JP4147749B2 - Electric vehicle drive device and hybrid vehicle drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the large variation of power consumption of a drive motor that occurs associated with the variation of drive motor torque in a high vehicle- speed range. SOLUTION: A drive comprises: a battery 43; the drive motor 25 that is driven by receiving power charged in the battery 43 and develops the drive motor torque; a variable calculation treatment means 91 that calculates a variable that varies corresponding to the drive of the drive motor 25; a variable variation-rate calculation treatment means 92 that calculates the variation rate of the variable; and a variable limit treatment means 93 that limits the variation rate of the variable based on a limit value. In the drive, the variable that varies corresponding to the drive of the drive motor 25 is calculated, and the variation rate of the variable is calculated and limited based on the limit value, thus improving the travel feeling of a motor vehicle.

Description

になる。このように、発電機目標トルクＴＧ^* からリングギヤトルクＴＲを算出することができる。
【００８３】
続いて、車両制御装置５１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、前記リングギヤトルクＴＲ、及びリングギヤＲから出力軸２６までのギヤ比ＧＭＲに基づいて、すなわち、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、エンジントルクＴＥによってプラネタリギヤユニット１３を介して出力軸２６に発生させられるトルク、すなわち、駆動軸トルクＴＲｏｕｔを推定する。なお、発電機ブレーキＢが係合させられる際には、リングギヤトルクＴＲはエンジントルクＴＥと比例関係になり、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前記駆動軸トルクＴＲｏｕｔが推定される。
【００８４】
続いて、前記車両制御装置５１の図示されない駆動モータ目標トルク決定処理手段は、駆動モータ目標トルク決定処理を行い、前記車両要求トルクＴＯ^* 及び前記ギヤ比ＧＭＷに基づいて、出力軸２６における駆動軸要求トルクＴＲｏｕｔ^* を算出し、該駆動軸要求トルクＴＲｏｕｔ^* から前記駆動軸トルクＴＲｏｕｔを減算することによって、駆動軸トルクＴＲｏｕｔでは加不足する分を駆動モータ目標トルクＴＭ^* として決定する。なお、本実施の形態において、前記駆動モータ目標トルク決定処理手段は、駆動モータ２５の駆動に対応して変化する変量として、駆動モータ目標トルクＴＭ^* を決定する。前記駆動モータ目標トルク決定処理手段によって変量算出処理手段９１（図１）が構成される。
【００８５】
そして、前記車両制御装置５１の変量制限処理手段９３としての図示されない駆動モータ目標トルク制限処理手段は、駆動モータ目標トルク制限処理を行い、高車速領域において、駆動モータトルクＴＭが変化するのに伴って駆動モータ２５の消費電力が大きく変化するのを防止することができるように、駆動モータ目標トルクＴＭ^* を制限する。続いて、前記車両制御装置５１の図示されない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２５の制御を行う。
【００８６】
次に、フローチャートについて説明する。
ステップＳ１ アクセルペダル位置ＡＰ及びブレーキパダル位置ＢＰを読み込む。
ステップＳ２ 車速Ｖを算出する。
ステップＳ３ 車両要求トルクＴＯ^* を決定する。
ステップＳ４ 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Ｓ５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Ｓ７に進む。
ステップＳ５ 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Ｓ６に、停止中でない場合はステップＳ７に進む。
ステップＳ６ 急加速制御処理を行い、処理を終了する。
ステップＳ７ 運転者要求出力ＰＤを算出する。
ステップＳ８ バッテリ充放電要求出力ＰＢを算出する。
ステップＳ９ 車両要求出力ＰＯを算出する。
ステップＳ１０ エンジン１１の運転ポイントを決定する。
ステップＳ１１ エンジン１１が駆動領域に置かれているかどうかを判断する。
エンジン１１が駆動領域に置かれている場合はステップＳ１２に、置かれていない場合はステップＳ１３に進む。
ステップＳ１２ 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Ｓ１５に、駆動されていない場合はステップＳ１９に進む。
ステップＳ１４ エンジン始動制御処理を行う。
ステップＳ１５ エンジン停止制御処理を行う。
ステップＳ１６ エンジン制御処理を行う。
ステップＳ１７ 発電機目標回転速度ＮＧ^* を決定する。
ステップＳ１８ 発電機・発電機ブレーキオン／オフ制御処理を行う。
ステップＳ１９ 駆動軸トルクＴＲｏｕｔを推定する。
ステップＳ２０ 駆動モータ目標トルクＴＭ^* を決定する。
ステップＳ２１ 駆動モータ目標トルク制限処理を行う。
ステップＳ２２ 駆動モータ制御処理を行い、処理を終了する。
【００８７】
次に、図１３のステップＳ６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。
【００８８】
図１９は本発明の第１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。
【００８９】
まず、前記急加速制御処理手段は、車両要求トルクＴＯ^* を読み込み、該車両要求トルクＴＯ^* と駆動モータ最大トルクＴＭｍａｘとの差トルクΔＴを算出し、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^* として決定する。
【００９０】
そして、前記急加速制御処理手段の図示されない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^* を駆動モータ最大トルクＴＭｍａｘにして駆動モータ２５の制御を行う。また、前記急加速制御処理手段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、決定された発電機目標トルクＴＧ^* に基づいて発電機１６のトルク制御を行う。
【００９１】
次に、図１９のフローチャートについて説明する。
ステップＳ６−１ 車両要求トルクＴＯ^* を読み込む。
ステップＳ６−２ 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Ｓ６−３ 発電機目標トルクＴＧ^* に車両要求トルクＴＯ^* と駆動モータ目標トルクＴＭ^* との差トルクΔＴをセットする。
ステップＳ６−４ 駆動モータ制御処理を行う。
ステップＳ６−５ 発電機トルク制御処理を行い、リターンする。
【００９２】
次に、図１４のステップＳ１４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２０は本発明の第１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、リングギヤ回転速度ＮＲ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１２）の運転ポイントを読み込む。なお、前記リングギヤ回転速度ＮＲは、前述されたように、駆動モータロータ位置θＭに基づいて算出される。
【００９５】
続いて、エンジン始動制御処理手段は、前記リングギヤ回転速度ＮＲ、及び前記運転ポイントにおける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】
前記エンジン始動制御処理手段の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。
【００９７】
そして、前記エンジン始動制御処理手段は、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い、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。
【００９８】
続いて、前記エンジン始動制御処理手段は、エンジン１１が正常に動作し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。
【００９９】
次に、図２０のフローチャートについて説明する。
ステップＳ１４−１ 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Ｓ１４−３に、０〔％〕でない場合はステップＳ１４−２に進む。
ステップＳ１４−２ スロットル開度θを０〔％〕にし、ステップＳ１４−１に戻る。
ステップＳ１４−３ リングギヤ回転速度ＮＲを読み込む。
ステップＳ１４−４ エンジン１１の運転ポイントを読み込む。
ステップＳ１４−５ 発電機目標回転速度ＮＧ^* を決定する。
ステップＳ１４−６ 発電機回転速度制御処理を行う。
ステップＳ１４−７ 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Ｓ１４−８に進み、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Ｓ１４−３に戻る。
ステップＳ１４−８ 燃料噴射及び点火を行う。
ステップＳ１４−９ スロットル開度θを調整する。
ステップＳ１４−１０ 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Ｓ１４−１１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Ｓ１４−１に戻る。
ステップＳ１４−１１ 所定時間が経過するのを待機し、リターンする。
【０１００】
次に、図１４のステップＳ１５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。
【０１０１】
図２１は本発明の第１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。
【０１０２】
まず、エンジン停止制御処理手段は、発電機ブレーキＢ（図１２）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、前記エンジン停止制御処理手段は、エンジントルクＴＥ相当分を発電機目標トルクＴＧ^* にセットする。次に、前記エンジン停止制御処理手段の発電機トルク制御処理手段は、前記発電機目標トルクＴＧ^* に従って発電機トルク制御処理を行う。そして、所定時間が経過すると、前記エンジン停止制御処理手段の発電機回転速度制御処理手段は、発電機回転速度制御処理を行う。その後、前記エンジン停止制御処理手段は発電機ブレーキＢを解放する。なお、前記エンジントルクＴＥ相当分は、エンジントルクＴＥに対する発電機トルクＴＧの比、すなわち、トルク比を学習することによって算出される。
【０１０３】
また、前記発電機ブレーキＢが解放されている場合、及び前記発電機回転速度制御処理が行われた場合、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。
【０１０４】
続いて、前記エンジン停止制御処理手段は、エンジン目標回転速度ＮＥ^* を０〔ｒｐｍ〕とし、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、前記発電機回転速度制御処理手段は発電機回転速度制御処理を行う。
【０１０５】
次に、前記エンジン停止制御処理手段は、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。
【０１０６】
次に、図２１のフローチャートについて説明する。
ステップＳ１５−１ 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Ｓ１５−７に、解放されていない場合はステップＳ１５−２に進む。
ステップＳ１５−２ エンジントルクＴＥ相当分を発電機目標トルクＴＧ^* にセットする。
ステップＳ１５−３ 発電機トルク制御処理を行う。
ステップＳ１５−４ 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Ｓ１５−５に進み、経過していない場合はステップＳ１５−３に戻る。
ステップＳ１５−５ 発電機回転速度制御処理を行う。
ステップＳ１５−６ 発電機ブレーキＢを解放する。
ステップＳ１５−７ 燃料噴射及び点火を停止させる。
ステップＳ１５−８ スロットル開度θを０〔％〕にする。
ステップＳ１５−９ 発電機目標回転速度ＮＧ^* を決定する。
ステップＳ１５−１０ 発電機回転速度制御処理を行う。
ステップＳ１５−１１ 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Ｓ１５−１２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Ｓ１５−９に戻る。
ステップＳ１５−１２ 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。
【０１０７】
次に、図１４のステップＳ１８における発電機・発電機ブレーキオン／オフ制御処理のサブルーチンについて説明する。
【０１０８】
図２２は本発明の第１の実施の形態における発電機・発電機ブレーキオン／オフ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・発電機ブレーキオン／オフ制御処理手段は、発電機目標回転速度ＮＧ^* を読み込み、該発電機目標回転速度ＮＧ^* の絶対値が所定の第１の回転速度Ｎｔｈ１（例えば、５００〔ｒｐｍ〕）より小さい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より小さい場合、発電機・発電機ブレーキオン／オフ制御処理手段は、発電機ブレーキＢ（図１２）が解放されているかどうかを判断し、発電機ブレーキＢが解放されている場合、発電機目標回転速度ＮＧ^* に０〔ｒｐｍ〕をセットする。
【０１１０】
そして、前記発電機・発電機ブレーキオン／オフ制御処理手段の発電機回転速度制御処理手段は、発電機回転速度制御処理を行う。
【０１１１】
次に、前記発電機・発電機ブレーキオン／オフ制御処理手段は、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。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・発電機ブレーキオン／オフ制御処理手段は、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。
【０１１２】
一方、発電機目標回転速度ＮＧ^* の絶対値が前記第１の回転速度Ｎｔｈ１以上である場合、発電機・発電機ブレーキオン／オフ制御処理手段は、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し、係合させられていない場合、前記発電機回転速度制御処理手段は、発電機回転速度制御処理を行う。
【０１１３】
また、発電機ブレーキＢが係合させられている場合、前記発電機・発電機ブレーキオン／オフ制御処理手段は、前記エンジントルクＴＥ相当分を発電機目標トルクＴＧ^* にセットする。そして、前記発電機・発電機ブレーキオン／オフ制御処理手段の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う。
【０１１４】
続いて、発電機トルク制御処理が行われた後、所定時間が経過すると、前記発電機回転速度制御処理手段は発電機回転速度制御処理を行う。そして、前記発電機・発電機ブレーキオン／オフ制御処理手段は発電機ブレーキＢを解放する。
【０１１５】
次に、図２２のフローチャートについて説明する。
ステップＳ１８−１ 発電機目標回転速度ＮＧ^* を読み込む。
ステップＳ１８−２ 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より小さい場合はステップＳ１８−３に、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Ｓ１８−４に進む。
ステップＳ１８−３ 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Ｓ１８−５に進み、解放されていない場合はリターンする。
ステップＳ１８−４ 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ステップＳ１８−１２に、係合させられていない場合はステップＳ１８−１１に進む。
ステップＳ１８−５ 発電機目標回転速度ＮＧ^* に０〔ｒｐｍ〕をセットする。
ステップＳ１８−６ 発電機回転速度制御処理を行う。
ステップＳ１８−７ 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Ｓ１８−８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Ｓ１８−６に戻る。
ステップＳ１８−８ 発電機ブレーキＢを係合させる。
ステップＳ１８−９ 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Ｓ１８−１０に進み、経過していない場合はステップＳ１８−８に戻る。
ステップＳ１８−１０ 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。
ステップＳ１８−１１ 発電機回転速度制御処理を行い、リターンする。
ステップＳ１８−１２ エンジントルクＴＥ相当分を発電機目標トルクＴＧ^* にセットする。
ステップＳ１８−１３ 発電機トルク制御処理を行う。
ステップＳ１８−１４ 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Ｓ１８−１５に進み、経過していない場合はステップＳ１８−１２に戻る。
ステップＳ１８−１５ 発電機回転速度制御処理を行う。
ステップＳ１８−１６ 発電機ブレーキＢを解放し、リターンする。
【０１１６】
次に、図２２のステップＳ１８−６の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。なお、図２０のステップＳ１４−６、図２１のステップＳ１５−５、Ｓ１５−１０、図２２のステップＳ１８−１１、Ｓ１８−１５の発電機回転速度制御処理については、ステップＳ１８−６の発電機回転速度制御処理と同じ処理が行われるので、その説明を省略する。
【０１１７】
図２３は本発明の第１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。
【０１１８】
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^* 及び発電機回転速度ＮＧを読み込み、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^* を算出し、決定する。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。
【０１１９】
続いて、前記発電機回転速度制御処理手段の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、発電機１６のトルク制御を行う。
【０１２０】
次に、図２３のフローチャートについて説明する。
ステップＳ１８−６−１ 発電機目標回転速度ＮＧ^* を読み込む。
ステップＳ１８−６−２ 発電機回転速度ＮＧを読み込む。
ステップＳ１８−６−３ 発電機目標トルクＴＧ^* を決定する。
ステップＳ１８−６−４ 発電機トルク制御処理を行い、リターンする。
【０１２１】
次に、図２３のステップＳ１８−６−４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。なお、図１９のステップＳ６−５、図２１のステップＳ１５−３、及び図２２のステップＳ１８−１３の発電機トルク制御処理については、ステップＳ１８−６−４の発電機トルク制御処理と同じ処理が行われるので、その説明を省略する。
【０１２２】
図２４は本発明の第１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。
【０１２３】
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を読み込み、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、バッテリ電圧ＶＢを読み込む。続いて、前記発電機トルク制御処理手段は、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、前記記録装置に記録された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^* を決定する。
【０１２４】
また、前記発電機トルク制御処理手段は、電流センサ６６（図１２）、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。
【０１２５】
続いて、前記発電機トルク制御処理手段は、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に変換し、該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。そして、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を発電機トルク制御処理手段のドライブ処理手段に出力する。該ドライブ処理手段は、パルス幅変調信号ＳＵ、ＳＶ、ＳＷに基づいて前記インバータ２８に駆動信号ＳＧ１を送る。
【０１２６】
次に、図２４のフローチャートについて説明する。
ステップＳ１８−６−４−１ 発電機目標トルクＴＧ^* を読み込む。
ステップＳ１８−６−４−２ 発電機ロータ位置θＧを読み込む。
ステップＳ１８−６−４−３ 発電機回転速度ＮＧを算出する。
ステップＳ１８−６−４−４ バッテリ電圧ＶＢを読み込む。
ステップＳ１８−６−４−５ 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Ｓ１８−６−４−６ 電流ＩＧＵ、ＩＧＶを読み込む。
ステップＳ１８−６−４−７ ３相／２相変換を行う。
ステップＳ１８−６−４−８ 電圧指令値ＶＧｄ^* 、ＶＧｑ^* を算出する。
ステップＳ１８−６−４−９ ２相／３相変換を行う。
ステップＳ１８−６−４−１０ パルス幅変調信号ＳＵ、ＳＶ、ＳＷを出力し、リターンする。
【０１２７】
ところで、前述されたように、駆動モータトルクＴＭの変化率を、発進時、急加速時等においてハイブリッド型車両を十分に加速させることができ、運転者の要求を満たすことができる程度に設定すると、高車速領域において駆動モータ２５の消費電力が大きく変化し、それに伴って、バッテリ電圧ＶＢが低くなり、発電機１６の発電機トルクが低下してしまう。
【０１２８】
この場合、発電機回転速度ＮＧを低くするのに時間がかかり、発電機トルクの低下に追随することができないので、エンジン１１の吹上りが発生するのを防止するために、エンジントルクＴＥを小さくすると、エンジン１１の運転ポイントが最適燃料曲線Ｌ１１（図１７）から外れてしまう。
【０１２９】
そこで、前記駆動モータ目標トルクＴＭ^* が決定されると、前記駆動モータ目標トルク制限処理手段によって、駆動モータ目標トルクＴＭ^* が制限されるようになっている。
【０１３０】
次に、図１４のステップＳ２１における駆動モータ目標トルク制限処理のサブルーチンについて説明する。
【０１３１】
図２５は本発明の第１の実施の形態における駆動モータ目標トルク制限処理のサブルーチンを示す図、図２６は本発明の第１の実施の形態における駆動モータトルクと消費電力との関係を示す図である。
【０１３２】
図２６において、ＴＭ１は低車速時、例えば、低車速領域における駆動モータ２５（図１）の駆動モータトルク、ＴＭ２は高車速時、例えば、高車速領域における駆動モータ２５の駆動モータトルク、Ｐｗ１１は低車速時、例えば、低車速領域における駆動モータ２５の消費電力、Ｐｗ１２は高車速時、例えば、高車速領域における駆動モータ２５の消費電力である。
【０１３３】
まず、前記駆動モータ目標トルク制限処理手段は駆動モータ目標トルクＴＭ^* を読み込み、続いて、前記駆動モータ目標トルク制限処理手段の図示されない車速領域判定処理手段は、車速領域判定処理を行い、駆動モータ回転速度ＮＭを読み込み、前記駆動モータ回転速度ＮＭが閾（しきい）値ＮＭｔｈより低いかどうかを判断し、駆動モータ回転速度ＮＭが閾値ＮＭｔｈより低い場合、駆動モータ回転速度ＮＭは低車速領域に属し、駆動モータ２５は低車速領域で駆動されていると判断し、駆動モータ回転速度ＮＭｔｈ以上である場合、駆動モータ回転速度ＮＭは高車速領域に属し、駆動モータ２５は高車速領域で駆動されていると判断する。
【０１３４】
続いて、前記駆動モータ目標トルク制限処理手段の駆動モータトルク変化率設定処理手段は、駆動モータトルク変化率設定処理を行い、駆動モータ２５が低車速領域で駆動されている場合、低車速領域における制限値としての最大変化率ΔＴＭ１を設定し、駆動モータ２５が高車速領域で駆動されている場合、高車速領域における制限値としての最大変化率ΔＴＭ２を設定する。
【０１３５】
そのために、前記車両制御装置５１の記録装置の駆動モータトルク変化率マップには、駆動モータトルクＴＭを図２６に示されるように変化させることができるように、低車速領域における駆動モータトルクＴＭの変化率ΔＴＭの最大値が前記最大変化率ΔＴＭ１として、高車速領域における駆動モータトルクＴＭの変化率ΔＴＭの最大値が前記最大変化率ΔＴＭ２（＜ΔＴＭ１）として設定される。
【０１３６】
続いて、前記駆動モータ目標トルク制限処理手段の変量変化率算出処理手段９２（図１）は、変量変化率算出処理を行い、低車速領域における最大変化率ΔＴＭ１が設定されると、前記駆動モータ目標トルクＴＭ^* の変化率ΔＴＭ^* を算出する。そして、前記駆動モータ目標トルク制限処理手段は、該変化率ΔＴＭ^* と前記最大変化率ΔＴＭ１とを比較し、変化率ΔＴＭ^* が最大変化率ΔＴＭ１以下である場合、前記変化率ΔＴＭ^* を駆動モータ目標トルクＴＭ^* を制限するための変化率ΔＴＭ^* としてセットし、変化率ΔＴＭ^* が最大変化率ΔＴＭ１より大きい場合、前記最大変化率ΔＴＭ１を駆動モータ目標トルクＴＭ^* を制限するための変化率ΔＴＭ^* としてセットする。
【０１３７】
続いて、前記駆動モータ目標トルク制限処理手段は、前記変化率ΔＴＭ^* に基づいて駆動モータ目標トルクＴＭ^* を制限する。したがって、図２６に示されるように、低車速領域において駆動モータトルクＴＭ１は早めに立ち上がる。
【０１３８】
また、前記変量変化率算出処理手段９２は、高車速領域における最大変化率ΔＴＭ２が設定されると、前記駆動モータ目標トルクＴＭ^* の変化率ΔＴＭ^* を算出する。そして、前記駆動モータ目標トルク制限処理手段は、前記変化率ΔＴＭ^* と前記最大変化率ΔＴＭ２とを比較し、変化率ΔＴＭ^* が最大変化率ΔＴＭ２以下である場合、前記変化率ΔＴＭ^* を駆動モータ目標トルクＴＭ^* を制限するための変化率ΔＴＭ^* としてセットし、変化率ΔＴＭ^* が最大変化率ΔＴＭ２より大きい場合、前記最大変化率ΔＴＭ２を駆動モータ目標トルクＴＭ^* を制限するための変化率ΔＴＭ^* としてセットする。
【０１３９】
続いて、前記駆動モータ目標トルク制限処理手段は、前記変化率ΔＴＭ^* に基づいて駆動モータ目標トルクＴＭ^* を制限する。したがって、図２６に示されるように、高車速領域において駆動モータトルクＴＭ２は緩く立ち上がる。
【０１４０】
このように、駆動モータ目標トルク制限処理手段は、駆動モータ回転速度ＮＭに対応させて、駆動モータ目標トルクＴＭ^* を変化率ΔＴＭ^* に基づいて制限し、駆動モータ回転速度ＮＭが高くなるに従って変化率ΔＴＭ^* を小さくする。すなわち、前記駆動モータ目標トルク制限処理手段は、駆動モータ２５を駆動するに当たり、駆動モータ回転速度ＮＭが低車速領域に属する場合、駆動モータ目標トルクＴＭ^* を最大変化率ΔＴＭ１以下の変化率ΔＴＭ^* で、駆動モータ回転速度ＮＭが高車速領域に属する場合、駆動モータ目標トルクＴＭ^* を最大変化率ΔＴＭ２以下の変化率ΔＴＭ^* で変化させる。
【０１４１】
この場合、最大変化率ΔＴＭ１、ΔＴＭ２は、それぞれ、低車速領域及び高車速領域において、駆動モータ回転速度ＮＭが急激に高くなるのを防止し、ハイブリッド型車両の駆動力に大きな振動が発生するのを抑制することができる程度の低い値で、かつ、ハイブリッド型車両の加速性が低くならず、発進時、急加速時等においてハイブリッド型車両を十分に加速させることができ、運転者の要求を満たすことができる程度の値に設定される。したがって、ハイブリッド型車両の走行フィーリングを良くすることができる。
【０１４２】
前記駆動モータ２５の消費電力は、前述されたように、
（駆動モータトルクＴＭ）×（駆動モータ回転速度ＮＭ）×（モータ効率）
で表される。
【０１４３】
したがって、低車速領域においては、発進時、急加速時等においてハイブリッド型車両を十分に加速させることができ、運転者の要求を満たすことができる程度に前記変化率ΔＴＭ^* が設定されても、駆動モータトルクＴＭが変化するのに伴って消費電力Ｐｗ１１は大きく変化しない。一方、高車速領域においては、前記変化率ΔＴＭ^* が低車速領域における変化率ΔＴＭ^* より低く設定されるので、前記駆動モータトルクＴＭ２が変化するのに伴って消費電力Ｐｗ１２は大きく変化しない。
【０１４４】
すなわち、高車速領域における変化率ΔＴＭ^* が低車速領域における変化率ΔＴＭ^* より低く設定されるので、消費電力Ｐｗ１１の変化率ΔＰｗ１１と消費電力Ｐｗ１２の変化率ΔＰｗ１２とは等しく、しかも、低くされる。したがって、低車速領域及び高車速領域において、消費電力Ｐｗ１１、Ｐｗ１２が大きく変化するのを防止することができる。
【０１４５】
この場合、駆動モータ回転速度ＮＭに対応させて前記変化率ΔＴＭ^* が制限されることによって、駆動モータ回転速度ＮＭに対応させて消費電力Ｐｗ１１、Ｐｗ１２が制限され、駆動モータ回転速度ＮＭが高くなるに従って消費電力Ｐｗ１１、Ｐｗ１２が大きくされる。
【０１４６】
そして、消費電力Ｐｗ１１、Ｐｗ１２が大きく変化するのが防止されるので、バッテリ電圧ＶＢは大きく変化しない。したがって、駆動モータトルクＴＭが不足することがない。また、高車速領域において、発電機回転速度ＮＧを急速に低くする必要がなくなるので、発電機トルクＴＧに十分に余裕を持たせる必要がない。その結果、発電機１６を小型化することができ、ハイブリッド型車両のコストを低くすることができる。
【０１４７】
また、エンジン１１の吹上りが発生するのを防止するためにエンジントルクを小さくする必要がない。したがって、エンジン１１の運転ポイントが最適燃料曲線から外れることがないので、燃費を良くすることができる。また、スロットル開度θが急激に小さくなることがないので、排ガス中の有害物質を少なくすることができる。
【０１４８】
なお、車両が電動車両の場合、車速Ｖと駆動モータ回転速度ＮＭとが対応するので、車速Ｖが閾値Ｖｔｈより低いかどうかを判断し、車速Ｖが閾値ｔｈより低い場合、車速Ｖは低車速領域に属し、駆動モータ２５は低車速領域で駆動されていると判断し、車速Ｖが閾値Ｖｔｈ以上である場合、車速Ｖは高車速領域に属し、駆動モータ２５は高車速領域で駆動されていると判断する。
【０１４９】
本実施の形態においては、低車速時と高車速時とを分けるために、低車速領域及び高車速領域の二つの車速領域を設定し、各車速領域で変化率ΔＴＭ^* を異ならせるようにしているが、低車速領域及び高車速領域のほかに中車速領域等の他の一つ以上の車速領域を設定し、各車速領域で変化率を異ならせることもできる。また、検出された車速Ｖと変化率ΔＴＭ^* とを対応させ、変化率ΔＴＭ^* を連続的に変化させることもできる。
【０１５０】
また、本実施の形態においては、各変化率ΔＴＭ^* はいずれも一定の値にされるが、変化率ΔＴＭ^* を、時間をパラメータとする変数で表すこともできる。その場合、駆動モータトルクＴＭ１、ＴＭ２をそれぞれ変化させるのに必要な時間のうちの長い方の時間で駆動モータトルクＴＭ１、ＴＭ２を積分し、積分値σＴＭ１、σＴＭ２を算出したとき、
σＴＭ１＞σＴＭ２
にされる。
【０１５１】
さらに、本実施の形態においては、変化率ΔＰｗ１１と変化率ΔＰｗ１２とを等しく設定するようになっているが、変化率ΔＴＭ２が変化率ΔＴＭ１より低くされるのであれば、変化率ΔＰｗ１１、ΔＰｗ１２は必ずしも等しく設定する必要はない。
【０１５２】
次に、フローチャートについて説明する。
【０１５３】
図２５のフローチャートの説明を入力又は修正してください。
ステップＳ２１−１ 駆動モータ目標トルクＴＭ^* を読み込む。
ステップＳ２１−２ 駆動モータ回転速度ＮＭを読み込む。
ステップＳ２１−３ 駆動モータ回転速度ＮＭが閾値ＮＭｔｈより低いかどうかを判断する。駆動モータ回転速度ＮＭが閾値ＮＭｔｈより低い場合はステップＳ２１−４に、駆動モータ回転速度ＮＭが閾値ＮＭｔｈ以上である場合はステップＳ２１−５に進む。
ステップＳ２１−４ 低車速領域における最大変化率ΔＴＭ１を設定する。
ステップＳ２１−５ 高車速領域における最大変化率ΔＴＭ２を設定する。
ステップＳ２１−６ 変化率ΔＴＭ^* が最大変化率ΔＴＭ１より大きいかどうかを判断する。変化率ΔＴＭ^* が最大変化率ΔＴＭ１より大きい場合はステップＳ２１−８に、変化率ΔＴＭ^* が最大変化率ΔＴＭ１以下である場合はステップＳ２１−７に進む。
ステップＳ２１−７ 変化率ΔＴＭ^* に変化率ΔＴＭ^* をセットする。
ステップＳ２１−８ 変化率ΔＴＭ^* に最大変化率ΔＴＭ１をセットする。
ステップＳ２１−９ 駆動モータ目標トルクＴＭ^* を制限し、リターンする。
ステップＳ２１−１０ 変化率ΔＴＭ^* が最大変化率ΔＴＭ２より大きいかどうかを判断する。変化率ΔＴＭ^* が最大変化率ΔＴＭ２より大きい場合はステップＳ２１−１２に、変化率ΔＴＭ^* が最大変化率ΔＴＭ２以下である場合はステップＳ２１−１１に進む。
ステップＳ２１−１１ 変化率ΔＴＭ^* に変化率ΔＴＭ^* をセットし、ステップＳ９に進む。
ステップＳ２１−１２ 変化率ΔＴＭ^* に最大変化率ΔＴＭ１をセットし、ステップＳ９に進む。
【０１５４】
次に、図１４のステップＳ２２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。
【０１５５】
図２７は本発明の第１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。
【０１５６】
まず、駆動モータ制御処理手段は、図１４のステップＳ２１において制限された駆動モータ目標トルクＴＭ^* を読み込み、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に基づいて駆動モータ回転速度ＮＭを算出し、バッテリ電圧ＶＢを読み込む。続いて、前記駆動モータ制御処理手段は、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、前記記録装置に記録された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^* を決定する。
【０１５７】
また、前記駆動モータ制御処理手段は、電流センサ６８（図１２）、６９から電流ＩＭＵ、ＩＭＶを読み込むとともに、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。
【０１５８】
続いて、前記駆動モータ制御処理手段は、３相／２相変換を行い、電流ＩＭＵ、ＩＭＶ、ＩＭＷをｄ軸電流ＩＭｄ及びｑ軸電流ＩＭｑに変換し、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。そして、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を駆動モータ制御処理手段のドライブ処理手段に出力する。該ドライブ処理手段は、パルス幅変調信号ＳＵ、ＳＶ、ＳＷに基づいて前記インバータ２９に駆動信号ＳＧ２を送る。
【０１５９】
次に、図２７のフローチャートについて説明する。
ステップＳ２２−１ 駆動モータ目標トルクＴＭ^* を読み込む。
ステップＳ２２−２ 駆動モータロータ位置θＭを読み込む。
ステップＳ２２−３ 駆動モータ回転速度ＮＭを算出する。
ステップＳ２２−４ バッテリ電圧ＶＢを読み込む。
ステップＳ２２−５ 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Ｓ２２−６ 電流ＩＭＵ、ＩＭＶを読み込む。
ステップＳ２２−７ ３相／２相変換を行う。
ステップＳ２２−８ 電圧指令値ＶＭｄ^* 、ＶＭｑ^* を算出する。
ステップＳ２２−９ ２相／３相変換を行う。
ステップＳ２２−１０ パルス幅変調信号ＳＵ、ＳＶ、ＳＷを出力し、リターンする。
【０１６０】
ところで、ハイブリッド型車両の慣性によって、車速Ｖは直ちには変化しないと仮定すると、駆動モータ回転速度ＮＭも直ちには変化しない。そこで、アクセルペダル５４を急激に踏み込んだときの車両要求トルクＴＯ^* に基づいて駆動軸要求トルクＴＲｏｕｔ^* を算出することができる。また、該駆動軸要求トルクＴＲｏｕｔ^* と現在の駆動モータ回転速度ＮＭとを乗算することによって駆動軸要求出力ＰＲｏｕｔを算出することができる。一方、現在の駆動軸トルクＴＲｏｕｔと現在の駆動モータ回転速度ＮＭとを乗算することによって、現在の駆動軸出力ＰＣを算出することができる。
【０１６１】
そこで、前記駆動軸要求出力ＰＲｏｕｔと駆動軸出力ＰＣとの出力差分ΔＰの変化率を制限するようにした本発明の第２の実施の形態について説明する。
【０１６２】
図２８は本発明の第２の実施の形態における駆動モータ目標トルク制限処理のサブルーチンを示す図である。
【０１６３】
この場合、変量制限処理手段９３（図１）としての駆動モータ目標トルク制限処理手段は、駆動モータ目標トルク制限処理を行い、車両要求トルクＴＯ^* を読み込み、該車両要求トルクＴＯ^* 及びギヤ比ＧＭＷに基づいて駆動軸要求トルクＴＲｏｕｔ^* を算出することができる。次に、前記駆動モータ目標トルク制限処理手段は、駆動モータ回転速度ＮＭを読み込み、前記駆動軸要求トルクＴＲｏｕｔ^* と駆動モータ回転速度ＮＭとを乗算することによって、駆動軸要求出力ＰＲｏｕｔ
ＰＲｏｕｔ＝ＴＲｏｕｔ^* ・ＮＭ
を算出する。
【０１６４】
続いて、前記駆動モータ目標トルク制限処理手段の図示されない出力差分算出処理手段は、駆動軸トルクＴＲｏｕｔを読み込み、該駆動軸トルクＴＲｏｕｔと前記駆動モータ回転速度ＮＭとを乗算することによって、現在の駆動軸出力ＰＣ
ＰＣ＝ＴＲｏｕｔ・ＮＭ
を算出し、前記駆動軸要求出力ＰＲｏｕｔと現在の駆動軸出力ＰＣとの差、すなわち、出力差分ΔＰ
ΔＰ＝ＰＲｏｕｔ−ＰＣ
を算出する。なお、前記出力差分算出処理手段は、前記駆動モータ２５の駆動に対応して変化する変量を表す電力の変化率として出力差分ΔＰを算出する変量変化率算出処理手段９２を構成する。
【０１６５】
続いて、前記駆動モータ目標トルク制限処理手段は、前記出力差分ΔＰが、あらかじめ設定された制限値としての電力変化率制限値ΔＰｔｈ１より大きいかどうかを判断し、出力差分ΔＰが電力変化率制限値ΔＰｔｈ１より大きい場合、出力差分ΔＰに電力変化率制限値ΔＰｔｈ１をセットする。
【０１６６】
次に、前記駆動モータ目標トルク制限処理手段は、現在の駆動軸出力ＰＣに前記出力差分ΔＰにセットされた電力変化率制限値ΔＰｔｈ１を加算し、駆動モータ目標トルクＴＭ^* を制限するための駆動軸要求出力ＰＲｏｕｔを算出する。続いて、前記駆動モータ目標トルク制限処理手段は、前記駆動軸要求出力ＰＲｏｕｔを駆動モータ回転速度ＮＭで除算することによって、駆動モータ目標トルクＴＭ^* を算出し、制限する。
【０１６７】
なお、前記電力変化率制限値ΔＰｔｈ１は、低車速領域及び高車速領域において、駆動モータ回転速度ＮＭが急激に高くなるのを防止し、ハイブリッド型車両の駆動力に大きな振動が発生するのを抑制することができる程度の低い値で、かつ、ハイブリッド型車両の加速性が低くならず、発進時、急加速時等においてハイブリッド型車両を十分に加速させることができ、運転者の要求を満たすことができる程度の値に設定される。
【０１６８】
例えば、電力変化率を４０〔ｋＷ／ｓ〕で制限し、駆動モータ目標トルク制限処理が２〔ｍｓ〕で行われている場合、前記電力変化率制限値ΔＰｔｈ１は８０〔Ｗ〕になる。
【０１６９】
次に、フローチャートについて説明する。
【０１７０】
図２８のフローチャートの説明を入力又は修正してください。
ステップＳ２１−２１ 車両要求トルクＴＯ^* を読み込む。
ステップＳ２１−２２ 駆動モータ回転速度ＮＭを読み込む。
ステップＳ２１−２３ 駆動軸要求出力ＰＲｏｕｔを算出する。
ステップＳ２１−２４ 現在の駆動軸出力ＰＣを算出する。
ステップＳ２１−２５ 出力差分ΔＰを算出する。
ステップＳ２１−２６ 出力差分ΔＰが電力変化率制限値ΔＰｔｈ１より大きいかどうかを判断する。出力差分ΔＰが電力変化率制限値ΔＰｔｈ１より大きい場合はステップＳ２１−２７に、出力差分ΔＰが電力変化率制限値ΔＰｔｈ１以下の場合はステップＳ２１−２８に進む。
ステップＳ２１−２７ 出力差分ΔＰに電力変化率制限値ΔＰｔｈ１をセットする。
ステップＳ２１−２８ 駆動軸要求出力ＰＲｏｕｔに現在の駆動軸出力ＰＣに出力差分ΔＰを加算した値をセットする。
ステップＳ２１−２９ 駆動モータ目標トルクＴＭ^* を制限し、リターンする。
【０１７１】
次に、本発明の第３の実施の形態について説明する。
【０１７２】
図２９は本発明の第３の実施の形態における駆動モータ目標トルク制限処理のサブルーチンを示す図である。
【０１７３】
この場合、前記変量制限処理手段９３（図１）としての駆動モータ目標トルク制限処理手段は、駆動モータ目標トルク制限処理を行い、車両要求トルクＴＯ^* を読み込み、該車両要求トルクＴＯ^* 及びギヤ比ＧＭＷに基づいて駆動軸要求トルクＴＲｏｕｔ^* を算出することができる。次に、前記駆動モータ目標トルク制限処理手段は、駆動モータ回転速度ＮＭを読み込み、前記駆動軸要求トルクＴＲｏｕｔ^* と駆動モータ回転速度ＮＭとを乗算することによって、駆動軸要求出力ＰＲｏｕｔ
ＰＲｏｕｔ＝ＴＲｏｕｔ^* ・ＮＭ
を算出する。
【０１７４】
続いて、前記駆動モータ目標トルク制限処理手段の図示されない出力差分算出処理手段は、駆動軸トルクＴＲｏｕｔを読み込み、該駆動軸トルクＴＲｏｕｔと前記駆動モータ回転速度ＮＭとを乗算することによって、現在の駆動軸出力ＰＣＰＣ＝ＴＲｏｕｔ・ＮＭ
を算出し、出力差分ΔＰ
ΔＰ＝ＰＲｏｕｔ−ＰＣ
を算出する。なお、前記出力差分算出処理手段は、前記駆動モータ２５の駆動に対応して変化する変量を表す電流の変化率として出力差分ΔＰを算出する変量変化率算出処理手段９２を構成する。
【０１７５】
次に、前記駆動モータ目標トルク制限処理手段は、バッテリ電圧ＶＢを読み込み、該バッテリ電圧ＶＢとあらかじめ設定された制限値としての電流変化率制限値ΔＩｔｈとを乗算し、電力変化率制限値ΔＰｔｈ２を算出する。
【０１７６】
続いて、前記駆動モータ目標トルク制限処理手段は、前記出力差分ΔＰが、前記電力変化率制限値ΔＰｔｈ２より大きいかどうかを判断し、出力差分ΔＰが電力変化率制限値ΔＰｔｈ２より大きい場合、出力差分ΔＰに電力変化率制限値ΔＰｔｈ２をセットし、前記出力差分ΔＰを駆動モータ回転速度ＮＭで除算することによって、駆動モータ目標トルクＴＭ^* を算出し、制限する。
【０１７７】
次に、前記駆動モータ目標トルク制限処理手段は、現在の駆動軸出力ＰＣに前記出力差分ΔＰにセットされた電力変化率制限値ΔＰｔｈ２を加算し、駆動モータ目標トルクＴＭ^* を制限するための駆動軸要求出力ＰＲｏｕｔを算出する。続いて、前記駆動モータ目標トルク制限処理手段は、前記駆動軸要求出力ＰＲｏｕｔを駆動モータ回転速度ＮＭで除算することによって、駆動モータ目標トルクＴＭ^* を算出し、制限する。
【０１７８】
なお、前記電力変化率制限値ΔＰｔｈ２は、低車速領域及び高車速領域において、駆動モータ回転速度ＮＭが急激に高くなるのを防止し、ハイブリッド型車両の駆動力に大きな振動が発生するのを抑制することができる程度の低い値で、かつ、ハイブリッド型車両の加速性が低くならず、発進時、急加速時等においてハイブリッド型車両を十分に加速させることができ、運転者の要求を満たすことができる程度の値に設定される。
【０１７９】
なお、例えば、電流変化率を１００〔Ａ／秒〕で制限した場合、駆動モータ目標トルク制限処理が２〔ｍ秒〕で実行される場合、電流変化率制限値ΔＩｔｈは０．２〔Ａ〕になる。
【０１８０】
次に、フローチャートについて説明する。
【０１８１】
図２９のフローチャートの説明を入力又は修正してください。
ステップＳ２１−３１ 車両要求トルクＴＯ^* を読み込む。
ステップＳ２１−３２ 駆動モータ回転速度ＮＭを読み込む。
ステップＳ２１−３３ 駆動軸要求出力ＰＲｏｕｔを算出する。
ステップＳ２１−３４ 現在の駆動軸出力ＰＣを算出する。
ステップＳ２１−３５ 出力差分ΔＰを算出する。
ステップＳ２１−３６ バッテリ電圧ＶＢを読み込む。
ステップＳ２１−３７ 電力変化率制限値ΔＰｔｈ２を算出する。
ステップＳ２１−３８ 出力差分ΔＰが電力変化率制限値ΔＰｔｈ２より大きいかどうかを判断する。出力差分ΔＰが電力変化率制限値ΔＰｔｈ２より大きい場合はステップＳ２１−３９に、出力差分ΔＰが電力変化率制限値ΔＰｔｈ２以下の場合はステップＳ２１−４０に進む。
ステップＳ２１−３９ 出力差分ΔＰに電力変化率制限値ΔＰｔｈ２をセットする。
ステップＳ２１−４０ 駆動軸要求出力ＰＲｏｕｔに現在の駆動軸出力ＰＣに出力差分ΔＰを加算した値をセットする。
ステップＳ２１−４１ 駆動モータ目標トルクＴＭ^* を制限し、リターンする。
【０１８２】
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。
【０１８３】
【発明の効果】
以上詳細に説明したように、本発明によれば、電動車両用駆動装置においては、電力を蓄えるバッテリと、該バッテリに蓄えられた電力を受けて駆動され、駆動モータトルクを発生させる駆動モータと、該駆動モータの駆動に対応して変化する駆動モータ目標トルクを変量として算出する変量算出処理手段と、前記変量の変化率を算出する変量変化率算出処理手段と、前記変量の変化率を制限値に基づいて制限する変量制限処理手段とを有する。
そして、前記制限値は前記駆動モータの回転速度に対応させて変更される。
【０１８４】
この場合、駆動モータの駆動に対応して変化する駆動モータ目標トルクが変量として算出され、該変量の変化率が算出され、該変量の変化率が制限値に基づいて制限される。したがって、発進時、急加速時等において電動車両を十分に加速させることができ、運転者の要求を満たすことができる程度に駆動モータトルクの変化率を設定することができる。その結果、駆動力に大きな振動が発生するのを抑制することができるので、電動車両の走行フィーリングを良くすることができる。
【０１８５】
また、低車速時及び高車速時において、駆動モータトルクが変化するのに伴って駆動モータの消費電力が大きく変化するのを防止することができるので、バッテリ電圧を安定させることができる。その結果、バッテリ電圧が急激に低くなることがないので、駆動モータの駆動モータトルクが不足することがない。
【図面の簡単な説明】
【図１】本発明の第１の実施の形態におけるハイブリッド型車両用駆動装置の機能ブロック図である。
【図２】従来の電動車両の第１のトルク特性図である。
【図３】従来の電動車両の第２のトルク特性図である。
【図４】駆動モータトルクと消費電力との関係を示す図である。
【図５】バッテリの充放電特性図である。
【図６】発電機の特性図である。
【図７】エンジン運転状態マップを示す図である。
【図８】本発明の第１の実施の形態におけるハイブリッド型車両用駆動装置の概念図である。
【図９】本発明の第１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１０】本発明の第１の実施の形態における通常走行時の車速線図である。
【図１１】本発明の第１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１２】本発明の第１の実施の形態におけるハイブリッド型車両の制御装置を示す概念図である。
【図１３】本発明の第１の実施の形態におけるハイブリッド型車両の動作を示す第１のメインフローチャートである。
【図１４】本発明の第１の実施の形態におけるハイブリッド型車両の動作を示す第２のメインフローチャートである。
【図１５】本発明の第１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１６】本発明の第１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１７】本発明の第１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１８】本発明の第１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１９】本発明の第１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２０】本発明の第１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２１】本発明の第１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２２】本発明の第１の実施の形態における発電機・発電機ブレーキオン／オフ制御処理のサブルーチンを示す図である。
【図２３】本発明の第１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２４】本発明の第１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２５】本発明の第１の実施の形態における駆動モータ目標トルク制限処理のサブルーチンを示す図である。
【図２６】本発明の第１の実施の形態における駆動モータトルクと消費電力との関係を示す図である。
【図２７】本発明の第１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２８】本発明の第２の実施の形態における駆動モータ目標トルク制限処理のサブルーチンを示す図である。
【図２９】本発明の第３の実施の形態における駆動モータ目標トルク制限処理のサブルーチンを示す図である。
【符号の説明】
１１ エンジン
１６ 発電機
２５ 駆動モータ
４３ バッテリ
５６ ＣＰＵ
９１ 変量算出処理手段
９２ 変量変化率算出処理手段
９３ 変量制限処理手段[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an electric vehicle drive device and a hybrid vehicle drive device.
[0002]
[Prior art]
Conventionally, in a vehicle in which driving force is generated on driving wheels by driving an engine, when the accelerator pedal is depressed, the rotational speed of the engine, that is, the rotational speed of the engine increases. The generated torque, that is, the engine torque is increased. In addition, in an electric vehicle that is driven by generating a driving force on the driving wheels by driving the driving motor, when the accelerator pedal is depressed, the rotational speed of the driving motor, that is, the rotational speed of the driving motor increases. At the same time, the torque generated by the drive motor, that is, the drive motor torque increases.
[0003]
Incidentally, the response of the drive motor is higher than the response of the engine. Therefore, in an electric vehicle, when the accelerator pedal is stepped on suddenly, the drive motor rotational speed increases rapidly, the drive motor torque increases rapidly, and the motor case of the drive motor receives a reaction force accordingly, and the reaction The driving feeling deteriorates due to the vibration generated in the vehicle body by the force or the torsional vibration generated in the drive shaft. Also, if the accelerator pedal is suddenly depressed and returned in a short time, it will be present in the gears for transmission, differential gear, drive shaft, etc. that constitute the torque transmission system between the drive motor and the drive wheels. A rattling noise is generated by backlash. As a result, an impact load is applied to the gear for shifting, the differential gear, the drive shaft, etc., and the durability of the torque transmission system is lowered. Further, when the vehicle body resonates due to the rattling noise, the running feeling becomes worse.
[0004]
FIG. 2 is a first torque characteristic diagram of the conventional electric vehicle.
[0005]
As shown in the figure, when the accelerator pedal is stepped on suddenly at a predetermined timing t1, the drive motor torque rapidly increases, and accordingly, torsional vibration is generated in the drive shaft, and the drive for driving the electric vehicle is performed. A large vibration is generated in the force.
[0006]
Therefore, when the accelerator pedal is depressed, the change rate of the drive motor torque is lowered to prevent the drive motor rotational speed from rapidly increasing and to suppress the occurrence of rattling noise. .
[0007]
FIG. 3 is a second torque characteristic diagram of the conventional electric vehicle.
[0008]
As shown in the figure, when the change rate of the drive motor torque is lowered when the accelerator pedal is depressed at a predetermined timing t1, it is possible to prevent the drive motor rotational speed from rapidly increasing, and accordingly The generation of large vibrations in the driving force can be suppressed. The acceleration rate of the electric vehicle decreases with decreasing the change rate of the drive motor torque, but the change rate can sufficiently accelerate the electric vehicle at the time of start, sudden acceleration, etc. It is set to such an extent that the driver's request can be satisfied.
[0009]
[Problems to be solved by the invention]
However, in the conventional electric vehicle, when the rate of change is set to such an extent that the electric vehicle can be sufficiently accelerated at the time of start, sudden acceleration, etc., and can satisfy the driver's request, the drive motor In a region where the rotational speed is high, that is, in a high vehicle speed region, the power consumed by driving the drive motor, that is, the power consumption of the drive motor, greatly changes as the drive motor torque changes.
[0010]
FIG. 4 is a diagram showing the relationship between drive motor torque and power consumption.
[0011]
In the figure, Pw1 is the power consumption of the drive motor in the region where the drive motor rotational speed is low, that is, the low vehicle speed region, and Pw2 is the power consumption of the drive motor in the high vehicle speed region.
[0012]
In general, the power consumption of the drive motor is
(Drive motor torque) x (Drive motor rotation speed) x (Motor efficiency)
It is represented by Therefore, if the change rate of the drive motor torque is set to such an extent that the electric vehicle can be sufficiently accelerated at the time of start, sudden acceleration, etc. While the power consumption Pw1 does not change greatly as the motor torque changes, the power consumption Pw2 changes greatly as the drive motor torque changes in the high vehicle speed region. As the power consumption Pw2 changes greatly, the battery voltage, that is, the battery voltage VB also changes greatly.
[0013]
FIG. 5 is a charge / discharge characteristic diagram of the battery. In the figure, the horizontal axis indicates charging and discharging, and the vertical axis indicates the battery voltage VB.
[0014]
Since the battery has a resistance component inside, the battery voltage VB has a characteristic that it becomes low during discharging and becomes high during charging. Therefore, when the power consumption Pw1 (FIG. 4) and Pw2 of the drive motor change, the battery voltage VB changes accordingly. That is, when the power consumption Pw1 rises as shown in FIG. 4 in the low vehicle speed region, the battery changes from the charge state St1 to the discharge state St2, and accordingly, the battery voltage VB does not change greatly and is slightly lower. Become. However, when the power consumption Pw2 rises as shown in FIG. 4 in the high vehicle speed region, the battery changes from the charge state St1 to the discharge state St3, and accordingly, the battery voltage VB changes greatly and becomes considerably low.
[0015]
In addition, in a hybrid vehicle having an engine and a generator in addition to the drive motor, when the engine is driven and power is generated by the generator, as the battery voltage VB decreases, the generator The generator torque, which is the power generation capacity, decreases.
[0016]
FIG. 6 is a characteristic diagram of the generator. In the figure, the horizontal axis represents the rotational speed of the generator, that is, the generator rotational speed, and the vertical axis represents the torque of the generator, that is, the generator torque.
[0017]
In the figure, VB1 to VB3 are battery voltages, and the battery voltages VB1 to VB3 are
VB1 <VB2 <VB3
It is. When the engine is driven by the engine torque TE and power is generated by the generator, the generator torque is represented by -TE / k, where k is the gear ratio between the engine and the generator.
[0018]
By the way, generally in a generator, when the battery voltage VB becomes low, the generator torque decreases. Therefore, for example, in the low vehicle speed region, when the power consumption Pw1 rises as shown in FIG. 4, the battery voltage changes from VB1 to VB2, so the generator torque decreases. In this case, since the generator rotational speed can be rapidly lowered from the drive point pt1 to the drive point pt2, it is possible to follow the decrease in the generator torque.
[0019]
On the other hand, in the high vehicle speed region, when the power consumption Pw2 rises as shown in FIG. 4, the battery voltage changes from VB1 to VB3, so that the generator torque rapidly decreases. In this case, it takes time to lower the generator rotation speed, and it is impossible to follow the decrease in the power generation torque. Accordingly, it is necessary to reduce the engine torque TE in order to prevent the engine from rising.
[0020]
However, if the engine torque TE is to be reduced, the engine operating point deviates from the optimum fuel curve.
[0021]
FIG. 7 is a diagram showing an engine operation state map. In the figure, the horizontal axis represents the engine rotation speed and the vertical axis represents the engine torque TE.
[0022]
In the figure, L1 is an optimum fuel curve, and it is desirable to drive the engine with the engine operating point qt1 placed on the optimum fuel curve L1, but if the engine torque TE is to be reduced while the engine speed is kept constant. The operation point qt2 deviates from the optimum fuel curve L1. In that case, the fuel efficiency is deteriorated. Further, if the engine torque TE is decreased by following the decrease in the battery voltage VB, the throttle opening is rapidly decreased, so that harmful substances in the exhaust gas increase.
[0023]
Further, in order to rapidly reduce the generator rotation speed, it is necessary to provide a sufficient margin for the generator torque. Therefore, not only the generator is increased in size but also the cost of the hybrid type vehicle is increased.
[0024]
The present invention solves the problems of the conventional electric vehicle and hybrid type vehicle, can improve the driving feeling, can be sufficiently accelerated at the time of start, sudden acceleration, etc. An object of the present invention is to provide an electric vehicle drive device and a hybrid vehicle drive device that can prevent the power consumption of the drive motor from changing greatly as the drive motor torque changes.
[0025]
[Means for Solving the Problems]
Therefore, in the electric vehicle drive device of the present invention, the battery that stores electric power, the drive motor that is driven by receiving the electric power stored in the battery and generates drive motor torque, and the drive of the drive motor are supported. Variable calculation processing means for calculating the drive motor target torque that changes as a variable, variable change rate calculation processing means for calculating the change rate of the variable, and variable restriction for limiting the change rate of the variable based on a limit value And processing means.
The limit value is changed in accordance with the rotational speed of the drive motor.
[0035]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the present embodiment, a vehicle including an engine and a generator in addition to a drive motor, that is, a hybrid vehicle drive device disposed in a hybrid vehicle will be described. In addition, the present invention can be applied to a vehicle that does not include a generator, that is, an electric vehicle drive device disposed in an electric vehicle.
[0036]
FIG. 1 is a functional block diagram of a hybrid vehicle driving apparatus according to a first embodiment of the present invention.
[0037]
43 is a battery that stores electric power, 25 is a drive motor that is driven by receiving the electric power stored in the battery 43 and generates a drive motor torque, and 91 is a variable that changes in accordance with the drive of the drive motor 25. The variable calculation processing means 92, the variable change rate calculation processing means 92 for calculating the change rate of the variable, and the variable restriction processing means 93 for limiting the change rate of the variable based on a limit value.
[0038]
FIG. 8 is a conceptual diagram of the hybrid vehicle drive device according to the first embodiment of the present invention.
[0039]
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 that is arranged on a line and outputs 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 on the first axis. A generator (G) as a first electric motor, which is disposed in the transmission shaft 17 and connected to the planetary gear unit 13 via the transmission shaft 17 and mechanically connected to the engine 11.
[0040]
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.
[0041]
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. A drive motor (M) 25 and a drive wheel 37 as a second electric motor disposed on a second axis parallel to the first axis and mechanically coupled to the generator 16; The carrier CR is connected to the engine 11 via the output shaft 12. Further, a one-way clutch F is disposed between the carrier CR and the case 10 of the driving device, and the one-way clutch F becomes free when the forward rotation from the engine 11 is transmitted to the carrier CR. When the reverse rotation is transmitted from the machine 16 or the drive motor 25 to the carrier CR, it is locked so that the reverse rotation is not transmitted to the engine 11.
[0042]
The generator 16 includes a rotor 21 fixed to the transmission shaft 17 and rotatably arranged, a stator 22 disposed around the rotor 21, and a coil 23 wound around the stator 22. . 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. By engaging the generator brake B, the rotor 21 can be fixed and the rotation of the generator 16 can be stopped.
[0043]
Reference numeral 26 denotes an output shaft that is disposed 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. . 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. .
[0044]
The drive motor 25 generates a drive motor torque by a current 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 an alternating current and supplied.
[0045]
In order to rotate the drive 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. Further, 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, so that the first counter driven gear 15 and the second counter drive gear 27 are engaged with each other. The rotation of the drive gear 15 is reversed and transmitted to the first counter driven gear 31 and the rotation of the second counter drive gear 27 is reversed and transmitted to the second counter driven gear 32.
[0046]
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.
[0047]
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.
[0048]
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.
[0049]
The generator rotation speed NG can be calculated by calculating the change rate ΔθG of the generator rotor position θG, and the drive motor rotation speed NM can be calculated by calculating the change rate ΔθM of the drive motor rotor position θM. Further, the vehicle speed V can be calculated based on the change rate ΔθM and the gear ratio GMW in the torque transmission system from the output shaft 26 to the drive wheels 37. Thus, since the generator rotor position θG corresponds to the generator rotational speed NG and the drive motor rotor position θM corresponds to the drive motor rotational speed NM, the generator rotor position sensor 38 is substantially equivalent to the generator rotational speed NG. The drive motor rotor position sensor 39 functions as a drive motor rotation speed detection means for detecting the drive motor rotation speed NM and a vehicle speed detection means for detecting the vehicle speed V.
[0050]
Next, the operation of the planetary gear unit 13 will be described.
[0051]
FIG. 9 is a diagram for explaining the operation of the planetary gear unit according to the first embodiment of the present invention, FIG. 10 is a vehicle speed diagram during normal running according to the first embodiment of the present invention, and FIG. 11 is the first diagram of the present invention. It is a torque diagram at the time of the normal driving | running | working in embodiment.
[0052]
As shown in the drawing, in the planetary gear unit 13, 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 wheel 37 via the output shaft 14. Therefore, 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, and the rotation speed of the carrier CR and the engine rotation speed NE are equal. The rotational speed of the sun gear S is equal to 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).
[0053]
Further, the engine torque TE, the torque generated in the ring gear R, that is, the ring gear torque TR and the generator torque TG 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).
[0054]
During normal driving of the hybrid 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. 10, 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.
[0055]
Next, the control device for the hybrid vehicle having the above-described configuration will be described.
[0056]
FIG. 12 is a conceptual diagram showing a control device for a hybrid vehicle according to the first embodiment of the present invention.
[0057]
In the figure, 10 is a case, 11 is an engine, 13 is a planetary gear unit, 16 is a generator for receiving at least part of the engine torque TE to generate electric power and controlling the engine speed NE, and B is the A generator brake for fixing the rotor 21 of the generator 16, 25 is a drive motor, 28 is an inverter for driving the generator 16, 29 is an inverter for driving the drive motor 25, 37 is a drive wheel, 38 Is a generator rotor position sensor, 39 is a drive motor rotor position sensor, and 43 is a battery for storing electric power. The inverters 28 and 29 are connected to a battery 43 via a power switch SW, and the battery 43 sends a direct current to the inverters 28 and 29 when the power switch SW is on. A smoothing capacitor C is connected between the positive polarity terminal and the negative polarity terminal of the battery 43. Further, a power generation drive unit is configured by the generator 16, the inverter 28, and a cooling system (not shown). The drive motor 25 is driven by at least one of a current generated by the generator 16 and a current supplied from the battery 43.
[0058]
Reference numeral 51 denotes a vehicle control device that includes a CPU, a recording device, and the like (not shown) and controls the entire hybrid vehicle. The vehicle control device 51 includes an engine control device 46 as engine control means, and a generator control means. As a generator control device 47 and a drive motor control device 49 as drive motor control means. 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.
[0059]
The inverter 28 is driven based on the drive signal SG1, receives a direct current from the battery 43 during powering (driving), generates U-phase, V-phase, and W-phase currents IGU, IGV, IGW, and IGU, IGV, and IGW are sent to the generator 16, and during regeneration (power generation), U-phase, V-phase, and W-phase currents IGU, IGV, and IGW are received from the generator 16 to generate a DC current. send.
[0060]
The inverter 29 is driven based on the drive signal SG2, receives a direct current from the battery 43 during power running, and generates U-phase, V-phase and W-phase currents IMU, IMV, IMW, and each current IMU. , IMV, IMW are sent to the drive motor 25, and U-phase, V-phase, and W-phase currents IMU, IMV, IMW are received from the drive motor 25 during regeneration to generate DC current and send it to the battery 43.
[0061]
Also, 44 is a state of the battery 43, that is, a battery remaining amount detecting device for detecting the remaining amount of battery SOC as a battery state, 52 is an engine rotational speed sensor for detecting the engine rotational speed NE, and 53 is a speed selection operation not shown. A shift position sensor that detects the position of the shift lever as a means, that is, a shift position SP, 54 is an accelerator pedal, 55 is a position (depression amount) of the accelerator pedal 54, that is, an accelerator operation detection that detects an accelerator pedal position AP. Accelerator switch as means, 61 is a brake pedal, 62 is a brake switch as a brake operation detecting means for detecting the position (depression amount) of the brake pedal 61, that is, the brake pedal position BP, and 63 is a temperature tm of the engine 11. Engine temperature sensor to detect, 6 The temperature of the generator 16, for example, a generator temperature sensor for detecting the temperature of the coil 23 (FIG. 8), the 65 temperature of the drive motor 25, for example, a drive motor temperature sensor for detecting the temperature of the coil 42. An inverter temperature sensor that detects the temperature of the inverter 28, an oil temperature sensor that detects the temperature of oil in the cooling system, and the like may be provided.
[0062]
Reference numerals 66 to 69 denote current sensors that detect currents IGU, IGV, IMU, and IMV, respectively, and 72 denotes a battery voltage sensor that detects the battery voltage VB as the battery state. Moreover, a battery current, a battery temperature, etc. can also be detected as a battery state. The battery remaining amount detection device 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.
[0063]
The vehicle control device 51 sends an engine control signal to the engine control device 46 to set the drive / stop of the engine 11, reads the generator rotor position θG to calculate the generator rotational speed NG, or the drive motor rotor. The position θM is read to calculate the drive motor rotational speed NM, the engine rotational speed NE is calculated from the rotational speed relational expression, or the target value of the engine rotational speed NE, that is, the engine target rotational speed NE is calculated. ^* Or the target value of the generator rotational speed NG, that is, the generator target rotational speed NG ^* , And the target value of the generator torque TG, that is, the generator target torque TG ^* Or a target value of the drive motor torque TM, that is, the drive motor target torque TM ^* And a drive motor torque correction value δTM is set.
[0064]
For this purpose, a generator rotation speed calculation processing means (not shown) of the vehicle control device 51 reads the generator rotor position θG to calculate a generator rotation speed NG, and a drive motor rotation speed (not shown) of the vehicle control device 51 is calculated. The calculation processing means reads the drive motor rotor position θM and calculates the drive motor rotation speed NM, and the engine rotation speed calculation processing means (not shown) of the vehicle control device 51 calculates the engine rotation speed NE from the rotation speed relational expression. To do. The generator rotational speed calculation processing means, the drive motor rotational speed calculation processing means, and the engine rotational speed calculation processing means detect the generator rotational speed NG, the drive motor rotational speed NM, and the engine rotational speed NE, respectively. It functions as a generator rotation speed detection means, a drive motor rotation speed detection means, and an engine rotation speed detection means.
[0065]
In the present embodiment, the engine speed NE is calculated by the vehicle control device 51. However, the engine speed NE can also be read from the engine speed sensor 52. Further, in the present embodiment, the vehicle speed V is calculated based on the rate of change ΔθM and the gear ratio GMW from the output shaft 26 to the drive wheel 37, but the ring gear rotational speed NR is detected, The vehicle speed V can be calculated based on the ring gear rotational speed NR and the gear ratio GMW, 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 vehicle speed detection means.
[0066]
Next, the operation of the hybrid vehicle having the above configuration will be described.
[0067]
FIG. 13 is a first main flowchart showing the operation of the hybrid vehicle according to the first embodiment of the present invention, and FIG. 14 is a second main flowchart showing the operation of the hybrid vehicle according to the first embodiment of the present invention. FIG. 15 is a flowchart showing a first vehicle required torque map according to the first embodiment of the present invention. FIG. 16 is a diagram showing a second vehicle required torque map according to the first embodiment of the present invention. FIG. 17 is a diagram showing an engine target operation state map in the first embodiment of the present invention, and FIG. 18 is a diagram showing an engine drive region map in the first embodiment of the present invention. In FIGS. 15, 16 and 18, the horizontal axis represents the vehicle speed V, and the vertical axis represents the vehicle required torque TO. ^* 17, the engine rotational speed NE is taken on the horizontal axis, and the engine torque TE is taken on the vertical axis.
[0068]
First, vehicle request torque determination processing means (not shown) of the vehicle control device 51 (FIG. 12) performs vehicle request torque determination processing, reads the accelerator pedal position AP from the accelerator switch 55, and reads the brake pedal position BP from the brake switch 62. When the driving motor rotor position θM is read from the driving motor rotor position sensor 39, the vehicle speed V is calculated, and the accelerator pedal 54 is depressed, the first vehicle request shown in FIG. When the brake pedal 61 is depressed with reference to the torque map, the accelerator pedal position AP, the brake pedal position BP, and the vehicle speed V are referred to with reference to the second vehicle required torque map of FIG. 16 recorded in the recording device. In order to drive a hybrid type vehicle that has been set in advance Main vehicle request torque TO ^* To decide.
[0069]
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. The drive motor maximum torque TMmax is calculated based on the maximum torque of the drive motor 25 output to the output shaft 26 and the gear ratio GMW.
[0070]
Also, vehicle required torque TO ^* Is less than the drive motor maximum torque TMmax, and the vehicle required torque TO ^* Is greater than the drive motor maximum torque TMmax and the engine 11 is being driven, the driver request output calculation processing means (not shown) of the vehicle control device 51 performs the vehicle request torque TO ^* And the vehicle speed V are multiplied by the driver request output PD
PD = TO ^* ・ V
Is calculated.
[0071]
Next, the battery charge / discharge request output calculation processing means (not shown) of the vehicle control device 51 reads the remaining battery charge SOC from the remaining battery charge detection device 44, and the battery charge / discharge request output PB based on the remaining battery charge SOC. Is calculated.
[0072]
Subsequently, the vehicle request output calculation processing means (not shown) of the vehicle control device 51 adds the driver request output PD and the battery charge / discharge request output PB to obtain the vehicle request output PO.
PO = PD + PB
Is calculated.
[0073]
Subsequently, 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 refers to the engine target operation state map of FIG. 17 recorded in the recording device. The points A1 to A3 and Am where the lines PO1 to PO3 representing the required output PO and the optimum fuel consumption curve L11 at which the efficiency of the engine 11 at each accelerator pedal position AP1 to AP6 intersects are at the engine target operating state. 11 as engine operating points, and engine torques TE1 to TE3 and TEm at the operating points are determined as engine target torques TE. ^* The engine rotational speed NE1 to NE3, NEm at the operating point is determined as the engine target rotational speed NE. ^* Determine as.
[0074]
Then, the vehicle control device 51 refers to the engine drive region map of FIG. 18 recorded in the recording device, and determines whether or not the engine 11 is placed in the drive region. In FIG. 18, AR1 is a drive region where the engine 11 is driven, AR2 is a stop region where the engine 11 is stopped, and AR3 is a hysteresis region. Further, LE1 is a line where the engine 11 whose driving is stopped is driven, and LE2 is a line where the driving of the engine 11 which is driven is stopped. The line LE1 is moved to the right in FIG. 18 as the remaining battery charge SOC is increased, and the drive area AR1 is narrowed. The smaller the remaining battery charge SOC is moved to the left in FIG. AR1 is widened.
[0075]
When the engine 11 is not driven even though the engine 11 is placed in the drive area AR1, an engine start control processing unit (not shown) of the vehicle control device 51 performs an engine start control process. Start. In addition, 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 vehicle control device 51 performs an engine stop control process, and the engine 11 Stop driving.
[0076]
Further, when the engine 11 is placed in the drive area AR1 and the engine 11 is driven, the engine control processing means (not shown) of the vehicle control device 51 performs the engine control processing, and performs the engine control by a known method. 11 is controlled.
[0077]
Subsequently, the vehicle control device 51 reads the drive motor rotor position θM, calculates the ring gear rotation speed NR based on the drive motor rotor position θM, and the gear ratio GMR from the output shaft 26 (FIG. 8) to the ring gear R, and Engine target rotational speed NE determined in the engine target operating 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.
[0078]
Subsequently, a generator / generator brake on / off control processing unit (not shown) of the vehicle control device 51 performs a generator / generator brake on / off control process to turn on / off the generator brake B (engaged / engaged). In addition to performing control, the rotational speed control of the generator 16 is performed by performing a generator rotational speed control process, or the torque control of the generator 16 is performed by performing a generator torque control process.
[0079]
By the way, as described above, the engine torque TE, the ring gear torque TR, and the generator torque TG receive reaction forces from each other, so that the generator torque TG is converted into the ring gear torque TR and output from the ring gear R. As the ring gear torque TR is output from the ring gear R, the generator rotational speed NG changes. When the ring gear torque TR changes, the changed 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 accompanying the change in the generator rotational speed NG.
[0080]
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, and the generator target torque TG determined in the generator rotation speed control process. ^* 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.
[0081]
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 sun gear torque TS applied to the sun gear S is
TS = TG ^* + InG ・ αG
become.
[0082]
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 ^* From this, the ring gear torque TR can be calculated.
[0083]
Subsequently, drive shaft torque estimation processing means (not shown) of the vehicle control device 51 performs drive shaft torque estimation processing, and based on the ring gear torque TR and the gear ratio GMR from the ring gear R to the output shaft 26, that is, the ring gear. Based on the ratio of the number of teeth of the second counter drive gear 27 to the number of teeth of R, the torque generated on the output shaft 26 by the engine torque TE via the planetary gear unit 13, that is, the drive shaft torque TRout is estimated. When the generator brake B is engaged, the ring gear torque TR is proportional to the engine torque TE, and the number of teeth of the second counter drive gear 27 with respect to the number of teeth of the ring gear torque TR and the ring gear R. Based on the ratio, the drive shaft torque TRout is estimated.
[0084]
Subsequently, drive motor target torque determination processing means (not shown) of the vehicle control device 51 performs drive motor target torque determination processing, and the vehicle required torque TO ^* And the drive shaft required torque TRout in the output shaft 26 based on the gear ratio GMW. ^* And the drive shaft required torque TRout ^* By subtracting the drive shaft torque TRout from the drive shaft torque TRout, the drive motor target torque TM ^* Determine as. In the present embodiment, the drive motor target torque determination processing means uses the drive motor target torque TM as a variable that changes in response to the drive of the drive motor 25. ^* To decide. The drive motor target torque determination processing means constitutes a variable calculation processing means 91 (FIG. 1).
[0085]
Then, the drive motor target torque limit processing means (not shown) as the variable limit processing means 93 of the vehicle control device 51 performs drive motor target torque limit processing, and the drive motor torque TM changes in the high vehicle speed region. Therefore, the drive motor target torque TM can be prevented from greatly changing the power consumption of the drive motor 25. ^* Limit. Subsequently, a drive motor control processing unit (not shown) of the vehicle control device 51 performs a drive motor control process and controls the drive motor 25.
[0086]
Next, a flowchart will be described.
Step S1: The accelerator pedal position AP and the brake padal position BP are read.
Step S2 The vehicle speed V is calculated.
Step S3 Vehicle required torque TO ^* To decide.
Step S4 Vehicle required torque TO ^* Is greater than the drive motor maximum torque TMmax. Vehicle required torque TO ^* Is greater than the drive motor maximum torque TMmax, the vehicle request torque TO ^* Is less than the drive motor maximum torque TMmax, the process proceeds to step S7.
Step S5: Determine whether the engine 11 is stopped. When the engine 11 is stopped, the process proceeds to step S6, and when not stopped, the process proceeds to step S7.
Step S6: The rapid acceleration control process is performed and the process is terminated.
Step S7: Driver request output PD is calculated.
Step S8: The battery charge / discharge request output PB is calculated.
Step S9: The vehicle request output PO is calculated.
Step S10 The operating point of the engine 11 is determined.
Step S11: It is determined whether or not the engine 11 is placed in the drive area.
If the engine 11 is placed in the drive region, the process proceeds to step S12. If not, the process proceeds to step S13.
Step S12: 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 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 S15, and if not, the process proceeds to step S19.
Step S14 An engine start control process is performed.
Step S15 An engine stop control process is performed.
Step S16 An engine control process is performed.
Step S17 Generator target rotational speed NG ^* To decide.
Step S18 A generator / generator brake on / off control process is performed.
Step S19 The drive shaft torque TRout is estimated.
Step S20 Drive motor target torque TM ^* To decide.
Step S21 A drive motor target torque limiting process is performed.
Step S22: A drive motor control process is performed and the process is terminated.
[0087]
Next, the subroutine for the rapid acceleration control process in step S6 in FIG. 13 will be described.
[0088]
FIG. 19 is a diagram showing a subroutine of the rapid acceleration control process in the first embodiment of the present invention.
[0089]
First, the sudden acceleration control processing means includes a vehicle required torque TO ^* Is read, and the vehicle required torque TO ^* And the drive motor maximum torque TMmax, a difference torque ΔT is calculated, and the deficiency in the drive motor maximum torque TMmax is determined as the generator target torque TG. ^* Determine as.
[0090]
A drive motor control processing means (not shown) of the sudden acceleration control processing means performs a drive motor control process and a drive motor target torque TM. ^* The drive motor 25 is controlled with the maximum drive motor torque TMmax. The generator torque control processing means (not shown) of the rapid acceleration control processing means performs generator torque control processing, and determines the determined generator target torque TG. ^* Based on the above, torque control of the generator 16 is performed.
[0091]
Next, the flowchart of FIG. 19 will be described.
Step S6-1: Vehicle required torque TO ^* Is read.
Step S6-2: Drive motor target torque TM ^* Is set to the drive motor maximum torque TMmax.
Step S6-3 Generator target torque TG ^* Vehicle required torque TO ^* And drive motor target torque TM ^* And set the differential torque ΔT.
Step S6-4 A drive motor control process is performed.
Step S6-5 The generator torque control process is performed, and the process returns.
[0092]
Next, a subroutine for engine start control processing in step S14 in FIG. 14 will be described.
[0093]
FIG. 20 is a diagram showing a subroutine of engine start control processing in the first embodiment of the present invention.
[0094]
First, the engine start control processing means reads the throttle opening θ, reads the ring gear rotation speed NR when the throttle opening θ is 0%, and determines the engine determined in the engine target operating state setting process. 11 (FIG. 12) is read. The ring gear rotational speed NR is calculated based on the drive motor rotor position θM as described above.
[0095]
Subsequently, the engine start control processing means sends the ring gear rotational speed NR and the engine target rotational speed NE at the operating point. ^* Based on the rotation speed relational expression, the generator target rotation speed NG ^* Is calculated and determined.
[0096]
The generator rotational speed control processing means of the engine start control processing means is a generator target rotational speed NG. ^* Is performed to increase the generator rotational speed NG, and accordingly increase the engine rotational speed NE.
[0097]
Then, the engine start control processing means compares the engine speed NE with a preset start speed NEth1, and determines whether or not the engine speed NE is higher than the start speed NEth1. When the engine speed NE is higher than the start speed NEth1, the engine start control processing means performs fuel injection and ignition in the engine 11, and the engine speed NE is equal to the engine target speed NE. ^* The throttle opening θ is adjusted so that
[0098]
Subsequently, 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 operating normally. Then, it waits for a predetermined time to elapse while the generator torque TG is smaller than the motoring torque TEth.
[0099]
Next, the flowchart of FIG. 20 will be described.
Step S14-1: It is determined whether or not the throttle opening θ is 0 [%].
If the throttle opening θ is 0 [%], the process proceeds to step S14-3, and if not 0 [%], the process proceeds to step S14-2.
Step S14-2: Set the throttle opening θ to 0 [%], and return to Step S14-1.
Step S14-3 Read the ring gear rotation speed NR.
Step S14-4 Read the operating point of the engine 11.
Step S14-5 Generator target rotational speed NG ^* To decide.
Step S14-6: The generator rotational speed control process is performed.
Step S14-7: It is determined whether 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 process proceeds to step S14-8, and when the engine rotational speed NE is equal to or lower than the starting rotational speed NEth1, the process returns to step S14-3.
Step S14-8 Fuel injection and ignition are performed.
Step S14-9: Adjust the throttle opening θ.
Step S14-10: 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 S14-11, and when the generator torque TG is equal to or greater than the motoring torque TEth, the process returns to step S14-1.
Step S14-11 Waits for a predetermined time to elapse, and returns.
[0100]
Next, the subroutine for engine stop control processing in step S15 in FIG. 14 will be described.
[0101]
FIG. 21 is a diagram showing a subroutine of engine stop control processing in the first embodiment of the present invention.
[0102]
First, the engine stop control processing means determines whether or not the generator brake B (FIG. 12) is released. When the generator brake B is not released and is engaged, the engine stop control processing means uses an amount equivalent to the engine torque TE as the generator target torque TG. ^* Set to. Next, the generator torque control processing means of the engine stop control processing means is configured to generate the generator target torque TG. ^* The generator torque control process is performed according to When a predetermined time elapses, the generator rotation speed control processing means of the engine stop control processing means performs a generator rotation speed control process. Thereafter, the engine stop control processing means releases the generator brake B. The amount corresponding to the engine torque TE is calculated by learning the ratio of the generator torque TG to the engine torque TE, that is, the torque ratio.
[0103]
When the generator brake B is released and when the generator rotational speed control process is performed, the engine stop control processing means stops the fuel injection and ignition in the engine 11, and the throttle opening θ Is set to 0 [%].
[0104]
Subsequently, the engine stop control processing means is provided with an engine target rotational speed NE. ^* Is set to 0 [rpm], the ring gear rotational speed NR is read, the ring gear rotational speed NR and the engine target rotational speed NE are read. ^* (0 [rpm]), the generator target rotational speed NG is determined by the rotational speed relational expression. ^* To decide. The generator rotation speed control processing means performs a generator rotation speed control process.
[0105]
Next, the engine stop control processing means 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.
[0106]
Next, the flowchart of FIG. 21 will be described.
Step S15-1: It is determined whether or not the generator brake B is released. If the generator brake B is released, the process proceeds to step S15-7. If the generator brake B is not released, the process proceeds to step S15-2.
Step S15-2: Equivalent engine torque TE to generator target torque TG ^* Set to.
Step S15-3 A generator torque control process is performed.
Step S15-4: It is determined whether a predetermined time has elapsed. If the predetermined time has elapsed, the process proceeds to step S15-5, and if not, the process returns to step S15-3.
Step S15-5: Perform generator speed control processing.
Step S15-6: The generator brake B is released.
Step S15-7 Stop fuel injection and ignition.
Step S15-8: Set the throttle opening θ to 0 [%].
Step S15-9 Generator target rotational speed NG ^* To decide.
Step S15-10 The generator rotational speed control process is performed.
Step S15-11: 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 S15-12. If the engine rotational speed NE is greater than the stop rotational speed NEth2, the process returns to step S15-9.
Step S15-12 Stops the switching for the generator 16 and returns.
[0107]
Next, the subroutine of the generator / generator brake on / off control process in step S18 of FIG. 14 will be described.
[0108]
FIG. 22 is a diagram showing a subroutine of the generator / generator brake on / off control process according to the first embodiment of the present invention.
[0109]
First, the generator / generator brake on / off control processing means generates a generator target rotational speed NG. ^* And the generator target rotational speed NG ^* Is determined to be smaller than a predetermined first rotation speed Nth1 (for example, 500 [rpm]). Generator target rotational speed NG ^* Is smaller than the first rotation speed Nth1, the generator / generator brake on / off control processing means determines whether the generator brake B (FIG. 12) is released, and the generator brake B Is released, the generator target rotational speed NG ^* To 0 [rpm].
[0110]
The generator rotational speed control processing means of the generator / generator brake on / off control processing means performs a generator rotational speed control process.
[0111]
Next, the generator / generator brake on / off 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]). When the absolute value of the generator rotational speed NG is smaller than the second rotational speed Nth2, the generator brake B is engaged. When a predetermined time elapses with the generator brake B engaged, the generator / generator brake on / off control processing means stops the switching of the generator 16 and shuts down the generator 16. Do.
[0112]
On the other hand, the generator target rotational speed NG ^* Is greater than or equal to the first rotational speed Nth1, the generator / generator brake on / off control processing means determines whether the generator brake B is engaged and is engaged. If not, the generator rotational speed control processing means performs a generator rotational speed control process.
[0113]
In addition, when the generator brake B is engaged, the generator / generator brake on / off control processing means outputs the engine torque TE equivalent to the generator target torque TG. ^* Set to. The generator torque control processing means of the generator / generator brake on / off control processing means performs generator torque control processing.
[0114]
Subsequently, after a generator torque control process is performed, when a predetermined time has elapsed, the generator rotation speed control processing means performs a generator rotation speed control process. Then, the generator / generator brake on / off control processing means releases the generator brake B.
[0115]
Next, the flowchart of FIG. 22 will be described.
Step S18-1 Generator target rotational speed NG ^* Is read.
Step S18-2 Generator target rotational speed NG ^* It is determined whether the absolute value of is less than the first rotation speed Nth1. Generator target rotational speed NG ^* Is smaller than the first rotational speed Nth1, the generator target rotational speed NG is determined in step S18-3. ^* If the absolute value of is greater than or equal to the first rotational speed Nth1, the process proceeds to step S18-4.
Step S18-3: It is determined whether or not the generator brake B is released. If the generator brake B is released, the process proceeds to step S18-5, and if not released, the process returns.
Step S18-4: It is determined whether or not the generator brake B is engaged. When the generator brake B is engaged, the process proceeds to step S18-12. When the generator brake B is not engaged, the process proceeds to step S18-11.
Step S18-5: Generator target rotational speed NG ^* To 0 [rpm].
Step S18-6: Perform generator speed control processing.
Step S18-7: It is determined whether or not the absolute value of the generator rotational speed NG is smaller than the second rotational speed Nth2. When the absolute value of the generator rotational speed NG is smaller than the second rotational speed Nth2, the process proceeds to step S18-8, and when the absolute value of the generator rotational speed NG is greater than or equal to the second rotational speed Nth2, step S18-6. Return to.
Step S18-8 The generator brake B is engaged.
Step S18-9: It is determined whether or not a predetermined time has elapsed. If the predetermined time has elapsed, the process proceeds to step S18-10, and if not, the process returns to step S18-8.
Step S18-10 Stops the switching for the generator 16 and returns.
Step S18-11: A generator rotational speed control process is performed, and the process returns.
Step S18-12: The engine torque TE equivalent is set to the generator target torque TG ^* Set to.
Step S18-13 A generator torque control process is performed.
Step S18-14: It is determined whether a predetermined time has elapsed. If the predetermined time has elapsed, the process proceeds to step S18-15, and if not, the process returns to step S18-12.
Step S18-15 A generator rotational speed control process is performed.
Step S18-16: The generator brake B is released and the process returns.
[0116]
Next, the subroutine of the generator rotational speed control process in step S18-6 in FIG. 22 will be described. In addition, about the generator rotational speed control process of step S14-6 of FIG. 20, step S15-5 of FIG. 21, S15-10, step S18-11 of FIG. 22, and S18-15, the generator of step S18-6 Since the same process as the rotation speed control process is performed, the description thereof is omitted.
[0117]
FIG. 23 is a diagram showing a subroutine of the generator rotational speed control process in the first embodiment of the present invention.
[0118]
First, the generator rotational speed control processing means generates a generator target rotational speed NG. ^* And the generator rotation speed NG are read and the generator target rotation speed NG is read. ^* 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 and determined. 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.
[0119]
Subsequently, the generator torque control processing means of the generator rotation speed control processing means performs a generator torque control process and performs torque control of the generator 16.
[0120]
Next, the flowchart of FIG. 23 will be described.
Step S18-6-1 Generator target rotational speed NG ^* Is read.
Step S18-6-2: The generator rotational speed NG is read.
Step S18-6-3 Generator target torque TG ^* To decide.
Step S18-6-4: A generator torque control process is performed, and the process returns.
[0121]
Next, the generator torque control process subroutine in step S18-6-4 in FIG. 23 will be described. In addition, about the generator torque control process of step S6-5 of FIG. 19, step S15-3 of FIG. 21, and step S18-13 of FIG. 22, the same process as the generator torque control process of step S18-6-4 Will be omitted.
[0122]
FIG. 24 is a diagram showing a subroutine of the generator torque control process in the first embodiment of the present invention.
[0123]
First, the generator torque control processing means includes a generator target torque TG. ^* Is read, the generator rotor position θG is read, the generator rotational speed NG is calculated based on the generator rotor position θG, and the battery voltage VB is read. Subsequently, the generator torque control processing means generates the generator target torque TG. ^* Based on the generator rotational speed NG and the battery voltage VB, the current command value map recorded in the recording device is referred to, and the d-axis current command value IGd ^* And q-axis current command value IGq ^* To decide.
[0124]
The generator torque control processing means reads the currents IGU and IGV from the current sensors 66 (FIG. 12) 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.
[0125]
Subsequently, the generator torque control processing means performs three-phase / two-phase conversion to convert the currents IGU, IGV, and IGW into the d-axis current IGd and the q-axis current IGq, and the d-axis current IGd and the 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. The generator torque control processing means performs a two-phase / three-phase conversion, and a voltage command value VGd ^* , VGq ^* The voltage command value VGU ^* , VGV ^* , VGW ^* And the voltage command value VGU ^* , VGV ^* , VGW ^* Based on the above, the pulse width modulation signals SU, SV, SW are calculated and the pulse width modulation signals SU, SV, SW are output to the drive processing means of the generator torque control processing means. The drive processing means sends a drive signal SG1 to the inverter 28 based on the pulse width modulation signals SU, SV, SW.
[0126]
Next, the flowchart of FIG. 24 will be described.
Step S18-6-4-1 Generator target torque TG ^* Is read.
Step S18-6-4-2: The generator rotor position θG is read.
Step S18-6-4-3: The generator rotational speed NG is calculated.
Step S18-6-4-4: The battery voltage VB is read.
Step S18-6-4-5 d-axis current command value IGd ^* And q-axis current command value IGq ^* To decide.
Step S18-6-4-6 Read the currents IGU and IGV.
Step S18-6-4-7 Three-phase / two-phase conversion is performed.
Step S18-6-4-8 Voltage command value VGd ^* , VGq ^* Is calculated.
Step S18-6-4-9 2-phase / 3-phase conversion is performed.
Step S18-6-4-10: Output the pulse width modulation signals SU, SV, SW, and return.
[0127]
By the way, as described above, when the rate of change of the drive motor torque TM is set to such an extent that the hybrid vehicle can be sufficiently accelerated at the time of start, sudden acceleration, etc., and the driver's request can be satisfied. In the high vehicle speed region, the power consumption of the drive motor 25 changes greatly, and accordingly, the battery voltage VB decreases and the generator torque of the generator 16 decreases.
[0128]
In this case, since it takes time to lower the generator rotational speed NG and cannot follow the decrease in the generator torque, the engine torque TE is reduced to prevent the engine 11 from being blown up. As a result, the operating point of the engine 11 deviates from the optimum fuel curve L11 (FIG. 17).
[0129]
Therefore, the drive motor target torque TM ^* Is determined by the drive motor target torque limit processing means. ^* Is now restricted.
[0130]
Next, a subroutine for the drive motor target torque limiting process in step S21 in FIG. 14 will be described.
[0131]
FIG. 25 is a diagram showing a subroutine of the drive motor target torque limiting process in the first embodiment of the present invention, and FIG. 26 is a diagram showing the relationship between the drive motor torque and the power consumption in the first embodiment of the present invention. It is.
[0132]
In FIG. 26, TM1 is a driving motor torque of the driving motor 25 (FIG. 1) at a low vehicle speed, for example, in a low vehicle speed region, TM2 is a driving motor torque of the driving motor 25 in a high vehicle speed, for example, a high vehicle speed region, and Pw11 is At low vehicle speed, for example, the power consumption of the drive motor 25 in the low vehicle speed region, Pw12 is the power consumption of the drive motor 25 at the high vehicle speed, for example, in the high vehicle speed region.
[0133]
First, the drive motor target torque restriction processing means is a drive motor target torque TM. ^* Subsequently, a vehicle speed region determination processing unit (not shown) of the drive motor target torque limit processing unit performs vehicle speed region determination processing, reads the drive motor rotational speed NM, and the drive motor rotational speed NM is a threshold (threshold). ) It is determined whether or not the value is lower than the value NMth. If the drive motor rotational speed NM is lower than the threshold value NMth, it is determined that the drive motor rotational speed NM belongs to the low vehicle speed region and the drive motor 25 is driven in the low vehicle speed region. When it is equal to or higher than the drive motor rotational speed NMth, it is determined that the drive motor rotational speed NM belongs to the high vehicle speed region and the drive motor 25 is driven in the high vehicle speed region.
[0134]
Subsequently, the drive motor torque change rate setting processing means of the drive motor target torque limit processing means performs drive motor torque change rate setting processing, and when the drive motor 25 is driven in the low vehicle speed region, When the maximum change rate ΔTM1 as the limit value is set and the drive motor 25 is driven in the high vehicle speed region, the maximum change rate ΔTM2 as the limit value in the high vehicle speed region is set.
[0135]
Therefore, in the drive motor torque change rate map of the recording device of the vehicle control device 51, the drive motor torque TM in the low vehicle speed region can be changed so that the drive motor torque TM can be changed as shown in FIG. The maximum value of the change rate ΔTM is set as the maximum change rate ΔTM1, and the maximum value of the change rate ΔTM of the drive motor torque TM in the high vehicle speed region is set as the maximum change rate ΔTM2 (<ΔTM1).
[0136]
Subsequently, the variable change rate calculation processing unit 92 (FIG. 1) of the drive motor target torque limit processing unit performs the variable change rate calculation processing, and when the maximum change rate ΔTM1 in the low vehicle speed region is set, the drive motor Target torque TM ^* Rate of change ΔTM ^* Is calculated. Then, the drive motor target torque limit processing means is configured to change the change rate ΔTM. ^* And the maximum change rate ΔTM1 and the change rate ΔTM1 ^* Is the maximum change rate ΔTM1 or less, the change rate ΔTM ^* Drive motor target torque TM ^* Rate of change ΔTM to limit ^* Set as the change rate ΔTM ^* Is greater than the maximum change rate ΔTM1, the maximum change rate ΔTM1 is set to the drive motor target torque TM. ^* Rate of change ΔTM to limit ^* Set as.
[0137]
Subsequently, the drive motor target torque limit processing means performs the change rate ΔTM. ^* Drive motor target torque TM based on ^* Limit. Therefore, as shown in FIG. 26, the drive motor torque TM1 rises early in the low vehicle speed region.
[0138]
Further, the variable rate change rate calculation processing means 92, when the maximum rate of change ΔTM2 in the high vehicle speed range is set, the drive motor target torque TM. ^* Rate of change ΔTM ^* Is calculated. The drive motor target torque limit processing means is configured to change the rate of change ΔTM. ^* Is compared with the maximum change rate ΔTM2, and the change rate ΔTM2 ^* Is the maximum change rate ΔTM2 or less, the change rate ΔTM ^* Drive motor target torque TM ^* Rate of change ΔTM to limit ^* Set as the change rate ΔTM ^* Is larger than the maximum change rate ΔTM2, the maximum change rate ΔTM2 is set to the drive motor target torque TM. ^* Rate of change ΔTM to limit ^* Set as.
[0139]
Subsequently, the drive motor target torque limit processing means performs the change rate ΔTM. ^* Drive motor target torque TM based on ^* Limit. Therefore, as shown in FIG. 26, the drive motor torque TM2 rises gently in the high vehicle speed region.
[0140]
In this way, the drive motor target torque limit processing means corresponds to the drive motor rotational speed NM, and the drive motor target torque TM ^* Change rate ΔTM ^* And the rate of change ΔTM as the drive motor rotational speed NM increases. ^* Make it smaller. That is, when the drive motor target torque limit processing means drives the drive motor 25 and the drive motor rotational speed NM belongs to the low vehicle speed region, the drive motor target torque TM ^* The maximum change rate ΔTM1 or less change rate ΔTM ^* When the drive motor rotational speed NM belongs to the high vehicle speed region, the drive motor target torque TM ^* Change rate ΔTM below maximum change rate ΔTM2 ^* Change with.
[0141]
In this case, the maximum change rates ΔTM1 and ΔTM2 prevent the drive motor rotational speed NM from rapidly increasing in the low vehicle speed region and the high vehicle speed region, respectively, and large vibrations are generated in the driving force of the hybrid vehicle. The acceleration of the hybrid vehicle is not low, and the hybrid vehicle can be sufficiently accelerated at the time of start, sudden acceleration, etc. It is set to a value that can be satisfied. Therefore, the running feeling of the hybrid type vehicle can be improved.
[0142]
As described above, the power consumption of the drive motor 25 is as follows.
(Drive motor torque TM) x (Drive motor rotational speed NM) x (Motor efficiency)
It is represented by
[0143]
Therefore, in the low vehicle speed region, the change rate ΔTM is such that the hybrid vehicle can be sufficiently accelerated at the time of start, sudden acceleration, etc., and the driver's request can be satisfied. ^* Is set, the power consumption Pw11 does not change significantly as the drive motor torque TM changes. On the other hand, in the high vehicle speed region, the change rate ΔTM ^* Is the rate of change ΔTM in the low vehicle speed range ^* Since it is set lower, the power consumption Pw12 does not change significantly as the drive motor torque TM2 changes.
[0144]
That is, the rate of change ΔTM in the high vehicle speed region ^* Is the rate of change ΔTM in the low vehicle speed range ^* Since it is set lower, the rate of change ΔPw11 of the power consumption Pw11 and the rate of change ΔPw12 of the power consumption Pw12 are equal and lower. Therefore, it is possible to prevent the power consumption Pw11 and Pw12 from changing greatly in the low vehicle speed region and the high vehicle speed region.
[0145]
In this case, the change rate ΔTM corresponding to the drive motor rotational speed NM. ^* The power consumption Pw11 and Pw12 are limited in correspondence with the drive motor rotation speed NM, and the power consumption Pw11 and Pw12 are increased as the drive motor rotation speed NM increases.
[0146]
And since it is prevented that the power consumption Pw11 and Pw12 change a lot, the battery voltage VB does not change a lot. Therefore, the drive motor torque TM is not insufficient. Further, since it is not necessary to rapidly reduce the generator rotational speed NG in the high vehicle speed region, it is not necessary to provide a sufficient margin for the generator torque TG. As a result, the generator 16 can be reduced in size, and the cost of the hybrid vehicle can be reduced.
[0147]
Further, it is not necessary to reduce the engine torque in order to prevent the engine 11 from being blown up. Therefore, the operating point of the engine 11 does not deviate from the optimal fuel curve, and the fuel efficiency can be improved. In addition, since the throttle opening θ does not decrease rapidly, harmful substances in the exhaust gas can be reduced.
[0148]
When the vehicle is an electric vehicle, the vehicle speed V corresponds to the drive motor rotational speed NM. Therefore, it is determined whether the vehicle speed V is lower than the threshold value Vth. If the vehicle speed V is lower than the threshold value th, the vehicle speed V is low. If the vehicle speed V is equal to or higher than the threshold value Vth, the vehicle speed V belongs to the high vehicle speed region, and the drive motor 25 is driven in the high vehicle speed region. Judge that
[0149]
In the present embodiment, two vehicle speed regions, a low vehicle speed region and a high vehicle speed region, are set in order to separate the low vehicle speed and the high vehicle speed, and the rate of change ΔTM is set in each vehicle speed region. ^* However, in addition to the low vehicle speed region and the high vehicle speed region, one or more other vehicle speed regions such as a medium vehicle speed region can be set, and the rate of change can be made different in each vehicle speed region. Further, the detected vehicle speed V and the change rate ΔTM ^* And change rate ΔTM ^* Can be changed continuously.
[0150]
In the present embodiment, each change rate ΔTM ^* Are constant values, but the rate of change ΔTM ^* Can be expressed by a variable having time as a parameter. In that case, when the drive motor torques TM1 and TM2 are integrated in the longer time of the time required to change the drive motor torques TM1 and TM2, and the integrated values σTM1 and σTM2 are calculated,
σTM1> σTM2
To be.
[0151]
Furthermore, in the present embodiment, the rate of change ΔPw11 and the rate of change ΔPw12 are set to be equal, but if the rate of change ΔTM2 is set lower than the rate of change ΔTM1, the rates of change ΔPw11 and ΔPw12 are not necessarily equal. It is not necessary to set.
[0152]
Next, a flowchart will be described.
[0153]
Enter or modify the description of the flowchart in Figure 25.
Step S21-1 Drive Motor Target Torque TM ^* Is read.
Step S21-2: The drive motor rotational speed NM is read.
Step S21-3: It is determined whether the drive motor rotational speed NM is lower than a threshold value NMth. If the drive motor rotation speed NM is lower than the threshold NMth, the process proceeds to step S21-4. If the drive motor rotation speed NM is equal to or higher than the threshold NMth, the process proceeds to step S21-5.
Step S21-4: The maximum change rate ΔTM1 in the low vehicle speed region is set.
Step S21-5: The maximum change rate ΔTM2 in the high vehicle speed region is set.
Step S21-6 Change rate ΔTM ^* Is greater than the maximum rate of change ΔTM1. Change rate ΔTM ^* Is greater than the maximum rate of change ΔTM1, the rate of change ΔTM is set in step S21-8. ^* Proceeds to step S21-7 if the maximum change rate ΔTM1 or less.
Step S21-7 Change rate ΔTM ^* Change rate ΔTM ^* Set.
Step S21-8 Rate of Change ΔTM ^* Is set to the maximum change rate ΔTM1.
Step S21-9 Drive Motor Target Torque TM ^* Limit and return.
Step S21-10 Change rate ΔTM ^* Is greater than the maximum rate of change ΔTM2. Change rate ΔTM ^* Is greater than the maximum rate of change ΔTM2, the rate of change ΔTM is set in step S21-12. ^* Is less than the maximum change rate ΔTM2, the process proceeds to step S21-11.
Step S21-11 Rate of Change ΔTM ^* Change rate ΔTM ^* Is set, and the process proceeds to step S9.
Step S21-12 Change rate ΔTM ^* Is set to the maximum change rate ΔTM1, and the process proceeds to step S9.
[0154]
Next, the subroutine of the drive motor control process in step S22 in FIG. 14 will be described.
[0155]
FIG. 27 is a diagram showing a subroutine of drive motor control processing in the first embodiment of the present invention.
[0156]
First, the drive motor control processing means performs the drive motor target torque TM limited in step S21 in FIG. ^* , Read the drive motor rotor position θM, calculate the drive motor rotational speed NM based on the drive motor rotor position θM, and read the battery voltage VB. Subsequently, the drive motor control processing means is provided with a drive motor target torque TM. ^* Based on the drive motor rotational speed NM and the battery voltage VB, the current command value map recorded in the recording device is referred to, and the d-axis current command value IMd ^* And q-axis current command value IMq ^* To decide.
[0157]
The drive motor control processing means reads the currents IMU and IMV from the current sensors 68 (FIG. 12) 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.
[0158]
Subsequently, the drive motor control processing means performs three-phase / two-phase conversion to convert the currents IMU, IMV, and IMW into the d-axis current IMd and the q-axis current IMq, and the d-axis current IMd and the 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 the two-phase / three-phase conversion, and the voltage command value VMd ^* , VMq ^* The voltage command value VMU ^* , VMV ^* , VMW ^* And the voltage command value VMU ^* , VMV ^* , VMW ^* Based on the pulse width modulation signals SU, SV, SW, and outputs the pulse width modulation signals SU, SV, SW to the drive processing means of the drive motor control processing means. The drive processing means sends a drive signal SG2 to the inverter 29 based on the pulse width modulation signals SU, SV, SW.
[0159]
Next, the flowchart of FIG. 27 will be described.
Step S22-1 Drive Motor Target Torque TM ^* Is read.
Step S22-2 Reads the drive motor rotor position θM.
Step S22-3: The drive motor rotational speed NM is calculated.
Step S22-4: The battery voltage VB is read.
Step S22-5 d-axis current command value IMd ^* And q-axis current command value IMq ^* To decide.
Step S22-6 Read the currents IMU and IMV.
Step S22-7 Three-phase / two-phase conversion is performed.
Step S22-8 Voltage command value VMd ^* , VMq ^* Is calculated.
Step S22-9 2-phase / 3-phase conversion is performed.
Step S22-10: Output the pulse width modulation signals SU, SV, SW, and return.
[0160]
By the way, assuming that the vehicle speed V does not change immediately due to the inertia of the hybrid vehicle, the drive motor rotational speed NM also does not change immediately. Therefore, the required vehicle torque TO when the accelerator pedal 54 is suddenly depressed. ^* Drive shaft required torque TRout based on ^* Can be calculated. Further, the drive shaft required torque TRout ^* The drive shaft request output PRout can be calculated by multiplying the current drive motor rotation speed NM by the current drive motor rotation speed NM. On the other hand, the current drive shaft output PC can be calculated by multiplying the current drive shaft torque TRout and the current drive motor rotational speed NM.
[0161]
Therefore, a second embodiment of the present invention in which the rate of change of the output difference ΔP between the drive shaft request output PRout and the drive shaft output PC is limited will be described.
[0162]
FIG. 28 is a diagram showing a subroutine of drive motor target torque limiting processing according to the second embodiment of the present invention.
[0163]
In this case, the drive motor target torque limit processing means as the variable amount limit processing means 93 (FIG. 1) performs the drive motor target torque limit processing, and the vehicle request torque TO ^* Is read, and the vehicle required torque TO ^* And drive shaft required torque TRout based on gear ratio GMW ^* Can be calculated. Next, the drive motor target torque limit processing means reads the drive motor rotational speed NM, and the drive shaft required torque TRout. ^* And the drive motor rotational speed NM are multiplied by the drive shaft request output PRout.
PRout = TRout ^* ・ NM
Is calculated.
[0164]
Subsequently, the output difference calculation processing means (not shown) of the drive motor target torque limit processing means reads the drive shaft torque TRout and multiplies the drive shaft torque TRout by the drive motor rotational speed NM to thereby obtain the current drive. Axis output PC
PC = TRout / NM
And the difference between the drive shaft required output PRout and the current drive shaft output PC, that is, the output difference ΔP
ΔP = PRout−PC
Is calculated. The output difference calculation processing means constitutes a variable change rate calculation processing means 92 that calculates an output difference ΔP as a change rate of electric power representing a variable that changes corresponding to driving of the drive motor 25.
[0165]
Subsequently, the drive motor target torque limit processing means determines whether or not the output difference ΔP is larger than a power change rate limit value ΔPth1 as a preset limit value, and the output difference ΔP is a power change rate limit value. When larger than ΔPth1, the power change rate limit value ΔPth1 is set to the output difference ΔP.
[0166]
Next, the drive motor target torque limit processing means adds the power change rate limit value ΔPth1 set to the output difference ΔP to the current drive shaft output PC, and the drive motor target torque TM ^* A drive shaft request output PRout for limiting the above is calculated. Subsequently, the drive motor target torque limit processing means divides the drive shaft request output PRout by the drive motor rotational speed NM, thereby obtaining the drive motor target torque TM. ^* Calculate and limit.
[0167]
The power change rate limit value ΔPth1 prevents the drive motor rotational speed NM from rapidly increasing in the low vehicle speed region and the high vehicle speed region, and suppresses the occurrence of large vibrations in the driving force of the hybrid vehicle. The hybrid vehicle has a low value that can be used and the acceleration performance of the hybrid vehicle is not low, and the hybrid vehicle can be sufficiently accelerated at the time of start, sudden acceleration, etc., and satisfying the driver's request Is set to a value that allows
[0168]
For example, when the power change rate is limited to 40 [kW / s] and the drive motor target torque limiting process is performed at 2 [ms], the power change rate limit value ΔPth1 is 80 [W].
[0169]
Next, a flowchart will be described.
[0170]
Enter or modify the description of the flowchart in Figure 28.
Step S21-21 Vehicle Required Torque TO ^* Is read.
Step S21-22 The drive motor rotational speed NM is read.
Step S21-23 The drive shaft request output PRout is calculated.
Step S21-24: Calculate the current drive shaft output PC.
Step S21-25: The output difference ΔP is calculated.
Step S21-26: It is determined whether the output difference ΔP is greater than the power change rate limit value ΔPth1. If the output difference ΔP is greater than the power change rate limit value ΔPth1, the process proceeds to step S21-27. If the output difference ΔP is less than or equal to the power change rate limit value ΔPth1, the process proceeds to step S21-28.
Step S21-27 The power change rate limit value ΔPth1 is set to the output difference ΔP.
Step S21-28: A value obtained by adding the output difference ΔP to the current drive shaft output PC is set to the drive shaft request output PRout.
Step S21-29 Drive Motor Target Torque TM ^* Limit and return.
[0171]
Next, a third embodiment of the present invention will be described.
[0172]
FIG. 29 is a diagram showing a subroutine of drive motor target torque limiting processing in the third embodiment of the present invention.
[0173]
In this case, the drive motor target torque limit processing means as the variable amount limit processing means 93 (FIG. 1) performs the drive motor target torque limit processing, and the vehicle request torque TO ^* Is read, and the vehicle required torque TO ^* And drive shaft required torque TRout based on gear ratio GMW ^* Can be calculated. Next, the drive motor target torque limit processing means reads the drive motor rotational speed NM, and the drive shaft required torque TRout. ^* And the drive motor rotational speed NM are multiplied by the drive shaft request output PRout.
PRout = TRout ^* ・ NM
Is calculated.
[0174]
Subsequently, the output difference calculation processing means (not shown) of the drive motor target torque limit processing means reads the drive shaft torque TRout and multiplies the drive shaft torque TRout by the drive motor rotational speed NM to thereby obtain the current drive. Axis output PCPC = TRout · NM
And the output difference ΔP
ΔP = PRout−PC
Is calculated. The output difference calculation processing means constitutes a variable change rate calculation processing means 92 that calculates an output difference ΔP as a current change rate representing a variable that changes in response to driving of the drive motor 25.
[0175]
Next, the drive motor target torque limit processing means reads the battery voltage VB, multiplies the battery voltage VB by a current change rate limit value ΔIth as a preset limit value, and obtains a power change rate limit value ΔPth2. calculate.
[0176]
Subsequently, the drive motor target torque limit processing means determines whether the output difference ΔP is greater than the power change rate limit value ΔPth2, and if the output difference ΔP is greater than the power change rate limit value ΔPth2, By setting the power change rate limit value ΔPth2 to ΔP and dividing the output difference ΔP by the drive motor rotational speed NM, the drive motor target torque TM ^* Calculate and limit.
[0177]
Next, the drive motor target torque limit processing means adds the power change rate limit value ΔPth2 set to the output difference ΔP to the current drive shaft output PC, and the drive motor target torque TM ^* A drive shaft request output PRout for limiting the above is calculated. Subsequently, the drive motor target torque limit processing means divides the drive shaft request output PRout by the drive motor rotational speed NM, thereby obtaining the drive motor target torque TM. ^* Calculate and limit.
[0178]
The power change rate limit value ΔPth2 prevents the drive motor rotational speed NM from rapidly increasing in the low vehicle speed region and the high vehicle speed region, and suppresses the occurrence of large vibrations in the driving force of the hybrid vehicle. The hybrid vehicle has a low value that can be used and the acceleration performance of the hybrid vehicle is not low, and the hybrid vehicle can be sufficiently accelerated at the time of start, sudden acceleration, etc., and satisfying the driver's request Is set to a value that allows
[0179]
For example, when the current change rate is limited to 100 [A / second], when the drive motor target torque limiting process is executed at 2 [msec], the current change rate limit value ΔIth is 0.2 [A]. become.
[0180]
Next, a flowchart will be described.
[0181]
Enter or modify the description of the flowchart in Figure 29.
Step S21-31 Vehicle Required Torque ^* Is read.
Step S21-32 The drive motor rotational speed NM is read.
Step S21-33 The drive shaft request output PRout is calculated.
Step S21-34: The current drive shaft output PC is calculated.
Step S21-35 The output difference ΔP is calculated.
Step S21-36 The battery voltage VB is read.
Step S21-37 The power change rate limit value ΔPth2 is calculated.
Step S21-38: It is determined whether the output difference ΔP is larger than the power change rate limit value ΔPth2. If the output difference ΔP is greater than the power change rate limit value ΔPth2, the process proceeds to step S21-39. If the output difference ΔP is less than the power change rate limit value ΔPth2, the process proceeds to step S21-40.
Step S21-39 The power change rate limit value ΔPth2 is set to the output difference ΔP.
Step S21-40 A value obtained by adding the output difference ΔP to the current drive shaft output PC is set to the drive shaft request output PRout.
Step S21-41 Drive Motor Target Torque TM ^* Limit and return.
[0182]
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.
[0183]
【The invention's effect】
As described above in detail, according to the present invention, in the electric vehicle drive device, a battery that stores electric power, a drive motor that is driven by receiving the electric power stored in the battery and generates drive motor torque, A variable calculation processing means for calculating, as a variable, a drive motor target torque that changes in response to driving of the drive motor, a variable change rate calculation processing means for calculating a change rate of the variable, and limiting the change rate of the variable Variable amount limiting processing means for limiting based on the value.
The limit value is changed in accordance with the rotational speed of the drive motor.
[0184]
In this case, the drive motor target torque that changes corresponding to the drive of the drive motor is calculated as a variable, the change rate of the variable is calculated, and the change rate of the variable is limited based on the limit value. Accordingly, the electric vehicle can be sufficiently accelerated at the time of start, sudden acceleration, etc., and the change rate of the drive motor torque can be set to such an extent that the driver's request can be satisfied. As a result, it is possible to suppress the occurrence of large vibrations in the driving force, so that the running feeling of the electric vehicle can be improved.
[0185]
In addition, since the power consumption of the drive motor can be prevented from changing greatly as the drive motor torque changes at low and high vehicle speeds, the battery voltage can be stabilized. As a result, since the battery voltage does not drop rapidly, the drive motor torque of the drive motor does not become insufficient.
[Brief description of the drawings]
FIG. 1 is a functional block diagram of a hybrid vehicle drive device according to a first embodiment of the present invention.
FIG. 2 is a first torque characteristic diagram of a conventional electric vehicle.
FIG. 3 is a second torque characteristic diagram of a conventional electric vehicle.
FIG. 4 is a diagram showing the relationship between drive motor torque and power consumption.
FIG. 5 is a charge / discharge characteristic diagram of a battery.
FIG. 6 is a characteristic diagram of the generator.
FIG. 7 is a diagram showing an engine operation state map.
FIG. 8 is a conceptual diagram of a hybrid vehicle drive device according to the first embodiment of the present invention.
FIG. 9 is an operation explanatory diagram of the planetary gear unit according to the first embodiment of the invention.
FIG. 10 is a vehicle speed diagram during normal traveling according to the first embodiment of the present invention.
FIG. 11 is a torque diagram during normal traveling according to the first embodiment of the present invention.
FIG. 12 is a conceptual diagram showing a control device for a hybrid vehicle according to the first embodiment of the present invention.
FIG. 13 is a first main flowchart showing the operation of the hybrid vehicle in the first embodiment of the present invention.
FIG. 14 is a second main flowchart showing the operation of the hybrid vehicle according to the first embodiment of the present invention.
FIG. 15 is a diagram showing a first vehicle request torque map according to the first embodiment of the present invention.
FIG. 16 is a diagram showing a second vehicle request torque map according to the first embodiment of the present invention.
FIG. 17 is a diagram showing an engine target operating state map according to the first embodiment of the present invention.
FIG. 18 is a diagram showing an engine drive region map according to the first embodiment of the present invention.
FIG. 19 is a diagram showing a subroutine of sudden acceleration control processing in the first embodiment of the present invention.
FIG. 20 is a diagram showing a subroutine of engine start control processing in the first embodiment of the present invention.
FIG. 21 is a diagram showing a subroutine of engine stop control processing in the first embodiment of the present invention.
FIG. 22 is a diagram showing a subroutine of generator / generator brake on / off control processing in the first embodiment of the present invention;
FIG. 23 is a diagram showing a subroutine of generator rotational speed control processing in the first embodiment of the present invention.
FIG. 24 is a diagram showing a subroutine of generator torque control processing in the first embodiment of the present invention.
FIG. 25 is a diagram showing a subroutine of drive motor target torque restriction processing in the first embodiment of the present invention.
FIG. 26 is a diagram showing a relationship between drive motor torque and power consumption in the first embodiment of the present invention.
FIG. 27 is a diagram showing a subroutine of drive motor control processing in the first embodiment of the present invention.
FIG. 28 is a diagram showing a subroutine of drive motor target torque restriction processing in the second embodiment of the present invention.
FIG. 29 is a diagram showing a subroutine of drive motor target torque restriction processing in a third embodiment of the present invention.
[Explanation of symbols]
11 Engine
16 Generator
25 Drive motor
43 battery
56 CPU
91 Variable calculation processing means
92 Variable change rate calculation processing means
93 Variable limit processing means

Claims (6)

A battery that stores electric power, a drive motor that is driven by receiving the electric power stored in the battery and generates a drive motor torque, and a variable that calculates a drive motor target torque that changes in accordance with the drive of the drive motor as a variable A calculation processing means; a variable change rate calculation processing means for calculating the change rate of the variable; and a variable restriction processing means for limiting the change rate of the variable based on a limit value, and the limit value is determined by the drive motor. The drive device for an electric vehicle is changed according to the rotation speed of the vehicle.   The drive device for an electric vehicle according to claim 1, wherein the limit value is reduced as the rotational speed of the drive motor increases.   The drive device for an electric vehicle according to claim 1 or 2, wherein the limit value is changed based on a plurality of rotation speed regions.   The drive device for an electric vehicle according to claim 1, wherein the limit value is continuously changed according to a rotation speed. The drive device for an electric vehicle according to any one of claims 1 to 4, wherein the rotational speed of the drive motor is obtained based on a vehicle speed . Receiving at least a portion of the e Njintoruku to generate power, and a battery for storing the generator for controlling the engine rotational speed, the power which is generated by the generator were be generated by the generator A drive motor that is driven by receiving at least one of the electric power and the electric power stored in the battery and generates a drive motor torque, and a drive motor target torque that changes corresponding to the drive of the drive motor are calculated as variables. The variable calculation processing means, the variable change rate calculation processing means for calculating the change rate of the variable, and the variable restriction processing means for limiting the change rate of the variable based on the limit value, the limit value being a drive motor The hybrid vehicle drive device is characterized by being changed in accordance with the rotational speed of the vehicle .

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