Step S15-7-2 The generator rotational speed NG is read.
Step S15-7-3 Generator target torque TG ^* Is calculated.
Step S15-7-4 A generator torque control process is performed, and the process returns.
[0107]
Next, a subroutine for engine stop control processing in step S16 in FIG. 8 will be described.
[0108]
FIG. 19 is a diagram showing a subroutine of engine stop control processing in the embodiment of the present invention.
[0109]
First, the generator control device 47 (FIG. 6) determines whether or not the generator brake B is released. When the generator brake B is not released and is engaged, the generator brake release control processing means performs a generator brake release control process to release the generator brake B.
[0110]
When the generator brake B is released, the engine stop control processing means stops the fuel injection and ignition in the engine 11 and sets the throttle opening θ to 0 [%].
[0111]
Subsequently, the engine stop control processing means reads the ring gear rotational speed NR, and the ring gear rotational speed NR and the engine target rotational speed NE. ^* (0 [rpm]), the generator target rotational speed NG is determined by the rotational speed relational expression. ^* To decide. Then, after the generator control device 47 performs the generator rotational speed control process of FIG. 18, the drive motor control device 49 estimates the drive shaft torque TR / OUT as performed in steps S25 to S27. Drive motor target torque TM ^* And drive motor control processing is performed.
[0112]
Next, the generator control device 47 determines whether or not the engine speed NE is equal to or lower than the stop speed NEth2. If the engine speed NE is equal to or lower than the stop speed NEth2, switching to the generator 16 is stopped. The generator 16 is shut down.
[0113]
Next, a flowchart will be described.
Step S16-1: It is determined whether or not the generator brake B is released. If the generator brake B is released, the process proceeds to step S16-3, and if not, the process proceeds to step S16-2.
Step S16-2: A generator brake release control process is performed.
Step S16-3 Stop fuel injection and ignition.
Step S16-4: The throttle opening θ is set to 0 [%].
Step S16-5: Generator target rotational speed NG ^* To decide.
Step S16-6: The generator rotational speed control process is performed.
Step S16-7 The drive shaft torque TR / OUT is estimated.
Step S16-8 Drive Motor Target Torque TM ^* To decide.
Step S16-9 A drive motor control process is performed.
Step S16-10: It is determined whether the engine rotational speed NE is equal to or lower than the stop rotational speed NEth2. If the engine rotational speed NE is equal to or lower than the stop rotational speed NEth2, the process proceeds to step S16-11. If the engine rotational speed NE is greater than the stop rotational speed NEth2, the process returns to step S16-5.
Step S16-11: The switching to the generator 16 is stopped and the process returns.
[0114]
Next, the subroutine of the generator brake engagement control process in step S22 of FIG. 9 will be described.
[0115]
FIG. 20 is a diagram showing a subroutine of the generator brake engagement control process in the embodiment of the present invention.
[0116]
First, the generator brake engagement control processing means turns the generator brake request for requesting the engagement of the generator brake B (FIG. 6) from OFF to ON, and generates the generator target rotational speed NG. ^* Is set to 0 [rpm], and after the generator control device 47 performs the generator rotational speed control process of FIG. 18, the drive motor control device 49 performs the drive shaft torque as performed in steps S25 to S27. Estimate TR / OUT and drive motor target torque TM ^* And drive motor control processing is performed.
[0117]
Next, the generator brake engagement control processing means determines whether or not the absolute value of the generator rotational speed NG is smaller than a predetermined second rotational speed Nth2 (for example, 100 [rpm]), and the generator rotational speed is determined. When the absolute value of the speed NG is smaller than the second rotational speed Nth2, the generator brake B is engaged. Subsequently, the drive motor control device 49 estimates the drive shaft torque TR / OUT and performs the drive motor target torque TM as performed in steps S25 to S27. ^* And drive motor control processing is performed.
[0118]
When a predetermined time elapses with the generator brake B engaged, the generator brake engagement control processing unit stops switching the generator 16 and shuts down the generator 16.
[0119]
Next, a flowchart will be described.
Step S22-1 Generator target rotational speed NG ^* To 0 [rpm].
Step S22-2: A generator rotational speed control process is performed.
Step S22-3: Estimate the drive shaft torque TR / OUT.
Step S22-4 Drive Motor Target Torque TM ^* To decide.
Step S22-5 A drive motor control process is performed.
Step S22-6: It is determined whether or not the absolute value of the generator rotational speed NG is smaller than the second rotational speed Nth2. If the absolute value of the generator rotational speed NG is smaller than the second rotational speed Nth2, the process proceeds to step S22-7. If the absolute value of the generator rotational speed NG is greater than or equal to the second rotational speed Nth2, step S22-2 is performed. Return to.
Step S22-7 The generator brake B is engaged.
Step S22-8: The drive shaft torque TR / OUT is estimated.
Step S22-9 Drive Motor Target Torque TM ^* To decide.
Step S22-10 Drive motor control processing is performed.
Step S22-11 It is determined whether or not a predetermined time has elapsed. If the predetermined time has elapsed, the process proceeds to Step S22-12, and if not, the process returns to Step S22-7.
Step S22-12 Stops the switching for the generator 16 and returns.
[0120]
Next, the subroutine of the generator brake release control process in step S24 of FIG. 9 will be described.
[0121]
FIG. 21 is a diagram showing a subroutine of the generator brake release control process in the embodiment of the present invention.
[0122]
In the generator brake engagement control process, since the predetermined engine torque TE is applied as a reaction force to the rotor 21 of the generator 16 while the generator brake B (FIG. 6) is engaged, the generator brake B is When the engine torque TE is simply released, the generator torque TG and the engine torque TE change greatly as the engine torque TE is transmitted to the rotor 21 and a shock occurs.
[0123]
Therefore, in the engine control device 46, the engine torque TE transmitted to the rotor 21 is estimated or calculated, and the generator brake release control processing means is a torque corresponding to the estimated or calculated engine torque TE, that is, Read the engine torque equivalent, and use the engine torque equivalent TG ^* Set as. Subsequently, after the generator torque control processing means performs the generator torque control process of FIG. 16, the drive motor control device 49 estimates the drive shaft torque TR / OUT as performed in steps S25 to S27. Drive motor target torque TM ^* And drive motor control processing is performed.
[0124]
Then, when a predetermined time has elapsed after the generator torque control process is started, the generator brake release control processing means releases the generator brake B and the generator target rotational speed NG. ^* After setting [rpm] to 0 [rpm], the generator rotation speed control means performs the generator rotation speed control process of FIG. Subsequently, the drive motor control device 49 estimates the drive shaft torque TR / OUT and performs the drive motor target torque TM as performed in steps S25 to S27. ^* And drive motor control processing is performed. The engine torque equivalent is estimated or calculated by learning the torque ratio of the generator torque TG to the engine torque TE.
[0125]
Next, a flowchart will be described.
Step S24-1: Equivalent engine torque to generator target torque TG ^* Set to.
Step S24-2: A generator torque control process is performed.
Step S24-3: Drive shaft torque TR / OUT is estimated.
Step S24-4 Drive Motor Target Torque TM ^* To decide.
Step S24-5: Drive motor control processing is performed.
Step S24-6: It is determined whether a predetermined time has elapsed. If the predetermined time has elapsed, the process proceeds to step S24-7, and if not, the process returns to step S24-2.
Step S24-7: The generator brake B is released.
Step S24-8 Generator target rotational speed NG ^* To 0 [rpm].
Step S24-9: Perform generator speed control processing.
Step S24-10 Estimate the drive shaft torque TR / OUT.
Step S24-11 Drive Motor Target Torque TM ^* To decide.
Step S24-12: A drive motor control process is performed, and the process returns.
[0126]
By the way, when the hybrid vehicle is driven by driving at least the engine 11 at a high vehicle speed, the drive motor rotational speed NM becomes close to the maximum rotational speed. In this case, even if the drive motor 25 is in the drive state, the drive motor 25 hardly generates the drive motor torque TM due to its characteristics. In this case, the engine 11 has sufficient power to generate a sufficient engine torque TE, and the vehicle drive device is placed in a state where the hybrid vehicle can be further accelerated by the engine 11.
[0127]
In this state, since there is a ground resistance due to the road surface during normal traveling, the rotational speed of the drive wheel 37 does not increase as long as the accelerator pedal position AP is constant, and therefore the drive motor rotational speed NM is high. It will never be.
[0128]
However, when the drive wheel 37 slips or the hybrid vehicle is lifted up (lifting phenomenon), the ground resistance due to the road surface may suddenly decrease. In this case, the accelerator pedal position AP If the rotational speed of the drive wheel 37 becomes extremely high due to the remaining power of the engine 11 even though the motor is constant (zero (0) [%]), the drive motor rotational speed NM becomes mechanical. The maximum rotational speed allowed is higher than that, and the drive motor may be damaged.
[0129]
Further, even if the drive motor rotation speed is not higher than the maximum rotation speed, if the drive motor rotation speed is high, a counter electromotive voltage is generated. Therefore, the counter electromotive voltage generates an inverter for driving the drive motor. If the voltage exceeds the allowable voltage, the inverter may be damaged.
[0130]
Therefore, when the drive motor rotational speed NM becomes higher than the threshold value NMth, the engine target torque TE is obtained by the engine control process. ^* Try to limit.
[0131]
Next, a subroutine for engine control processing in step S17 in FIG. 8 will be described.
[0132]
FIG. 22 is a diagram showing a subroutine of engine control processing in the embodiment of the present invention, FIG. 23 is a diagram showing an engine target torque limit map in the embodiment of the present invention, and FIG. 24 is engine control in the embodiment of the present invention. It is a time chart which shows operation of processing. In FIG. 23, the horizontal axis represents the drive motor rotational speed NM, and the vertical axis represents the limiting rate α.
[0133]
First, the index determination processing unit 92 (FIG. 1) of the engine control processing unit performs index determination processing, and the drive motor rotation speed NM detected by the drive motor rotation speed detection unit 91 as a rotation speed limit index detection unit. Is read, and it is determined whether or not the drive motor rotational speed NM is higher than the threshold NMth. The engine torque limiting processing means 93 of the engine control processing means performs engine torque limiting processing, and when the drive motor rotational speed NM becomes higher than a threshold value NMth, the engine target torque TE ^* By limiting the engine torque TE. Therefore, the engine torque limit processing means 93 refers to the engine target torque limit map of FIG. 23 recorded in the recording device of the vehicle control device 51 (FIG. 6), and sets the limit rate α corresponding to the drive motor rotational speed NM. read out.
[0134]
In the engine target torque limit map, when the drive motor rotational speed NM is equal to or less than the threshold NMth, the limit rate α is 100 [%], and the engine target torque TE ^* Is not limited. When the drive motor rotational speed NM becomes higher than the threshold value NMth, the higher the drive motor rotational speed NM, the smaller the limiting rate α becomes, and the engine target torque TE ^* Is limited to α · TE ^* become.
[0135]
It is determined whether the accelerator operation amount is constant. When the accelerator operation amount is constant and the drive motor rotational speed NM is higher than the threshold value NMth, the engine target torque TE is determined. ^* Can also be restricted. For this purpose, an accelerator operation determination processing means (not shown) of the engine control processing means performs an accelerator operation determination process, reads the accelerator pedal position AP, calculates the change rate ΔAP of the accelerator pedal position AP, and the change rate ΔAP is Whether or not the accelerator operation amount is constant is determined depending on whether or not it is equal to or less than the threshold value ΔAPth. When the change rate ΔAP is equal to or less than the threshold value ΔAPth and the accelerator operation amount is constant, the index determination processing unit 92 determines whether the drive motor rotational speed NM is higher than the threshold value NMth, and the drive motor rotational speed is determined. When NM becomes higher than the threshold value NMth, the engine torque limit processing means 93 determines the engine target torque TE. ^* Limit.
[0136]
In the present embodiment, when the drive motor rotational speed NM becomes higher than the threshold NMth, the limiting rate α is gradually reduced as represented by a linear function, but can be reduced by using other functions. .
[0137]
In the present embodiment, the drive motor rotation speed NM is a rotation speed limit index serving as an index indicating that the load on the drive motor 25 has suddenly decreased, for example, the ground resistance due to the road surface suddenly decreases. Become.
[0138]
In order to detect that the load on the drive motor 25 suddenly decreases, the rotational speed of each rotary element from the ring gear R to the drive wheel 37, for example, the rotational speed of the drive wheel, the rotational speed of other wheels, and the output The rotational speed of the shaft 12 can be detected as a rotational speed limit index. In that case, a drive wheel rotational speed sensor for detecting the drive wheel rotational speed, a wheel rotational speed sensor for detecting the rotational speed of other wheels, and an output shaft rotational speed sensor for detecting the rotational speed of the output shaft 12. The rotation speed limit index detection unit is configured by the above. As described above, various rotational speed limit indices can be considered as indices indicating that the load on the drive motor 25 has suddenly decreased, but the drive motor rotational speed NM that is subject to fail-safe is used as the rotational speed limit index. However, the fail-safe accuracy can be increased.
[0139]
The threshold value NMth is based on the maximum rotational speed NMmax1 mechanically permitted in the drive motor 25 and the maximum rotational speed NMmax2 in which the counter electromotive voltage generated in the drive motor 25 does not exceed the allowable voltage of the inverter 29. In the present embodiment, the lower value of the rotational speeds NMmax1 and NMmax2 is used as a reference value, and the rotational speed is set to a value lower than the reference value by a predetermined value.
[0140]
In this way, the engine target torque TE ^* Is limited, the engine control processing means is connected to the limited engine target torque TE. ^* Then, the engine 11 is driven.
[0141]
Subsequently, the engine control processing means reads again the drive motor rotation speed NM detected by the drive motor rotation speed detector 91, and determines whether or not the drive motor rotation speed NM has become equal to or less than a threshold value NMth. When the drive motor rotational speed NM is equal to or lower than the threshold NMth, the engine control processing means ends the processing. When the drive motor rotational speed NM is not lower than the threshold NMth, the throttle opening (not shown) of the engine control processing means is illustrated. The restriction processing means performs throttle opening restriction processing, reduces the throttle opening θ, and puts the engine 11 in an idling state or performs fuel cut.
[0142]
Therefore, as shown in FIG. 24, when the drive motor rotational speed NM gradually increases, for example, when the driving motor rotational speed NM becomes higher than the threshold NMth at the timing t1, the engine target torque TE is increased from the timing t1 to the timing t2. ^* Is limited and reduced. As a result, the engine torque TE is gradually reduced from timing t1 to timing t2.
[0143]
As a result, the drive motor rotation speed NM and the engine rotation speed NE are suppressed from increasing. In this way, when the load on the drive motor 25 suddenly decreases, it is possible to prevent the drive wheel rotation speed from increasing due to the remaining power of the engine 11. As a result, the drive motor rotational speed NM does not become higher than the mechanically allowable maximum rotational speed NMmax1, and the drive motor 25 is not damaged.
[0144]
Further, since the drive motor rotation speed NM can be prevented from becoming higher than the maximum rotation speed NMmax2, the counter electromotive voltage generated in the drive motor 25 does not exceed the allowable voltage of the inverter 29. Therefore, the inverter is not damaged.
[0145]
Next, a flowchart will be described.
Step S17-1: It is determined whether or not the drive motor rotational speed NM is higher than a threshold value NMth. If the drive motor rotational speed NM is higher than the threshold NMth, the process proceeds to step S17-2. If the drive motor rotational speed NM is equal to or lower than the threshold NMth, the process proceeds to step S17-3.
Step S17-2 Engine target torque TE ^* Limit.
Step S17-3 Target engine torque TE ^* To drive the engine 11 and return.
[0146]
In addition, this invention is not limited to the said embodiment, It can change variously based on the meaning of this invention, and does not exclude them from the scope of the present invention.
[0147]
【The invention's effect】
As described above in detail, according to the present invention, in the hybrid vehicle drive control device, the first gear element is mechanically coupled to the drive wheel and includes the first to third gear elements. And a first electric machine, wherein a second gear element and an output shaft are mechanically connected to a differential gear device in which the third gear element and the engine are connected via the output shaft. A rotation speed limit index detection unit that detects a rotation speed limit index that serves as an index for limiting the rotation speed of the second electric machine when a load on the second electric machine decreases, and the rotation speed Index determination processing means for determining whether or not the limit index is higher than a threshold value, and engine torque limit processing means for limiting engine torque when the rotation speed limit index is higher than the threshold value.
[0148]
In this case, when the rotational speed limit index becomes higher than the threshold value, the engine torque is reduced, so that the load on the electric machine is suddenly reduced, and the drive wheel rotational speed is prevented from being increased due to the remaining power of the engine. Can do. As a result, the electric machine rotation speed does not become higher than the maximum mechanically allowable rotation speed, so that the electric machine is not damaged.
[0149]
Further, since the back electromotive voltage generated in the electric machine does not exceed the allowable voltage of the inverter, the inverter is not damaged.
[Brief description of the drawings]
FIG. 1 is a functional block diagram of a hybrid vehicle drive control device according to an embodiment of the present invention.
FIG. 2 is a conceptual diagram of a hybrid vehicle according to an embodiment of the present invention.
FIG. 3 is an operation explanatory diagram of the planetary gear unit in the embodiment of the present invention.
FIG. 4 is a vehicle speed diagram during normal running in the embodiment of the present invention.
FIG. 5 is a torque diagram during normal running in the embodiment of the present invention.
FIG. 6 is a conceptual diagram of a hybrid type vehicle drive control device according to an embodiment of the present invention.
FIG. 7 is a first main flowchart showing the operation of the hybrid vehicle drive control apparatus according to the embodiment of the present invention.
FIG. 8 is a second main flowchart showing the operation of the hybrid vehicle drive control apparatus according to the embodiment of the present invention.
FIG. 9 is a third main flowchart showing the operation of the hybrid vehicle drive control apparatus according to the embodiment of the present invention.
FIG. 10 is a diagram showing a first vehicle request torque map in the embodiment of the present invention.
FIG. 11 is a diagram showing a second vehicle required torque map in the embodiment of the present invention.
FIG. 12 is a diagram showing an engine target operation state map in the embodiment of the present invention.
FIG. 13 is a diagram showing an engine drive region map in the embodiment of the present invention.
FIG. 14 is a diagram showing a subroutine of rapid acceleration control processing in the embodiment of the present invention.
FIG. 15 is a diagram showing a subroutine of drive motor control processing in the embodiment of the present invention.
FIG. 16 is a diagram showing a subroutine of generator torque control processing in the embodiment of the present invention.
FIG. 17 is a diagram showing a subroutine of engine start control processing in the embodiment of the present invention.
FIG. 18 is a diagram showing a subroutine of generator rotational speed control processing in the embodiment of the present invention.
FIG. 19 is a diagram showing a subroutine of engine stop control processing in the embodiment of the present invention.
FIG. 20 is a diagram showing a subroutine of generator brake engagement control processing in the embodiment of the present invention.
FIG. 21 is a diagram showing a subroutine of generator brake release control processing in the embodiment of the present invention.
FIG. 22 is a diagram showing a subroutine of engine control processing in the embodiment of the present invention.
FIG. 23 is a diagram showing an engine target torque limit map according to the embodiment of the present invention.
FIG. 24 is a time chart showing the operation of the engine control process in the embodiment of the present invention.
[Explanation of symbols]
25 Drive motor
51 Vehicle control device
91 Drive motor rotation speed detector
92 Index determination processing means
93 Engine torque limit processing means

Claims (8)

A first gear element and a first electric machine; a second gear element and an output shaft; and a third gear element. and a second electric machine that is mechanically coupled through the output shaft to the differential gear unit in which the engine is connected, when the load on said second electric machine is reduced, the second electric machine A rotation speed limit index detecting unit for detecting a rotation speed limit index serving as an index for limiting the rotation speed of the vehicle, index determination processing means for determining whether the rotation speed limit index is higher than a threshold, and the rotation speed limit index And an engine torque limit processing means for limiting the engine torque when becomes higher than a threshold value.   In addition to having an accelerator operation determination processing means for determining whether or not the accelerator operation amount is constant, the engine torque limit processing means has the rotation speed limit index higher than a threshold when the accelerator operation amount is constant. The hybrid vehicle drive control device according to claim 1, wherein the engine torque is sometimes limited. The hybrid vehicle drive control device according to claim 1, wherein the rotation speed limit index is a rotation speed of the second electric machine. The threshold value, one of the mechanically acceptable maximum rotational speed, and the maximum rotational speed counter electromotive voltage does not exceed the allowable voltage of the inverter to be generated in the second electric machine in the second electric machine The hybrid vehicle drive control device according to claim 3, wherein the lower one is set as a reference value.   The hybrid vehicle drive control device according to any one of claims 1 to 4, wherein the engine torque limit processing means limits the engine target torque.   The hybrid vehicle drive control device according to any one of claims 1 to 4, wherein the engine torque limit processing means reduces a throttle opening. A first gear element and a first electric machine; a second gear element and an output shaft; and a third gear element. And an index for limiting the rotational speed of the second electric machine when a load on the second electric machine mechanically connected to the differential gear unit to which the engine is connected via the output shaft is reduced. A rotational speed limit index is detected, it is determined whether the rotational speed limit index is higher than a threshold value, and the engine torque is limited when the rotational speed limit index is higher than the threshold value. Vehicle drive control method. A computer is mechanically coupled to the drive wheels and includes first to third gear elements, the first gear element and the first electric machine, the second gear element and the output shaft, The rotational speed of the second electric machine is limited when the load on the second electric machine mechanically connected to the differential gear device in which the gear element and the engine are connected via the output shaft is reduced. A rotation speed limit index detection unit that detects a rotation speed limit index that is an index to be performed, an index determination processing unit that determines whether the rotation speed limit index is higher than a threshold, and the rotation speed limit index is higher than the threshold A program for a hybrid vehicle drive control method, characterized by functioning as engine torque limit processing means for sometimes limiting engine torque.

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