JP5655493B2 - Control device for electric vehicle - Google Patents

Description

  The present invention relates to a control device for an electric vehicle provided with a motor driven by battery power in a drive source.

  Conventionally, in an electric vehicle equipped with a motor as a drive source, when the battery power limit value is obtained by feedback (F / B) calculation based on the deviation between the target voltage and actual voltage, the F / B control is performed as the battery temperature decreases. There is known one that sets the gain to be small (see, for example, Patent Document 1).

JP 2008-125161 A

  However, in a conventional electric vehicle, the power limit value of the battery is obtained by F / B calculation in which the F / B control gain is decreased as the battery temperature is lower. For this reason, even if the F / B control gain is lowered when the internal resistance of the battery is large, there is a difference in that the voltage fluctuation increases unless the power used in feedforward (F / F) is limited. Absent. And if there are many feedback interventions, such as limiting the motor torque after the battery voltage is exceeded, the driver may feel uncomfortable.

  And in order to avoid the said subject, if the electric power used for F / F is restrict | limited uniformly, driveability cannot be improved by driving | running | working using a motor, and battery protection and driveability cannot be made compatible. There is a problem. For example, the electric power used for the shift (mainly promoting the change in the rotational speed) is instantaneous, but if the electric power is limited more than necessary, the shift performance deteriorates.

  The present invention has been made paying attention to the above-mentioned problem. When setting a power limit value of a battery, an electric vehicle control device capable of achieving both a battery protection function and improved drivability regardless of the battery state. The purpose is to provide.

In order to achieve the above object, the control apparatus for an electric vehicle according to the present invention includes a motor and a power limit value control means.
The motor is provided in a drive source and is driven by electric power from a battery.
The power limit value control means uses a power limit value, which is a limit value of power input / output of the battery, for an instantaneous power limit value used in a driving scene that ends in a short time and a driving scene that may last for a long time. It is divided into the continuous power limit value, and the limit width based on the instantaneous power limit value is set to be larger than the limit width based on the continuous power limit value. Then, when changing the power limit value between the instantaneous power limit value and the continuous power limit value, the change rate limit is set in consideration of the torque and the rotation condition so as not to affect the vehicle behavior.

Therefore, when setting the power limit value, which is the limit value of the battery power input / output, in the power limit value control means, the instantaneous power limit value used in a driving scene that ends in a short time and the driving that may last for a long time And the continuous power limit value used in the scene. The limit width based on the instantaneous power limit value is set to be larger than the limit width based on the continuous power limit value.
That is, when running on an electric vehicle, there are two ways to use the motor: an instant usage that ends in a short time, such as a gear shift, and a continuous usage for a long time, such as the permitted power and power generation during driving. Focusing on this point, the power limit value is divided depending on whether the motor is used instantaneously or continuously, and the limit width by the instantaneous power limit value is set larger than the limit width by the continuous power limit value. Thereby, for example, when one of charging and discharging is continuously used, the battery protection function is exhibited regardless of the battery state by controlling the battery state not to change suddenly. On the other hand, for example, when used only for a moment, such as gear shifting, the operability can be improved regardless of the battery state by using up to the maximum value that the battery can exhibit.
As a result, when setting the power limit value of the battery, it is possible to achieve both a battery protection function and improved drivability regardless of the battery state.

It is a power train system block diagram which shows the power train system of the hybrid vehicle to which the control apparatus of Example 1 was applied. It is a control system block diagram which shows the control system of the hybrid vehicle to which the control apparatus of Example 1 was applied. FIG. 3 is a calculation block diagram illustrating an integrated controller according to the first embodiment. It is a map figure which shows the steady target torque map (a) and MG assist torque map (b) which are used with the control apparatus of Example 1. It is a map figure which shows the engine start stop line map used with the control apparatus of Example 1. FIG. It is a characteristic view which shows the request | requirement power generation output in driving | running | working with respect to the battery SOC used with the control apparatus of Example 1. FIG. It is a characteristic view which shows the best fuel consumption line of the engine used with the control apparatus of Example 1. FIG. 3 is a shift map diagram illustrating an example of shift lines in the automatic transmission according to the first embodiment. 3 is a flowchart illustrating a configuration and a flow of an integrated control calculation process executed by the integrated controller according to the first embodiment. FIG. 10 is a target travel mode diagram showing an example of target travel mode transition in the target travel mode calculation process executed in step S05 of FIG. 9. FIG. 10 is a calculation block diagram illustrating an example of an output limit value and motor torque upper limit calculation process executed in step S03 of FIG. 9. FIG. 10 is a calculation block diagram illustrating an example of an input limit value and motor torque lower limit value calculation process executed in step S03 of FIG. 9. It is a characteristic view which shows the relationship between battery temperature and battery internal resistance in the subject description of a comparative example. It is a characteristic view which shows the relationship between continuous charging / discharging time and battery internal resistance in description of the subject of a comparative example. It is a rotation speed-vehicle speed characteristic figure which shows an example of the motor rotation speed change characteristic with a speed change, and a vehicle speed characteristic in description of the subject of a comparative example. It is a flowchart which shows the flow of the division | segmentation calculation process of the output limit value for moments and the output limit value for continuation performed by the calculation block of FIG. It is a flowchart which shows the flow of the division | segmentation calculation process of the input limit value for moments performed in the calculation block of FIG. 12, and the input limit value for continuation. Rotation speed (motor rotation speed, output shaft rotation speed) and motor torque (actual motor torque, motor torque upper limit value, motor torque lower limit value) when the power limit value is set in the first embodiment while traveling in HEV mode FIG. 4 is a time chart showing characteristics of battery power and battery voltage.

  Hereinafter, the best mode for realizing an electric vehicle control apparatus of the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
FIG. 1 shows a power train system of a hybrid vehicle (an example of an electric vehicle) to which the control device of the first embodiment is applied. The power train system configuration will be described below with reference to FIG.

  As shown in FIG. 1, the power train system of the hybrid vehicle of the first embodiment includes an engine 1, a motor generator 2 (motor), an automatic transmission 3, a first clutch 4, a second clutch 5, and a differential. A gear 6 and tires 7 and 7 are provided.

  The hybrid vehicle according to the first embodiment has a power train system configuration including an engine, one motor, and two clutches. As a running mode, “HEV mode” by engaging the first clutch 4 and “by releasing the first clutch 4”. EV mode "and" WSC mode "that travels with the second clutch 5 in the slip engagement state.

  The engine 1 has an output shaft connected to an input shaft of a motor generator 2 (abbreviated MG) via a first clutch 4 (abbreviated CL1) having a variable torque capacity.

  The motor generator 2 has an output shaft connected to an input shaft of an automatic transmission 3 (abbreviated as AT).

  The automatic transmission 3 has tires 7 and 7 connected to its output shaft via a differential gear 6.

  The second clutch 4 (abbreviated as CL2) uses one of the engaging elements of a clutch / brake having a variable torque capacity that is responsible for power transmission in the transmission, which varies depending on the shift state of the automatic transmission 3. . Thus, the automatic transmission 3 combines the power of the engine 1 input via the first clutch 4 and the power input from the motor generator 2 and outputs the combined power to the tires 7 and 7.

  For the first clutch 4 and the second clutch 5, for example, a wet multi-plate clutch that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid may be used. This power train system has two operation modes according to the connection state of the first clutch 4, and in the disengagement state of the first clutch 4, it is an "EV mode" that travels only with the power of the motor generator 2. When the 1-clutch 4 is connected, it is the “HEV mode” in which the engine 1 and the motor generator 2 drive.

  The power train system includes an engine rotation sensor 10 that detects the rotation speed of the engine 1, an MG rotation sensor 11 that detects the rotation speed of the motor generator 2, and an AT that detects the input shaft rotation speed of the automatic transmission 3. An input rotation sensor 12 and an AT output rotation sensor 13 for detecting the output shaft rotation speed of the automatic transmission 3 are provided.

  FIG. 2 shows a control system for a hybrid vehicle to which the control device of the first embodiment is applied. Hereinafter, the control system configuration will be described with reference to FIG.

  As shown in FIG. 2, the control system of the first embodiment includes an integrated controller 20, an engine controller 21, a motor controller 22, an inverter 8, a battery 9, a solenoid valve 14, a solenoid valve 15, and an accelerator opening. The temperature sensor 17, the battery temperature sensor 23, and the SOC sensor 16 are provided.

  The integrated controller 20 performs integrated control of operating points of power train components. The integrated controller 20 selects an operation mode capable of realizing the driving force desired by the driver according to the accelerator opening APO, the battery state of charge SOC, and the vehicle speed VSP (proportional to the automatic transmission output shaft rotational speed). . Then, the target MG torque or the target MG rotation speed is commanded to the motor controller 22, the target engine torque is commanded to the engine controller 21, and the drive signals are commanded to the solenoid valves 14 and 15.

  The engine controller 21 controls the engine 1. The motor controller 22 controls the motor generator 2. The inverter 8 drives the motor generator 2. The battery 9 stores electrical energy. The solenoid valve 14 controls the hydraulic pressure of the first clutch 4. The solenoid valve 15 controls the hydraulic pressure of the second clutch 5. The accelerator opening sensor 17 detects an accelerator opening (APO). The battery temperature sensor 23 detects the temperature of the battery 9. The SOC sensor 16 detects the state of charge of the battery 9.

  FIG. 3 is a calculation block diagram illustrating the integrated controller 20 according to the first embodiment. Hereinafter, the configuration of the integrated controller 20 will be described with reference to FIG.

  As shown in FIG. 3, the integrated controller 20 includes a target drive torque calculation unit 100, a mode selection unit 200, a target power generation output calculation unit 300, an operating point command unit 400, and a shift control unit 500. ing.

  The target drive torque calculation unit 100 uses the target steady drive torque map shown in FIG. 4 (a) and the MG assist torque map shown in FIG. 4 (b) to calculate the target steady drive from the accelerator opening APO and the vehicle speed VSP. Calculate torque and MG assist torque.

The mode selection unit 200 calculates an operation mode (HEV mode, EV mode) using the engine start / stop line map set at the accelerator opening for each vehicle speed shown in FIG. As indicated by the characteristics of the engine start line (SOC high, SOC low) and the engine stop line (SOC high, SOC low), the engine start line and the engine stop line are shown in FIG. Is set as a characteristic that decreases in the direction of decreasing.
Here, in the engine start process, the torque of the second clutch 5 is set so that the second clutch 5 is slipped when the accelerator opening APO exceeds the engine start line shown in FIG. Control the capacity. Then, after determining that the second clutch 5 has started slipping, the first clutch 4 is started to be engaged and the engine speed is increased. When the engine speed reaches a speed at which the initial explosion is possible, the engine 1 is burned and the first clutch 4 is completely engaged when the motor speed and the engine speed become close. Thereafter, the second clutch 5 is locked up and transitioned to the “HEV mode”.

  The target power generation output calculation unit 300 calculates a target power generation output from the battery SOC using the traveling power generation request output map shown in FIG. Further, an output necessary for increasing the engine torque from the current operating point to the best fuel consumption line shown in FIG. 7 is calculated, and an output smaller than the target power generation output is added to the engine output as a required output.

  The operating point command unit 400 inputs the accelerator opening APO, the target steady torque, the MG assist torque, the target mode, the vehicle speed VSP, and the required power generation output. Then, using these input information as the operating point reaching target, a transient target engine torque, target MG torque, target CL2 torque capacity, target speed ratio, and CL1 solenoid current command are calculated.

  The shift control unit 500 drives and controls a solenoid valve in the automatic transmission 3 so as to achieve these from the target CL2 torque capacity and the target gear ratio. FIG. 8 shows an example of a shift line map used in the shift control. From the vehicle speed VSP and the accelerator opening APO, it is determined how many of the next shift stage from the current shift stage, and if there is a shift request, the shift clutch is controlled to change the speed.

  FIG. 9 shows the configuration and flow of integrated control arithmetic processing executed by the integrated controller 20 of the first embodiment. Hereinafter, each step of FIG. 9 will be described.

  In step S01, data is received from each controller, and in the next step S02, sensor values are read and information necessary for the subsequent calculation is taken.

In step S03, following the sensor value reading in step S02, a power limit value (output limit value, input limit value) and motor torque limit value (motor torque upper limit value, motor torque lower limit value) are calculated according to the battery state. The process proceeds to step S04.
Here, the instantaneous power limit value, the continuous power limit value, and the motor torque limit value are calculated and used in accordance with the purpose. For example, if there is a possibility that it may last for a long time, such as permitted power for EV driving or power generation, select the continuous power limit value, and for applications that end in a short time such as gear shift, use the instantaneous power limit value. Restrict. Detailed description will be given later with reference to FIGS. 11, 12, 16, and 17.

  In step S04, following the calculation of the power limit value and the motor torque limit value in step S03, the target drive torque is calculated according to the vehicle speed VSP, the accelerator opening APO, and the brake braking force, and the process proceeds to step S05.

In step S05, following the calculation of the target drive torque in step S04, the target travel mode is selected according to the vehicle state such as the target drive torque, battery SOC, accelerator opening APO, vehicle speed VSP, road gradient, etc. Proceed to S06.
As a reference, FIG. 10 shows an excerpt of a target travel mode in which “EV mode”, “HEV mode”, and “WSC mode” transition to each other. Here, the “WSC mode” refers to a travel mode in the “HEV mode” in which the second clutch 5 (CL2) is slipped. If “HEV mode” is selected from “EV mode” in the calculation of step S05, the engine is started.

  In step S06, following the target travel mode calculation in step S05, the motor control mode and the engine start timing are selected according to the state of the first clutch 4 (CL1) and the second clutch 5 (CL2) at the time of engine start. The process proceeds to step S07. As the transient running mode, each device state is switched and the running state is managed according to the slip state of the first clutch 4 (CL1) and the second clutch 5 (CL2) and the engine complete explosion state.

  In step S07, following the transient running mode calculation in step S06, the motor limit torque and the instantaneous motor limit torque are continuously used according to the vehicle state and the shift state obtained in step S06, particularly considering the rotational speed control. The motor limit torque is switched and used, and the process proceeds to step S08.

In step S08, following the engine start power increase request calculation in step S07, the target input rotational speed is calculated in accordance with the running state and motor control state determined in step S05, and the process proceeds to step S09.
During cranking during engine start-up, control is performed so as to maintain the slip of the second clutch 5 (CL2). After determining the complete explosion of the engine 1, control is performed so that the slip of the second clutch 5 (CL2) is converged.

In step S09, following the target input rotational speed calculation in step S08, a target input torque considering the target drive torque and protection of various devices is calculated, and the process proceeds to step S10.
When the engine is started, the CL2 slip assist torque is added to the target drive torque so that the second clutch 5 (CL2) can easily slip. At this time, slip calculation is promoted by actively creating a state of actual input torque> second clutch torque capacity by performing this calculation while decreasing the CL2 torque capacity.

In step S10, following the target input torque calculation in step S09, the target input torque calculated in step S09 and the power generation request are taken into consideration, torque distribution to the engine 1 and the motor generator 2 is determined, and respective target values are calculated. The process proceeds to step S11.
Here, the power generation request uses the motor torque lower limit value (continuous) calculated in step S03.

  In step S11, following the target engine torque / motor torque calculation in step S10, the target clutch torque capacity of the first clutch 4 (CL1) is calculated in accordance with the command determined in the transient travel mode calculation in step S06. Proceed to S11.

  In step S12, following the calculation of the target clutch 1 torque capacity in step S11, the target clutch torque capacity of the second clutch 5 (CL2) is calculated according to the running state determined in step S06 and the CL2 slip rotation speed. Proceed to S13.

  In step S13, following the target clutch 2 torque capacity calculation in step S12, data is transmitted to each controller and the process proceeds to the end.

  FIG. 11 is a calculation block diagram showing an example of the output limit value and motor torque upper limit calculation process executed in step S03 of FIG. 9 (power limit value control means). Hereinafter, each block of FIG. 11 will be described.

  In block B01, the current F / B start threshold value of the output side battery power is calculated based on the battery SOC and the current F / B start threshold value map.

  In block B02, the maximum output value of the output side battery power is calculated by multiplying the current limit value and the total battery voltage.

  In block B03, the output limit value 1 is determined by selecting the minimum value among the output limit value (basic) from the battery 9 transmitted by the battery controller, the current F / B start threshold value, and the maximum output value. .

  In block B04, when the power limit value is changed by multiplying the motor rotation speed and the torque change rate limit value, the torque for executing the change rate limit and the change rate limit value serving as the rotation condition are obtained.

  In the block B05, the change rate of the output limit value 1 from the block B03 is limited by the change rate limit value from the block B04, and the F / F output upper limit power is calculated.

  In block B06, power feedback calculation is performed based on the deviation between the F / F output upper limit power and battery power from block B05, and the power feedback correction amount is obtained.

  In block B07, voltage feedback calculation is performed based on the deviation between the total battery voltage and the lowest cell voltage (corresponding to the total voltage) to obtain a voltage feedback correction amount.

  In block B08, the feedback correction amount of the F / F output upper limit power is determined by selecting the minimum value of the power feedback correction amount from block B06 and the voltage feedback correction amount from block B07.

  In block B09, the F / F output upper limit power from block B05 and the feedback correction amount from block B08 are added to determine the output upper limit power.

  In block B10, a gain is set according to the battery temperature, and the output upper limit power is obtained by multiplying this gain by the output upper limit power from block B09. The gain is set to a smaller value as the battery temperature is higher.

  In block B11, the output limit value for instantaneous use is obtained by subtracting the auxiliary machine + A / C use permission power from the output upper limit power from block B09. A / C is an air conditioner.

  In block B12, the output limit value for continuation is obtained by subtracting the auxiliary machine + A / C use permission power from the output limit power from block B10.

  In block B13, power → torque conversion is performed based on the instantaneous output limit value from block B11 and the motor rotation speed, and the instantaneous motor torque upper limit value is obtained.

  In block B14, power → torque conversion is performed based on the continuation output limit value from block B12 and the motor rotation speed to obtain the continuation motor torque upper limit value.

  FIG. 12 is a calculation block diagram showing an input limit value and motor torque lower limit value calculation process executed in step S03 of FIG. 9 (power limit value control means). For the blocks B21 to B34 in FIG. 12, the relationship between “output, upper limit” and “input, lower limit” is switched with respect to the calculation block diagram of FIG. The block B23 and the block B28 are different from the minimum value selection of the block B3 and the block B8 in that the feedback correction amount is determined by selecting the maximum value. Therefore, description of each block is omitted.

Next, the operation will be described.
First, “the problem of the comparative example” will be described. Subsequently, the operations in the hybrid vehicle control device of the first embodiment are classified as “instantaneous output limit value and continuous output limit value separation calculation processing operation”, “instantaneous input limit value and continuous input limit value separation operation. The processing will be described separately as “processing action” and “power limit value control action”.

[About the problem of the comparative example]
First, as shown in FIG. 13, the relationship between the battery temperature and the battery internal resistance varies depending on the battery state such as the battery temperature. In particular, the battery internal resistance increases when the battery temperature is low. In addition, as shown in FIG. 14, the relationship between the continuous charge / discharge time and the battery internal resistance increases the internal resistance in proportion to the continuous charge / discharge time when charging / discharging is continued.

  Thus, a battery power limit value obtained by F / B calculation in which the F / B control gain is decreased as the battery temperature is lower is referred to as Comparative Example 1. In this comparative example 1, even when the F / B control gain is lowered in a state where the internal resistance of the battery is large, the fluctuation in voltage becomes large unless the power used in feedforward (F / F) is limited. There is no difference. And if there are many feedback interventions, such as limiting the motor torque after the battery voltage is exceeded, the driver may feel uncomfortable.

  In order to avoid this problem, a comparative example 2 is used to uniformly limit the power used in F / F with emphasis on battery protection. In this comparative example 2, drivability cannot be improved by running using a motor, and battery protection and drivability cannot be achieved at the same time.

  For example, the electric power used for the shift (mainly promoting the change in the rotational speed) is instantaneous, but if the electric power is limited more than necessary, the shift performance deteriorates. In other words, when the transmission input rotational speed is controlled by controlling the rotational speed of the motor at the time of shifting, motor rotational speed control is performed in which the motor rotational speed is rapidly reduced at every upshift, as shown in region A of FIG. By this motor rotation speed control, good driving characteristics such that the vehicle speed rises smoothly can be obtained. However, if it is impossible to control the motor speed rapidly as shown in FIG. 15 due to the power limitation, a feeling of lengthening the shift during which the time required for the upshift becomes longer will occur, resulting in fluctuations in the vehicle speed, etc. Driving characteristics are reduced.

  In this way, regardless of how the motor is used, if the F / F term of the power limit value is set uniformly in order to provide a battery protection function, it becomes excessively limited during instantaneous use such as gear shifting. An unmatch occurs.

[Operation operation for separation of instantaneous output limit value and continuous output limit value]
In response to the problems of the above comparative example, we focus on the fact that there are two ways to use the motor during driving: instant usage that ends in a short time, such as shifting, and continuous usage for a long time, such as permitted power and power generation during driving. It was done. FIG. 16 is a flowchart showing the flow of the dividing operation processing for the instantaneous output limit value and the continuous output limit value executed in the calculation block of FIG. 11. Hereinafter, the operation of dividing the instantaneous output limit value and the continuous output limit value will be described with reference to FIG.

  In step S101, the output limit value 1 is selected by selecting the minimum value among the output limit value (basic), the current F / B start threshold value, and the maximum output value transmitted from the battery controller in block B03. And proceeds to step S102.

  In step S102, in block B05, the rate of change of output limit value 1 from block B03 is limited by the rate of change limit value from block B04, F / F output upper limit power is calculated, and the process proceeds to step S103.

  In step S103, in block B06, a power feedback calculation is performed based on the deviation between the F / F output upper limit power from block B05 and the (actual) battery power to obtain a power feedback correction amount, and the process proceeds to step S104.

  In step S104, in block B07, voltage feedback calculation is performed based on the deviation between the total battery voltage and the lowest cell voltage (corresponding to the total voltage) to obtain a voltage feedback correction amount, and the process proceeds to step S105.

  In step S105, the F / F output upper limit power from block B05 and the feedback correction amount from block B08 are added to determine the output upper limit power, and the process proceeds to step S106.

  In step S106, in block B10, the output limit power obtained by multiplying the output upper limit power from block B09 by the gain according to the battery temperature is used continuously, the output upper limit power itself from block B09 itself is used instantaneously, and instantaneously / Continuous is cut and the process proceeds to step S106.

  In step S107, an instantaneous output limit value is obtained by subtracting the auxiliary machine + A / C use permission power from the output upper limit power from block B09 in block B11. In block B12, the output limit value for continuation is obtained by subtracting the auxiliary machine + A / C use permission power from the output limit power from block B10.

  Therefore, by the above dividing calculation process, the output limit value is divided depending on whether the motor generator 2 is used instantaneously or continuously, and the instantaneous output limit value (instantaneous motor torque upper limit value) is determined as the continuous output limit value (continuous motor). Torque upper limit value).

[Operation processing for separation of instantaneous input limit value and continuous input limit value]
FIG. 17 is a flowchart showing the flow of the process of dividing the instantaneous input limit value and the continuous input limit value performed in the calculation block of FIG. Hereinafter, the operation of dividing the instantaneous input limit value and the continuous input limit value will be described with reference to FIG.

  In step S201, in block B23, the input limit value 1 is selected by selecting the maximum value of the input limit value (basic), the current F / B start threshold value, and the maximum input value transmitted from the battery controller by the battery controller. And proceeds to step S202.

  In step S202, in block B25, the rate of change of input limit value 1 from block B23 is limited by the rate of change limit value from block B24, F / F input lower limit power is calculated, and the process proceeds to step S203.

  In step S203, in block B26, a power feedback calculation is performed based on the deviation between the F / F input lower limit power from block B25 and the (actual) battery power, the power feedback correction amount is obtained, and the process proceeds to step S204.

  In step S204, in block B27, voltage feedback calculation is performed based on the deviation between the total battery voltage and the lowest cell voltage (corresponding to the total voltage) to obtain a voltage feedback correction amount, and the process proceeds to step S205.

  In step S205, the F / F input lower limit power from block B25 and the feedback correction amount from block B28 are added to obtain the input lower limit power, and the process proceeds to step S206.

  In step S206, in block B30, the input limit power obtained by multiplying the input lower limit power from block B29 by the gain according to the battery temperature is used continuously, the input lower limit power itself from block B29 is used instantaneously, and instantaneously / Continuous is separated and the process proceeds to step S206.

  In step S207, an instantaneous input limit value is obtained by subtracting the auxiliary machine + A / C use permission power from the input lower limit power from block B29 in block B31. Also, in block B32, the continuation input limit value is obtained by subtracting the auxiliary machine + A / C use permission power from the input limit power from block B30.

  Therefore, by the above dividing calculation processing, the input limit value is divided depending on whether the motor generator 2 is used instantaneously or continuously, and the instantaneous input limit value (instantaneous motor torque lower limit value) is determined as the continuous input limit value (continuous motor). Torque lower limit value).

[Power limit value control action]
The power limit value control operation in the first embodiment will be described based on the time chart of FIG. 18 showing the case where the upshift is performed by the motor rotation speed control during the power generation traveling with the “HEV mode” selected.

  The time range from time t0 to time t1, the time range from time t2 to time t3, and the time range after time t4 in FIG. 18 are sections in which charging by the motor generator 2 is continuously performed, and the limit range is narrow. The suppressed continuous motor torque upper limit value and the continuous motor torque upper limit value are set. Therefore, the battery voltage and the battery power in the section where the charging by the motor generator 2 is continuously performed are controlled so as to change with a smooth characteristic and not suddenly change the battery state as shown in FIG.

  The time range from time t1 to time t2 and the time range from time t3 to time t4 in FIG. 18 are sections where the upshift is instantaneously performed by the motor speed control by the motor generator 2, and the limit range is widened widely. The instantaneous motor torque upper limit value and the instantaneous motor torque upper limit value are set. Therefore, the battery power in the section where the upshift is instantaneously performed is suddenly lowered so as to smoothly perform the control for reducing the motor rotation speed, as shown in FIG. For this reason, drivability is improved by performing high-quality upshifts that quickly suppress shift shocks. Along with this improvement in operability, the battery charge amount can be increased as is apparent from the increase in battery voltage.

  That is, when running on a hybrid vehicle, the motor generator 2 can be used for a short time such as when shifting, starting an engine, or stopping an engine, and for a long time such as permitted power or power generation during driving. There are continuous usage. On the other hand, if the F / B term of the power limit value is set in the battery state, the feedback intervention increases and the driver feels uncomfortable. Regardless of how the motor is used, if the F / F term of the power limit value is set uniformly to provide a battery protection function, the operability will be reduced due to excessive restrictions during instantaneous use such as shifting. An unmatch occurs.

On the other hand, in the first embodiment, the power limit value (output limit value, input limit value) is divided depending on whether the motor generator 2 is used instantaneously or continuously, and the limit range based on the instantaneous power limit value is determined as follows: The configuration was set so that it was set wider than the limit range by the continuous power limit value.
Thereby, regardless of the state of the battery 9, when one of charging and discharging is continuously used, the battery protection function is exhibited by controlling so as not to change the battery state suddenly. On the other hand, when it is used only for an instant, such as gear shifting, the operability is improved by using up to the maximum value that the battery 9 can exhibit.
As a result, when setting the power limit value of the battery, it is possible to achieve both a battery protection function and improved drivability regardless of the battery state.

The first embodiment employs a configuration in which the separation is performed according to the battery temperature for the instantaneous input / output limit value and the continuous input / output limit value.
That is, the battery state which is the battery internal resistance can be estimated from the battery temperature, and the instantaneous input / output limit value and the continuous input / output limit value are switched according to the battery state.
Therefore, a reliable battery protection function that suppresses deterioration according to the battery state is achieved.

In the first embodiment, when changing the power limit value, a configuration is adopted in which the change rate limit is set in consideration of the torque and rotation conditions so as not to affect the vehicle behavior.
Therefore, the battery protection function is realized without giving the driver a sense of incongruity.

In the first embodiment, the power used separately for the instantaneous input / output limit value and the continuous input / output limit value is a configuration that excludes power that is not related to the drive system, such as an auxiliary machine or A / C.
In this way, the power balance is managed by excluding the power not related to the drive system so that the battery state does not change suddenly.

Next, the effect will be described.
In the hybrid vehicle control device of the first embodiment, the following effects can be obtained.

(1) A motor (motor generator 2) provided in the drive source and driven by electric power from the battery 9,
A power limit value that is a limit value of the power input / output of the battery 9, an instantaneous power limit value that is used in a driving scene that ends in a short time, and a continuous power limit value that is used in a driving scene that may last for a long time, And a power limit value control means (FIGS. 11 and 12) for setting the limit range based on the instantaneous power limit value to be larger than the limit range based on the continuous power limit value;
Is provided.
For this reason, when setting the power limit value of the battery 9, it is possible to achieve both the battery protection function and the improvement of the drivability regardless of the battery state.

(2) Provided with a battery state detection means (battery temperature sensor 23) for detecting battery internal resistance or battery temperature,
The power limit value control means (FIGS. 11 and 12) is configured to use the instantaneous power limit value and the continuous power limit based on the battery internal resistance or the battery temperature from the battery state detection means (battery temperature sensor 23). Set the value (Block B10, Block B30).
For this reason, in addition to the effect of (1), the reliable battery protection function which suppressed degradation according to the battery state can be achieved.

(3) The power limit value control means (FIGS. 11 and 12) does not affect the vehicle behavior when changing the power limit value between the instantaneous power limit value and the continuous power limit value. The change rate limit is set in consideration of the torque and rotation conditions (block B5, block B25).
For this reason, in addition to the effect of (1) or (2), the battery protection function can be realized without giving the driver a sense of incongruity.

(4) When setting the instantaneous power limit value and the continuous power limit value, the power limit value control means (FIG. 12) excludes use permission power of other in-vehicle high power systems not related to the drive system ( Block B11, B12, Block B31, B32).
For this reason, in addition to the effects of (1) to (3), the power balance can be managed without suddenly changing the battery state.

  As mentioned above, although the control apparatus of the electric vehicle of this invention has been demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

  In Example 1, the example applied to the hybrid vehicle which has an engine and a motor generator in a power train system was shown. However, the present invention can be applied not only to hybrid vehicles but also to electric vehicles provided with a battery-driven motor in a drive source such as an electric vehicle or a fuel cell vehicle.

1 Engine 2 Motor generator (motor)
3 Automatic transmission 4 First clutch 5 Second clutch 6 Differential gear 7 Tire 8 Inverter 9 Battery 10 Engine rotation sensor 11 MG rotation sensor 12 AT input rotation sensor 13 AT output rotation sensor 14, 15 Solenoid valve 16 SOC sensor 17 Accelerator open Degree sensor 20 Integrated controller 21 Engine controller 22 Motor controller 23 Battery temperature sensor (battery state detection means)

Claims (3)

A motor provided in the drive source and driven by power from the battery;
The power limit value that is the limit value of the battery power input / output is an instantaneous power limit value used in a driving scene that ends in a short time and a continuous power limit value used in a driving scene that may last for a long time. And a power limit value control means for setting a limit range based on the instantaneous power limit value to be larger than a limit range based on the continuous power limit value , and
The power limit value control means changes the power limit value between the instantaneous power limit value and the continuous power limit value in consideration of torque and rotation conditions so as not to affect the vehicle behavior. control device for an electric vehicle, characterized in that to set the rate limit. In the control device of the electric vehicle according to claim 1,
Battery state detection means for detecting battery internal resistance or battery temperature,
The electric power limit value control means sets the instantaneous power limit value and the continuous power limit value based on the battery internal resistance or the battery temperature from the battery state detection means. apparatus. In the control apparatus for the electric vehicle according to claim 1 or 2 ,
The electric power limit value control means, when setting the instantaneous power limit value and the continuous power limit value, excludes use permission electric power of other in-vehicle high-voltage systems not related to the drive system. Control device.