JP5510116B2 - Hybrid vehicle regenerative control device - Google Patents

Hybrid vehicle regenerative control device Download PDF

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JP5510116B2
JP5510116B2 JP2010145420A JP2010145420A JP5510116B2 JP 5510116 B2 JP5510116 B2 JP 5510116B2 JP 2010145420 A JP2010145420 A JP 2010145420A JP 2010145420 A JP2010145420 A JP 2010145420A JP 5510116 B2 JP5510116 B2 JP 5510116B2
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regenerative
traveling
engine
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JP2012006525A (en
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潤 齋藤
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三菱自動車工業株式会社
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    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles

Description

  The present invention relates to a regeneration control device for a hybrid vehicle suitable for use in regeneration control of a series / parallel hybrid vehicle.

  In a series-parallel hybrid vehicle, when the vehicle is driven (powering) by the driver depressing the accelerator pedal, the drive wheel is driven by the output torque of either or both of the driving motor and the engine, and the vehicle is driven. When the driver releases the depression of the accelerator pedal, the driving motor is operated as a generator to perform regenerative braking using this power generation load for braking so that a braking force equivalent to engine braking is obtained while recovering energy as electric power. Yes.

  When the accelerator pedal is released by driving the drive wheels using the engine output torque, the engine pedal is applied to the regenerative braking, but the accelerator pedal is running without using the engine output torque. When the depression is released, a braking force equivalent to engine braking is generated only by regenerative braking. Electricity is generated by the regenerative braking, and the traveling battery for supplying electric power to the traveling motor is charged by the generated power.

  By the way, in general, when a battery is charged with the state of charge (SOC) of the battery being near full charge (100%), or when the battery is discharged while the SOC is greatly reduced, the battery life deteriorates rapidly. It will end up. Further, when the SOC decreases, the required power cannot be discharged. For this reason, the battery for traveling is normally managed so that the SOC is maintained within a certain range defined by the preset upper limit value and lower limit value.

  When the state of charge (SOC) of the running battery drops to the lower limit value or near the lower limit value, the generator is driven by the output torque of the engine to generate power, and the SOC reaches the upper limit value or near the upper limit value by this electric power. Charge the running battery until In the case of series / parallel hybrid vehicles, a clutch that connects and disconnects the power transmission is installed between the engine and the drive wheels. If the driving torque required for driving can be provided only by the driving motor, the clutch is disengaged. In a state where the drive wheels and the power are cut off (that is, in the state of a series hybrid vehicle), the generator is driven by the output torque of the engine to generate electric power, and the traveling battery is charged.

  Thus, when the SOC of the traveling battery has reached the upper limit value or near the upper limit value due to power generation by the engine-driven generator or power generation by the regenerative braking described above, the traveling battery accepts further charging. I can't do that. For this reason, when the SOC of the traveling battery is at the upper limit value or near the upper limit value, the regenerative braking is stopped or the regenerative braking is limited even if the regenerative braking should be performed, and the SOC of the traveling battery is reduced. It is necessary not to exceed the upper limit.

However, in this case, although the battery for traveling can be protected, the braking force by regenerative braking that should be originally generated is insufficient, so that the drive feeling of the vehicle is deteriorated.
With respect to such a problem, Patent Document 1 discloses that a regenerative braking is applied to a motor generator in a so-called split type hybrid vehicle in which engine output torque is transmitted to drive wheels and a generator via a power split mechanism including a planetary gear mechanism. When the electric power generated by regenerative braking exceeds the charge permission power of the battery, an electric power control command is output to the air conditioning control device so that surplus power is consumed by the air conditioning device, and the motor A technique for regenerative braking control of a generator has been proposed.

  According to this technology, regenerative braking is required for the motor generator for deceleration of the hybrid vehicle, etc., but even if the battery is in a state where charging is not possible at that time, the electric power generated by regenerative braking is Since it is consumed by the air conditioner, the braking force by regeneration can be secured without charging the battery, and the electric power generated by the braking can be effectively utilized.

JP 2009-196404 A

By the way, in the technique of patent document 1, when surplus electric power is consumed with an air conditioner, the power consumption in a compressor is increased, but this will further reduce the air-conditioning temperature during cooling, and during heating. The air conditioning temperature will be further increased.
In Patent Document 1, since the duration of the state of the regenerative braking control is short, even if the state where the air conditioner is different from the set temperature continues, the possibility of giving the passenger discomfort is low, On long downhills and the like, it may be assumed that the state of regenerative braking control continues for a long time. In this case, there is a risk of discomfort to the passenger.

  Further, as in Patent Document 1, in order to consume surplus power with the air conditioner, it is assumed that the air conditioner side is in a state where surplus power can be consumed. That is, when the compressor is already fully operating, it is difficult to increase the power consumption in the compressor, and surplus power cannot be consumed by the air conditioner. Therefore, the braking force due to regeneration cannot be secured without charging the battery.

  The present invention has been made in view of such a problem, and in a hybrid vehicle, even when it is difficult to charge a battery, the hybrid vehicle can be reliably implemented without restricting regenerative braking. An object of the present invention is to provide a regeneration control device.

In order to achieve the above object, the regenerative control device for a hybrid vehicle of the present invention drives the driving wheels when traveling driving is required, and performs regenerative braking to generate generated power when regenerative driving is required. A traveling motor that is generated, a motor generator that is connected to the engine and generates electric power by rotational force from the engine, a battery that supplies power to the traveling motor, and whether or not charging to the traveling battery should be regulated And a determination means for determining the motor generator using the power generated by the regenerative braking when the determination means determines that charging of the battery should be restricted. actuates provided with a control means for controlling so as to drive the engine, the control hand stage, Starring regenerative power generated when performing the regenerative braking A regenerative power calculating unit that calculates a battery input power that can be input to the traveling battery from a charged state of the traveling battery, and the battery input power based on the temperature of the traveling battery. A correction coefficient calculation unit that calculates a correction coefficient for correction, and a target battery input calculation unit that calculates a target battery input power of the battery for traveling based on the battery input power and the correction coefficient, and is characterized in Rukoto actuates the generator using the power amount obtained by subtracting the target battery input power from the regenerative power.

When the temperature state of the traveling battery is larger than a preset temperature upper limit value and / or when the temperature state of the traveling battery is smaller than a preset temperature lower limit value In addition, it is preferable to calculate the correction coefficient for correcting the battery input power.
It is preferable that a transmission path for transmitting the engine driving force to the driving wheel is provided with a friction engagement element for connecting and disconnecting the driving force, and the control means controls the friction engagement element to a driving force cutoff state.

  According to the regenerative control device for a hybrid vehicle of the present invention, at the time of regenerative braking under a situation where charging of the battery is to be regulated, the engine is driven by operating the motor generator as a motor using the power generated by the regenerative braking. In addition, part or all of the power generated by regenerative braking is consumed for driving the engine by the motor generator, and regenerative braking can be carried out without restricting charging to the battery, while protecting the battery, Good drive feeling can be secured.

In this way, when the engine is driven by the motor generator, the regenerative braking is consumed according to the amount of power that regulates the charging of the battery, so that the normal regeneration is achieved without increasing or decreasing the charge amount of the battery. Braking can be performed.
In the case of a hybrid vehicle having a friction engagement element for connecting / disconnecting power between the engine and the drive wheel, the power generated by regenerative braking can be consumed by driving the engine with the motor generator after the clutch is in a power cut-off state. Thus, regenerative control can be performed without hindering vehicle travel.

  When the charge state of the battery is larger than a preset charge upper limit value, it is possible to protect the battery by regulating the charge to the battery, and when the battery temperature state is larger than the temperature upper limit value or Even when the temperature is lower than the lower limit value, the battery can be protected by regulating the charging of the battery.

It is a block diagram which shows the drive system of the hybrid vehicle concerning one Embodiment of this invention. It is a block diagram which shows the control system of the regeneration control apparatus of the hybrid vehicle concerning one Embodiment of this invention. It is a flowchart explaining the regeneration control of the hybrid vehicle concerning one Embodiment of this invention. It is a block diagram which each shows the flow of the regenerative energy at the time of the regeneration control of the hybrid vehicle concerning one Embodiment of this invention to (a)-(c) according to the acceptance state by the side of a battery. It is a block diagram of the drive system which shows the modification of the regeneration control apparatus of the hybrid vehicle concerning one Embodiment of this invention. It is a block diagram which shows the modification of the control system of the regeneration control apparatus of the hybrid vehicle concerning one Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
<Configuration>
First, the drive system of the hybrid vehicle according to the present embodiment will be described.
As shown in FIG. 1, the drive system of this hybrid vehicle includes a traveling motor (traveling electric motor) 1, an engine (internal combustion engine) 2, a motor generator (generator) 3, and a friction engagement element (power disconnection / connection). Clutch) 4, drive wheel 5, inverter 6, and traveling battery (high voltage power source) 7, and traveling motor 1 and generator 3 are interposed between traveling battery 7 and inverter 6. The operation is controlled through. The inverter 6, the engine 2, and the power connection / disconnection clutch 4 are controlled by an ECU (electronic control unit) 10.

  Although not shown in detail, the ECU 10 includes an input / output device, a storage device (ROM, RAM, nonvolatile RAM, etc.), a central processing unit (CPU), a timer counter, and the like. Various sensors for vehicle side information such as an opening sensor 21, an engine speed sensor (or a generator speed sensor for detecting the speed of the generator 3) 24 for detecting the speed of the engine 2, and a battery cell of the traveling battery 7 The charge state detection circuit 22 that detects the state of charge (SOC) of the traveling battery 7 from the current (cell current) and voltage (cell voltage) of the battery, and the temperature that detects the temperature (cell temperature) of the battery cell of the traveling battery 7 Sensors 23 are connected, and detection information from these sensors is input. Further, the current (motor current) and voltage (motor voltage) of the traveling motor 1 and the motor rotation speed are also input to the ECU 10 through the inverter 6.

The traveling motor 1 is always connected to the drive wheels 5. When the driver output request (accelerator depression) is detected by the accelerator opening sensor 21, the traveling motor 1 uses the power of the traveling battery 7 as a motor (electric motor). It operates to generate an output torque, which is output to the drive wheels 5 as a drive torque (travel drive force) for traveling the vehicle.
Further, when the driver releases the accelerator, this is detected by the accelerator opening sensor 21, and the traveling motor 1 functions as a generator and performs regenerative braking. That is, power is generated by receiving the rotational torque from the drive wheels 5, and this generated load is exhibited as a braking force of the vehicle. At this time, it is preferable to disengage the clutch 4 so as not to apply the engine brake by the engine 2 and to provide a braking force equivalent to the engine brake by regenerative braking as much as possible.

  The engine 2 is directly connected to the generator 3 and connected to the drive wheel 5 via a power connection / disconnection clutch 4 so as to be connected / disconnected. The driver's output request (accelerator depression) detected by the accelerator opening sensor 21 becomes equal to or greater than a certain value (for example, the accelerator opening is equal to or greater than a reference value, or the accelerator opening increase rate is equal to or greater than a reference value). If the driving torque is not enough, or if the SOC of the traveling battery 7 detected by the charge state detection circuit 22 is below the reference value and the output of the traveling motor 1 is to be suppressed, the traveling driving force of the engine 2 is also detected. Is required.

At this time, the clutch 4 is connected and the output torque of the engine 2 is supplied to the drive wheels 5. In this case, the generator 3 is in a no-load state to supply all the output torque of the engine 2 to the drive wheels 5, and the generator 3 is in a power generation load state to supply a part of the output torque of the engine 2 to the drive wheels 5. The state in which the generator 3 is driven with the remaining torque can be taken.
On the other hand, when the driving driving force is not required for the engine 2, the clutch 4 is turned off. In this state, the engine 2 is stopped as long as the SOC of the traveling battery 7 is within the reference region. However, if the SOC of the traveling battery 7 is below the reference region and the traveling battery 7 needs to be charged, the engine 2 Operates to drive the generator 3.

  That is, the ECU 10 manages the SOC of the traveling battery 7 within a certain range defined by the preset upper limit value and lower limit value. When the SOC of the battery for traveling decreases to the lower limit value or near the lower limit value, the generator 3 is driven by the output torque of the engine 2 to generate electric power, and this electric power is used for traveling until the SOC reaches the upper limit value or near the upper limit value. The battery 7 is charged. Further, not only the power generation by the generator 3 but also the power generation by the above-described regenerative braking increases the SOC of the traveling battery.

  Therefore, when the SOC of the traveling battery 7 has reached the upper limit value or near the upper limit value, the traveling battery 7 cannot accept further charging. For this reason, when the SOC of the traveling battery 7 is at the upper limit value or near the upper limit value, the regenerative braking is stopped or the regenerative braking is restricted even if the regenerative braking is required. It is necessary to prevent the SOC from exceeding the upper limit value.

  Here, the regenerative control device for a hybrid vehicle according to the present embodiment will be described. In this device, in the ECU 10, determination means (charge restriction determination means) for determining whether or not charging to the traveling battery 7 should be restricted. 11 and when the determination means 11 determines that charging of the battery 7 for traveling should be regulated, the generator 1 is operated as a motor using the generated power at the time of regenerative braking to rotate the engine 1. In addition, each functional element is provided with control means (charge / discharge control means) 12 that consumes surplus power that cannot be charged to the traveling battery 7 among the power generated by regenerative braking.

  In the case of the present embodiment, as shown in FIG. 2, the ECU 10 further includes a regenerative power calculation unit 13 that calculates regenerative power from the motor current and motor voltage of the traveling motor 1 obtained through the inverter 6, and the charge state. A battery input power calculation unit 14 that calculates power (battery input power) that can be input to the travel battery 7 from the SOC of the travel battery 7 detected by the detection circuit 22, and a travel battery detected by the temperature sensor 23. 7 is calculated by the correction coefficient calculator 15 from the battery cell temperature (cell temperature), the correction coefficient calculator 15 for calculating the correction coefficient of the battery input power, and the battery input power calculated by the battery input power calculator 14. The target battery input for calculating the target battery input power (power that can be input to the traveling battery 7 in consideration of the cell temperature) by multiplying and correcting the correction coefficient as appropriate. The force computing section 16, the functional elements are provided.

  The correction coefficient calculator 15 sets a correction coefficient from the cell temperature based on the previously stored correction coefficient maps M1 and M2 for the cell temperature. The cell temperature T can be charged and discharged without any trouble as long as it is within the temperature range from the upper limit value (battery maximum cell temperature) Ta to the lower limit value (battery minimum cell temperature) Tb, but when the cell temperature T exceeds the upper limit value Ta, As it rises, it will interfere with charging and discharging.

That is, when the cell temperature T exceeds the upper limit value Ta, the battery deteriorates as it rises. In addition, charging / discharging in this state further increases the cell temperature T and promotes battery deterioration. . Further, when the cell temperature T becomes lower than the lower limit value Ta, the battery deteriorates as the cell temperature T decreases, and charging / discharging in this state promotes the deterioration of the battery.
Therefore, the charging / discharging of the traveling battery 7 is regulated as the cell temperature T exceeds the upper limit value Ta, and the charging / discharging of the traveling battery 7 is regulated as it falls below the lower limit value Ta. In addition, maps M1 and M2 are set.

M1 and M2 are set from the temperature characteristics of the battery obtained in advance, and M1 regulates the input power by decreasing the correction coefficient as the cell temperature increases. M2 regulates the input power by decreasing the correction coefficient as the cell temperature decreases.
The charge regulation determination unit 11 compares the regenerative power calculated by the regenerative power calculation unit 13 with the target battery input power calculated by the target battery input power calculation unit 16 at the time of regeneration, so that the regenerative power is the target battery. If the input power is greater than the input power, it is determined that charging of the traveling battery 7 by regenerative power is restricted. If the regenerative power is equal to or less than the target battery input power, it is determined that charging of the traveling battery 7 by regenerative power is not regulated. To do.

  Further, in the ECU 10, when the charging restriction determination unit 11 determines that charging of the traveling battery 7 is restricted, a value obtained by subtracting the target battery input power from the regenerative power (surplus power) is used as the generator power consumption. And the generator rotational speed corresponding to the generator power consumption (= engine rotational speed) as the generator target rotational speed from the generator power consumption calculating section 17 that calculates as above and the correlation map M3 between the generator power consumption and the engine rotational speed stored in advance. Each functional element is provided with the generator target rotation speed calculation unit 18 to be calculated.

M3 is set according to the relationship between the engine speed and the engine friction. As the engine speed increases, the friction increases and the power consumption in the generator increases.
The charge / discharge control unit 12 includes functional elements of the calculation units 14 to 18, and is calculated by the generator target rotation number calculation unit 18 when the charge regulation determination unit 11 determines to regulate charging of the traveling battery 7. The generator target rotational speed is output as a control parameter, and the rotational speed feedback based on the detected value of the engine rotational speed sensor (or generator rotational speed sensor) 24 so that the generator 3 drives the engine 2 with the generator target rotational speed. Implement control.

<Action, effect>
Since the regeneration control device for a hybrid vehicle according to one embodiment of the present invention is configured as described above, the generator 3 is controlled as shown in FIG. 3 during the regeneration control.

That is, when the driver releases the accelerator while the vehicle is traveling, this is detected by the accelerator opening sensor 21, and the traveling motor 1 functions as a generator to perform regenerative braking. At this time, the process shown in FIG. 3 is performed in such a manner that the clutch 4 is disconnected and the engine brake by the engine 2 is not applied.
That is, first, electric power (battery input power) that can be input to the traveling battery 7 is calculated based on the SOC of the traveling battery 7 detected by the charge state detection circuit 22 (step S10).

  Next, it is determined whether or not the cell temperature T is equal to or higher than the upper limit value (battery maximum cell temperature) Ta (step S20). If the cell temperature T is equal to or higher than the upper limit value Ta, the correction coefficient calculation unit 15 uses the map M1 to A correction coefficient is set so as to decrease in accordance with the amount exceeding the temperature T (step S30). If the cell temperature T is not equal to or higher than the upper limit value Ta, the correction coefficient remains at 1 which is the default value.

  Next, it is determined whether or not the cell temperature T is equal to or lower than a lower limit value (battery lowest cell temperature) Tb (step S40). If the cell temperature T is equal to or lower than the lower limit value Tb, the correction coefficient calculation unit 15 uses the map M2 to A correction coefficient is set so as to decrease in accordance with the amount of temperature T that has fallen below (step S50). If the cell temperature T is not equal to or lower than the lower limit value Tb, the correction coefficient remains at 1 which is the default value.

Next, the target battery input power calculation unit 16 calculates the target battery input power by appropriately multiplying and correcting the battery input power calculated by the battery input power calculation unit 14 by the correction coefficient calculated by the correction coefficient calculation unit 15. (Step S60).
Then, the charging regulation determination unit 11 compares the regenerative power calculated by the regenerative power calculation unit 13 with the target battery input power calculated by the target battery input power calculation unit 16, and the regenerative power becomes the target battery input power. It is determined whether it is larger than (step S60). If the regenerative power is larger than the target battery input power, it is determined that the charging of the traveling battery 7 by the regenerative power is restricted, and the process proceeds to step S70. If the regenerative power is equal to or less than the target battery input power, the regenerative power is used. The charging regulation control of the traveling battery 7 is not performed.

  When regulating the charging of the traveling battery 7 with regenerative power, first, the generator power consumption calculation unit 17 calculates a value obtained by subtracting the target battery input power from the regenerative power (surplus power) as generator power consumption (step S80). ). Further, the generator target rotational speed calculation unit 18 calculates the generator rotational speed (= engine rotational speed) corresponding to the generator power consumption from the correlation map M3 as the generator target rotational speed (step S90).

Then, the generator target rotational speed calculated by the generator target rotational speed calculation unit 18 is output as a control parameter, and the engine rotational speed sensor (or generator rotational speed) is set so that the generator 3 drives the engine 2 with the generator target rotational speed. Rotational speed feedback control is performed based on the detection value of the number sensor) 24 (step S100).
Since such control is performed at the time of regenerative braking, for example, if the regenerative power is smaller than the target battery input power, all the regenerative energy (regenerative power) is stored in the traveling battery 7 as shown in FIG. When charging, charging regulation control of the traveling battery 7 is not performed. Further, when the regenerative power is larger than the target battery input power, but the SOC of the traveling battery 7 does not reach the upper limit value, a part of the regenerative energy (regenerative power) travels as shown in FIG. The remaining regenerative energy (regenerative power) is applied to drive the engine 2 by the generator 3 while charging the battery 7. In addition, when the SOC of the traveling battery 7 reaches the upper limit value or the correction coefficient becomes 0 and the target battery input power becomes 0, as shown in FIG. All of the electric power is applied to drive the engine 2 by the generator 3. At this time, the engine 2 acts as a load on the generator 3.

  In this way, when the regenerative power is larger than the target battery input power, that is, when the charging to the traveling battery 7 is to be regulated, the generated power by the regenerative braking is used during the regenerative braking. Since the generator 3 is operated as a motor and the engine 2 is driven, a part or all of the regenerative electric power is consumed for driving the engine 2 by the generator 3, and regenerative braking is restricted while charging the battery 7 for traveling is restricted. It is possible to carry out the operation without doing so, and it is possible to secure a good drive feeling while protecting the battery 7 for traveling.

In particular, when the engine 2 is driven by the generator 3, the power generated by regenerative braking is consumed according to the amount of power that regulates charging of the travel battery 7, so that the SOC of the travel battery 7 is not increased or decreased. Normal regenerative braking can be performed.
Further, when the engine 2 is driven by the generator 3 as described above, the engine 2 is disconnected from the power system by the clutch 4 in advance, so that the driven engine 2 does not affect the braking feeling of the vehicle. A good braking feeling can be maintained.

Further, when the SOC of the traveling battery 7 is larger than a preset charging upper limit value or smaller than a preset charging lower limit value, the charging of the traveling battery 7 is restricted using a correction coefficient. Therefore, deterioration of the traveling battery 7 due to temperature can be suppressed.
Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and can be implemented with appropriate modifications without departing from the spirit of the present invention.

For example, in the above embodiment, the charging regulation according to the temperature of the traveling battery 7 is also performed, but this point may be omitted to simplify the control.
Moreover, about charge regulation according to battery temperature, the process of FIG.3 S20-S50 can also be changed into the process of 1 step using a single map. In this case, the single map is obtained by integrating the map M1 and the map M2 and setting all the regions where the cell temperature T is not less than the lower limit Ta and not more than the upper limit Ta as the correction coefficient 1.

In addition, when the battery temperature variation is large and both the high temperature and low temperature conditions are satisfied, a process of selecting the smaller correction coefficient may be added.
As for the calculation of the regenerative power, the regenerative power may be predicted from the torque calculated by the ECU 10 from the detection value of the accelerator opening sensor 21 and the motor rotation speed.
In this case, for example, as shown in FIG. 5, the ECU 10 (FIG. 1) of the above embodiment calculates the motor torque (power generation torque) at the time of regeneration from the detection value of the accelerator opening sensor 21 and regenerates with this calculated torque. Torque control means 19 for controlling the motor generator 3 to operate is provided, and as shown in FIG. 6, the regenerative power calculation unit 13 calculates the regenerative power from the motor torque instruction value at the time of regeneration and the motor rotation speed. Can be configured to. In FIG. 5, the same reference numerals as those in FIG. 1 denote the same elements, and in FIG. 6, the same reference numerals as those in FIG.

  Although not mentioned in the above embodiment, charging regulation may be performed by calculating charging power from the voltage value and current value detected by the traveling battery 7.

1 Traveling motor (traveling motor)
2 Engine (Internal combustion engine)
3 Motor generator (generator)
4 Friction engagement element (power disconnection clutch)
5 Driving wheel 6 Inverter 7 Battery for travel (high voltage power supply)
10 ECU (Electronic Control Unit)
11 Determination means (charging regulation determination means)
12 Control means (charge / discharge control means)
13 Regenerative Power Calculation Unit 14 Battery Input Power Calculation Unit 15 Correction Coefficient Calculation Unit 16 Target Battery Input Power Calculation Unit 17 Generator Power Consumption Calculation Unit 18 Generator Target Speed Calculation Unit 21 Accelerator Opening Sensor 22 Charging State Detection Circuit 23 Temperature Sensor 24 Engine speed sensor (generator speed sensor)

Claims (3)

  1. When traveling drive is required, the driving wheel is driven, while when regenerative drive is required, a regenerative braking is performed to generate a generated electric power and a driving motor connected to the engine to generate electric power with the rotational force of the engine. A regenerative control device for a hybrid vehicle comprising: a motor generator; a travel battery that supplies power to the travel motor; and a determination unit that determines whether or not charging to the travel battery should be restricted. ,
    Control for controlling to drive the engine by operating the motor generator using the power generated by the regenerative braking when it is determined by the determination means that charging of the battery for traveling should be regulated equipped with a hand stage,
    The control means includes
    A regenerative power calculation unit for calculating regenerative power generated when the regenerative braking is performed;
    A battery input power calculator that calculates battery input power that can be input to the travel battery from the state of charge of the travel battery;
    A correction coefficient calculator for calculating a correction coefficient for correcting the battery input power based on the temperature of the battery for traveling;
    A target battery input calculation unit that calculates a target battery input power of the battery for traveling based on the battery input power and the correction coefficient;
    From said regenerative power using electric power amount obtained by subtracting the target battery input power, characterized in Rukoto actuates the generator of the hybrid vehicle regeneration control device.
  2. The correction coefficient calculation unit, when the temperature state of the driving battery is greater than a preset temperature upper limit, and / or, if the temperature state of the traction battery is less than a preset lower limit temperature in the characterized by calculating the correction factor for correcting the battery input power, regenerative control device for a hybrid vehicle according to claim 1, wherein.
  3. A transmission path for transmitting the driving force of the engine to the driving wheel, and a friction engagement element for connecting and disconnecting the driving force;
    The regenerative control device for a hybrid vehicle according to claim 1 or 2, wherein the control means controls the friction engagement element to a driving force cutoff state .
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