JP6424731B2 - Vehicle control device - Google Patents

Description

  The present invention relates to the technical field of a vehicle control device that controls a hybrid vehicle.

  As this type of device, the SOC (State of Charge) range of the battery is learned based on, for example, the driver's habit and road conditions, and the frequency of accelerator and brake as an index indicating the load on the battery, An apparatus for controlling an engine and a motor based on the above has been proposed (see Patent Document 1).

  Alternatively, there has been proposed a device for reducing the amount of charge to the battery as the efficiency index is larger based on the vehicle speed detection value, the braking / driving force command value and the efficiency index (see Patent Document 2). Alternatively, a device has been proposed that changes the SOC charging band based on the average vehicle speed during the set time, and determines whether to charge the battery according to the SOC charging band and the traveling state (see Patent Document 3). .

  Alternatively, if it is predicted that the charge / discharge demand state in the future travel of the vehicle is expected and the discharge request is expected, the target SOC of the battery is increased, and if it is predicted that the charge request is expected, the target SOC An apparatus for reducing the Alternatively, when the vehicle starts traveling on a slope, the slope of the slope is calculated from the power consumption of the motor, etc., the device predicts the regenerative energy obtained until the downhill is complete, and the device suppresses the amount of power generation by the engine. (See Patent Document 5).

JP, 2011-131830, A JP 2001-298805 A JP, 2014-051270, A JP, 2001-268719, A Japanese Patent Application Laid-Open No. 11-008909

  By the way, in this type of device, charge / discharge control of the battery is often carried out so that the SOC of the battery maintains a predetermined level regardless of, for example, the driving characteristic of the driver or the road condition. In the technology described in Patent Document 1, the SOC range is determined based only on the frequency of the accelerator and the brake, and the effect due to the charge / discharge control described above is not taken into consideration, so a technology may be expected that the expected effect may not be obtained. There are serious problems. The techniques described in Patent Documents 2 to 5 can not solve the technical problems.

  The present invention has been made in view of, for example, the above-mentioned problems, and an object of the present invention is to provide a vehicle control device capable of suitably suppressing fuel consumption.

In order to solve the above problems, a vehicle control device according to the present invention includes an engine and a motor as a drive source for traveling, a generator, and a battery electrically connected to each of the motor and the generator. A vehicle control device for a hybrid vehicle, wherein, when the vehicle travels, a charge amount by power generation of the generator using power of the engine and a regenerative charge amount by power generation of the generator not using power of the engine Comparing the regenerative charge ratio, which is the ratio of the regenerative charge amount to the total charge amount that is the sum of the above, with a predetermined reference value, and using the engine power when the regenerative charge ratio is higher than the predetermined reference value Control means is provided to control charging and discharging of the battery so as to suppress a power generation opportunity of the generator.

  A hybrid vehicle is configured to include an engine, a motor, a generator and a battery. Here, the generator is configured to be able to generate electric power by receiving the motive power of the engine, and also to be able to generate electric power by receiving the rotational power of the drive wheels, for example, at the time of deceleration of the hybrid vehicle It is configured.

For example the memory control means comprising a processor and the like is had us when travel of the vehicle, regenerative charging amount to the total charge (i.e., charge amount of the battery by regenerative power generation) regenerative charge ratio a predetermined a proportion of The charging / discharging of the battery is controlled such that the power generation opportunity of the generator using the power of the engine is suppressed when the regenerative charging ratio is higher than a predetermined reference value, as compared with the reference value.

  Here, according to the research of the inventor of the present application, the following matters are known. That is, the frequency distribution (SOC distribution) of the value that the battery SOC can take in a certain period depending on the driver's driving characteristics (eg, acceleration, deceleration etc.), road environment (eg vehicle speed, stop frequency, Change.

  On the other hand, in this type of device, charge and discharge control of the battery is often carried out so that the SOC of the battery maintains a predetermined level. Then, the representative value indicating the SOC distribution resulting from the operating characteristic or the like differs from the actual value of the battery SOC. This phenomenon also occurs, for example, during execution of catalyst warm-up control at the time of cold start of the vehicle, during engine operation due to a heating request, and the like. Therefore, it is difficult to estimate a representative value (further, an operating characteristic or the like) indicating the SOC distribution from the actual change of the SOC of the battery.

  The inventor of the present application has found that there is a strong correlation between a representative value indicating SOC distribution and a regenerative power generation ratio that is a ratio of a regenerative charge amount to a total charge amount when the vehicle is traveling. Specifically, when the representative value indicating the SOC distribution is relatively low (that is, the distribution of relatively low SOC values is high), the regenerative charging ratio is also relatively low, and the representative values indicating the SOC distribution are compared. In the case of a very high (that is, a high frequency distribution of relatively high SOC values), the regenerative charging ratio is also relatively high.

  Therefore, in the present invention, when the regenerative charge ratio is higher than the predetermined reference value, the control means controls the charge and discharge of the battery such that the generation opportunity of the generator using the motive power of the engine is suppressed. In other words, when the regenerative charge ratio is lower than the predetermined reference value, the control means controls the charge and discharge of the battery such that the generation opportunity of the generator using the motive power of the engine is increased.

  Here, "the generation opportunity of the generator using the power of the engine" is within the range of the SOC range in which the battery SOC is set, for example, suppressing the generation instruction voltage of the generator to consume the fuel. It means an opportunity to generate power by the power of the engine while suppressing.

  For example, when the representative value indicating the SOC distribution is relatively high (ie, when the regenerative charge ratio is relatively high), the amount of power generation of the generator using engine power is suppressed (ie, the charge amount of the battery is suppressed) And, even if the battery's SOC is reduced, it is unlikely to drop to, for example, the SOC level at which forced charging is performed. In this case, if the amount of power generation of the generator using the power of the engine is suppressed, the engine load can be reduced, and the fuel consumption can be improved.

  On the other hand, when the representative value indicating the SOC distribution is relatively low (ie, when the regenerative charge ratio is relatively low), the amount of power generation of the generator using engine power is increased, and the battery SOC is increased. For this reason, forced charging of the battery can be avoided. Also in this case, fuel consumption can be suppressed as compared with the case where forced charging is performed.

  The “predetermined reference value” may be set for each vehicle to which the present invention is applied, based on, for example, the battery performance, the regenerative characteristic of the hybrid vehicle, and the like.

  The operation and other advantages of the present invention will be apparent from the embodiments to be described below.

BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic block diagram which shows the structure of the vehicle which concerns on 1st Embodiment. It is an example of the time change of the battery power in driving | running | working of a hybrid vehicle. It is an example of the convergence SOC when different drivers travel on the same course. It is a figure which shows an example of the relationship between average SOC and a physical quantity or a parameter. It is a figure which shows an example of the charging / discharging control map which concerns on 1st Embodiment. It is a figure which shows an example of the relationship between convergence SOC and fuel consumption at the time of changing a charge / discharge control map. It is a conceptual diagram which shows the concept of SOC control which concerns on 1st Embodiment. It is a flow chart which shows calculation processing of a regeneration charge rate concerning a 1st embodiment. It is a flowchart which shows the switch control processing of the charging / discharging control map which concerns on 1st Embodiment. It is a figure which shows an example of the charging / discharging control map which concerns on 2nd Embodiment. It is a figure which shows the relationship of the average SOC and regeneration charge ratio which concern on 2nd Embodiment for every charging / discharging control map. It is a flowchart which shows switching control of the charging / discharging control map which concerns on 2nd Embodiment.

  An embodiment according to a vehicle control device of the present invention will be described based on the drawings.

First Embodiment
A first embodiment according to a vehicle control device of the present invention will be described with reference to FIGS. 1 to 9.

(Configuration of vehicle)
First, the configuration of a vehicle according to the embodiment will be described with reference to FIG.

  In FIG. 1, a hybrid vehicle 1 includes an engine 10, a transmission 15, a differential gear 20, drive wheels 25, a motor generator 30 (hereinafter referred to as "MG 30" as appropriate), a battery 40 and an electronic control unit (ECU). The control unit 50 is configured.

  The input shaft of a clutch (not shown) is connected to the output shaft of the engine 10, and the input shaft of the transmission 15 is connected to the output shaft of the clutch via the rotation shaft of the MG 30. The output shaft of the transmission 15 is connected to the left and right drive wheels 25 via differential gears 20.

  When the clutch is connected, both the output shaft of the engine 10 and the rotation shaft of the MG 30 are mechanically connected to the drive wheels 25 via the transmission 15. When the clutch is disengaged, only the rotation shaft of the MG 30 is mechanically connected to the drive wheel 25 via the transmission 15.

  MG 30 operates as a motor by the DC power stored in battery 40 being converted to AC power by an inverter (not shown) and supplied, and the driving power thereof is shifted to an appropriate speed by transmission 15 It is configured to be transmitted to the drive wheel 25 later.

  When the hybrid vehicle 1 decelerates, the MG 30 operates as a generator, and the MG 30 generates AC power by the driving force transmitted from the drive wheels 25 in reverse, and is driven by the regenerative torque generated by the MG 30 at this time. The wheel 25 is given a deceleration resistance. The AC power generated by the MG 30 is converted to DC power by the inverter and then charged to the battery 40, and kinetic energy due to the rotation of the drive wheel 25 is recovered as electric energy.

  The output of engine 10 is changed according to the depression amount of an accelerator pedal (not shown) operated by the driver of hybrid vehicle 1. The driving force of the engine 10 is transmitted to the transmission 15 via the rotation shaft of the MG 30 when the clutch is connected, and transmitted to the driving wheels 25 after being shifted to an appropriate speed. When the MG 30 operates as a motor when the driving force of the engine 10 is transmitted to the driving wheels 25, the driving force of the engine 10 and the driving force of the MG 30 are transmitted to the driving wheels 25 via the transmission 15. It will be That is, part of the driving force to be transmitted to the driving wheels 25 for driving the hybrid vehicle 1 is supplied from the engine 10, and the shortage is supplied from the MG 30 and assisted.

  When the SOC of battery 40 decreases and battery 40 needs to be charged, MG 30 operates as a generator even while hybrid vehicle 1 is traveling, and a part of the driving force of engine 10 is used. Power generation is performed by operating the MG 30. In the present embodiment, power generation by the MG 30 using the driving force of the engine 10 is appropriately referred to as “engine power generation”.

  The ECU 50 is connected to a central processing unit (CPU) for executing a computer program, a read only memory (ROM) for storing a computer program, a random access memory (RAM) for temporarily storing data, and various sensors and actuators. It is configured as a computer having an input / output port etc.

  As sensors connected to the ECU 50, for example, a vehicle speed sensor 81 for detecting the vehicle speed, a wheel speed sensor 82 for detecting the rotational speed of the drive wheel 25, a rotational speed sensor 83 for detecting the rotational speed of the engine 10, and a rotational speed of the MG30 A rotational speed sensor 84 for detecting a brake pedal sensor 85 for detecting presence or absence of depression of a brake pedal (not shown), and an accelerator opening sensor 86 for detecting a depression amount of an accelerator pedal (not shown) as an accelerator opening. The battery current sensor 88 etc. which detect the charging / discharging current of the battery 40 correspond.

  The ECU 50 performs clutch connection / disconnection control, transmission gear position switching control of the transmission 15, SOC control of the battery 40, etc. according to each signal from various sensors, and also controls these states and the driving state of the hybrid vehicle 1 Integrated control for appropriately operating the engine 10 and the MG 30 according to

  The ECU 50 does not drive the engine 10, for example, when the EV (Electric Vehicle) possible traveling power obtained from the SOC of the battery 40, the torque of the MG 30 and the like exceeds the vehicle traveling necessary power obtained from the accelerator opening and the like. The hybrid vehicle 1 is driven only by the driving force from the MG 30 (so-called EV travel mode).

  The ECU 50 drives the engine 10 and drives the hybrid vehicle 1 by the driving force from the engine 10 and the driving force from the MG 30 as needed, when the vehicle traveling necessary power exceeds the EV possible traveling power. (So-called HV travel mode).

  An example of the time change of the battery power or the like while the hybrid vehicle 1 is traveling is shown in FIG. In FIG. 2, a period in which the engine rotation reaches a peak is a period in which the vehicle travel necessary power exceeds the EV possible travel power, and the engine 10 is operated.

  The engine power at the time of operation of the engine 10 is set as the sum of the vehicle travel necessary power and the battery charge required power (that is, the power required for engine power generation). The vehicle speed is the result of the vehicle travel necessary power, and can be regarded as the result of the driver's accelerator operation and brake operation.

(SOC control)
The SOC of battery 40 decreases with the discharge due to the motor operation of MG 30, and increases with the charge due to the generator operation of MG 30. The ECU 50 performs SOC control of the battery 40 so that the SOC of the battery 40 is held within a predetermined usable area (hereinafter, appropriately referred to as “SOC range”).

  Specifically, when the SOC of the battery 40 falls below the lower limit value of the SOC range, the ECU 50 operates the MG 30 to generate electric power using part of the driving force of the engine 10. At this time, the ECU 50 sets the power generation instruction voltage of the MG 30 to a relatively high voltage value for forced charging. As a result, the SOC of the battery 40 can be recovered in a relatively short time. On the other hand, when the SOC of the battery 40 exceeds the upper limit value of the SOC range, the ECU 50 positively operates the MG 30 to reduce the load on the engine 10 and prohibit / suppress charging of the battery 40. , Decrease the SOC of the battery 40.

  By the way, the driver of the hybrid vehicle 1 has the frequency of the accelerator operation and the brake operation obtained from the accelerator opening detected by the accelerator opening sensor 86 and the operation state of the brake pedal detected by the brake pedal sensor 85. It can be considered as an index indicating a specific habit (i.e., a driving characteristic) or a road condition in which the hybrid vehicle 1 is currently traveling.

  As described above, the frequency of the accelerator operation and the brake operation differs depending on the driver. For this reason, even if it travels the same course, as shown, for example in FIG. 3, SOC distribution changes with drivers.

  For example, when the same driver travels the same course repeatedly due to, for example, automobile commuting, the SOC at the start of driving of the course and the SOC at the end of driving become the same value. The SOC at the start of operation (or at the end of operation) when the SOC at the start of operation and the SOC at the end of operation become the same value is referred to as a “converged SOC” in this embodiment. The converged SOC can be regarded as a representative value indicating an SOC distribution (see FIG. 3) reflecting the driving characteristics of the driver and the road condition. Therefore, if the converged SOC can be reflected in the SOC control of the battery 40, the fuel consumption can be suppressed.

  However, the actual change of the SOC of the battery 40 includes not only charging and discharging caused by the driver's accelerator operation and braking operation, but also, for example, charging for recovery purpose (i.e., forced charging) due to the SOC decrease of the battery 40 Also included. For this reason, it is difficult to estimate the convergence SOC from the actual change of the SOC of the battery 40.

  Therefore, the inventor of the present application has experimentally examined a parameter having a correlation with the convergence SOC, and found that the convergence SOC and the regenerative charge ratio have a strong correlation (see FIG. 4A). Here, the regenerative charge ratio is determined as "regenerative charge ratio = regenerative charge amount / (regenerative charge amount + charge amount by engine power generation)". That is, the regenerative charge ratio is a ratio of the regenerative charge amount to the total charge amount.

  In the experiment, instead of the convergence SOC, the average SOC during the traveling period of a predetermined course is used. The inventors of the present invention have found that the average SOC and the convergence SOC exhibit substantially the same characteristics under the conditions of the experiment.

  As shown in FIG. 4, in addition to the regenerative charging ratio, the engine power generation amount also has a correlation with the average SOC (convergent SOC), but the correlation is weaker than the regenerative charging ratio. On the other hand, no correlation is found between the total charge amount or the regenerative charge amount and the average SOC.

  The difference in the shape of the point showing the experimental value of each graph of FIG. 4 shows the difference in the traveling course. In addition, the white points indicate experimental values when not traveling normally. Specifically, the black triangle is an experimental value in the case where the vehicle travels in a steady state and then stops after accelerating to 60 km / hr. Black circles are experimental values when traveling on a relatively large slope road within 40 km / h. Black rhombuses are experimental values when traveling on a relatively large slope road and its surrounding road at a speed of 40 km / h or less. Black squares are experimental values when traveling at a speed of 40 km / h or less on a course including a relatively gentle slope road.

  From the correlation in FIG. 4A, when the vehicle is decelerated from a relatively fast vehicle speed (for example, 60 km per hour) or when the vehicle travels down a relatively large slope, the amount of regenerative charge becomes relatively large. Relatively large. On the other hand, when the vehicle speed is relatively slow (for example, 40 km / hour or less), the regenerative charge amount at the time of deceleration also becomes relatively small, and the regenerative charge ratio becomes relatively small.

  As a result, the inventor of the present application adopts the regenerative charging rate as an index for estimating the convergence SOC when the hybrid vehicle 1 travels.

  By the way, when the target value of SOC control of the battery 40 is relatively high for the driver whose convergence SOC is relatively low, for example, the ECU 50 compares the load of the engine 10 in order to increase the SOC of the battery 40 by engine power generation. Set high, fuel consumption may increase (i.e. fuel consumption may deteriorate).

  For this reason, for a driver whose convergence SOC is relatively low, for example, "map 1" in the charge / discharge control map shown in FIG. The fuel consumption is better in the control where the engine power generation is required when the SOC is 50% or less.

  More specifically, the simulation result in the case of SOC control based on "map 1" in FIG. 5 is the starting point of the arrow, and the simulation result in the case of SOC control based on "map 2" in FIG. Then, as shown in FIG. 6, it can be seen that the fuel consumption is improved. The difference in the shape of the point showing the simulation result of the graph of FIG. 6 indicates the difference in the driver on the same traveling course.

  Here, it should be noted that changing from “map 1” to “map 2” in FIG. 5 reduces the convergence SOC. That is, if “map 2” in FIG. 5 is simply adopted in consideration of only the fuel consumption, forced charging may be performed and the fuel consumption may be deteriorated.

  Therefore, in the present embodiment, “map1” and “map2” in FIG. 5 are switched according to the regenerative charge ratio having a strong correlation with the convergence SOC.

  The SOC control of the battery 40 according to the present embodiment will be described with reference to FIG.

  First, the ECU 50 sets the lower limit value S1 and the upper limit value S2 of the SOC range according to the performance of the battery 40, the system (for example, the regeneration characteristic) of the hybrid vehicle 1, and the like.

  When the SOC of the battery 40 falls below the lower limit value S1, the ECU 50 executes forced charging until the SOC of the battery 40 reaches a predetermined value S3. That is, when the SOC of the battery 40 falls below the lower limit value S1, the ECU 50 recovers the SOC of the battery 40 to the predetermined value S3 by forced charging.

  On the other hand, when the SOC of the battery 40 exceeds the upper limit value S2, the ECU 50 positively operates the MG 30 to reduce the load on the engine 10 and prohibits / suppresses the charging of the battery 40. Lower the SOC of

  When the SOC of the battery 40 is within the range of the SOC range, the ECU 50 executes SOC control based on the charge / discharge control map shown in FIG. 5.

  In the present embodiment, how the charge / discharge control map is selected or switched will be described with reference to the flowcharts of FIGS. 8 and 9.

  First, the method of calculating the regenerative charging rate will be described with reference to the flowchart of FIG.

  In the present embodiment, the power flowing into the battery 40 (that is, the charging power) obtained based on, for example, the detection signal of the battery current sensor 88 (see FIG. 1) is charging and regeneration by engine power generation according to engine power. The charge is divided and accumulated.

  Specifically, charging power when engine power is greater than 0 is integrated as power generated by engine power generation, and charging power when engine power is 0 is integrated as power by regenerative charging.

  In FIG. 8, the ECU 50 determines whether the battery power is smaller than 0 (step S101). Here, the case where the battery power is negative means that the battery 40 is charged (see, for example, “battery power” in FIG. 2).

  If it is determined that the battery power is 0 or more (step S101: No), the ECU 50 executes the process of step S101 again after a predetermined time has elapsed. On the other hand, when it is determined that the battery power is smaller than 0 (step S101: Yes), the ECU 50 determines whether the engine power is larger than 0 (step S102).

  When it is determined that the engine power is greater than 0 (step S102: Yes), the ECU 50 integrates charge power as engine generated power (that is, power generated by engine power generation) (step S103).

  On the other hand, when it is determined that the engine power is 0 (step S102: No), the ECU 50 integrates charge power as regenerative charge power (ie, power by regenerative charge) (step S104).

  Next, the ECU 50 calculates a regenerative charge ratio based on the calculated engine generated power and the calculated regenerative charge power (step S105). Thereafter, after a predetermined time has elapsed, the ECU 50 executes the process of step S101 again.

  Next, in FIG. 9, the ECU 50 determines whether the travel distance from the start of driving this time is longer than the reference value (step S201). Here, the “reference value” may be set as a traveling distance at which the regenerative charging ratio is stabilized, empirically or experimentally or by simulation.

  If it is determined that the travel distance is less than or equal to the reference value (step S201: No), the ECU 50 executes the process of step S201 again after a predetermined time has elapsed. On the other hand, when it is determined that the travel distance is longer than the reference value (step S201: Yes), the ECU 50 determines whether the current charge / discharge control map is "map 1" (see FIG. 5) (step S202). ).

  If it is determined that the charge / discharge control map is "map 1" (step S202: Yes), the ECU 50 determines whether the regenerative charge ratio is larger than 0.8 (step S203). Here, “regeneration charging ratio = 0.8” corresponds to, for example, the case where the average SOC showing approximately the same characteristic as the convergence SOC is 55% in FIG. 4A.

  If it is determined that the regenerative charge ratio is larger than 0.8 (step S203: Yes), the ECU 50 changes the charge / discharge control map from "map1" to "map2" (step S204). Thereafter, after a predetermined time has elapsed, the ECU 50 executes the process of step S201 again.

  With this configuration, engine power generation is suppressed, and fuel consumption can be improved. When the regenerative charge ratio is larger than 0.8, the possibility of the forcible charging being implemented is low even if the SOC of the battery 40 decreases due to the suppression of the engine power generation.

  On the other hand, when it is determined that the regenerative charge ratio is equal to or less than 0.8 (step S203: No), the ECU 50 does not change the charge / discharge control map, and again steps after a predetermined time has elapsed. The process of S201 is performed.

  Here, the charge / discharge control map “map1” is, for example, intended to prevent frequent occurrence of forced charging when the SOC of the battery 40 is relatively low, and the SOC of the battery 40 is relatively high. Are configured, for example, with the intention of suppressing engine power generation. Therefore, when the SOC of the battery 40 is relatively low, the engine power generation increases, so that it is possible to avoid forced power generation accompanying the SOC decrease of the battery 40.

  In the process of step S202, when it is determined that the charge / discharge control map is not "map 1" (that is, "map 2") (step S202: No), the ECU 50 has a regenerative charge ratio of less than 0.7. It is determined whether or not (step S205).

  If it is determined that the regenerative charge ratio is less than 0.7 (step S205: Yes), the ECU 50 changes the charge / discharge control map from "map2" to "map1" (step S206). Thereafter, after a predetermined time has elapsed, the ECU 50 executes the process of step S201 again.

  On the other hand, when it is determined that the regenerative charge ratio is 0.7 or more (step S205: No), the ECU 50 does not change the charge / discharge control map, and after the predetermined time has elapsed, the step is performed again. The process of S201 is performed.

  As described above, when the regenerative charge ratio is relatively high (that is, the convergence SOC is relatively high), the charge / discharge control map "map2" is selected to suppress the engine power generation, thereby improving the fuel efficiency. be able to. On the other hand, if the regenerative charge ratio is relatively low (ie, the convergence SOC is relatively low), the charge / discharge control map “map1” is selected, and engine power generation increases. The occurrence of charging can be suppressed.

  That is, according to the present embodiment, the charge / discharge control map is selected / changed based on the regenerative charge ratio having a strong correlation with the convergence SOC reflecting the driving characteristic of the driver and the road condition in which the hybrid vehicle 1 is currently traveling. Therefore, it can be said that the optimal charge / discharge control map is selected according to the driving characteristics and the road conditions.

  The processes shown in FIGS. 8 and 9 are processes like a so-called subroutine, and the SOC control of the battery 40 is performed by a process (for example, main routine) different from the processes shown in FIGS. 8 and 9. .

  It is desirable that the predetermined value S3 at which forced charging ends is set to, for example, a value obtained by adding a predetermined margin (for example, 3%) to the convergence SOC (or average SOC) estimated from the regenerative charging ratio. According to this configuration, when the convergence SOC is relatively low, it is possible to prevent the battery 40 from being excessively charged with respect to the convergence SOC, and it is possible to suppress fuel consumption due to forced charge. For example, when the convergence SOC is relatively high such as 50% or more, a smaller value of the convergence SOC plus the predetermined margin and a predetermined fixed value (for example, 50%) is set to the predetermined value S3. It should be set.

  The "ECU 50" according to the present embodiment is an example of the "vehicle control device" and the "control means" according to the present invention. The "motor generator 30" according to the present embodiment is an example of the "motor" and the "generator" according to the present invention.

Second Embodiment
A second embodiment according to the vehicle control device of the present invention will be described with reference to FIGS. 10 to 12. The second embodiment is the same as the configuration of the first embodiment except that the number of charge / discharge control maps is different. Therefore, in the second embodiment, the description overlapping with the first embodiment is omitted, and the same reference numerals are given to the common parts in the drawings, and only the fundamentally different points are shown in FIGS. Refer to the description.

  As shown in FIG. 10, in the present embodiment, "chg_map1", "chg_map2" and "chg_map3" are prepared as the charge / discharge control map. Note that "chg_map1" in FIG. 10 corresponds to "map1" in FIG. 5 and "chg_map3" in FIG. 10 corresponds to "map2" in FIG.

  FIG. 11 is a map showing the correlation between the average SOC and the regenerative charge ratio. Here, when the charge / discharge control map is changed, even though the average SOC (converged SOC) is the same, the regenerative charge ratio changes due to the change in the amount of electric power generated by the engine power generation. It becomes clear from the research of Therefore, the map showing the correlation between the average SOC and the regenerative charge ratio is also changed according to the selected charge / discharge control map. Specifically, when the charge / discharge control map “chg_map1” in FIG. 10 is selected, the correlation shown as “chg_map1” in FIG. 11 is used.

  The bar graph on the right side of FIG. 11 indicates the range of the regenerative charge ratio in which switching to another charge / discharge control map is performed when one charge / discharge control map is selected. Specifically, when the charge / discharge control map “chg_map1” is selected (see the bar graph described with “1” in the upper part), if the regenerative charge ratio is 0.3 to 0.6, the charge / discharge control is performed. If the regenerative charge ratio is 0.6 to 0.7, the map "chg_map1" is not changed (see (1) in the bar graph), the charge / discharge control map is changed to "chg_map2" ((2) in the bar graph) If the regenerative charge ratio is 0.7 to 1.0, the charge / discharge control map is changed to “chg_map3” (see (3) in the bar graph).

  Next, the switching control process of the charge and discharge control map according to the present embodiment will be described with reference to the flowchart of FIG.

  In FIG. 12, when it is determined that the travel distance is longer than the reference value in the process of step S201 described above (step S201: Yes), the ECU 50 determines whether the charge / discharge control map is “chg_map1”. (Step S202).

  When it is determined that the charge / discharge control map is “chg_map1” (step S202: Yes), the ECU 50 determines whether the regenerative charge ratio is larger than 0.7 (step S301). If it is determined that the regenerative charge ratio is larger than 0.7 (step S301: Yes), the ECU 50 changes the charge / discharge control map from "chg_map1" to "chg_map3" (step S302). Thereafter, after a predetermined time has elapsed, the ECU 50 executes the process of step S201 again.

  When it is determined that the regenerative charging ratio is 0.7 or less (step S301: No), the ECU 50 determines whether the regenerative charging ratio is larger than 0.6 (step S303). If it is determined that the regenerative charge ratio is larger than 0.6 (step S303: Yes), the ECU 50 changes the charge / discharge control map from "chg_map1" to "chg_map2" (step S304). Thereafter, after a predetermined time has elapsed, the ECU 50 executes the process of step S201 again.

  If it is determined that the regenerative charge ratio is 0.6 or less (step S303: No), the ECU 50 does not change the charge / discharge control map, and after the predetermined time has elapsed, the process of step S201 is performed again. Run.

  When it is determined in the process of step S202 that the charge / discharge control map is not "chg_map1" (step S202: No), the ECU 50 determines whether the charge / discharge control map is "chg_map2" (step S305). ).

  If it is determined that the charge / discharge control map is “chg_map2” (step S305: Yes), the ECU 50 determines whether the regenerative charge ratio is larger than 0.75 (step S306). If it is determined that the regenerative charge ratio is larger than 0.75 (step S306: Yes), the ECU 50 changes the charge / discharge control map from "chg_map2" to "chg_map3" (step S307). Thereafter, after a predetermined time has elapsed, the ECU 50 executes the process of step S201 again.

  If it is determined that the regenerative charge ratio is equal to or less than 0.75 (step S306: No), the ECU 50 determines whether the regenerative charge ratio is less than 0.65 (step S308). If it is determined that the regenerative charge ratio is less than 0.65 (step S308: Yes), the ECU 50 changes the charge / discharge control map from "chg_map2" to "chg_map1" (step S309). Thereafter, after a predetermined time has elapsed, the ECU 50 executes the process of step S201 again.

  If it is determined that the regenerative charge ratio is 0.65 or more (step S308: No), the ECU 50 does not change the charge / discharge control map, and after the predetermined time has elapsed, the process of step S201 is performed again. Run.

  When it is determined in the process of step S305 that the charge / discharge control map is not "chg_map2" (step S305: No), the ECU 50 determines whether the regenerative charging ratio is less than 0.7 (step S310). ).

  If it is determined that the regenerative charge ratio is less than 0.7 (step S310: Yes), the ECU 50 changes the charge / discharge control map from "chg_map3" to "chg_map1" (step S311). Thereafter, after a predetermined time has elapsed, the ECU 50 executes the process of step S201 again.

  If it is determined that the regenerative charging ratio is 0.7 or more (step S310: No), the ECU 50 determines whether the regenerative charging ratio is less than 0.8 (step S312). If it is determined that the regenerative charge ratio is less than 0.8 (step S312: Yes), the ECU 50 changes the charge / discharge control map from "chg_map3" to "chg_map2" (step S313). Thereafter, after a predetermined time has elapsed, the ECU 50 executes the process of step S201 again.

  If it is determined that the regenerative charge ratio is equal to or greater than 0.8 (step S312: No), the ECU 50 again performs the process of step S201 after a predetermined time has elapsed without changing the charge / discharge control map. Run.

  The present invention is not limited to the above-described embodiment, and can be appropriately modified without departing from the scope or spirit of the invention as can be read from the claims and the specification as a whole. Also within the technical scope of the present invention.

  DESCRIPTION OF SYMBOLS 1 hybrid vehicle 10 engine 15 transmission 20 differential gear 25 drive wheel 30 motor generator 40 battery 50 ECU 81 vehicle speed sensor 82 wheel speed sensor 83 , 84: rotational speed sensor, 85: brake pedal sensor, 86: accelerator opening sensor, 88: battery current sensor

Claims (2)

A vehicle control apparatus for a hybrid vehicle, comprising: an engine and a motor as a drive source for traveling; a generator; and a battery electrically connected to each of the motor and the generator.
During running of the vehicle, said the total amount of charge is the sum of the regenerative charging amount by the power generation amount of charge and the generator without using the power of the engine by the power generation of the generator using the power of the engine The regenerative charging ratio, which is a ratio of the regenerative charge amount, is compared with a predetermined reference value, and when the regenerative charging ratio is higher than the predetermined reference value, the generation opportunity of the generator using the power of the engine is suppressed. And a control unit configured to control charging and discharging of the battery. A plurality of charge / discharge control maps for controlling charge / discharge of the battery;
The control means selects one charge / discharge control map from the plurality of charge / discharge control maps according to the regenerative charge ratio having a correlation with the convergence SOC, which is a parameter reflecting the driving characteristic of the driver of the hybrid vehicle. The vehicle control device according to claim 1, which is selected.

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