JP5057279B2 - Drive control apparatus for hybrid vehicle - Google Patents

Drive control apparatus for hybrid vehicle Download PDF

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JP5057279B2
JP5057279B2 JP2006062216A JP2006062216A JP5057279B2 JP 5057279 B2 JP5057279 B2 JP 5057279B2 JP 2006062216 A JP2006062216 A JP 2006062216A JP 2006062216 A JP2006062216 A JP 2006062216A JP 5057279 B2 JP5057279 B2 JP 5057279B2
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charge
vehicle speed
engine
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JP2007237887A (en
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國利 田爪
芳輝 伊藤
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Suzuki Motor Co Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Abstract

<P>PROBLEM TO BE SOLVED: To eliminate a driver feeling a sense of discomfort by preventing engine revolution speed from being increased in deceleration wherein the vehicle speed of a hybrid car gradually decreases. <P>SOLUTION: This driving controller of a hybrid car is provided with: an accelerator opening detection means 33; a vehicle speed detection means 34; a battery charging status detection means 36; a target driving power setting means 38 for setting a target driving power based on the accelerator opening and the vehicle speed; a target charging/discharging power setting means 39 for setting a target charging/discharging power based on at least the charging/discharging status of the battery; and a target engine power calculation means 40 for calculating a target engine power from the target driving power and the target charging/discharging power. The target charging/discharging power setting means sets the smaller absolute value of the target charging/discharging power according as the vehicle speed becomes low. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

この発明はハイブリッド車両の駆動制御装置に係り、特に、ハイブリッド車両の車両速度が徐々に低下するような状態において、エンジン回転数が上昇することを防止し、運転者にとって違和感を感じるような状況を無くすことができるハイブリッド車両の駆動制御装置に関するものである。   The present invention relates to a drive control device for a hybrid vehicle, and in particular, in a state where the vehicle speed of the hybrid vehicle gradually decreases, prevents the engine speed from increasing and makes the driver feel uncomfortable. The present invention relates to a drive control device for a hybrid vehicle that can be eliminated.

従来、燃費向上を目的として、動力源として内燃機関の他に電動機を備えたハイブリッド車両が提案されている。ハイブリッド車両は、駆動制御装置により内燃機関と電動機とからの出力を用いて車両を駆動制御する。   Conventionally, for the purpose of improving fuel consumption, a hybrid vehicle including an electric motor as a power source in addition to an internal combustion engine has been proposed. The hybrid vehicle uses a drive control device to drive and control the vehicle using outputs from the internal combustion engine and the electric motor.

従来のハイブリッド車両には、バッテリ充電量に応じてアクセル開度にエンジンの出力を対応させるとともに、このエンジンの出力を所定の変化率の範囲内に制限し、バッテリ充電量に応じてエンジンの出力の制限分を電動機の出力調整により補償し、エンジンの排ガスの清浄化を図るものがある。
特開平８−８８９０５号公報 In the conventional hybrid vehicle, the engine output is made to correspond to the accelerator opening according to the battery charge amount, and the engine output is limited within a predetermined change rate range, and the engine output according to the battery charge amount. There are some which compensate for this limit by adjusting the output of the motor to purify the exhaust gas of the engine.
JP-A-8-88905

また、ハイブリッド車両の制御装置には、電動機によるトルクアシスト実行中に、バッテリの残存容量が所定値以下となったとき、残存容量の減少度合いに応じて電動機のアシストトルク量を徐々に減少させるとともにエンジンの発生トルクを徐々に増大させる過渡的なトルクアシストを行うことにより、電動機によるエンジンの補助駆動を円滑に行うものがある。
特許第３２８７９４０号公報 In addition, the hybrid vehicle control device gradually reduces the assist torque amount of the motor according to the degree of decrease in the remaining capacity when the remaining capacity of the battery becomes a predetermined value or less during execution of torque assist by the motor. Some perform smooth engine assist driving by an electric motor by performing transient torque assist that gradually increases the torque generated by the engine.
Japanese Patent No. 3287940

さらに、ハイブリッド車両の駆動力制御装置には、アクセル開度と車速に基づいて目標駆動パワーを求めるとともに、バッテリ充電状態に基づいて目標充放電パワーを求め、目標駆動パワーから目標充放電パワーを減算することで目標エンジンパワーを求め、この目標エンジンパワーに基づき、エンジンの運転効率が良い動作点（エンジン回転数とエンジントルク）を決定し、エンジンがこの動作点で動作するよう制御して、燃費や駆動力等を最適に制御可能としたものがある。
特許第３４８９４７５号公報 Furthermore, the hybrid vehicle driving force control device obtains the target driving power based on the accelerator opening and the vehicle speed, obtains the target charging / discharging power based on the battery charge state, and subtracts the target charging / discharging power from the target driving power. The target engine power is obtained, and based on this target engine power, an operating point (engine speed and engine torque) with good engine operating efficiency is determined, and control is performed so that the engine operates at this operating point. And driving force can be optimally controlled.
Japanese Patent No. 3499475

ところで、特許文献３に開示される制御装置では、バッテリの充電状態であるＳＯＣ（ｓｔａｔｅ ｏｆ ｃｈａｒｇｅ）が高い場合は目標充放電パワーを正の値としてバッテリを放電し、ＳＯＣが低い場合は負の値としてバッテリを充電することにより、バッテリの充電状態をバッテリに適した範囲に維持することができる。
ところが、特許文献３に開示される制御装置では、目標充放電パワーは、バッテリの充電状態が変わらなければ一定の値となる。
このため、例えば、ＳＯＣが低く目標充放電パワーが負であり、かつ、アクセル開度が全閉の状態でハイブリッド車両が減速している場合は、図６に破線で示すように、目標駆動パワーが車両速度の低下にともなって増加する（目標駆動パワーは、負の値であるため絶対値は減少する）と、目標駆動パワーと目標充放電パワーとの差で表される目標エンジンパワーが増加することになる。
この結果、目標エンジンパワーが増加するとエンジン回転数も増加するため、運転者にとっては、車両速度が低下するほどエンジン音が上昇するという違和感のある現象が発生するという問題がある。 By the way, in the control device disclosed in Patent Document 3, when the SOC (state of charge) that is the state of charge of the battery is high, the battery is discharged with a target charge / discharge power as a positive value, and negative when the SOC is low. By charging the battery as a value, the state of charge of the battery can be maintained in a range suitable for the battery.
However, in the control device disclosed in Patent Document 3, the target charge / discharge power is a constant value unless the state of charge of the battery changes.
Therefore, for example, when the SOC is low and the target charge / discharge power is negative, and the hybrid vehicle is decelerating with the accelerator opening being fully closed, as shown by the broken line in FIG. When the vehicle speed increases as the vehicle speed decreases (the absolute value decreases because the target drive power is a negative value), the target engine power represented by the difference between the target drive power and the target charge / discharge power increases. Will do.
As a result, when the target engine power is increased, the engine speed is also increased. Therefore, the driver has a problem that an uncomfortable phenomenon that the engine sound increases as the vehicle speed decreases occurs.

この発明は、ハイブリッド車両の車両速度が徐々に低下するような状態において、エンジン回転数が上昇することを防止し、運転者にとって違和感を感じるような状況を無くすことを目的とする。   An object of the present invention is to prevent the engine speed from increasing in a state where the vehicle speed of the hybrid vehicle gradually decreases, and to eliminate the situation where the driver feels uncomfortable.

この発明は、内燃機関と電動機とからの出力を用いて車両を駆動制御するハイブリッド車両の駆動制御装置において、アクセル開度を検出するアクセル開度検出手段を備え、車両速度を検出する車両速度検出手段を備え、バッテリの充電状態を検出するバッテリ充電状態検出手段を備え、前記アクセル開度検出手段により検出されたアクセル開度と、前記車両速度検出手段により検出された車両速度とに基づいて目標駆動パワーを設定する目標駆動パワー設定手段を備え、少なくとも前記バッテリ充電状態検出手段により検出されたバッテリの充電状態に基づいて目標充放電パワーを設定する目標充放電パワー設定手段を備え、前記目標駆動パワー設定手段により設定された目標駆動パワーと前記目標充放電パワー設定手段により設定された目標充放電パワーとから目標エンジンパワーを算出する目標エンジンパワー算出手段を備え、前記目標充放電パワー設定手段は、同じ車両速度であれば充電状態が高いほど前記目標充放電パワーの絶対値が低い値に設定され、かつアクセル開度が全閉時において、目標エンジンパワーがほぼ一定になるように目標充放電パワーを設定し、この目標充放電パワーの絶対値が小さくなるように設定することを特徴とする。

The present invention relates to a hybrid vehicle drive control device for driving and controlling a vehicle using outputs from an internal combustion engine and an electric motor, and includes a vehicle speed detection unit that includes a throttle opening detection unit that detects a throttle opening and detects a vehicle speed. Battery charge state detection means for detecting the state of charge of the battery, and based on the accelerator opening detected by the accelerator opening detection means and the vehicle speed detected by the vehicle speed detection means Target drive power setting means for setting drive power, and target charge / discharge power setting means for setting target charge / discharge power based on at least the charge state of the battery detected by the battery charge state detection means, and the target drive Target drive power set by the power setting means and target charge / discharge power setting means Comprising a target engine power calculating means for calculating a target engine power from the ShimegiTakashi discharge power, the target charge-and-discharge power setting means, the low absolute value of the target charge-and-discharge power higher charge state when the same vehicle speed When the accelerator opening is fully closed, the target charge / discharge power is set so that the target engine power is almost constant, and the absolute value of this target charge / discharge power is set to be small. Features.

この発明のハイブリッド車両の駆動制御装置は、車両速度が徐々に低下するような状態（たとえば減速時やアクセル開度が全閉時）において、エンジン回転数が上昇することを防止でき、運転者にとって違和感を感じるような状況を無くすことができる。 The drive control apparatus for a hybrid vehicle according to the present invention can prevent the engine speed from increasing in a state where the vehicle speed gradually decreases (for example, when the vehicle is decelerated or when the accelerator opening is fully closed). You can eliminate situations that make you feel uncomfortable.

この発明のハイブリッド車両の駆動制御装置は、車両速度が徐々に低下するような状態（たとえば減速時やアクセル開度が全閉時）において、エンジン回転数が上昇することを防止するものである。
以下、図面に基づいて、この発明の実施例を説明する。

The drive control device for a hybrid vehicle according to the present invention prevents the engine speed from increasing in a state where the vehicle speed gradually decreases (for example, when the vehicle is decelerated or when the accelerator opening is fully closed).
Embodiments of the present invention will be described below with reference to the drawings.

図１〜図６は、この発明の実施例を示すものである。図１はハイブリッド車両の駆動制御装置のシステム構成図、図２は駆動制御装置の制御ブロック図、図３は目標駆動力検索マップを示す図、図４は目標充放電パワー検索マップを示す図、図５はエンジン動作点検索マップを示す図、図６は駆動制御装置の減速時の制御タイムチャートである。
図１において、１はハイブリッド車両の駆動制御装置である。駆動制御装置１は、駆動系として、燃料の燃焼により駆動力を発生させる内燃機関２の出力軸３と、電気により駆動力を発生するとともに駆動により電気エネルギを発生する第１電動機４及び第２電動機５と、ハイブリッド車両の駆動輪６に接続される駆動軸７と、出力軸３、第１電動機４、第２電動機５、駆動軸７にそれぞれ連結された第１遊星歯車機構８及び第２遊星歯車機構９と、を備えている。
前記内燃機関２は、アクセル開度（アクセルペダルの踏み込み量）に対応して吸入する空気量を調整するスロットルバルブ等の空気量調整手段１０と、吸入する空気量に対応する燃料を供給する燃料噴射弁等の燃料供給手段１１と、燃料に着火する点火装置等の着火手段１２とを備えている。内燃機関２は、空気量調整手段１０と燃料供給手段１１と着火手段１２とにより燃料の燃焼状態を制御され、燃料の燃焼により駆動力を発生する。
前記第１電動機４は、第１モータロータ軸１３と第１モータロータ１４と第１モータステータ１５とを備えている。前記第２電動機５は、第２モータロータ軸１６と第２モータロータ１７と第２モータステータ１８とを備えている。第１電動機４の第１モータステータ１５は、第１インバータ１９に接続されている。第２電動機５の第２モータステータ１８は、第２インバータ２０に接続されている。第１電動機４と第２電動機５とは、それぞれ第１インバータ１９と第２インバータ２０とによりバッテリ２１から供給される電気量を制御され、供給される電気により駆動力を発生するとともに、回生時の駆動により電気エネルギを発生してバッテリ２１を充電する。
前記第１遊星歯車機構８は、第１サンギア２２と、この第１サンギア２２に噛み合う第１プラネタリギア２３を支持する第１プラネタリキャリア２４と、第１プラネタリギア２３に噛み合う第１リングギア２５とを備えている。前記第２遊星歯車機構９は、第２サンギア２６と、この第２サンギア２６に噛み合う第２プラネタリギア２７を支持する第１プラネタリキャリア２８と、第２プラネタリギア２７に噛み合う第２リングギア２９とを備えている。
第１遊星歯車機構８と第２遊星歯車機構９とは、各回転要素の回転中心線を同一軸上に配置し、内燃機関２と第１遊星歯車機構８との間に第１電動機４を配置し、第２遊星歯車機構９の内燃機関２から離れる側に第２電動機５を配置している。第２電動機５は、単独出力のみでハイブリッド車両を走行させることができる性能を備えている。
第１遊星歯車機構８の第１サンギア２２には、第１電動機４の第１モータロータ軸１３を接続している。第１遊星歯車機構８の第１プラネタリキャリア２４と第２遊星歯車機構９の第２サンギア２６とは、結合して内燃機関２の出力軸３に接続している。第１遊星歯車機構８の第１リングギア２５と第２遊星歯車機構９の第２プラネタリキャリア２８とは、結合して出力部３０に連結するとともにこの出力部３０を歯車やチェーン等の出力伝達機構３１を介して駆動軸７に接続している。第２遊星歯車機構９の第２リングギア２９には、第２電動機５の第２モータロータ軸１６を接続している。
これにより、ハイブリッド車両の駆動系においては、内燃機関２と第１電動機４と第２電動機５と駆動軸７との間で、駆動力の授受を行う。 1 to 6 show an embodiment of the present invention. 1 is a system configuration diagram of a drive control apparatus for a hybrid vehicle, FIG. 2 is a control block diagram of the drive control apparatus, FIG. 3 is a view showing a target drive force search map, and FIG. 4 is a view showing a target charge / discharge power search map. FIG. 5 is a diagram showing an engine operating point search map, and FIG. 6 is a control time chart during deceleration of the drive control device.
In FIG. 1, reference numeral 1 denotes a hybrid vehicle drive control device. The drive control device 1 includes, as a drive system, an output shaft 3 of an internal combustion engine 2 that generates a drive force by combustion of fuel, a first electric motor 4 that generates a drive force by electricity, and generates electric energy by drive, and a second motor 2. The first planetary gear mechanism 8 and the second planetary gear mechanism 8 connected to the electric motor 5, the driving shaft 7 connected to the driving wheel 6 of the hybrid vehicle, the output shaft 3, the first electric motor 4, the second electric motor 5, and the driving shaft 7, respectively. And a planetary gear mechanism 9.
The internal combustion engine 2 includes an air amount adjusting means 10 such as a throttle valve that adjusts the amount of air to be sucked according to the accelerator opening (the amount of depression of the accelerator pedal), and fuel that supplies fuel corresponding to the amount of air to be sucked. A fuel supply means 11 such as an injection valve and an ignition means 12 such as an ignition device for igniting the fuel are provided. In the internal combustion engine 2, the combustion state of the fuel is controlled by the air amount adjusting means 10, the fuel supply means 11, and the ignition means 12, and a driving force is generated by the combustion of the fuel.
The first electric motor 4 includes a first motor rotor shaft 13, a first motor rotor 14, and a first motor stator 15. The second electric motor 5 includes a second motor rotor shaft 16, a second motor rotor 17, and a second motor stator 18. The first motor stator 15 of the first electric motor 4 is connected to the first inverter 19. The second motor stator 18 of the second electric motor 5 is connected to the second inverter 20. The first electric motor 4 and the second electric motor 5 are controlled by the first inverter 19 and the second inverter 20 respectively, and the amount of electricity supplied from the battery 21 is controlled. The battery 21 is charged by generating electric energy by driving.
The first planetary gear mechanism 8 includes a first sun gear 22, a first planetary carrier 24 that supports a first planetary gear 23 that meshes with the first sun gear 22, and a first ring gear 25 that meshes with the first planetary gear 23. It has. The second planetary gear mechanism 9 includes a second sun gear 26, a first planetary carrier 28 that supports a second planetary gear 27 that meshes with the second sun gear 26, and a second ring gear 29 that meshes with the second planetary gear 27. It has.
The first planetary gear mechanism 8 and the second planetary gear mechanism 9 are arranged such that the rotation center lines of the respective rotating elements are arranged on the same axis, and the first electric motor 4 is disposed between the internal combustion engine 2 and the first planetary gear mechanism 8. The second electric motor 5 is arranged on the side away from the internal combustion engine 2 of the second planetary gear mechanism 9. The 2nd electric motor 5 is provided with the performance which can drive a hybrid vehicle only by single output.
A first motor rotor shaft 13 of the first electric motor 4 is connected to the first sun gear 22 of the first planetary gear mechanism 8. The first planetary carrier 24 of the first planetary gear mechanism 8 and the second sun gear 26 of the second planetary gear mechanism 9 are coupled and connected to the output shaft 3 of the internal combustion engine 2. The first ring gear 25 of the first planetary gear mechanism 8 and the second planetary carrier 28 of the second planetary gear mechanism 9 are coupled and connected to the output unit 30, and the output unit 30 is connected to an output such as a gear or a chain. It is connected to the drive shaft 7 via the mechanism 31. The second motor rotor shaft 16 of the second electric motor 5 is connected to the second ring gear 29 of the second planetary gear mechanism 9.
Thus, in the drive system of the hybrid vehicle, driving force is exchanged among the internal combustion engine 2, the first electric motor 4, the second electric motor 5, and the drive shaft 7.

前記内燃機関２の空気量調整手段１０と燃料供給手段１１と着火手段１２と、前記第１電動機４の第１モータステータ１５と、前記第２電動機５の第２モータステータ１８とは、駆動制御装置１の制御系である駆動制御部３２に接続されている。
駆動制御部３２は、アクセル開度検出手段３３と、車両速度検出手段３４と、エンジン回転数検出手段３５と、バッテリ充電状態検出手段３６と、を備えている。また、駆動制御部３２は、目標駆動力設定手段３７と、目標駆動パワー設定手段３８と、目標充放電パワー設定手段３９と、目標エンジンパワー算出手段４０と、内燃機関制御手段４１と、電動機制御手段４２と、を備えている。
アクセル開度検出手段３３は、アクセルペダルの踏み込み量であるアクセル開度ｔｖｏを検出する。車両速度検出手段３４は、ハイブリッド車両の車両速度（車速）Ｖｓを検出する。エンジン回転数検出手段３５は、内燃機関２のエンジン回転数Ｎｅを検出する。バッテリ充電状態検出手段３６は、バッテリ２１の充電状態ＳＯＣを検出する。
目標駆動力設定手段３７は、アクセル開度検出手段３３により検出されたアクセル開度ｔｖｏと、車両速度検出手段３４により検出された車両速度Ｖｓとに応じて、ハイブリッド車両を駆動するための目標駆動力Ｆｄｒｖを、図３に示す目標駆動力検索マップにより検索して決定する。
目標駆動パワー設定手段３８は、アクセル開度検出手段３３により検出されたアクセル開度ｔｖｏと、車両速度検出手段３４により検出された車両速度Ｖｓとに基づいて、目標駆動パワーＰｄｒｖを設定する。この実施例においては、目標駆動力Ｆｄｒｖと車両速度Ｖｓとを乗算して、目標駆動パワーＰｄｒｖを設定する。
目標充放電パワー設定手段３９は、少なくともバッテリ充電状態検出手段３６により検出されたバッテリ２１の充電状態ＳＯＣに基づいて、目標充放電パワーＰｂａｔを設定する。この実施例においては、バッテリ充電状態ＳＯＣと車両速度Ｖｓに応じて、目標充放電パワーＰｂａｔを、図４に示す目標充放電パワー検索マップにより検索して設定する。
目標エンジンパワー算出手段４０は、目標駆動パワー設定手段３８により設定された目標駆動パワーＰｄｒｖと目標充放電パワー設定手段３９により設定された目標充放電パワーＰｂａｔとから、目標エンジンパワーＰｅｇを算出する。この実施例においては、目標駆動パワーＰｄｒｖから目標充放電パワーＰｂａｔを減算することにより、目標エンジンパワーＰｅｇを得る。
内燃機関制御手段４１は、目標エンジンパワーＰｅｇに基づいて決定される、図５に示すような内燃機関２の運転効率が良い動作点（エンジン回転数とエンジントルク）で、内燃機関２が動作するように、空気量調整手段１０と燃料供給手段１１と着火手段１２との駆動状態を制御する。
電動機制御手段４２は、第１電動機４及び第２電動機５の合計電力が目標充放電パワーＰｂａｔとなるように、第１インバータ１９と第２インバータ２０との駆動状態を制御する。
前記目標充放電パワー設定手段３９は、車両速度Ｖｓが低くなるほど、目標充放電パワーＰｂａｔの絶対値が、図６に実線で示すように、小さくなるように設定する。 The air amount adjusting means 10, the fuel supply means 11, the ignition means 12, the first motor stator 15 of the first electric motor 4, and the second motor stator 18 of the second electric motor 5 of the internal combustion engine 2 are drive controlled. It is connected to a drive control unit 32 that is a control system of the apparatus 1.
The drive control unit 32 includes an accelerator opening degree detection means 33, a vehicle speed detection means 34, an engine speed detection means 35, and a battery charge state detection means 36. The drive control unit 32 includes a target drive force setting unit 37, a target drive power setting unit 38, a target charge / discharge power setting unit 39, a target engine power calculation unit 40, an internal combustion engine control unit 41, and an electric motor control. Means 42.
The accelerator opening degree detecting means 33 detects an accelerator opening degree tvo that is a depression amount of the accelerator pedal. The vehicle speed detection means 34 detects the vehicle speed (vehicle speed) Vs of the hybrid vehicle. The engine speed detection means 35 detects the engine speed Ne of the internal combustion engine 2. The battery charge state detection means 36 detects the charge state SOC of the battery 21.
The target driving force setting means 37 is a target drive for driving the hybrid vehicle according to the accelerator opening degree tvo detected by the accelerator opening degree detecting means 33 and the vehicle speed Vs detected by the vehicle speed detecting means 34. The force Fdrv is determined by searching the target driving force search map shown in FIG.
The target drive power setting means 38 sets the target drive power Pdrv based on the accelerator opening degree tvo detected by the accelerator opening degree detection means 33 and the vehicle speed Vs detected by the vehicle speed detection means 34. In this embodiment, the target drive power Pdrv is set by multiplying the target drive force Fdrv and the vehicle speed Vs.
The target charge / discharge power setting means 39 sets the target charge / discharge power Pbat based on at least the charge state SOC of the battery 21 detected by the battery charge state detection means 36. In this embodiment, the target charge / discharge power Pbat is searched and set by the target charge / discharge power search map shown in FIG. 4 according to the battery charge state SOC and the vehicle speed Vs.
The target engine power calculation means 40 calculates the target engine power Peg from the target drive power Pdrv set by the target drive power setting means 38 and the target charge / discharge power Pbat set by the target charge / discharge power setting means 39. In this embodiment, the target engine power Peg is obtained by subtracting the target charge / discharge power Pbat from the target drive power Pdrv.
The internal combustion engine control means 41 operates on the internal combustion engine 2 at an operating point (engine speed and engine torque) that is determined based on the target engine power Peg and has good operating efficiency as shown in FIG. As described above, the drive states of the air amount adjusting means 10, the fuel supply means 11, and the ignition means 12 are controlled.
The motor control means 42 controls the drive state of the first inverter 19 and the second inverter 20 so that the total power of the first motor 4 and the second motor 5 becomes the target charge / discharge power Pbat.
The target charge / discharge power setting means 39 sets the absolute value of the target charge / discharge power Pbat so as to decrease as the vehicle speed Vs decreases, as shown by the solid line in FIG.

次に作用を説明する。
ハイブリッド車両の駆動制御装置１は、アクセル開度検出手段３３が検出するアクセル開度ｔｖｏと、車両速度検出手段３４が検出する車両速度（車速）Ｖｓと、エンジン回転数検出手段３５が検出するエンジン回転数Ｎｅと、バッテリ充電状態検出手段３６が検出するバッテリ２１の充電状態ＳＯＣとを、駆動制御部３２に取り込む。
駆動制御装置１は、図２に示すように、目標駆動力設定手段３７によりアクセル開度ｔｖｏと車両速度Ｖｓとに応じて、ハイブリッド車両を駆動するための目標駆動力Ｆｄｒｖを、図３に示す目標駆動力検索マップにより検索して決定する。目標駆動力Ｆｄｒｖは、目標駆動パワー設定手段３８により車速Ｖｓと乗算されて、目標駆動パワーＰｄｒｖに設定される。
また、駆動制御装置１は、目標充放電パワー設定手段３９によりバッテリ充電状態ＳＯＣと車両速度Ｖｓとに応じて、目標充放電パワーＰｂａｔを、図４に示す目標充放電パワー検索マップにより検索して設定する。
駆動制御装置１は、目標エンジンパワー算出手段４０により目標駆動パワーＰｄｒｖから目標充放電パワーＰｂａｔを減算し、目標エンジンパワーＰｅｇを算出する。
駆動制御装置１は、目標エンジンパワーＰｅｇに基づき、図５に示すように内燃機関２の運転効率が良い動作点（エンジン回転数とエンジントルク）を決定し、内燃機関２がこの動作点で動作するように、内燃機関制御手段４１により空気量調整手段１０と燃料供給手段１１と着火手段１２とを駆動し、また、第１電動機４及び第２電動機５の合計電力が目標充放電パワーＰｂａｔとなるように、電動機制御手段４２により第１インバータ１９と第２インバータ２０とを駆動し、内燃機関２、第１電動機４、第２電動機５の各トルクを制御する。
内燃機関２、第１電動機４、第２電動機５の発生する駆動力は、第１遊星歯車機構８及び第２遊星歯車機構９を介して駆動軸７から駆動輪６に伝達され、ハイブリッド車両を走行させる。 Next, the operation will be described.
The hybrid vehicle drive control device 1 includes an accelerator opening tvo detected by the accelerator opening detecting means 33, a vehicle speed (vehicle speed) Vs detected by the vehicle speed detecting means 34, and an engine detected by the engine speed detecting means 35. The rotational speed Ne and the state of charge SOC of the battery 21 detected by the battery state of charge detection means 36 are taken into the drive control unit 32.
As shown in FIG. 2, the drive control device 1 shows the target drive force Fdrv for driving the hybrid vehicle according to the accelerator opening degree tvo and the vehicle speed Vs by the target drive force setting means 37 as shown in FIG. It searches and determines with a target driving force search map. The target driving force Fdrv is multiplied by the vehicle speed Vs by the target driving power setting means 38 and set to the target driving power Pdrv.
Further, the drive control device 1 searches the target charge / discharge power search unit shown in FIG. 4 for the target charge / discharge power Pbat according to the battery charge state SOC and the vehicle speed Vs by the target charge / discharge power setting means 39. Set.
The drive control apparatus 1 calculates the target engine power Peg by subtracting the target charge / discharge power Pbat from the target drive power Pdrv by the target engine power calculation means 40.
Based on the target engine power Peg, the drive control device 1 determines an operating point (engine speed and engine torque) with good operating efficiency of the internal combustion engine 2 as shown in FIG. 5, and the internal combustion engine 2 operates at this operating point. Thus, the internal combustion engine control means 41 drives the air amount adjusting means 10, the fuel supply means 11, and the ignition means 12, and the total power of the first motor 4 and the second motor 5 is equal to the target charge / discharge power Pbat. Thus, the first inverter 19 and the second inverter 20 are driven by the motor control means 42 to control each torque of the internal combustion engine 2, the first motor 4, and the second motor 5.
The driving force generated by the internal combustion engine 2, the first electric motor 4, and the second electric motor 5 is transmitted from the driving shaft 7 to the driving wheels 6 through the first planetary gear mechanism 8 and the second planetary gear mechanism 9, and the hybrid vehicle is Let it run.

このハイブリッド車両の駆動制御装置１は、目標充放電パワー設定手段３９によって、車両速度Ｖｓが低くなるほど、目標充放電パワーＰｂａｔの絶対値が、図６に実線で示すように、小さくなるように設定する。
これにより、駆動制御装置１は、車両速度Ｖｓの減少にともなって目標駆動パワーＰｄｒｖが減少するとともに、目標充放電パワーＰｂａｔも減少するため、目標エンジンパワーＰｅｇとエンジン回転数Ｎｅをほぼ一定にすることができる。
一方、従来例では、目標充放電パワーＰｂａｔが一定であるため、車両速度Ｖｓの減少にともなって目標エンジンパワーＰｅｇとエンジン回転数Ｎｅが増加している。
このように、このハイブリッド車両の駆動制御装置１は、車両速度Ｖｓが低くなるほど、目標充放電パワーＰｂａｔの絶対値が小さくなるように設定することで、車両速度Ｖｓが徐々に低下するような状態（たとえば減速時やアクセル開度が全閉時）において、エンジン回転数Ｎｅが上昇することを防止できるため、運転者にとって違和感を感じるような状況を無くすことができる。 In the hybrid vehicle drive control device 1, the target charge / discharge power setting means 39 sets the absolute value of the target charge / discharge power Pbat to decrease as the vehicle speed Vs decreases, as shown by the solid line in FIG. To do.
As a result, the drive control device 1 makes the target engine power Peg and the engine rotational speed Ne substantially constant because the target drive power Pdrv decreases as the vehicle speed Vs decreases and the target charge / discharge power Pbat also decreases. be able to.
On the other hand, in the conventional example, since the target charge / discharge power Pbat is constant, the target engine power Peg and the engine rotational speed Ne increase as the vehicle speed Vs decreases.
Thus, the hybrid vehicle drive control device 1 is set so that the absolute value of the target charge / discharge power Pbat decreases as the vehicle speed Vs decreases, so that the vehicle speed Vs gradually decreases. Since the engine speed Ne can be prevented from increasing at the time of deceleration (for example, when the accelerator opening is fully closed), a situation in which the driver feels uncomfortable can be eliminated.

なお、この実施例においては、車両速度Ｖｓが低くなるほど、目標充放電パワーＰｂａｔの絶対値が小さくなるように設定したが、アクセル開度ｔｖｏが全閉時において、目標エンジンパワーＰｅｇがほぼ一定になるように目標充放電パワーＰｂａｔを設定することで、車両速度Ｖｓが徐々に低下するような状態（たとえば減速時やアクセル開度が全閉時）において、エンジン回転数Ｎｅが上昇することを防止し、運転者にとって違和感を感じるような状況を無くすことができる。
また、この実施例においては、目標充放電パワーＰｂａｔの絶対値が小さくなるように設定したが、目標充放電パワー設定手段３９により設定される目標充放電パワーＰｂａｔの絶対値と、目標駆動パワー設定手段３８により設定される目標駆動パワーＰｄｒｖとを、車両速度Ｖｓが低下するに従って減少するように設定することもできる。
これにより、駆動制御装置１は、目標駆動パワーＰｂａｔと目標充放電パワーＰｄｒｖとを適切に設定するだけで、スムーズなハイブリッド車両の減速制御を実現することができる。 In this embodiment, the absolute value of the target charge / discharge power Pbat is reduced as the vehicle speed Vs decreases. However, when the accelerator opening degree tvo is fully closed, the target engine power Peg is substantially constant. By setting the target charging / discharging power Pbat so as to prevent the engine speed Ne from increasing in a state where the vehicle speed Vs gradually decreases (for example, when the vehicle is decelerated or the accelerator opening is fully closed). In addition, it is possible to eliminate a situation in which the driver feels uncomfortable.
In this embodiment, the absolute value of the target charge / discharge power Pbat is set to be small. However, the absolute value of the target charge / discharge power Pbat set by the target charge / discharge power setting means 39 and the target drive power setting are set. The target drive power Pdrv set by the means 38 can be set so as to decrease as the vehicle speed Vs decreases.
Thereby, the drive control apparatus 1 can implement | achieve the smooth deceleration control of a hybrid vehicle only by setting the target drive power Pbat and the target charging / discharging power Pdrv appropriately.

この発明のハイブリッド車両の駆動制御装置は、車両速度が徐々に低下するような状態（たとえば減速時やアクセル開度が全閉時）において、エンジン回転数が上昇することを防止できるものであり、ハイブリッド車両の駆動力伝達装置に適用することができる。   The drive control device for a hybrid vehicle of the present invention can prevent the engine speed from increasing in a state where the vehicle speed gradually decreases (for example, when the vehicle is decelerated or the accelerator opening is fully closed) The present invention can be applied to a driving force transmission device for a hybrid vehicle.

実施例を示すハイブリッド車両の駆動制御装置のシステム構成図である。It is a system block diagram of the drive control apparatus of the hybrid vehicle which shows an Example. 実施例を示す駆動制御装置の制御ブロック図である。It is a control block diagram of a drive control device showing an embodiment. 実施例を示す目標駆動力検索マップの説明図である。It is explanatory drawing of the target driving force search map which shows an Example. 実施例を示す目標充放電パワー検索マップの説明図である。It is explanatory drawing of the target charging / discharging power search map which shows an Example. 実施例を示すエンジン動作点検索マップの説明図である。It is explanatory drawing of the engine operating point search map which shows an Example. 実施例を示す駆動制御装置の減速時の制御タイムチャートである。It is a control time chart at the time of the deceleration of the drive control apparatus which shows an Example.

符号の説明Explanation of symbols

１ 駆動制御装置
２ 内燃機関
４ 第１電動機
５ 第２電動機
７ 駆動軸
８ 第１遊星歯車機構
９ 第２遊星歯車機構
１０ 空気量調整手段
１１ 燃料供給手段
１２ 着火手段
１９ 第１インバータ
２０ 第２インバータ
２１ バッテリ
３２ 駆動制御部
３３ アクセル開度検出手段
３４ 車両速度検出手段
３５ エンジン回転数検出手段
３６ バッテリ充電状態検出手段
３７ 目標駆動力設定手段
３８ 目標駆動パワー設定手段
３９ 目標充放電パワー設定手段
４０ 目標エンジンパワー算出手段
４１ 内燃機関制御手段
４２ 電動機制御手段
４３ 減速時制御手段 DESCRIPTION OF SYMBOLS 1 Drive control apparatus 2 Internal combustion engine 4 1st electric motor 5 2nd electric motor 7 Drive shaft 8 1st planetary gear mechanism 9 2nd planetary gear mechanism 10 Air quantity adjustment means 11 Fuel supply means 12 Ignition means 19 1st inverter 20 2nd inverter DESCRIPTION OF SYMBOLS 21 Battery 32 Drive control part 33 Accelerator opening degree detection means 34 Vehicle speed detection means 35 Engine rotation speed detection means 36 Battery charge state detection means 37 Target drive force setting means 38 Target drive power setting means 39 Target charge / discharge power setting means 40 Target Engine power calculation means 41 Internal combustion engine control means 42 Motor control means 43 Deceleration control means

Claims (1)

内燃機関と電動機とからの出力を用いて車両を駆動制御するハイブリッド車両の駆動制御装置において、アクセル開度を検出するアクセル開度検出手段を備え、車両速度を検出する車両速度検出手段を備え、バッテリの充電状態を検出するバッテリ充電状態検出手段を備え、前記アクセル開度検出手段により検出されたアクセル開度と、前記車両速度検出手段により検出された車両速度とに基づいて目標駆動パワーを設定する目標駆動パワー設定手段を備え、少なくとも前記バッテリ充電状態検出手段により検出されたバッテリの充電状態に基づいて目標充放電パワーを設定する目標充放電パワー設定手段を備え、前記目標駆動パワー設定手段により設定された目標駆動パワーと前記目標充放電パワー設定手段により設定された目標充放電パワーとから目標エンジンパワーを算出する目標エンジンパワー算出手段を備え、前記目標充放電パワー設定手段は、同じ車両速度であれば充電状態が高いほど前記目標充放電パワーの絶対値が低い値に設定され、かつアクセル開度が全閉時において、目標エンジンパワーがほぼ一定になるように目標充放電パワーを設定し、この目標充放電パワーの絶対値が小さくなるように設定することを特徴とするハイブリッド車両の駆動制御装置。 In a hybrid vehicle drive control device that drives and controls a vehicle using outputs from an internal combustion engine and an electric motor, the hybrid vehicle drive control device includes an accelerator opening detection unit that detects an accelerator opening, and includes a vehicle speed detection unit that detects a vehicle speed, Battery charge state detection means for detecting the state of charge of the battery is provided, and a target drive power is set based on the accelerator opening detected by the accelerator opening detection means and the vehicle speed detected by the vehicle speed detection means Target charge power setting means for setting target charge / discharge power based on at least the charge state of the battery detected by the battery charge state detection means, and the target drive power setting means The set target drive power and the target charge / discharge power set by the target charge / discharge power setting means. Comprising a target engine power calculating means for calculating a target engine power from the chromatography, the target charge-and-discharge power setting means is set to an absolute value lower values of the target charge-and-discharge power higher charge state when the same vehicle speed The target charge / discharge power is set so that the target engine power is substantially constant when the accelerator opening is fully closed, and the absolute value of the target charge / discharge power is set to be small. A drive control device for a hybrid vehicle.
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