JP5537013B2 - Hybrid vehicle and control method thereof - Google Patents

Description

  The present invention relates to a hybrid vehicle including a power storage device and a control method therefor, and more particularly, to suppression control for excessive charge / discharge of the power storage device.

  For example, Japanese Unexamined Patent Application Publication No. 2006-094691 (Patent Document 1) describes a technique for suppressing charging / discharging of each power storage device due to excessive electric power in an electric vehicle equipped with the power storage device.

According to Patent Document 1, “annealing process” is performed on the deviation between the calculated electric power input / output by the rotating electrical machine and the actual electric power to smooth the variation amount of the deviation in the time axis direction. Then, the input / output allowable power limit value to the power storage device is calculated using the deviation after smoothing. When the driving state changes greatly, such as when the vehicle is in a shifting state or in a slipping state, the time constant used for this “smoothing process” is processed using a smaller value than usual, thereby Excessive charging / discharging of the power storage device is suppressed by rapidly changing the input / output allowable power limit value to the device.
JP 2006-094691 A

  In the control of hybrid vehicles, due to the problem of the processing capability of a control device composed of an electronic control unit (ECU), separate ECUs are provided for each control function, and data and information are communicated between the ECUs. By doing so, the structure which performs coordinated vehicle control in the whole becomes realistic. For example, in a hybrid vehicle, power consumption by a power running operation of a vehicle driving motor and power generation by a regenerative operation need to be executed within a power range that can be charged and discharged by the power storage device. In some cases, a configuration in which an ECU for controlling the ECU and an ECU for setting a drive command for the electric motor are separated is employed.

  In such a configuration, even when the driving state such as the number of revolutions of the electric motor suddenly changes, the time required for communication between ECUs is included until it is reflected in the driving command of the electric motor corresponding to the change of the driving state. A time delay will occur. As a result, in particular, the drive command for the electric motor that generates power cannot be quickly corrected in response to a change in the drive state of the electric motor, which may cause overcharging of the power storage device.

  The present invention has been made in order to solve the above-described problems, and an object thereof is to separately provide a control device that generates a drive command for a rotating electrical machine, a power conversion device, and a control device that controls the rotating electrical machine. In the hybrid vehicle, when the rotation speed (rotation speed) of the rotating electrical machine changes suddenly, the overcharge of the power storage device due to the drive command change delay due to the transmission delay between the control devices is suppressed.

  The hybrid vehicle of the present invention includes first and second rotating electric machines, a DC power supply unit including a chargeable power storage device, and first and second control devices. The first rotating electrical machine mainly operates as a generator, and the second rotating electrical machine is configured to rotate in synchronization with the rotation of the driving wheel of the vehicle and apply power to the driving wheel. The power converter is connected between the DC power supply unit and the first and second rotating electrical machines, and performs bidirectional power conversion between the first and second rotating electrical machines and the DC power supply unit. The first control device generates drive commands for the first and second rotating electrical machines. The second control device is configured to be able to exchange information with the first control device, and the power conversion device so that the first and second rotating electrical machines are operated in accordance with a drive command from the first control device. To control. In addition, the second control device includes a speed detection unit that detects the rotation speeds of the first and second rotating electrical machines based on the outputs of the sensors provided in the first and second rotating electrical machines, respectively. . Further, the first control device drives the drive command according to the input / output power of the first and second rotating electrical machines based on the state of the vehicle and the rotational speeds of the first and second rotating electrical machines detected by the speed detection unit. Includes a drive command generation unit for generating Further, the second control device inputs / outputs the first and second rotating electrical machines calculated based on the drive command from the first control device and the rotational speed of the rotating electrical machine detected by the speed detection unit. The power conversion device according to the charge / discharge power calculation unit that calculates the charge / discharge power of the power storage device according to the power, the drive command from the first control device, and the charge / discharge power of the power storage device calculated by the charge / discharge power calculation unit And a drive control unit for controlling the first and second rotating electrical machines. Then, when the calculated charge power of the power storage device exceeds the charge power upper limit value of the power storage device, the drive control unit issues a drive command from the first control device so that the charge power is equal to or less than the charge power upper limit value. It has a command correction unit for correction.

  According to the hybrid vehicle, the rotation is performed by the control device (second control device) that detects the rotation speed of the rotating electrical machine without waiting for a change in the drive command of the rotating electrical machine that is originally transmitted from the first control device by communication. The drive command of the electric machine can be corrected. Therefore, when the driving state of the vehicle suddenly changes or the like, and exceeds the charging power upper limit value of the power storage device, the control device (the second control device) detects the number of rotations of the rotating electrical machine without data communication between the control devices. In the control device, it becomes possible to set a drive command for the rotating electrical machine reflecting a sudden change in the rotational speed. As a result, overcharge of the power storage device caused by a delay in changing the command value of the power storage device due to communication delay between the control devices can be suppressed.

  Preferably, when the charge power of the power storage device calculated by the charge / discharge power calculation unit exceeds the charge power upper limit value of the power storage device, the drive control unit performs the first rotation corresponding to the excess of the charge power upper limit value. The drive command for the first rotating electrical machine is corrected so as to reduce the power generated by the electrical machine.

  By adopting such a configuration, when the charging power to the power storage device exceeds the charging power upper limit due to a sudden change in the driving state, the driving command of the first rotating electrical machine that mainly operates as a generator is corrected, The generated power can be reduced. Thereby, the overcharge / discharge of the power storage device caused by the delay in changing the drive command of the rotating electrical machine due to the communication delay between the control devices can be suppressed.

More preferably, the hybrid vehicle includes an engine that operates by combustion of fuel,
When a plurality of rotating elements each coupled with the output shaft of the engine and the output shafts of the first and second rotating electrical machines are coupled to each other so as to be relatively rotatable, and the rotational speed of any two output shafts is determined, And a power split mechanism configured to forcibly determine the rotation speed of one output shaft. Then, the drive control unit determines that the rotational speeds of the first rotating electrical machine and the engine when the drive command after the correction of the first rotating electrical machine is used are based on the respective equipment ratings of the first rotating electrical machine and the engine. The drive command for the first rotating electrical machine is re-corrected so as to be equal to or less than the upper limit value of the set rotational speed.

  By adopting such a configuration, when correcting the drive command for the first rotating electrical machine, by correcting the rotational speed of the first rotating electrical machine or the engine to be within the above upper limit value, The generation of overcharge of the power storage device can be suppressed after the equipment is protected. Specifically, when the drive command is corrected so as to reduce the generated power of the first rotating electrical machine driven as a generator, the rotational speed of the engine connected by the rotating electrical machine and the power split mechanism can be increased. Therefore, from the viewpoint of equipment protection, the drive command for the first rotating electrical machine should be corrected in consideration of not exceeding the rotational speed upper limit determined in advance from the equipment rating of the first rotating electrical machine or engine. Can do.

  Preferably, when the charge power of the power storage device calculated by the charge / discharge power calculation unit exceeds the charge power upper limit value of the power storage device, the drive control unit corresponds to the excess of the charge power upper limit value, The drive command for the second rotating electrical machine is corrected so as to increase the power consumption of the rotating electrical machine.

  With such a configuration, when the charging power to the power storage device exceeds the charging power upper limit due to a sudden change in the driving state, the driving command for the second rotating electrical machine driven as the motor is corrected to reduce the power consumption. Can be increased. Thereby, the overcharge of the electrical storage device, which is caused by the delay in the drive command for the rotating electrical machine due to the communication delay between the control devices, can be suppressed.

  Preferably, the drive control unit recorrects the drive command for the second rotating electrical machine so that the corrected drive command for the second rotating electrical machine is equal to or less than a predetermined reference value.

  As described above, correcting the drive command so as to increase the power consumption of the second rotating electrical machine driven as an electric motor means increasing the driving force of the vehicle. Therefore, if the driving command is greatly corrected, there is a possibility that the driver feels uncomfortable, for example, the vehicle deceleration time is extended. Therefore, by correcting the drive command so as to be equal to or less than the predetermined upper limit value in this way, it is possible to make correction within a range that does not give the driver a sense of incongruity.

  Preferably, when the charge power of the power storage device calculated by the charge / discharge power calculation unit exceeds the charge power upper limit value, the drive control unit corresponds to the excess of the charge power upper limit value, The drive command for the first rotating electrical machine is re-corrected to reduce the generated power, and the drive command for the second rotating electrical machine is re-corrected to increase the power consumption of the second rotating electrical machine.

  By setting it as such a structure, while reducing the electric power generation of a 1st rotary electric machine, the power consumption of a 2nd rotary electric machine can be increased. Therefore, as described above, even if the reduction in the generated power by the first rotating electrical machine is limited by the equipment rating, the second rotating electrical machine can reduce the power exceeding the upper limit of the charging power. And overcharging of the power storage device can be suppressed.

Preferably, the hybrid vehicle includes an engine that operates by combustion of fuel,
When a plurality of rotating elements each coupled with the output shaft of the engine and the output shafts of the first and second rotating electrical machines are coupled to each other so as to be relatively rotatable, and the rotational speed of any two output shafts is determined, A power split mechanism configured to forcibly determine the rotational speed of the other output shaft. Then, the drive control unit determines that the rotation speeds of the first rotating electrical machine and the engine when the corrected drive command for the first rotating electrical machine is used are based on the equipment ratings of the first rotating electrical machine and the engine, respectively. The drive command for the first rotating electrical machine is corrected so as to be less than or equal to the set rotation speed upper limit value, and the second drive command after the correction of the second rotating electrical machine is less than or equal to a predetermined reference value. The drive command for the rotating electrical machine is corrected.

  By adopting such a configuration, the drive commands for the first and second rotating electrical machines can be corrected within a range that does not give the driver a sense of incongruity while protecting the facilities of the first rotating electrical machine and the engine as described above. It becomes possible.

  The hybrid vehicle control method of the present invention is a hybrid vehicle control method using a first control device and a second control device configured to be able to exchange information with each other, and the hybrid vehicle mainly operates as a generator. A first rotating electrical machine that rotates, a second rotating electrical machine that rotates in synchronization with the rotation of the drive wheels of the vehicle and applies power to the drive wheels, a DC power supply unit that includes a chargeable power storage device, and a DC power supply unit A power converter connected between the first and second rotating electrical machines and performing bidirectional power conversion between the first and second rotating electrical machines and the DC power supply unit; And the step of detecting the number of rotations of the first and second rotating electrical machines based on the output of the sensor provided in the rotating electrical machine by the second control device, and the speed detecting unit by the first control device Generating a drive command for the rotating electrical machine in accordance with the input / output power of the rotating electrical machine based on the rotational speed detected by. Further, the second control device stores power according to the input / output power of the first and second rotating electrical machines calculated based on the drive command from the first control device and the rotational speed detected by the second control device. The method further includes a step of calculating charge / discharge power of the device, and a step of controlling the first and second rotating electric machines by the power conversion device in accordance with a drive command from the first control device. Then, the step of controlling the rotating electrical machine includes a case where the charge power of the power storage device calculated by the step of calculating the charge / discharge power of the power storage device exceeds the charge power upper limit value of the power storage device, and the charge power upper limit value or less. The step of correcting the drive command from the first control device is included.

  Preferably, the step of controlling the rotating electric machine corresponds to the excess of the charging power upper limit value when the charging power of the power storage device calculated by the step of calculating the charging / discharging power of the power storage device exceeds the charging power upper limit value. The drive command for the first rotating electrical machine is corrected so as to reduce the power generated by the first rotating electrical machine.

  More preferably, in the step of controlling the rotating electrical machine, the rotational speeds of the first rotating electrical machine and the engine when the corrected drive command for the first rotating electrical machine is used are set based on the respective equipment ratings. The method further includes a step of recorrecting the drive command for the first rotating electrical machine so as to be equal to or lower than the rotation speed upper limit value.

  Preferably, the step of controlling the rotating electrical machine corresponds to an excess of the charging power upper limit value when the charging power of the power storage device calculated by the step of calculating charging / discharging power of the power storage device exceeds the charging power upper limit value. Thus, the drive command for the second rotating electrical machine is corrected so as to increase the power consumption of the second rotating electrical machine.

  More preferably, the method further includes a step of recorrecting the drive command for the second rotating electrical machine so that the drive command after the correction for the second rotating electrical machine is equal to or less than a predetermined reference value.

  Alternatively, preferably, the step of controlling the rotating electrical machine corresponds to an excess of the charging power upper limit value when the charging power of the power storage device calculated by the step of calculating charging / discharging power of the power storage device exceeds the charging power upper limit value. The drive command for the first rotating electrical machine is corrected so as to reduce the power generated by the first rotating electrical machine, and the drive command for the second rotating electrical machine is increased so as to increase the power consumption of the second rotating electrical machine. Correct it.

  Preferably, in the step of controlling the rotating electrical machine, the rotational speeds of the first rotating electrical machine and the engine when the drive command after the correction of the first rotating electrical machine is used are the same as those of the first rotating electrical machine and the engine. The drive command for the first rotating electrical machine is corrected so that the rotational speed upper limit value set based on the equipment rating is less than or equal to the predetermined reference value. The method further includes the step of correcting the drive command for the second rotating electrical machine.

  Even with the configuration of the control method as described above, it is possible to suppress overcharging of the power storage device that occurs due to a delay in changing the command value of the power storage device due to communication delay between the control devices.

  According to the present invention, in a hybrid vehicle in which a control device that generates a drive command for a rotating electrical machine, a power converter, and a control device that controls the rotating electrical machine are individually provided, the drive command is changed due to a transmission delay between the control devices. The occurrence of overcharge of the power storage device due to the delay can be suppressed.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Note that the same or corresponding parts in the drawings are denoted by the same reference numerals and description thereof will not be repeated.
(Embodiment 1)
FIG. 1 is an overall block diagram of hybrid vehicle 100 according to the first embodiment of the present invention. Note that the configuration of the hybrid vehicle 100 is not particularly limited as long as the hybrid vehicle 100 can travel with electric power from the rechargeable power storage device.

  Referring to FIG. 1, hybrid vehicle 100 includes a DC power supply unit 10, a driving force generation unit 20, a control unit 30 that controls both, a smoothing capacitor C, a voltage sensor 18, and a driving theory 40.

  The driving force generator 20 includes inverters 23-1, 23-2, motor generators MG1, MG2, a power split mechanism 34, a drive shaft 24, an engine 28, and rotation angle sensors 15-1, 15-2. Current sensors 26-1 and 26-2.

  Inverters 23-1, 23-2 are connected in parallel to main positive bus MPL and main negative bus MNL. Inverters 23-1 and 23-2 are supplied from main positive bus MPL and main negative bus MNL based on drive signals PWI 1 and PWI 2 from MG-ECU (Electronic Control Unit) 22 included in control unit 30. Drive power (DC power) to be converted into AC power and output to motor generators MG1 and MG2, respectively. Inverters 23-1 and 23-2 convert AC power generated by motor generators MG1 and MG2 into DC power, respectively, and output it as regenerative power to main positive bus MPL and main negative bus MNL. In other words, motor generators MG1 and MG2 receive AC power supplied from inverters 23-1 and 23-2, respectively, and generate rotational driving force. In addition, motor generators MG1 and MG2 receive rotational force from the outside and generate AC power. Motor generators MG1 and MG2 are made of, for example, a three-phase AC rotating electric machine including a rotor having a permanent magnet embedded therein and a stator having a Y-connected three-phase coil. Motor generators MG 1 and MG 2 are connected to power split mechanism 34 and also connected to engine 28 via power split mechanism 34. Motor generator MG2 is also coupled to drive wheels 40 via drive shaft 24, and the driving forces of motor generator MG2 and engine 28 are transmitted to drive wheels 40. Control unit 30 performs control so that the driving force generated by engine 28 and the driving force generated by motor generators MG1, MG2 have an optimal ratio.

  One of motor generators MG1 and MG2 may function exclusively as an electric motor, and the other motor generator may function exclusively as a generator. In the present embodiment, it is assumed that motor generator MG1 functions as a generator capable of generating electric power using engine output, and motor generator MG2 functions as an electric motor that drives drive wheels.

  When power split mechanism 34, motor generators MG1, MG2 and the output shaft of engine 28 are connected to each other so as to be relatively rotatable, when the rotational speed of any two output shafts is determined, the rotational speed of the other output shaft Is forcibly determined.

  In the first embodiment, a planetary gear mechanism is used as the power split mechanism 34, and none of the power split mechanisms 34 is illustrated, but a sun gear, a ring gear, a pinion gear that meshes with both the sun gear and the ring gear, And a planetary carrier that rotatably supports the pinion gear around the sun gear. The power split mechanism 34 has first to third rotation shafts (not shown). The first rotating shaft is a rotating shaft of a planetary carrier connected to the engine 28. The second rotating shaft is a rotating shaft of a sun gear connected to motor generator MG1. The third rotating shaft is a rotating shaft of a ring gear connected to motor generator MG2. A gear (not shown) is provided on the third rotating shaft, and power is transmitted to the drive shaft 24 via this gear.

  Current sensor 26-1 detects the current value of each phase between inverter 23-1 and motor generator MG 1, and outputs it to MG-ECU 22. Similarly, current sensor 26-2 detects the current value of each phase between inverter 23-2 and motor generator MG 2, and outputs it to MG-ECU 22. Note that current sensors 26-1 and 26-2 do not need to detect the currents of all phases of motor generators MG1 and MG2, but need only detect two of the three phases.

  The rotation angle sensors 15-1 and 15-2 detect the rotation angles θ 1 and 2 of the motor generators MG 1 and MG 2 and output them to the MG-ECU 22. MG-ECU 22 can calculate rotation speeds MRN1, 2 and angular velocities ω1, 2 of motor generators MG1, MG2 based on rotation angles θ1, 2. For example, a resolver is used as the rotation angle sensor. The rotation angle sensors 15-1 and 15-2 can be omitted by directly calculating the rotation angles θ1 and 2 from the motor voltage and current in the MG-ECU 22.

  On the other hand, DC power supply unit 10 includes a power storage device 11, a converter 12, a current sensor 14, and a voltage sensor 16.

  The power storage device 11 is a power storage element configured to be chargeable / dischargeable. The power storage device 11 includes a secondary battery such as a lithium ion battery or a nickel metal hydride battery, and a power storage element such as an electric double layer capacitor. Power storage device 11 is connected to converter 12.

  Converter 12 is connected to main positive bus MPL and main negative bus MNL. Converter 12 performs voltage conversion between power storage device 11 and main positive bus MPL and main negative bus MNL based on drive signal PWC1 from MG-ECU 22 included in control unit 30.

  Current sensor 14 detects current Ib <b> 1 input / output to / from power storage device 11, and outputs the detected value to MG-ECU 22 and HV-ECU 21 of control unit 30. Each current sensor 14 detects a current (discharge current) output from the power storage device as a positive value, and detects a current (charge current) input to the power storage device as a negative value. Although FIG. 1 shows the case where the current sensor 14 detects a positive line current, the current sensor 14 may detect a negative line current.

  Voltage sensor 16 detects voltage Vb <b> 1 of power storage device 11 and outputs the detected value to MG-ECU 22 and HV-ECU 21.

  Smoothing capacitor C is connected between main positive bus MPL and main negative bus MNL, and reduces power fluctuation components contained in main positive bus MPL and main negative bus MNL. Voltage sensor 18 detects voltage Vh between main positive bus MPL and main negative bus MNL, and outputs the detected value to MG-ECU 22.

  Control unit 30 includes HV-ECU 21 and MG-ECU 22. HV-ECU 21 controls power storage device 11 and the entire vehicle, and generates operation commands for motor generators MG1, MG2. MG-ECU 22 controls converter 12, inverters 23-1, 23-2 and motor generators MG1, MG2 based on the operation command generated by HV-ECU 21. The HV-ECU 21 and the MG-ECU 22 are connected to each other via a communication line 25 so that information can be exchanged between them. The MG-ECU 22 may be divided into a control device that controls the converter and a control device that controls the inverter / MG. The communication connection between the HV-ECU 21 and the MG-ECU 22 is not limited as long as information can be exchanged between them, and may be wired or wireless.

  Although not shown, the HV-ECU 21 and the MG-ECU 22 each include a CPU (Central Processing Unit), a storage device, an input / output buffer, and a communication device between the CPUs. Bidirectional information is exchanged by outputting a control command and communication between CPUs to control the hybrid vehicle 100 and each device. Note that these controls are not limited to processing by software, and at least a part of the control can be constructed and processed by dedicated hardware (electronic circuit).

  The HV-ECU 21 is based on the detected values from the current sensor 14 and the voltage sensors 16 and 18 and the rotational speeds MRN1 and MRN2 of the motor generators MG1 and MG2 transmitted from the MG-ECU 22 through the communication line 25. A state quantity (hereinafter also referred to as “SOC (State of Charge)”) 1, a charge / discharge power upper limit value Win1, Wout1, and an input / output power command value PR are calculated. Further, the vehicle required power is calculated based on the detection signal of each sensor (not shown), the driving situation, the accelerator opening, etc., and the torque command values TR1, 2 of the motor generators MG1, MG2 are calculated based on the calculated vehicle required power. To do. Then, the HV-ECU 21 transmits these pieces of information to the MG-ECU 22 through the communication line 25.

  MG-ECU 22 detects rotation speeds MRN1 and MRN2 of motor generators MG1 and MG2 based on signals from rotation angle sensors 15-1 and 15-2, and transmits them to HV-ECU 21 via communication line 25. Further, MG-ECU 22 drives converter 12 based on the input / output power command value transmitted from HV-ECU 21 so that the charge / discharge power of power storage device 11 becomes the input / output power command value that is the target power. Drive signal PWC1 is generated. Then, MG-ECU 22 outputs the generated drive signal PWC1 to converter 12 to control converter 12.

  MG-ECU 22 outputs drive signals PWI1, PWI2 to inverters 23-1, 23-2 so that the torque generated by motor generators MG1, MG2 becomes torque command values TR1, 2 received from HV-ECU 21, Inverters 23-1 and 23-2 are controlled.

  In addition, in the generation of the drive signals PWI1 and PWI2 for the inverters 23-1 and 23-2, the MG-ECU 22 causes the charging power to the power storage device 11 to exceed the charging power upper limit value Win1 due to a sudden change in the driving state. In this case, torque correction control is performed to correct torque command values TR1, 2 of motor generators MG1, MG2 received from HV-ECU 21, which will be described later.

  Next, the concept of torque correction control by the MG-ECU 22 will be described with reference to FIG.

  Referring to FIG. 2, “MG1” and “MG2” in the figure indicate the electric power of motor generators MG1 and MG2, respectively. “Pb” indicates the charge / discharge power of the power storage device 11. A positive value indicates power consumption and discharge power, and a negative value indicates generated power and charge power.

  In FIG. 2, the upper stage shows the state before the grip of the drive wheel, and the middle stage and the lower stage show the state after the grip. The lower stage shows the state when the torque correction control according to the present embodiment is applied, and the middle stage shows the state when the torque correction control is not applied as a comparative example.

  Before gripping, the motor generator MG1 generates power using the engine output. Further, the output of the motor generator MG2 is larger than the generated power of the motor generator MG1, and the insufficient power is taken out from the power storage device 11 (upper stage in FIG. 2).

  When the driving wheel grips from the above state, the rotational speed of the driving wheel rapidly decreases and the power consumption of the motor generator MG2 also decreases. Then, in driving force generation unit 20, the generated power of motor generator MG <b> 1 is not consumed, and surplus generated power flows from driving force generation unit 20 to power storage device 11.

  At this time, it is desirable that the output change of the driving force generator 20 is immediately reflected in the drive commands of the motor generators MG1 and MG2, but as shown in FIG. 1, the detection of the rotational speeds MRN1 and MRN2 of the motor generators MG1 and MG2 The MG-ECU 22 is performing, while the HV-ECU 21 is generating torque command values for the motor generators MG1, MG2. Therefore, a communication delay between the ECUs causes a time delay until the HV-ECU 21 detects a sudden change in the rotational speed of the motor generator MG2, and a change in the output of the driving force generator 20 causes the torque to the motor generators MG1 and MG2. A state occurs that is not immediately reflected in the command value. Thereby, surplus generated power in motor generator MG1 flows into power storage device 11, and there is a possibility that a situation exceeding charge power upper limit value Win1 of power storage device 11 occurs (middle stage in FIG. 2).

Therefore, in the torque correction control according to the first embodiment, the charging state of the power storage device 11 is changed by the sudden change in the driving state such as a sudden change in the rotational speed of the motor generator MG2 that drives the drive wheels. When the electric power amount upper limit value Win1 of 11 is exceeded, the torque command TR1 of the motor generator MG1 transmitted from the HV-ECU 21 is corrected by the MG-ECU 22 that detects the rotational speed MRN2 of the motor generator MG2. did. By this torque correction control, the HV-ECU 21 detects a sudden change in the rotation speed of the motor generator MG2, and changes the torque command value from the HV-ECU 21 by the MG-ECU 22 until the torque command value of the rotating electrical machine is changed. The torque command value can be changed quickly without waiting for the change. Therefore, it is possible to prevent the charging power of the power storage device from being excessive due to the transmission delay between the control devices. (Figure 2 bottom)
Next, details of control by the HV-ECU 21 and the MG-ECU 22 of the control unit 30 will be described with reference to FIG. FIG. 3 is a functional block diagram showing a control configuration related to torque correction control executed by the control unit 30 according to the first embodiment.

  Referring to FIG. 3, first, HV-ECU 21 includes a drive command generation unit 400 and a first transmission unit 410. The MG-ECU 22 includes a second transmission unit 420, a speed detection unit 430, a charge / discharge power calculation unit 440, and a drive control unit 450. Each functional block shown in FIG. 3 is realized by executing a program stored in advance in each CPU (not shown) in HV-ECU 21 and MG-ECU 22. Alternatively, each functional block may be configured by an electronic circuit (hardware) mounted so as to realize a function corresponding to each functional block.

  Based on the detection values of current sensor 14 and voltage sensor 16, drive command generation unit 400 of HV-ECU 21 calculates SOC1 and charge / discharge power upper limit values Win1 and Wout1 that are state quantities of power storage device 11. Then, the drive command generation unit 400 receives an accelerator opening signal ACC indicating an operation amount of an accelerator pedal from an accelerator opening sensor (not shown) and a vehicle speed signal VS indicating a vehicle speed from a vehicle speed sensor (not shown). Based on the above, the required vehicle power of the drive generator 20 is calculated.

  Drive command generation unit 400 takes this vehicle required power into consideration with motor generators MG1, MG2 in consideration of charging power represented by SOC1 of power storage device 11 and charge / discharge power upper limit values Win1 and Wout1 of power storage device 11. Distribution control is performed. At this time, in the case of a hybrid vehicle, power is distributed to the engine in addition to motor generators MG1 and MG2. Then, torque command values TR1 and TR2 for motor generators MG1 and MG2 are set based on the required power distributed to motor generators MG1 and MG2 and the rotational speeds MRN1 and 2 of motor generators MG1 and MG2 transmitted from MG-ECU22. To do.

  The first transmission unit 410 of the HV-ECU 21 receives the rotational speeds MRN1, 2 of the motor generators MG1, MG2 transmitted from the MG-ECU 22, and outputs them to the drive command generation unit 400. Further, first transmission unit 410 provides torque command values TR1 and TR2 for motor generators MG1 and MG2 generated by drive command generation unit 400 and charge / discharge power upper limit values Win1 and Wout1 of power storage device 11 to MG-ECU 22. Send to.

  On the other hand, in MG-ECU 22, speed detection unit 430 receives input of rotation angles θ1 and 2 of rotation angle sensors 15-1 and 15-2 of motor generators MG1 and MG2, and receives rotation speed MRN1 of motor generators MG1 and MG2. , 2 is calculated. Then, speed detection unit 430 outputs rotation speeds MRN1, 2 to second transmission unit 420, charge / discharge power calculation unit 440, and drive control unit 450.

  Second transmission unit 420 transmits rotation speeds MRN1 and MRN2 of motor generators MG1 and MG2 input from speed detection unit 430 to HV-ECU 21 and torque command values TR1 and TR2 and charging values transmitted from HV-ECU 21. Discharge power upper limit values Win 1 and Wout 1 are received and output to charge / discharge power calculation unit 440 and drive control unit 450.

  Charging / discharging power calculation unit 440 receives torque commands TR1 and TR2 of motor generators MG1 and MG2 transmitted from HV-ECU 21 via second transmission unit 420 and motor generators MG1 detected by speed detection unit 430. Based on the current rotational speed MRN1,2 of MG2, the generated power and the consumed power in motor generators MG1, MG2 are calculated. Then, by adding these, an input / output power command value PR * to the power storage device 11 is calculated.

  Since the input / output power command value PR * calculated here directly uses the current rotational speeds MRN1 and 2 detected by the speed detection unit 430 of the MG-ECU 22, there is no influence of transmission delay and the rotational speed. Even if a sudden change occurs, the change in the rotational speed is reflected.

  Drive control unit 450 transmits charge / discharge power upper limit values Win1 and Wout1 of power storage device 11 and torque command values TR1 and TR2 for motor generators MG1 and MG2 transmitted from HV-ECU 21 via second transmission unit 420. Receive input. In addition, drive control unit 450 receives inputs of rotation speeds MRN1, 2 of motor generators MG1, MG2 from speed detection unit 430, and inputs input / output power command value PR * from charge / discharge power calculation unit 440 to power storage device 11. Receive. Further, the voltage detection value Vh of voltage sensor 18 and the currents MCRT1 and 2 of motor generators MG1 and MG2 and electrical angles θ1 and 2 are received, and from these information, control commands to inverters 23-1 and 23-2 are received. The values PWI1 and PWI2 are generated and output. Hereinafter, details of the drive control unit 450 will be described with reference to FIG.

  Referring to FIG. 4, drive control unit 450 includes a determination unit 460, a command correction unit 470, and an inverter control unit 480.

  Determination unit 460 compares input / output power command value PR * calculated by charge / discharge power calculation unit 440 with charge power upper limit value Win1, determines whether power storage device 11 is overcharged, and information thereof Is output to the command correction unit 470.

  When the input / output power command value PR * is equal to or less than the charging power upper limit value Win1, command correction unit 470 corrects torque command values TR1, 2 of motor generators MG1, MG2 generated by HV-ECU 21. The torque command values TRF1, 2 are set.

  Specifically, when the input / output power command value PR * exceeds the charging power upper limit value Win1, the command correction unit 470 determines the electric power ΔP (= PR * −Win1) exceeding the charging power upper limit value Win1 and the motor. From the angular velocity ω1 calculated from the rotational speed MRN1 of the generator MG1, a torque correction value ΔTR1 (= ΔP / ω1) in the motor generator MG1 is calculated. Then, a value obtained by subtracting the torque correction value ΔTR1 from the torque command value TR1 of the motor generator MG1 generated by the HV-ECU 21 is set as a corrected torque command value TRF1. For motor generator MG2, torque command value TR2 of motor generator MG2 generated by HV-ECU 21 is set as TRF2.

  Then, command correction unit 470 outputs torque command values TRF1 and 2 finally corrected to inverter control unit 480.

  Inverter control unit 480 receives corrected torque command values TRF1, 2 inputted from command correction unit 470, voltage detection value Vh of voltage sensor 18, currents MCRT1, 2 of motor generators MG1, MG2, and electrical angle θ1, 2 is used to generate and output control command values PWI1, PWI2 to the inverters 23-1, 23-2 so as to control the switching elements of the inverters 23-1, 23-2.

  In command correction unit 470, when the set corrected torque command values TRF1 and TRF2 are used for the purpose of equipment protection, the rotational speeds of motor generator MG1 and engine 28 are based on the respective equipment ratings. It is determined whether or not a predetermined rotation speed upper limit value to be determined is exceeded. When the rotational speed upper limit value is exceeded, torque command values TRF1 and TRF2 set above are re-corrected so that the rotational speeds of motor generator MG1 and engine 28 are not more than the upper limit value.

Note that the rotational speed of the engine 28 can be calculated as follows.
As described above, since the planetary gear mechanism is used for power split mechanism 34, the rotational speed of engine 28 and the rotational speeds of motor generators MG1, MG2 are linear as shown in the collinear diagram shown in FIG. Moves in tandem so that they line up.

  Referring to FIG. 5, the engine speed Ne is the speed of the planetary carrier. Further, the rotational speed Ng of motor generator MG1 is the rotational speed of the sun gear, and the rotational speed Nm of motor generator MG2 is the rotational speed of the ring gear.

Then, the relationship shown by the equation (1) is established among the engine speed Ne, the motor generator MG1 and the motor generator MG2.
Ne = Ng × 1 / (1 + ρ) + Nm × ρ / (1 + ρ) (1)
Thereby, the rotational speed of engine 28 can be calculated from the rotational speeds of motor generators MG1, MG2. As for the engine speed, the engine speed detected by the HV-ECU 21 by a sensor (not shown) installed in the engine 28 and received by the MG-ECU 22 may be used.

  In addition, a change in the power split mechanism 34 when the torque correction control is performed will be described with reference to FIG.

  Referring to FIG. 5 again, if the driving theory 40 is in the state of the straight line W1 before gripping, when the driving wheel 40 grips and the rotational speed decreases from this state, the rotational speed of the motor generator MG2 is synchronized. As Nm decreases, a straight line W2 is obtained.

  Since motor generator MG1 generates electric power with a torque that resists the rotational speed, if the torque command value is corrected so as to reduce the electric power generated by motor generator MG1, the rotational speed of motor generator MG1 increases thereby, and straight line W3. It becomes the state of. At this time, power split mechanism 34 increases the engine rotational speed as the rotational speed of motor generator MG1 increases.

  Next, FIGS. 6 and 7 are flowcharts showing the control processing procedure of the torque correction control shown in FIGS. The flowcharts shown in FIGS. 6 and 7 are executed by repeatedly executing a program stored in advance in each of the HV-ECU 21 and the MG-ECU 22 which are control devices according to the present embodiment at a predetermined cycle time (for example, 10 ms). Realized.

  First, referring to FIG. 6, HV-ECU 21 receives, by communication, rotation speeds MRN1, 2 of motor generators MG1, MG2 detected by MG-ECU 22 at step (hereinafter abbreviated as S) 800. .

  Then, HV-ECU 21 performs processing corresponding to the function of drive command generation unit 400 described above in S810 and S820, whereby charge / discharge power upper limit values Win1, Wout1 and motor generators MG1, MG2 of power storage device 11 are set. Torque command values TR1 and TR2 are calculated.

  In S830, HV-ECU 21 transmits torque command values TR1, TR2 of motor generators MG1, MG2 and charge / discharge power upper limit values Win1, Wout1 of power storage device 11 to MG-ECU 22 calculated in S810-820.

  Referring to FIG. 7, MG-ECU 22 receives torque command values TR1, TR2 and charge / discharge power upper limit values Win1, Wout1 transmitted from HV-ECU 1 in S500.

  Next, MG-ECU 22 detects rotation speeds MRN1, 2 of motor generators MG1, MG2 from the detection values of rotation angle sensors 15-1, 15-2 in S510, and in HV-ECU 21, this rotation speed MRN1 is detected. , 2 is transmitted.

  At S530, MG-ECU 22 generates a motor generator from torque command values TR1, 2 of motor generators MG1, MG2 received from HV-ECU 21, and current rotational speeds MRN1, 2 of motor generators MG1, MG2 detected at S520. The input / output power of each of MG1 and MG2 is calculated. Then, by adding these, the input / output power command value PR * to the power storage device 11 is calculated.

  Thereafter, the MG-ECU 22 compares the input / output power command value PR * reflecting the state of sudden change in the rotational speed calculated in S530 with the charging power upper limit value Win1 received from the HV-ECU 21, and exceeds the upper limit value. It is determined whether or not (S540).

  When input / output power command value PR * is equal to or lower than charging power upper limit value Win1 (NO in S540), overcharging of power storage device 11 does not occur, so MG-ECU 22 receives motor generators MG1, received from HV-ECU 21. Inverters 23-1 and 23-2 are controlled using torque command values TR1 and MG2 (S600).

  When input / output power command value PR * exceeds charging power upper limit value Win1 (YES in S540), MG-ECU 22 first corrects torque of motor generator MG1 corresponding to power ΔP exceeding charging power upper limit value Win1. The value ΔTR1 is calculated. Then, a corrected torque command value TRF1 obtained by subtracting the torque correction value ΔTR1 from the torque command value TR1 of the motor generator MG1 is calculated (S550).

  Next, MG-ECU 22 calculates the rotation speed of motor generator MG1 when using corrected torque command value TRF1 calculated in S550 (S555). Then, MG-ECU 22 determines whether or not a predetermined rotation speed upper limit set based on the equipment rating of motor generator MG1 is exceeded (S560).

  When the rotational speed of motor generator MG1 exceeds the upper limit value of the equipment rating of motor generator MG1 (YES in S560), MG-ECU 22 performs the rotation at which the rotational speed of motor generator MG1 is determined based on the equipment rating. The torque command value is re-corrected (S570) so as to be equal to or less than the numerical upper limit value. Thereafter, the process proceeds to S580.

  When the rotational speed of motor generator MG1 after the torque command correction is equal to or lower than the rotational speed upper limit value of the equipment rating of motor generator MG1 (NO in S560), MG-ECU 22 skips S570 and proceeds to the process of S580. .

  The MG-ECU 22 calculates the rotational speed of the engine 28 using the rotational speed of the motor generator MG1 based on the torque command value corrected in S550 when the rotational speed upper limit of the equipment rating of the motor generator MG1 is below the upper limit. If the upper limit of the equipment rated speed of motor generator MG1 is exceeded, the rotational speed of engine 28 is calculated using the rotational speed of motor generator MG1 based on torque command value TRF1 re-corrected in S570 (S575). . Note that a value detected by a rotation speed sensor (not shown) provided in the engine 28 may be used as the rotation speed of the engine 28.

  Then, MG-ECU 22 determines whether or not the engine rotational speed calculated in S575 exceeds the rotational speed upper limit value based on the equipment rating of engine 28 (S580).

  If engine 28 has a rotational speed equal to or lower than a predetermined engine speed upper limit (NO in S580), motor generator MG1 uses inverter 23-1 using torque command value TRF1 corrected in S550 or S570. Control. For motor generator MG2, inverter 23-2 is controlled using torque command value TR2 of motor generator MG2 received from HV-ECU 21 (S600).

  If the engine speed exceeds the predetermined engine speed upper limit (YES in S580), the motor generator MG1 is set so that the engine speed becomes the engine speed upper limit value. The torque command value TRF1 is re-corrected based on the calculated number of revolutions (S590). Thereafter, inverters 23-1 and 23-2 are controlled using torque command value TRF <b> 1 after correction of motor generator MG <b> 1 finally determined and torque command value TR <b> 2 of motor generator MG <b> 2 received from HV-ECU 21 ( S600).

  By performing such processing, overcharging of power storage device 11 can be suppressed while trying to keep the motor generator MG1 and the engine equipment within the range of the rated engine speed.

  As described above, when the HV-ECU 21 and the MG-ECU 22 execute the control processing according to the flowcharts shown in FIGS. 6 and 7, the torque correction control according to the first embodiment similar to that shown in FIG. 3 is performed. realizable.

  Next, with reference to FIG. 8 and FIG. 9, a temporal change in the charging power of the power storage device depending on whether or not the MG-ECU 22 performs correction control of the torque command of the motor generator MG1 will be described. 8 and 9, the case of charging power when the driving wheel 40 is gripped will be described.

  FIG. 8 shows a temporal change in charging power when the torque correction control according to the first embodiment is not applied as a comparative example. Referring to FIG. 8, when gripping of drive wheel 40 occurs at time t1 and the rotational speed of motor generator MG2 changes suddenly, power consumption PR2 of motor generator MG2 rapidly decreases accordingly. However, since the MG-ECU 22 detects the rotational speeds MRN1, 2 of the motor generators MG1, MG2, the HV-ECU 21 immediately changes the torque generator MG1, MG2 to the torque command value corresponding to the change of the drive generator 2. I can't do it. For this reason, the reduction in the generated power of motor generator MG1 is delayed, and charging power Pb of power storage device 11 exceeds the charging power upper limit Win1.

  Next, FIG. 9 shows a temporal change in charging power when the torque correction control according to the first embodiment is applied. Referring to FIG. 9, grip of drive wheel 40 occurs at time t <b> 11, and the rotational speed of motor generator MG <b> 2 rapidly decreases as in FIG. 8, and accordingly, charging power Pb of power storage device 11 starts to increase. However, according to the torque correction control according to the first embodiment, when the MG-ECU 22 determines that the charging power Pb of the power storage device 11 exceeds the charging power upper limit value Win1 of the power storage device 11, the excess generated power is calculated. The torque command value TR1 of the motor generator MG1 transmitted from the HV-ECU 21 is corrected by the MG-ECU 22 so as to decrease. By doing in this way, the electric power generated by motor generator MG1 can be reduced, and it can be suppressed that power storage device 11 is overcharged.

As described above, according to the hybrid vehicle and the control method therefor according to the first embodiment, the control device (HV-ECU 21), the power conversion device, and the power conversion device for generating drive commands (torque command values) for motor generators MG1, MG2. In a hybrid vehicle in which a control device (MG-ECU 22) for controlling motor generators MG1 and MG2 is individually provided, the rotation speed of motor generator MG2 changes suddenly and the charge power of power storage device 11 reaches the charge power upper limit value. When exceeding, it becomes possible for MG-ECU 22 to correct the torque command value of motor generator MG1 without waiting for the change of the drive command from HV-ECU 21. Thereby, it is possible to suppress the occurrence of overcharge of power storage device 11 due to the delay in changing the drive command due to the transmission delay between the control devices.
(Embodiment 2)
In the first embodiment, the torque command value TR1 is corrected so that the generated power of the motor generator MG1 driven as a generator decreases in response to the power exceeding the charging power upper limit Win1 of the power storage device 11, The torque correction control that suppresses the occurrence of overcharge has been described.

  In the following second embodiment, the torque command value TR2 is corrected so as to increase the power consumption of the motor generator MG2 driven as an electric motor in response to the power exceeding the upper limit value of the charging power. Torque correction control for suppressing charging will be described.

  The concept of torque correction control in the second embodiment will be described using FIG. 10 in the same manner as that shown in FIG. The description of the symbols and the like in the figure that overlap those in FIG. 2 will not be repeated.

  Referring to FIG. 10, the upper part of FIG. 10 shows the state of charge / discharge before gripping, and the middle part and the lower part show the state immediately after gripping. A state when the torque correction control is applied is shown in the lower stage, and a state when the torque correction control is not applied is shown in the middle stage as a comparative example. As in the case described with reference to FIG. 2, in the comparative example, the decrease in the generated power of motor generator MG1 is delayed due to the communication delay between the control devices, and the charging power of power storage device 1 exceeds the upper limit value.

  Therefore, in the torque correction control of the second embodiment, the MG-ECU 22 increases the power consumption of the torque command value TR2 of the motor generator MG2 driven as an electric motor while keeping the torque command value TR1 of the motor generator MG1. To correct. Thereby, a part of the electric power generated by motor generator MG1 is consumed by motor generator MG2. And the surplus generated electric power which flows into the electrical storage apparatus 11 can be reduced, and generation | occurrence | production of the overcharge of the electrical storage apparatus 11 can be suppressed.

  However, if the torque command value TR2 of the motor generator MG2 is excessively corrected in the direction in which the power consumption increases, depending on the extent of the correction, slipping of the drive wheels 40 may occur or the degree of deceleration may be reduced, causing the vehicle occupant to feel strange. May give. Therefore, it is necessary to provide a predetermined upper limit value in the correctable range of the torque command value.

  Next, FIG. 11 shows a temporal transition of the charging power of the power storage device with or without the torque correction control of the second embodiment, corresponding to FIG. 9 described in the first embodiment.

  Referring to FIG. 11, when a drive wheel grip occurs at time t21, rotation speed MRN2 of motor generator MG2 rapidly decreases, and accordingly, power consumption PR2 of motor generator MG2 also decreases. Then, the charging power Pb to the power storage device 11 starts to rise. However, when the torque correction control of the second embodiment is applied, if MG-ECU 22 determines that charging power Pb of power storage device 11 exceeds charging power upper limit value Win1, torque command value TR2 of motor generator MG2 is used as the power consumption. Correct in the direction of increasing. As a result, power consumption PR2 of motor generator MG2 increases, so that charging power Pb can be prevented from exceeding charging power upper limit Win1. At this time, since the driving force to motor generator MG2 increases, the degree of deceleration decreases, and rotation speed MRN2 of motor generator MG2 becomes slightly higher than in the case where this control is not applied.

  FIG. 12 is a flowchart showing a control processing procedure in MG-ECU 22 for torque correction control in the second embodiment.

  Referring to FIG. 12, S700 to S740 correspond to S500 to S540 of FIG. 5 which is the flowchart of the first embodiment. MG-ECU 22 charges power storage device 11 based on torque command values TR1, 2 of motor generators MG1, MG2 received from HV-ECU 21, and rotational speeds MRN1, 2 of motor generators MG1, MG2 detected by MG-ECU22. The power PR * is calculated (S700-S730). Then, MG-ECU 22 compares this calculated charging power PR * with charging power upper limit value Win1 of power storage device 11 received from HV-ECU 21, and determines whether charging power upper limit value Win1 is exceeded or not. (S740).

  When charge amount PR * does not exceed charge power upper limit value Win1 (NO in S740), overcharge does not occur, so the process is skipped to S780, and MG-ECU 22 receives the torque command received from HV-ECU 22. Inverters 23-1 and 23-2 are controlled using values TR1 and TR2.

  On the other hand, when charge amount PR * exceeds charge power upper limit value Win1 (YES in S740), MG-ECU 22 determines angular velocity ω2 calculated from above-described excess power ΔP and rotation speed MRN2 of motor generator MG2. Then, a torque correction value ΔTR2 (= ΔP / ω2) to the motor generator MG2 is calculated, and added to the torque command value TR2 transmitted from the HV-ECU 21, thereby calculating a corrected torque command value TRF2 ( S750).

  Next, in S760, the MG-ECU 22 determines whether or not the calculated corrected torque command value TRF2 exceeds a predetermined torque upper limit value. If the corrected torque command value is equal to or smaller than the predetermined upper limit value (NO in S760), MG-ECU 22 uses the corrected torque command value calculated in S750 and torque command value TR1 of motor generator MG1. Then, the inverters 23-1 and 23-2 are controlled (S780).

  When the corrected torque command value exceeds the predetermined upper limit value (YES in S760), MG-ECU 22 newly corrects the predetermined upper limit value as torque command value TRF2 (S770). Then, MG-ECU 22 controls inverters 23-1, 23-2 using corrected torque command value TRF2 and torque command value TR1 of motor generator MG1 (S780).

  According to the torque correction control of the second embodiment described above, when the rotation speed of the rotating electrical machine suddenly changes, etc., if the charging power to the power storage device exceeds the charging power upper limit value, it corresponds to the excess power Thus, the torque command value TR2 of the motor generator MG2 driven as an electric motor can be modified to increase the power consumption of the motor generator MG2, thereby reducing the charging power to the power storage device. As a result, it is possible to suppress the occurrence of overcharging of the power storage device that occurs due to the command value change delay due to the transmission delay between the control devices.

In a vehicle equipped with an electronically controlled brake system (ECB) that cooperatively controls a regenerative brake and a hydraulic brake (not shown) due to the negative torque of motor generator MG2, the driving power increased by motor generator MG2. It is also possible to adopt a configuration in which the braking force is generated so as to cancel out by the hydraulic brake.
(Embodiment 3)
As a third embodiment, the control configuration of the control of the first and second embodiments will be described.

  FIG. 13 is a flowchart showing a control processing procedure of torque correction control by MG-ECU 22 in the third embodiment.

  Referring to FIG. 13, in this flowchart, the torque command value TR1 for motor generator MG1 is corrected in the first half, and then the torque command value TR2 for motor generator MG2 is corrected. In each processing step, description of the same processing as in the first and second embodiments will not be repeated.

  From the first half of S500 to S590, the same processing as in the first embodiment is performed. Thereafter, in S730, MG-ECU 22 corrects torque command value TRF1 of motor generator MG1 corrected in S500 to S590, torque command value TR2 of motor generator MG2 received from HV-ECU 21, and motor generator MG1. , The input / output power command value PR * is recalculated again based on the rotational speeds MRN1, 2 of MG2.

  Then, similarly to the second embodiment, the processes of S740 to S770 are performed, and the torque command value TR2 of the motor generator MG2 is corrected. Then, inverters 23-1 and 23-2 are controlled using corrected torque command values TRF1 and TRF2 of motor generators MG1 and MG2 that have been finally corrected (S780).

  By adopting such a configuration, overcharge is suppressed by correcting the torque command values of both motor generators MG1 and MG2 for the amount of charge power of power storage device 11 exceeding charge / discharge power upper limit value Win1. be able to. That is, when the torque command value TR1 of the motor generator MG1 is corrected, even if the correction amount of the torque command value TR1 is limited by the upper limit of the rotational speed based on the equipment rating, the motor generator MG1 decreases the correction value. By further correcting torque command value TR2 of motor generator MG2 with the remaining charging power that could not be exhausted, it is possible to suppress overcharging of the power storage device.

  In the third embodiment, the torque command value of motor generator MG1 is corrected in the first half, and the torque command value of motor generator MG2 is corrected in accordance with the remaining power that could not be corrected by motor generator MG1 in the second half. Although it was set as the structure, it is not limited to such a structure. For example, the motor generator MG2 may be corrected in the first half and the rest may be corrected by the motor generator MG1, or the ratio of the generated power to be reduced by the motor generator MG1 and the consumed power to be increased by the motor generator MG2 may be determined in advance. Both torque correction controls may be performed in parallel. However, the correction of the torque command value TR2 of the motor generator MG2 is accompanied by an increase in the rotational speed MRN2 of the motor generator MG2 (that is, the drive wheel) as described above. It is preferable to preferentially correct the torque command value TR1 of MG1.

  In the first to third embodiments, DC power supply unit 10 includes one power storage device, but may include two or more power storage devices. In this case, the torque correction control described above can be applied by treating the sum of the charge / discharge power upper limit values Win and Wout of the power storage device as the charge / discharge power upper limit values Win1 and Wout1 of the power storage device 11 described above. Also, the motor generator may include three or more.

  In the above, HV-ECU 21 and MG-ECU 22 correspond to “first control device” and “second control device” in the present invention, respectively. Further, the inverters 23-1 and 23-2 correspond to the “power conversion device” in the present invention. Further, motor generator MG1 corresponds to “first rotating electrical machine” in the present invention, and motor generator MG2 corresponds to “second rotating electrical machine” in the present invention.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is an overall block diagram of a hybrid vehicle 100 according to an embodiment of the present invention. It is a figure which shows the concept of torque correction control by this Embodiment 1. FIG. FIG. 3 is a functional block diagram showing a control configuration related to an input / output power command value correction process executed by a control unit 30 according to the first embodiment. 3 is a functional block diagram illustrating a control configuration of a drive control unit 450 in the control unit 30 according to the first embodiment. FIG. It is a figure explaining the change of the power split mechanism 34 in this Embodiment 1. FIG. 3 is a flowchart showing a control processing procedure in HV-ECU 21 according to the first embodiment. 4 is a flowchart showing a control processing procedure in MG-ECU 22 according to the first embodiment. It is a figure which shows the time change of the charging power of the electrical storage apparatus by the presence or absence of the correction control of the torque command of motor generator MG1 of this Embodiment 1. FIG. It is a figure which shows the time change of the charging power of the electrical storage apparatus by the presence or absence of the correction control of the torque command of motor generator MG1 of this Embodiment 1. FIG. It is a figure which shows the concept of torque correction control by this Embodiment 2. FIG. It is a figure which shows the time change of the charging power of the electrical storage apparatus by the correction control of the torque instruction | command of motor generator MG2 of this Embodiment 2. FIG. 6 is a flowchart showing a control processing procedure in MG-ECU 22 according to the second embodiment. 10 is a flowchart showing a control processing procedure in MG-ECU 22 according to the third embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 DC power supply part, 11 Power storage device, 12 Converter, 14, 26-1, 26-2 Current sensor, 15-1, 15-2 Rotation angle sensor, 16, 18 Voltage sensor, 20 Driving force generation part, 23-1 , 23-2 Inverter, 21 HV-ECU, 22 MG-ECU, 24 drive shaft, 25 communication line, 28 engine, 30 control unit, 34 power split mechanism, 40 drive wheel, 400 drive command generation unit, 410 first transmission Part, 420 second electric part, 430 speed detection part, 440 charge / discharge power calculation part, 450 drive control part, 460 determination part, 470 command correction part, 480 inverter control part.

Claims (14)

A first rotating electrical machine that operates primarily as a generator;
A second rotating electrical machine that rotates in synchronization with the rotation of the drive wheels of the vehicle and applies power to the drive wheels;
A DC power supply unit including a chargeable power storage device;
Power conversion connected between the DC power supply unit and the first and second rotating electrical machines and performing bidirectional power conversion between the first and second rotating electrical machines and the DC power supply unit Equipment,
A first control device for generating a drive command for the first and second rotating electrical machines;
A second control unit configured to be able to exchange information with the first control device and to control the power conversion device so that the first and second rotating electrical machines operate according to the drive command. A control device,
The second control device includes:
A speed detector that detects the number of rotations of the first and second rotating electrical machines based on outputs of sensors provided in the first and second rotating electrical machines,
The first control device includes:
According to the state of the vehicle and the input / output power of the first and second rotating electrical machines as a whole based on the rotational speeds of the first and second rotating electrical machines detected by the speed detection unit, A drive command generation unit that generates the drive command by limiting charging and discharging so that the output power does not exceed a charging power upper limit value and a discharging power limit value of the power storage device;
The second control device includes:
The power storage device according to the input / output power of the first and second rotating electrical machines calculated based on the drive command from the first control device and the rotation speed detected by the speed detection unit A charge / discharge power calculation unit for calculating the charge / discharge power of
Drive for controlling the first and second rotating electrical machines by the power converter according to the drive command from the first control device and the charge / discharge power calculated by the charge / discharge power calculation unit A control unit,
The drive control unit
The charging power of the power storage device calculated by the charging / discharging power calculation unit is used for charging limitation in the driving command generation unit so that the charging limitation common with the charging limitation in the driving command generation unit is applied. A command correction unit that corrects the drive command from the first control device so that the charge power is equal to or lower than the charge power upper limit value when the charge power upper limit value that is common to the received power is exceeded. vehicle.   When the charge power calculated by the charge / discharge power calculation unit exceeds the charge power upper limit value, the command correction unit is configured to generate power of the first rotating electrical machine in correspondence with an excess of the charge power upper limit value. The hybrid vehicle according to claim 1, wherein the drive command for the first rotating electrical machine is corrected so as to reduce electric power. The hybrid vehicle
An engine that operates by burning fuel,
A plurality of rotating elements, each of which is coupled to the output shaft of the engine and the output shafts of the first and second rotating electrical machines, are connected to each other so as to be relatively rotatable, and the rotational speed of any two output shafts is determined. And a power split mechanism configured to forcibly determine the rotation speed of the other output shaft,
The command correction unit is configured such that when the drive command after correction of the first rotating electrical machine is used, the rotation speeds of the first rotating electrical machine and the engine are respectively the first rotating electrical machine and the engine. The hybrid vehicle according to claim 2, wherein the drive command for the first rotating electrical machine is re-corrected so as to be equal to or less than a rotation speed upper limit value set based on equipment rating. When the charge power calculated by the charge / discharge power calculation unit exceeds the charge power upper limit value, the command correction unit consumes the second rotating electrical machine in correspondence with an excess of the charge power upper limit value. The hybrid vehicle according to claim 1, wherein the drive command for the second rotating electrical machine is corrected so as to increase electric power.   The said command correction part recorrects the said drive command of the said 2nd rotary electric machine so that the said drive command after correction | amendment of the said 2nd rotary electric machine may become below a predetermined reference value. Hybrid vehicle.   When the charge power calculated by the charge / discharge power calculation unit exceeds the charge power upper limit value, the drive control unit is configured to generate power of the first rotating electrical machine in correspondence with an excess of the charge power upper limit value. The drive command for the first rotating electrical machine is corrected so as to reduce power, and the drive command for the second rotating electrical machine is corrected so as to increase power consumption of the second rotating electrical machine. Item 2. The hybrid vehicle according to Item 1. The hybrid vehicle
An engine that operates by burning fuel,
A plurality of rotating elements, each of which is coupled to the output shaft of the engine and the output shafts of the first and second rotating electrical machines, are connected to each other so as to be relatively rotatable, and the rotational speed of any two output shafts is determined. And a power split mechanism configured to forcibly determine the rotation speed of the other output shaft,
The drive control unit is configured so that the rotation speeds of the first rotating electrical machine and the engine when the drive command after the correction of the first rotating electrical machine is used are the respective rotational speeds of the first rotating electrical machine and the engine. The drive command for the first rotating electrical machine is re-corrected so as to be equal to or lower than the rotation speed upper limit value set based on the equipment rating, and the corrected drive command for the second rotating electrical machine is a predetermined value. The hybrid vehicle according to claim 6, wherein the drive command for the second rotating electrical machine is re-corrected so as to be equal to or less than a reference value. A control method of a hybrid vehicle by a first control device and a second control device configured to be able to exchange information with each other,
The hybrid vehicle
A first rotating electrical machine that operates primarily as a generator;
A second rotating electrical machine that rotates in synchronization with the rotation of the drive wheels of the vehicle and applies power to the drive wheels;
A DC power supply unit including a chargeable power storage device;
Power conversion connected between the DC power supply unit and the first and second rotating electrical machines and performing bidirectional power conversion between the first and second rotating electrical machines and the DC power supply unit With the device,
The control method is:
Detecting the number of rotations of the first and second rotating electrical machines by the second control device based on outputs of sensors provided in the first and second rotating electrical machines, respectively;
According to the input / output power of the first and second rotating electrical machines based on the rotational speed detected by the detecting step by the first control device, the input / output power is a charging power upper limit value of the power storage device. And generating a drive command for the first and second rotating electrical machines by limiting charging and discharging so as not to exceed a discharge power limit value;
The second control device calculates charge / discharge power of the power storage device according to input / output power of the first and second rotating electrical machines based on the drive command from the first control device and the rotation speed. And steps to
In accordance with the drive command from the first control device and the charge / discharge power calculated in the calculating step by the second control device, the power converter converts the first and second A step of controlling the rotating electrical machine,
The controlling step includes
The charging power of the power storage device calculated by the calculating step is applied by the first control device so that the charging limitation common to the charging limitation in the generating step by the first control device is applied. The drive command from the first control device so that the charge power becomes equal to or less than the charge power upper limit value when the charge power upper limit value common to the charge limit used in the generating step is exceeded. A method for controlling a hybrid vehicle, comprising the step of correcting   In the correcting step, when the charging power calculated in the calculating step exceeds the charging power upper limit value, the generated power of the first rotating electrical machine is reduced in correspondence with an excess of the charging power upper limit value. The method for controlling a hybrid vehicle according to claim 8, wherein the drive command for the first rotating electric machine is corrected so as to cause the first rotary electric machine to perform. The hybrid vehicle
An engine that operates by burning fuel,
A plurality of rotating elements, each of which is coupled to the output shaft of the engine and the output shafts of the first and second rotating electrical machines, are connected to each other so as to be relatively rotatable, and the rotational speed of any two output shafts is determined. And a power split mechanism configured to forcibly determine the rotation speed of the other output shaft,
The modifying step includes:
The rotational speeds of the first rotating electrical machine and the engine when the drive command after the correction of the first rotating electrical machine is used are set based on the respective equipment ratings of the first rotating electrical machine and the engine. The hybrid vehicle control method according to claim 9, further comprising a step of re-correcting the drive command of the first rotating electrical machine so that the rotation speed is not more than a rotation speed upper limit value.   In the correcting step, when the charging power of the power storage device calculated by the calculating step exceeds the charging power upper limit value, the correction electric power of the second rotating electrical machine is made corresponding to the excess of the charging power upper limit value. The method for controlling a hybrid vehicle according to claim 8, wherein the drive command for the second rotating electrical machine is corrected so as to increase power consumption. The modifying step includes:
12. The method according to claim 11, further comprising the step of recorrecting the drive command for the second rotating electrical machine so that the drive command after the correction for the second rotating electrical machine is equal to or less than a predetermined reference value. Control method of hybrid vehicle.   In the controlling step, when the charging power of the power storage device calculated by the calculating step exceeds the charging power upper limit value, the controlling step is performed so as to correspond to an excess of the charging power upper limit value. Correcting the drive command of the first rotating electrical machine to reduce the generated power, and correcting the drive command of the second rotating electrical machine to increase the power consumption of the second rotating electrical machine; The method for controlling a hybrid vehicle according to claim 8. The hybrid vehicle
An engine that operates by burning fuel,
A plurality of rotating elements, each of which is coupled to the output shaft of the engine and the output shafts of the first and second rotating electrical machines, are connected to each other so as to be relatively rotatable, and the rotational speed of any two output shafts is determined. And a power split mechanism configured to forcibly determine the rotation speed of the other output shaft,
The controlling step includes
When the corrected drive command is used, the rotation speeds of the first rotating electric machine and the engine are equal to or lower than the rotation speed upper limit value set based on the respective equipment ratings of the first rotating electric machine and the engine. So that the drive command for the first rotating electrical machine is re-corrected and the drive command after the correction of the second rotating electrical machine is less than or equal to a predetermined reference value. The hybrid vehicle control method according to claim 13, further comprising a step of recorrecting the drive command of the rotating electrical machine.

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