JP5332697B2 - Drive control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a drive control device for a hybrid vehicle using fuel and electric power as energy sources.

  In recent years, a hybrid vehicle including an internal combustion engine (engine) that uses fuel such as gasoline as energy and a motor driven by electric power from a battery (secondary battery) such as a lithium ion battery has been put into practical use. ing.

  There is also known a hybrid vehicle equipped with an in-vehicle charger that can be connected to an external power source such as a household commercial power source to charge the battery. In such a hybrid vehicle, the fuel cost associated with engine running is reduced. In addition, there is a charge power cost associated with battery running. For this reason, as a control for reducing the energy cost of a hybrid vehicle, for example, the control described in Patent Document 1 is known.

  The hybrid vehicle described in Patent Document 1 includes a power generation device that generates power using the power of an engine (internal combustion engine) to charge a battery (power storage device), and an in-vehicle charger that connects to an external power source and charges the battery (external) Charging device). Then, the power generation unit price when charging the battery with this power generation device is compared with the power unit price when charging the battery with the in-vehicle charger, and the power generation unit price of the power generation device driven by the engine is When it is higher than the unit price of electric power, control is performed to suppress the amount of charge to the battery by the power generation device. Thereby, in this case, the amount of charge to the battery by the relatively low-cost in-vehicle charger is increased to reduce the energy cost.

JP 2007-237792 A

  By the way, in a hybrid vehicle, when it runs with the driving force of an engine, fuel cost is accompanied by fuel consumption. Therefore, just considering only the charging cost for the battery as in Patent Document 1, the energy cost associated with vehicle running is reduced. Reduction effect is small.

  Accordingly, the present invention provides a hybrid vehicle drive control device capable of improving the energy cost reduction effect during vehicle travel in consideration of the fuel cost associated with engine travel and the power cost associated with battery travel. With the goal.

In order to achieve the above object, a hybrid vehicle drive control device according to the present invention includes a fuel source engine, a fuel-powered motor, a power-powered motor, power supply to the motor, and an external exterior of the vehicle. A battery that can be charged with electric power from a power source, and can be switched to either engine running with the engine as a main drive source or motor running by driving the motor. In this hybrid vehicle drive control device, based on the driver's required driving force, based on the driver's required driving force, the fuel cost calculating means for calculating the fuel cost according to the fuel consumption when the engine travels, and on the basis of the driver's required driving force The power cost calculation means for calculating the power cost according to the amount of discharge of the battery when the motor travels, the fuel cost calculated by the fuel cost calculation means and the power cost calculation means, respectively, and the power cost are compared. Control means for selecting and driving a drive source having a lower cost, and the control means calculates the fuel cost calculated by the fuel cost calculation means and the power cost calculation means, respectively, while the vehicle is running. Energy cost based on the driver's required driving force while the vehicle is running Select cheaper drive source is controlled so as to run is switched to the selected drive source.

  According to the drive control apparatus for a hybrid vehicle according to the present invention, the fuel cost when the engine travels and the power cost when the motor travels are calculated based on the driver's required driving force. A drive source (either engine or motor) can be selected and switched to the selected drive source. As a result, it is possible to select and drive a drive source having a lower energy cost when the vehicle is traveling, so that it is possible to improve the effect of reducing the energy cost when the vehicle is traveling.

Schematic which shows the whole structure of the drive control apparatus of the hybrid vehicle which concerns on embodiment of this invention. The block diagram which shows the control system of the drive control apparatus of the hybrid vehicle which concerns on embodiment of this invention. The figure which shows the structure of a cost evaluation part. The flowchart which shows the calculation operation | movement of the fuel cost at the time of engine driving | running | working. The flowchart which shows the calculation operation | movement of the electric power cost at the time of motor running. The figure which shows an example of a control map.

  Hereinafter, the present invention will be described based on the illustrated embodiments. FIG. 1 is a schematic diagram showing the overall configuration of a drive control apparatus for a hybrid vehicle according to an embodiment of the present invention. The hybrid vehicle according to the present embodiment has a configuration in which a motor generator is disposed between the engine and the transmission in a rear-wheel drive FR vehicle via a clutch.

(Configuration of hybrid vehicle drive system)
As shown in FIG. 1, the drive system of the hybrid vehicle 1 of the present embodiment includes an engine 2, a motor generator (MG) 4 that is coupled to an engine output shaft via a first clutch 3 so as to be able to be engaged and released, An automatic transmission (hereinafter referred to as “AT”) 5, a differential gear 8 for transmitting a driving force transmitted through the AT 5 and the propeller shaft 6 to the left and right rear wheels 7 a, 7 b, and drive shafts 9 a, 9 b ing.

  The engine 2 is an internal combustion engine such as a gasoline engine or a diesel engine, and operation control is performed based on a signal from the engine control unit 10.

  The first clutch 3 is a clutch interposed between the engine 2 (engine output shaft) and the motor generator 4, and a control created by a clutch hydraulic unit (not shown) based on a signal from the clutch control unit 11. Engagement, slip engagement (half-clutch state), and release are controlled by hydraulic pressure. As the first clutch 3, for example, a normally closed dry single-plate clutch is used in which complete engagement is maintained by an urging force of a diaphragm spring, and from slip engagement to complete release is controlled by stroke control using a hydraulic actuator. .

  The motor generator 4 is, for example, an AC synchronous motor, and a high-power battery (hereinafter referred to as “battery”) 13 is electrically connected via an inverter 12. The inverter 12 performs power running control or regenerative control by causing the motor generator 4 to function as a motor (electric motor) or a generator (generator) based on a signal from the motor control unit 14.

  That is, the motor generator 4 functions as a motor (electric motor) that generates a driving force by receiving power supplied from the battery 13 when driving the driving wheels (rear wheels 7a, 7b). , 7b), functioning as a generator (generator) at the time of regenerative braking that receives rotational energy from the battery 12 and charging the battery 13 via the inverter 12. The motor shaft of the motor generator 4 is connected to the transmission input shaft of the AT 5 via a damper.

  AT5 is a stepped transmission that automatically switches stepped gears such as five forward speeds / first reverse gears according to the vehicle speed, accelerator opening, etc., for example, based on a signal from the AT control unit 15. Shift control is performed. The output shaft of the AT 5 is connected to the propeller shaft 6. In the AT 5, a second clutch 16 is provided for selecting an optimum clutch or brake arranged in the torque transmission path among a plurality of friction engagement elements that are engaged at each gear.

  Engagement / slip engagement / release of the second clutch 16 is controlled by a control oil pressure generated by a clutch oil pressure unit (not shown) based on a signal from the clutch control unit 11. As the second clutch 16, for example, a normally open wet multi-plate clutch or a wet multi-plate brake capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used.

  The battery 13 is a secondary battery such as a lithium ion battery, and supplies electric power for driving to the motor generator 4 via the inverter 12 when the motor is driven by driving the motor generator 4, and by the motor generator 4 during regenerative braking. The obtained electric power is charged via the inverter 12. The battery 13 is electrically connected to an on-vehicle charger 17 for charging the battery 13 by connecting to an external power source.

  The hybrid vehicle 1 can travel by switching between engine traveling by driving the engine 2 and motor traveling by driving the motor generator 4. When the engine is running, the first clutch 3 and the second clutch 16 are engaged, the engine 2 is cranked by driving the motor generator 4, and the output of the started engine 2 is transferred to the AT 5 via the motor shaft of the motor generator 4. input. Note that after the engine is started, the driving of the motor generator 4 is stopped.

  When the motor is running, the first clutch 3 is disengaged (the second clutch 16 is engaged), and the motor generator 4 is driven by the electric power supplied from the battery 13 via the inverter 12. Is input to AT5. The engine 2 is stopped when the motor is running.

(Configuration of control system for hybrid vehicle)
As shown in FIGS. 1 and 2, the control system of the hybrid vehicle 1 of the present embodiment includes an engine control unit 10 that controls the engine 2 and a clutch control unit 11 that controls the first and second clutches 3 and 16. The motor control unit 14 that controls the motor generator 4 via the inverter 12, the AT control unit 15 that controls the AT 5, and the integrated controller 20 that controls these control units in an integrated manner.

  The integrated controller 20 compares the fuel cost when the hybrid vehicle 1 travels with the output of the engine 2 and the power cost when the hybrid vehicle 1 travels with the output of the motor generator 4, and drives the drive with the lower energy cost. A cost evaluation unit 21 for selecting a power source (either the engine 2 or the motor generator 4), and each control unit (the engine control unit 10) so as to run with the selected drive source having a lower energy cost. The clutch control unit 11, the motor control unit 14, and the AT control unit 15) are controlled in an integrated manner (details will be described later).

  The integrated controller 20 includes an engine operation state detection sensor unit 22 that detects the operation state of the engine 2, a motor operation state detection sensor unit 23 that detects the operation state of the motor generator 4, and a vehicle that detects a vehicle output request from the driver. An output request detection sensor unit 24, a brake stroke sensor 25 that detects a vehicle braking request from a driver (a stroke amount (depression amount) of a brake pedal (not shown)), a vehicle speed sensor 26 that detects a vehicle speed of the hybrid vehicle 1, and the like The sensor information output from each is input.

  In addition, a navigation device 27 is connected to the integrated controller 20, and predetermined information (current vehicle position data, fuel price (fuel unit price) data in an area near the refueling point) from the navigation device 27 to the integrated controller 20. ), Power price (power unit price) data in the vicinity of the charging point by the external power source, etc.). Fuel price data and power price data for each region are stored in advance in the storage device in the navigation device 27 together with the map information. In addition, the fuel price (fuel unit price) data and power price (power unit price) data for each region can be updated to the latest data by, for example, downloading on the net.

  As shown in FIG. 2, the engine operating state detection sensor unit 22 detects an engine torque sensor 30 that detects the torque of the engine 2, an engine speed sensor 31 that detects the speed of the engine 2, and a temperature of engine cooling water. A water temperature sensor 32, an exhaust temperature sensor 33 for detecting the engine exhaust temperature, and the like are provided.

  As shown in FIG. 2, the motor operation state detection sensor unit 23 includes a motor torque sensor 34 that detects the torque of the motor generator 4, a motor rotation speed sensor 35 that detects the rotation speed of the motor generator 4, and the battery 13 during motor operation. Or it has the voltage sensor 36 which measures the battery voltage at the time of regenerative braking.

  As shown in FIG. 2, the vehicle output request detection sensor unit 24 includes an accelerator sensor 37 that detects a stroke amount (depression amount) of an accelerator pedal (not shown), and a gear position of the AT 5 (for example, of the fifth forward speed). A shift sensor 38 for detecting an arbitrary gear stage) is provided.

  As shown in FIG. 3, the cost evaluation unit 21 calculates the fuel cost when the engine travels based on the output of the engine 2 and the power cost when the motor travels based on the output of the motor generator 4. A power cost calculation unit 40, a correction coefficient calculation unit 41 that calculates a correction coefficient according to the driving of the driver, a fuel cost calculated by the fuel cost calculation unit 39, and a power cost calculated by the power cost calculation unit 40. In comparison, the drive source selection unit 42 that selects the drive source with the lower energy cost (either the engine 2 or the motor generator 4) and the driving data (motor running frequency of the driver during past vehicle driving). The operation data storage unit 43 stores a degree, a degree of regenerative braking frequency, and the like.

  The correction coefficient calculation unit 41 calculates a correction coefficient predicted from the driver's past driving pattern, multiplies the calculated correction coefficient by the power cost calculated by the power cost calculation unit 40, and calculates the power cost to the driver's past. Adjust according to the driving pattern. That is, when the correction coefficient calculation unit 41 determines from the driving data read from the driving data storage unit 43 that the driver has been driving in the past with a high degree of motor driving frequency, When a correction coefficient is set to increase the power cost in accordance with the increase in consumption, and the driver determines that the driver has been driving in the past so that the degree of regenerative braking frequency increases, the battery 13 The correction coefficient is set to reduce the power cost according to the increase in the amount of charge.

  Next, when the hybrid vehicle 1 travels (including when travel starts), the fuel cost calculation operation is performed when the fuel cost calculation unit 39 performs engine travel, and the electric power cost calculation unit 40 performs motor travel. The operation of calculating the power cost in this case will be described with reference to the flowcharts shown in FIGS.

  As shown in FIG. 4, the fuel cost calculation unit 39 determines the required driving force (required vehicle) of the hybrid vehicle 1 based on the accelerator opening information input from the accelerator sensor 37 and the vehicle speed information input from the vehicle speed sensor 26. (Driving force) is calculated (step S1). Then, based on the control map stored in the storage unit (not shown), the optimum AT4 shift stage is selected so that the best fuel consumption rate is obtained on the calculated equal output line of the required driving force (step S2). . Then, the engine speed and the engine torque of the engine 2 at the optimum gear selected in step S2 are calculated on the equal output line of the required driving force calculated in step S1 (step S3).

  That is, in the example of the control map shown in FIG. 6, S is an engine fuel consumption rate map (engine fuel consumption rate contour), and P is an equal output line of required driving force. Further, P1 on the iso-output line P is the position of the engine speed and engine torque that satisfies the required driving force at the current shift speed, and P2 on the iso-output line P is the best fuel efficiency rate. This is the position of the engine speed and engine torque when the optimum AT4 gear position is selected. In steps S2 and S3, the optimum AT4 gear stage is selected so that the best fuel efficiency at P2 on the iso-output line P is selected, and the engine speed and engine torque are calculated.

  Then, based on the engine speed and engine torque calculated in step S3, the cooling water temperature information input from the water temperature detection sensor 32, the exhaust temperature information input from the exhaust temperature detection sensor 33, and the like, the engine drive efficiency at the time of traveling is determined. ηe is calculated (step S4).

  Then, the gear selected in step S2, the engine speed and engine torque calculated in step S3, the engine driving efficiency calculated in step S4, the accelerator opening information input from the accelerator sensor 37, and the vehicle speed sensor 26 are input. Based on the vehicle speed information and the effective tire diameter information of the drive wheels (rear wheels 7a, 7b) stored in the storage unit (not shown), the engine fuel consumption rate f1 during this travel is calculated (step S5).

  Then, in the engine fuel consumption rate f1 calculated in step S5, the fuel unit price A (unit price per liter (yen / l)) data input from the navigation device 27 is stored in the storage unit (not shown). The stored fuel specific gravity B (l / g) data of the fuel used for the host vehicle is taken, and the engine fuel consumption rate f1 is multiplied by the fuel unit price A and the fuel specific gravity B (f1 × A × B) to drive the engine. Is calculated (step S6).

  On the other hand, as shown in FIG. 5, the power cost calculation unit 40, based on the accelerator opening information input from the accelerator sensor 37 and the vehicle speed information input from the vehicle speed sensor 26, the required driving force ( Necessary vehicle driving force) is calculated (step S11). Then, based on a control map stored in a storage unit (not shown), an optimal AT5 shift stage (for example, forward 5th speed) so as to achieve the best fuel efficiency on the calculated equal output line of the required driving force. Any gear stage is selected (step S12).

  Then, the motor rotational speed and motor torque of the motor generator 4 at the optimum gear selected in step S12 are calculated on the equal output line of the required driving force calculated in step S11 (step S13). Then, based on the motor rotational speed and motor torque calculated in step S13, battery voltage information input from the voltage sensor 36, etc., the motor drive efficiency ηm during this travel is calculated (step S14).

  Then, the gear selected in step S12, the motor speed and motor torque calculated in step S13, the motor drive efficiency calculated in step S14, the accelerator opening information input from the accelerator sensor 37, and the vehicle speed sensor 26 are input. Motor power consumption (kwh) f2 is calculated based on vehicle speed information and effective tire diameter information of the drive wheels (rear wheels 7a, 7b) stored in the storage unit (not shown) (step S15).

  Then, the electric power unit price C (unit price per kwh (yen / kwh)) in the vicinity of the charging point by the external power source input from the navigation device 27 and the correction coefficient calculation unit 41 are input to the motor power consumption f2 calculated in step S15. Multiply the input correction coefficient D (f2 × C × D) to calculate the power cost when the motor travels (step S16). As described above, the correction coefficient D is a coefficient for correcting the power cost calculated by the power cost calculation unit 40 based on the driving pattern of the driver. The correction coefficient D is corrected as the motor traveling frequency increases. The value of the coefficient D is increased, and the value of the correction coefficient D is decreased as the regenerative braking frequency is increased.

  The electric power unit price C is a unit price per kwh when the battery 13 is charged with electric power from an external power source (for example, household commercial power source) via the in-vehicle charger 17.

  As described above, when the fuel cost when the engine travels and the power cost when the motor travels are calculated, the drive source selection unit 42 captures and compares these cost information, and drives the drive with the lower energy cost. A source (either engine 2 or motor generator 4) is selected. Then, the integrated controller 20 sends predetermined control signals to the engine control unit 10, the clutch control unit 11, the motor control unit 14, and the AT control unit 15 so that the vehicle travels with one drive source selected by the drive source selection unit 42. Is output.

  For example, when it is determined that the fuel cost is lower than the power cost by comparing the energy costs in the drive source selection unit 42 and the engine 2 is selected as the drive source, the engine travels by driving the engine 2. In addition, a predetermined control signal is output from the integrated controller 20 to the engine control unit 10, the clutch control unit 11, the motor control unit 14, and the AT control unit 15.

  As a result, when the motor is running by driving the motor generator 4, the first clutch 3 is engaged by the control of the clutch control unit 11, the engine 2 is cranked, and the engine is started. Then, the AT 5 is shifted to the optimum gear selected in step S2 of FIG. Further, under the control of the engine control unit 10, the engine 2 is driven with the engine speed and engine torque calculated in step S3 of FIG. As a result, the drive wheels (rear wheels 7a, 7b) are driven by the output of the engine 2. After the engine 2 is driven, the power supply to the motor generator 4 is stopped under the control of the motor control unit 14, and the motor shaft of the motor generator 4 is integrated with the engine driving force transmitted through the first clutch 3. Rotate.

  Further, when it is determined that the power cost is lower than the fuel cost by comparing the energy costs in the drive source selection unit 42 and the motor generator 4 is selected as a drive source, the motor generator 4 is driven to drive the motor. As shown, predetermined control signals are output from the integrated controller 20 to the engine control unit 10, the clutch control unit 10, the motor control unit 14, and the AT control unit 15.

  As a result, when the engine is running by driving the engine 2, the first clutch 3 is opened by the control of the clutch control unit 11, and the motor generator is controlled from the battery 13 via the inverter 12 by the control of the motor control unit 14. 4 is supplied with a predetermined electric power, and AT5 is shifted to the optimum gear selected in step S12 of FIG. Further, the motor generator 4 is driven with the motor rotational speed and motor torque calculated in step S13 of FIG. As a result, the drive wheels (rear wheels 7a, 7b) are driven by the output of the motor generator 4.

  The engine 2 is stopped when the motor generator 4 runs the motor. However, when the charge amount of the battery 14 falls below a predetermined threshold, the engine 2 is temporarily switched to the driving by driving the engine 2 as described above. .

  As described above, according to the drive control apparatus for a hybrid vehicle according to the present embodiment, the fuel cost when the engine travels and the power cost when the motor travels are calculated based on the driver's requested driving force, and the energy is calculated. The drive source with the lower cost (either one of the engine 2 or the motor generator 4) can be selected and switched to the selected drive source for traveling. As a result, it is possible to select and drive a drive source having a lower energy cost when the vehicle is traveling, so that it is possible to improve the effect of reducing the energy cost when the vehicle is traveling.

  Further, even when the fuel unit price and the power unit price vary from region to region, the fuel unit price data in the region near the fuel refueling point and the power unit price data in the region near the power charging point can be taken in from the navigation device 27. Thus, when selecting a drive source with a lower energy cost, it is possible to take into account the fuel unit price in the area near the fuel refueling point and the power unit price in the area near the power charging point. The drive source with the lower energy cost can be selected with high accuracy.

  Furthermore, when calculating the electric power cost due to motor driving, the correction can be made with a correction coefficient based on the past driving pattern of the driver, so that the electric power cost due to motor driving can be calculated more accurately. Thereby, it becomes possible to select the drive source with the lower energy cost more accurately.

  In the embodiment, the fuel price data and the power price data are fetched from the navigation device 27. However, in addition to this, for example, the fuel price data and the power price data at the time of refueling and charging are obtained. The driver may operate the input device for input.

  In the above-described embodiment, the drive control apparatus for the hybrid vehicle of the FR drive system is an example. However, other than this, for example, the drive control apparatus of the hybrid vehicle of the FF drive system or the four-wheel drive system is also the same. The invention can be applied.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 2 Engine 3 1st clutch 4 Motor generator (motor)
5 AT
DESCRIPTION OF SYMBOLS 10 Engine control part 11 Clutch control part 12 Inverter 13 Battery 14 Motor control part 15 AT control part 16 2nd clutch 20 Integrated controller (control means)
21 Cost Evaluation Unit 27 Navigation Device (Fuel Price Data Capture Means, Electricity Price Data Capture Means)
39 Fuel cost calculation unit (fuel cost calculation means)
40 Electric power cost calculation unit (electric power cost calculation means)
41 Correction coefficient calculation unit (correction coefficient calculation means)
42 Drive source selection unit (control means)
43 Operation data storage (storage means)

Claims (3)

The engine has a fuel-powered engine and a power-powered motor as a drive source, and a battery that supplies power to the motor and can be charged from an external power source outside the vehicle, and drives the engine as a main drive A drive control device for a hybrid vehicle capable of traveling by switching to engine traveling as a source or motor traveling by driving the motor,
A fuel cost calculating means for calculating a fuel cost corresponding to a fuel consumption amount when the engine runs based on a driver's required driving force;
A power cost calculating means for calculating a power cost according to the amount of discharge of the battery when the motor travels based on the driver's required driving force;
A control means for comparing the fuel cost and the power cost calculated by the fuel cost calculation means and the power cost calculation means, respectively, and controlling to drive by selecting a drive source having a lower energy cost ; and
The control unit compares the fuel cost and the power cost calculated by the fuel cost calculation unit and the power cost calculation unit, respectively, while the vehicle is traveling, and based on the driver's requested driving force during the vehicle traveling, A drive control apparatus for a hybrid vehicle , wherein a drive source with a lower energy cost is selected, and control is performed so as to switch to the selected drive source for traveling . Fuel price data capturing means for capturing fuel price data in an area near the refueling point where the fuel of the host vehicle was refueled, and power price for capturing power price data in an area near the charging point where the battery was charged from an external power source Data acquisition means,
The fuel cost calculation means calculates the fuel cost when the engine is running in consideration of the fuel price input from the fuel price data acquisition means, and the power cost calculation means is input from the power price data acquisition means. 2. The drive control apparatus for a hybrid vehicle according to claim 1, wherein an electric power cost is calculated in consideration of electric power price. Based on the driving data read out from the storage means, the storage means storing the driving data including at least motor driving frequency degree data and regenerative braking frequency degree data during the past driving of the driver, the power cost Correction coefficient calculation means for calculating a correction coefficient for correcting the power cost calculated by the calculation means,
The drive control apparatus for a hybrid vehicle according to claim 1, wherein the battery can be charged with electric power from the motor during regenerative braking.

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