JP5733224B2 - Battery charge control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a battery charge control device for a hybrid vehicle.

  A conventional battery charging control device for a hybrid vehicle has a battery information recording device that records battery information indicating a charging / discharging history of the battery and can communicate with an external information reading device. An apparatus and a device-side control unit are known, and the device-side control unit performs charge / discharge control of the battery according to individual characteristics for each battery (see, for example, Patent Document 1). ). Thus, even what was indicated by patent documents 1 was able to adapt to a new battery, even when it replaced with a battery.

JP 2011-113759 A

  Since the battery in the hybrid vehicle is charged by the driving force of the internal combustion engine in addition to the regenerative power, the fuel consumption of the internal combustion engine required for charging the battery is the same as the operation of the internal combustion engine. It depends on the situation.

  However, since the conventional technology as described above adjusts the amount of charge of the battery so that the remaining capacity of the battery approaches the target value, the fuel consumption of the internal combustion engine required for charging the battery is not considered. There was a problem.

  The present invention has been made to solve such a problem, and an object of the present invention is to provide a battery charge control device for a hybrid vehicle capable of suppressing fuel consumption of an internal combustion engine.

In order to achieve the above object, a battery charge control device for a hybrid vehicle according to the present invention includes: (1) a battery charge control device for a hybrid vehicle that controls the amount of battery charge by the driving force of an internal combustion engine; Based on the remaining capacity history and the operating state of the internal combustion engine on the condition that the remaining capacity history storage means for storing the remaining capacity history representing the history, and the remaining capacity of the battery is less than the target remaining capacity, Charge amount determining means for determining a charge amount of the battery by the driving force of the internal combustion engine , wherein the operating state includes a change amount of an accelerator pedal opening and a change amount of a vehicle speed, and determines the charge amount. The means determines that the amount of charge of the battery decreases as the amount of change in the opening of the accelerator pedal increases, and the amount of change in the vehicle speed As listening becomes, the is configured to determine as the amount of charge of the battery by the driving force of the internal combustion engine is reduced.

  With this configuration, the battery charge control device for a hybrid vehicle according to the present invention is configured to increase or decrease the remaining capacity of the battery represented by the remaining capacity history, the fuel consumption rate of the internal combustion engine when the battery is charged by the driving force of the internal combustion engine, and the internal combustion engine. Since the amount of charge of the battery by the driving force of the internal combustion engine can be determined according to the fuel consumption of the internal combustion engine when the battery is charged by the driving force of the engine, the fuel consumption of the internal combustion engine is suppressed. Can do.

  For example, in the battery charge control device for a hybrid vehicle described in (1) above, (2) the operation state includes an increase / decrease value of a direct drive output of the internal combustion engine for driving the hybrid vehicle, and the charge amount The determining means may determine so that the amount of charge of the battery by the driving force of the internal combustion engine decreases as the increase / decrease value of the direct drive output of the internal combustion engine increases.

  With this configuration, the battery charging control device for a hybrid vehicle according to the present invention increases the driving force of the internal combustion engine for charging the battery on the condition that the direct drive output of the internal combustion engine is reduced, thereby improving the fuel efficiency rate. By reducing the driving force of the internal combustion engine to charge the battery, provided that the internal combustion engine can be operated in a higher state and the direct drive output of the internal combustion engine is increased, the fuel consumption of the internal combustion engine Can be suppressed.

  Further, in the battery charge control device for a hybrid vehicle described in (1) above, (3) the driving state includes an increase / decrease value of an accelerator pedal opening and an increase / decrease value of a vehicle speed, and the charge amount determination means includes: As the increase / decrease value of the accelerator pedal opening increases, the battery charge amount is determined to decrease, and as the vehicle speed increase / decrease value increases, the battery charge amount by the driving force of the internal combustion engine increases. You may make it determine so that there may be few.

  With this configuration, the battery charging control device for a hybrid vehicle according to the present invention drives the internal combustion engine for charging the battery on the condition that the direct drive output of the internal combustion engine corresponding to the opening degree of the accelerator pedal and the vehicle speed has decreased. By increasing the power, the internal combustion engine can be operated at a higher fuel efficiency, and the driving force of the internal combustion engine for charging the battery is reduced on condition that the direct drive output of the internal combustion engine has increased. By doing so, the fuel consumption of the internal combustion engine required to charge the battery can be suppressed.

  Further, in the battery charge control device for a hybrid vehicle according to any one of the above (1) to (3), (4) the charge amount determining means indicates that the remaining capacity of the battery is decreasing. On the condition that the history represents, the charge amount of the battery by the driving force of the internal combustion engine may be determined so as to be larger than the charge amount according to the remaining capacity of the battery.

  With this configuration, the battery charge control device for a hybrid vehicle according to the present invention increases the driving force of the internal combustion engine for charging the battery on the condition that the remaining capacity of the battery tends to decrease. The internal combustion engine can be operated in a high state.

  Further, in the battery charge control device for a hybrid vehicle according to any one of the above (1) to (4), (5) the charge amount determining means indicates that the remaining capacity of the battery is increasing. On the condition that the history represents, the charge amount of the battery by the driving force of the internal combustion engine may be determined so as to be less than the charge amount corresponding to the remaining capacity of the battery.

  With this configuration, the battery charge control device for a hybrid vehicle according to the present invention charges the battery in order to reduce the driving force of the internal combustion engine for charging the battery on the condition that the remaining capacity of the battery tends to increase. Therefore, the fuel consumption of the internal combustion engine can be suppressed.

  ADVANTAGE OF THE INVENTION According to this invention, the battery charge control apparatus of the hybrid vehicle which can suppress the fuel consumption of an internal combustion engine can be provided.

1 is a functional block diagram showing a configuration of a vehicle equipped with a battery charge control device for a hybrid vehicle according to an embodiment of the present invention. It is a graph which shows the map showing the relationship between the opening degree of the accelerator pedal, the vehicle speed, and vehicle request torque which are referred with the battery charge control apparatus of the hybrid vehicle which concerns on one embodiment of this invention. It is a flowchart which shows the battery charge control operation | movement of the battery charge control apparatus of the hybrid vehicle which concerns on one embodiment of this invention. It is a graph which shows the relationship between SOC of a battery, and charge amount. It is a graph which shows the engine fuel consumption rate map for demonstrating an effect | action of the battery charge control apparatus of the hybrid vehicle which concerns on one embodiment of this invention.

  Embodiments of the present invention will be described below with reference to the drawings. In the following description, a case where the battery charge control device for a hybrid vehicle according to the present invention is applied to a power split type hybrid vehicle will be described as an example.

  As shown in FIG. 1, the hybrid vehicle 1 in the present embodiment transmits an engine 10 constituting an internal combustion engine and power generated by the engine 10 to drive wheels 12L and 12R via drive shafts 11L and 11R. A transaxle 13, an engine electronic control unit (hereinafter referred to as “EG-ECU”) 14 that controls the engine 10, and a hybrid electronic control unit (hereinafter referred to as “HV-ECU”) that controls each part of the hybrid vehicle 1. And 15).

  In the present embodiment, the engine 10 is configured by an in-line four-cylinder engine using gasoline as fuel. However, in the present invention, the in-line six-cylinder engine, the V-type six-cylinder engine, and the V-type are used. You may be comprised by various types of engines, such as a 12 cylinder engine or a horizontally opposed 6 cylinder engine.

  The fuel used for the engine 10 may be a hydrocarbon fuel such as light oil instead of gasoline, or an alcohol fuel obtained by mixing alcohol such as ethanol and gasoline.

  The transaxle 13 includes a power transmission device 20, a gear mechanism 21, and a differential gear 22. The power transmission device 20 is generated by the engine 10 by motor generators MG1 and MG2 that mutually convert electric power and rotational force, a speed reducer 25 that decelerates the rotation transmitted from the motor generator MG2 and amplifies drive torque. The power split mechanism 26 divides the power into the power for transmitting the generated power to the drive wheels 12L and 12R and the power for driving the motor generator MG1.

  The power split mechanism 26 includes an input shaft 30 coupled to an end portion of a crankshaft 17 serving as an output shaft of the engine 10 via a damper 18, and a hollow sun gear shaft 31 whose shaft center passes through the input shaft 30. The coupled sun gear 32, the ring gear 33 disposed on the concentric circle of the sun gear 32 so that the rotation axis of the sun gear 32 and the sun gear 32 coincide with each other, and the sun gear 32 and the ring gear 33 so as to mesh with the sun gear 32 and the ring gear 33. A plurality of pinion gears 34, and a carrier 35 that holds the pinion gears 34 so as to rotate freely and revolves around the input shaft 30.

  Thus, power split mechanism 26 splits the power generated by engine 10 using sun gear 32, ring gear 33, pinion gear 34 and carrier 35 as rotating elements, and transmits the power from motor generator MG1 and drive wheels 12L and 12R. The planetary gear mechanism that integrates the generated power is configured.

  Therefore, the power split mechanism 26 divides the power input from the engine 10 into the carrier 35 into the sun gear 32 side and the ring gear 33 side according to the gear ratio, so that the motor generator While making MG1 function as a generator, the drive wheels 12L and 12R are rotated by the other divided power.

  Further, power split mechanism 26 has motor generator MG1 to which drive power is supplied function as an electric motor, and when engine 10 is driven, the power input from engine 10 to carrier 35 and sun generator 32 from motor generator MG1. Are integrated with the power input to the ring gear 33 and output from the ring gear 33.

  The power split mechanism 26 outputs the power input from the motor generator MG1 to the sun gear 32 to the carrier 35 when the motor generator MG1 to which the drive power is supplied functions as an electric motor and the engine 10 is stopped. Thus, the crankshaft 17 is rotated and the engine 10 is started. As described above, the motor generator MG1 functions as a starter in cooperation with the power split mechanism 26.

  Motor generator MG1 includes a stator 40 that forms a rotating magnetic field, and a rotor 41 that is disposed inside stator 40 and in which a plurality of permanent magnets are embedded. Stator 40 is wound around the stator core and the stator core. Provided with a three-phase coil.

  The rotor 41 is coupled to a sun gear shaft 31 that rotates integrally with the sun gear 32 of the power split mechanism 26, and the stator core of the stator 40 is formed, for example, by laminating thin sheets of electromagnetic steel plates, and the inner periphery of the main body case 42. It is fixed to the part.

  In the motor generator MG1 configured in this way, when three-phase AC power is supplied to the three-phase coil of the stator 40, a rotating magnetic field is formed by the stator 40, and a permanent magnet embedded in the rotor 41 is formed in this rotating magnetic field. By being pulled, the rotor 41 is rotationally driven. Thus, motor generator MG1 functions as an electric motor.

  Further, when the permanent magnet embedded in the rotor 41 rotates, a rotating magnetic field is formed, and an induction current flows through the three-phase coil of the stator 40 by this rotating magnetic field, thereby generating electric power at both ends of the three-phase coil. Thus, the motor generator MG1 functions also as a generator.

  Motor generator MG2 includes a stator 45 that forms a rotating magnetic field, and a rotor 46 that is disposed inside stator 45 and has a plurality of permanent magnets embedded therein. Stator 45 is wound around the stator core and the stator core. It has a three-phase coil.

  The rotor 46 is coupled to a rotor shaft 47 coupled to the speed reducer 25, and the stator core of the stator 45 is formed by laminating thin magnetic steel plates, for example, and is fixed to the inner peripheral portion of the main body case 48. Yes.

  In the motor generator MG2 configured in this manner, when three-phase AC power is supplied to the three-phase coil of the stator 45, a rotating magnetic field is formed by the stator 45, and a permanent magnet embedded in the rotor 46 is formed in this rotating magnetic field. By being pulled, the rotor 46 is rotationally driven. Thus, motor generator MG2 functions as an electric motor.

  Further, when the permanent magnet embedded in the rotor 46 rotates, a rotating magnetic field is formed, and an induction current flows through the three-phase coil of the stator 45 by this rotating magnetic field, thereby generating electric power at both ends of the three-phase coil. Thus, the motor generator MG2 functions also as a generator.

  The reduction gear 25 includes a sun gear 36 coupled to a rotor shaft 47 coupled to the rotor 46 of the motor generator MG2, a ring gear 37 disposed on a concentric circle of the sun gear 36 so that a rotation axis thereof coincides with the sun gear 36, and a sun gear. A plurality of pinion gears 38 disposed between the sun gear 36 and the ring gear 37 so as to mesh with the ring gear 37 and the ring gear 37, one end being fixed to the main body case 48, and the other end having a support shaft for rotatably supporting the pinion gear 38. And a carrier 39.

  Thus, the speed reducer 25 forms a planetary gear mechanism that uses the sun gear 36, the ring gear 37, and the pinion gear 38 as rotational elements to decelerate the rotation transmitted from the motor generator MG2 and amplify the drive torque.

  Therefore, when the motor generator MG2 to which the drive power is supplied functions as an electric motor, the reducer 25 decelerates the rotation transmitted from the motor generator MG2 to amplify the drive torque and output it from the ring gear 37. It has become.

  Further, the speed reducer 25 causes the motor generator MG2 to function as a power generator by accelerating the rotation by the power input to the ring gear 37 to attenuate the drive torque and outputting it from the sun gear 36.

  The ring gear 37 of the reduction gear 25 and the ring gear 33 of the power split mechanism 26 are provided with a counter drive gear 23 so that the ring gear 37 and the ring gear 33 rotate together. The counter drive gear 23 is meshed with the gear mechanism 21, and the gear mechanism 21 is meshed with the differential gear 22. The power output to the counter drive gear 23 is transmitted from the counter drive gear 23 to the differential gear 22 via the gear mechanism 21.

  The differential gear 22 is connected to the drive shafts 11L and 11R, and the drive shafts 11L and 11R are connected to the drive wheels 12L and 12R, respectively. That is, the power transmitted to the differential gear 22 is output to the drive wheels 12L and 12R through the drive shafts 11L and 11R.

  Therefore, the motor generator MG2 to which the drive power is supplied functions as a drive source, and the power generated by the motor generator MG2 is transmitted to the drive wheels 12L and 12R.

  The motor generator MG2 to which drive power is not supplied functions as a power regenerator that converts the rotational force into power while decelerating the rotation of the drive wheels 12L and 12R.

  In addition, hybrid vehicle 1 includes inverters 50 and 51 provided for motor generators MG1 and MG2, respectively, and a motor electronic control unit (hereinafter referred to as motor control unit) that controls inverters 50 and 51 to drive and control motor generators MG1 and MG2. , “MG-ECU”) 53.

  The inverters 50 and 51 are configured to exchange electric power among the motor generator MG 1, the motor generator MG 2, and the battery 19 based on control by the MG-ECU 53, that is, charge / discharge the battery 19.

  Electric power line 54 connecting inverter 50 and inverter 51 and battery 19 is configured as a positive and negative bus shared by inverter 50 and inverter 51, and is generated by one of motor generators MG 1 and MG 2. Can be consumed by the other motor generator.

  Inverters 50 and 51 are respectively provided with inverter current sensors that detect input / output current values of three-phase AC of motor generators MG1 and MG2. These inverter current sensors output a detection signal representing the detected current value to the MG-ECU 53.

  Although not shown, the MG-ECU 53 is a microprocessor that includes a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), a flash memory, and an input / output port. It is configured.

  A program for causing the microprocessor to function as the MG-ECU 53 is stored in the ROM of the MG-ECU 53. That is, the CPU of the MG-ECU 53 functions as the MG-ECU 53 by executing a program stored in the ROM using the RAM as a work area.

  The MG-ECU 53 has signals necessary for driving and controlling the motor generators MG1 and MG2, for example, detection signals of rotational position detection sensors 60 and 61 for detecting rotational positions of the rotors of the motor generators MG1 and MG2, respectively. A detection signal or the like of a current sensor (not shown) that detects a phase current input to the motor generators MG1 and MG2 is input.

  The MG-ECU 53 drives and controls the motor generators MG1 and MG2 by outputting a switching control signal to the inverter 50 and the inverter 51.

  The MG-ECU 53 communicates with other ECUs such as the HV-ECU 15 via a high-speed CAN (Controller Area Network), and exchanges various control signals and data with the other ECUs such as the HV-ECU 15. Is supposed to do.

  For example, the MG-ECU 53 controls the drive of the motor generators MG1 and MG2 by controlling the inverters 50 and 51 in accordance with a control signal input from the HV-ECU 15. Further, MG-ECU 53 outputs data related to the driving state of motor generators MG1 and MG2 to HV-ECU 15 as necessary.

  In addition, the hybrid vehicle 1 includes a battery electronic control unit (hereinafter referred to as “B-ECU”) 62 for managing states such as the storage capacity and temperature of the battery 19. Although not shown, the B-ECU 62 is configured by a microprocessor including a CPU, a ROM, a RAM, a flash memory, and an input / output port.

  A program for causing the microprocessor to function as the B-ECU 62 is stored in the ROM of the B-ECU 62. That is, when the CPU of the B-ECU 62 executes a program stored in the ROM using the RAM as a work area, the microprocessor functions as the B-ECU 62.

  The B-ECU 62 includes signals necessary for managing the state of the battery 19, for example, an inter-terminal voltage from a voltage sensor (not shown) installed between the terminals of the battery 19, and electric power connected to the output terminal of the battery 19. A charge and discharge current detected by a current sensor 63 attached to the line 54 and a signal representing a battery temperature from a temperature sensor (not shown) attached to the battery 19 are input.

  The B-ECU 62 communicates with other ECUs such as the HV-ECU 15 via the high-speed CAN, and exchanges various control signals and data with the other ECUs such as the HV-ECU 15. ing.

  For example, the B-ECU 62 outputs data related to the state of the battery 19 to the HV-ECU 15 as necessary. Further, the B-ECU 62 calculates an SOC (State Of Charge) representing the remaining capacity of the battery 19 based on the integrated value of the charge / discharge current detected by the current sensor 63, and outputs the calculated SOC to the HV-ECU 15. It is supposed to be.

  Although not shown, the EG-ECU 14 includes a microprocessor including a CPU, a ROM, a RAM, a flash memory, and an input / output port. The ROM of the EG-ECU 14 stores a program for causing the microprocessor to function as the EG-ECU 14.

  That is, when the CPU of the EG-ECU 14 executes a program stored in the ROM using the RAM as a work area, the microprocessor functions as the EG-ECU 14.

  The EG-ECU 14 communicates with other ECUs such as the HV-ECU 15 via the high-speed CAN, and exchanges various control signals and data with the other ECUs such as the HV-ECU 15. .

  For example, the EG-ECU 14 performs fuel injection control, ignition control, and intake air amount adjustment control based on a control signal input from the HV-ECU 15 and detection signals input from various sensors that detect the operating state of the engine 10. The operation control of the engine 10 such as the above is performed, and data related to the operation state of the engine 10 is output to the HV-ECU 15 as necessary.

  Although not shown, the HV-ECU 15 is configured by a microprocessor including a CPU, a ROM, a RAM, a flash memory, and an input / output port. A program for causing the microprocessor to function as the HV-ECU 15 is stored in the ROM of the HV-ECU 15.

  That is, when the CPU of the HV-ECU 15 executes a program stored in the ROM using the RAM as a work area, the microprocessor functions as the HV-ECU 15.

  The HV-ECU 15 is connected to other ECUs such as the EG-ECU 14 via the high-speed CAN, and exchanges various control signals and data with the other ECUs such as the EG-ECU 14.

  In the present embodiment, on the input side of the HV-ECU 15, an accelerator position sensor 81 that detects an accelerator opening degree Acc that represents the opening degree of the accelerator pedal 80, and a crank angle sensor that detects the rotational speed of the crankshaft 17. 83 and a vehicle speed sensor 84 for detecting the vehicle speed V are connected.

  The HV-ECU 15 stores the remaining capacity history representing the SOC history output from the B-ECU 62 in the flash memory. Thus, the HV-ECU 15 constitutes the remaining capacity history storage means in the present invention.

  The HV-ECU 15 determines the charge amount of the battery 19 by the driving force of the engine 10 based on the remaining capacity history and the operating state of the engine 10 on the condition that the current SOC is less than the target SOC. It has become.

  Specifically, the HV-ECU 15 determines, based on the remaining capacity history, the SOC average value SOCav1 from the current time t0 to the time t1 before the specified time Tc and the time t2 from the current time t1 to the time t2 before the specified time Tc. An average value SOCav2 of the SOC is calculated, and a difference between the average value SOCav1 and the average value SOCav2, that is, an increase / decrease tendency value ΔSOC = SOCav1-SOCav2 representing an increase / decrease tendency of the SOC is calculated.

  As shown in FIG. 2, the ROM of the HV-ECU 15 has a map representing the relationship among the accelerator opening Acc, the vehicle speed V, and the torque required for the hybrid vehicle 1 (hereinafter simply referred to as “vehicle required torque”) Tp. Is stored.

  The HV-ECU 15 refers to this map to determine the vehicle required torque Tp corresponding to the accelerator opening Acc detected by the accelerator position sensor 81 and the vehicle speed V detected by the vehicle speed sensor 84. Yes.

  Further, the HV-ECU 15 calculates the total output (hereinafter simply referred to as “vehicle drive output”) Pall for driving the hybrid vehicle 1 by multiplying the vehicle required torque Tp and the rotational speed Nr of the ring gear 33. It has become.

  In the present embodiment, HV-ECU 15 is detected by rotational position detection sensor 61 provided in motor generator MG 2, and the rotational speed of motor generator MG 2 obtained via MG-ECU 53 is reduced to that of reduction gear 25. The rotation speed Nr of the ring gear 33 is calculated by multiplying the gear ratio.

  Further, the HV-ECU 15 subtracts the output Pm of the motor generator MG2 from the vehicle drive output Pall, thereby calculating the output (hereinafter simply referred to as “direct drive output”) Pe of the engine 10 for driving the hybrid vehicle 1. It is supposed to be.

  In the present embodiment, a map in which the current value detected by the inverter current sensor provided in inverter 51 and the output torque of motor generator MG2 are associated is stored in ROM of HV-ECU 15 in advance. ing. The HV-ECU 15 determines the output torque Tm of the motor generator MG2 by referring to this map.

  Further, the HV-ECU 15 calculates the output Pm of the motor generator MG2 by multiplying the output torque Tm of the motor generator MG2 by the rotational speed of the motor generator MG2 detected by the rotational position detection sensor 61.

  The HV-ECU 15 calculates the differential value of the direct drive output Pe of the engine 10 calculated as described above, that is, the increase / decrease value ΔPe.

  In the ROM of the HV-ECU 15, charging is performed in which the SOC increasing / decreasing tendency value ΔSOC and the increasing / decreasing value ΔPe of the direct drive output Pe of the engine 10 are associated with the charge amount Pch of the battery 19 by the driving force of the engine 10. A quantity regulation map is stored in advance.

  The charge amount regulation map is determined so that the charge amount Pch increases as the SOC increase / decrease tendency value ΔSOC decreases. That is, the charge amount regulation map is determined so that the charge amount Pch increases when the SOC increase / decrease trend value ΔSOC is negative, and the charge amount Pch decreases when the SOC increase / decrease trend value ΔSOC is positive. It has been. Further, the charge amount regulation map is determined so that the charge amount Pch decreases as the increase / decrease value ΔPe of the direct drive output Pe of the engine 10 increases.

  The HV-ECU 15 determines the charge amount Pch corresponding to the SOC increase / decrease tendency value ΔSOC and the increase / decrease value ΔPe of the direct drive output Pe of the engine 10 based on the charge amount regulation map. Thus, the HV-ECU 15 constitutes a charge amount determining means in the present invention.

  The HV-ECU 15 adds the direct drive output Pe of the engine 10 and the charge amount Pch of the battery 19 determined based on the charge amount regulation map so that the engine 10 outputs an actual request output Preq = Pe + Pch. While controlling the ECU 14, the MG-ECU 53 is controlled so that the battery 19 is charged with power corresponding to the charge amount Pch.

  The battery charging control operation of the HV-ECU 15 configured as described above will be described with reference to the flowchart shown in FIG. In the present embodiment, the battery charge control operation shown in FIG. 3 is executed at predetermined time intervals.

  First, the HV-ECU 15 calculates an increase / decrease tendency value ΔSOC of the SOC based on the remaining capacity history (step S1), and calculates an increase / decrease value ΔPe of the direct drive output Pe of the engine 10 (step S2).

  Next, the HV-ECU 15 determines the charge amount Pch of the battery 19 by the driving force of the engine 10 based on the charge amount regulation map (step S3), and the determined charge amount Pch of the battery 19 and the direct drive of the engine 10 are determined. The actual request output Preq = Pe + Pch obtained by adding the output Pe is calculated (step S4).

  Next, the HV-ECU 15 controls the EG-ECU 14 so that the calculated actual request output Preq is output to the engine 10, and also controls the MG-ECU 53 so that the battery 19 is charged with electric power corresponding to the charge amount Pch ( Step S5).

  The operation of the battery charge control device for a hybrid vehicle according to the embodiment of the present invention described above will be described with reference to FIGS. 4 and 5.

  As shown in FIG. 4, when the battery charge control device of the conventional hybrid vehicle is Sa, the HV-ECU is configured so that the SOC approaches the target SOC (for example, 60%). The EG-ECU is controlled so that the actual required output obtained by adding the battery charge amount Pa and the direct drive output Pe of the engine is output to the engine, and MG- Control the ECU.

  On the other hand, for example, in the engine fuel consumption rate map shown in FIG. 5, when the SOC increase / decrease tendency value ΔSOC is a negative value and the increase / decrease value ΔPe of the direct drive output Pe of the engine 10 is a negative value, It is predicted that the battery 19 tends to be discharged.

  For this reason, the HV-ECU 15 sets the charge amount Pch of the battery 19 to Pa ′, which is larger than Pa. Thereby, HV-ECU15 can drive the engine 10 in a state with a higher fuel consumption rate.

  On the other hand, in the engine fuel consumption rate map shown in FIG. 5, when the increase / decrease tendency value ΔSOC of the SOC is a positive value and the increase / decrease value ΔPe of the direct drive output Pe of the engine 10 is a positive value, the battery 19 is charged. It is predicted that there is a tendency to be.

  For this reason, the HV-ECU 15 sets the charge amount Pch of the battery 19 to less than Pa, for example, 0. Thereby, the HV-ECU 15 can suppress the fuel consumption of the engine 10 for charging the battery 19.

  As described above, the battery charge control device for a hybrid vehicle according to the embodiment of the present invention is configured to charge the battery 19 with the increasing / decreasing tendency of the remaining capacity of the battery 19 represented by the remaining capacity history and the driving force of the engine 10. According to the fuel consumption rate of the engine 10 and the amount of fuel consumed by the engine 10 when the battery 19 is charged by the driving force of the engine 10, the amount of charge of the battery 19 by the driving force of the engine 10 can be determined. The fuel consumption of the engine 10 can be suppressed.

  In the present embodiment, the ROM of the HV-ECU 15 charges the battery 19 by the driving force of the engine 10 with respect to the increase / decrease tendency value ΔSOC of the SOC and the increase / decrease value ΔPe of the direct drive output Pe of the engine 10. The description has been made assuming that the charge amount regulation map associated with the amount Pch is stored in advance.

  On the other hand, in the present invention, the ROM of the HV-ECU 15 depends on the driving force of the engine 10 with respect to the increase / decrease value ΔSOC of the SOC, the increase / decrease value ΔAcc of the accelerator opening Acc, and the increase / decrease value ΔV of the vehicle speed V. A charge amount regulation map associated with the charge amount Pch of the battery 19 may be stored in advance.

  In this case, the charge amount regulation map is determined so that the charge amount Pch decreases as the increase / decrease value ΔPe of the direct drive output Pe of the engine 10 increases. It is determined that the charge amount Pch decreases as the value ΔAcc increases, and the charge amount Pch decreases as the increase / decrease value ΔV of the vehicle speed V increases.

  The embodiment disclosed this time is illustrative in all respects and is not limited to this embodiment. The scope of the present invention is shown not by the above description of the embodiments but by the scope of the claims, and is intended to include all modifications within the meaning and scope equivalent to the scope of the claims.

  As described above, the battery charge control device for a hybrid vehicle according to the present invention has an effect of suppressing the fuel consumption of the internal combustion engine, and controls the charge amount of the battery by the driving force of the internal combustion engine. This is useful for a battery charge control device of a hybrid vehicle.

1 Hybrid vehicle 10 Engine (internal combustion engine)
15 HV-ECU (remaining capacity history storage means, charge amount determination means)
19 Battery 80 Accelerator pedal

Claims (4)

In a battery charge control device for a hybrid vehicle that controls a charge amount of a battery by a driving force of an internal combustion engine,
A remaining capacity history storage means for storing a remaining capacity history representing a history of the remaining capacity of the battery;
Charging that determines the amount of charge of the battery by the driving force of the internal combustion engine based on the remaining capacity history and the operating state of the internal combustion engine on the condition that the remaining capacity of the battery is less than the target remaining capacity A quantity determining means ,
The driving state includes a change amount of the accelerator pedal opening and a change amount of the vehicle speed,
The charge amount determining means determines that the charge amount of the battery decreases as the change amount of the accelerator pedal opening increases, and drives the internal combustion engine as the change amount of the vehicle speed increases. A battery charging control device for a hybrid vehicle, wherein the battery charging amount is determined so that the amount of charging of the battery by force is reduced . The operating state includes a change amount of a direct drive output of the internal combustion engine for driving the hybrid vehicle,
The charge amount determining means determines that the charge amount of the battery by the driving force of the internal combustion engine decreases as the change amount of the direct drive output of the internal combustion engine increases. The battery charge control apparatus of the hybrid vehicle as described. The charge amount determining means drives the internal combustion engine to be larger than the charge amount according to the remaining capacity of the battery, on the condition that the remaining capacity history indicates that the remaining capacity of the battery is decreasing. battery charge control apparatus for a hybrid vehicle according to any one of claims 1 or claim 2, characterized in that to determine the amount of charge of the battery by the force. The charge amount determining means drives the internal combustion engine to be less than a charge amount according to the remaining capacity of the battery on the condition that the remaining capacity history indicates that the remaining capacity of the battery is increasing. The battery charge control device for a hybrid vehicle according to any one of claims 1 to 3 , wherein the charge amount of the battery by force is determined.

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