JP7137417B2 - Control device for engine-electric hybrid vehicle - Google Patents

Description

The present invention relates to a control device for an engine-electric hybrid vehicle.

An engine-electric hybrid vehicle has a motor that is a power source for running, and a battery that supplies electric power to the motor.
The battery is charged with electric power generated by driving the generator by the engine, electric power regenerated by the generator during deceleration, and electric power supplied from the outside while the vehicle is parked.
The engine that drives the generator may itself be used as a power source for running, or the motor for running may be configured as a motor generator that also serves as a generator.

In engine-electric hybrid vehicles, the state of charge (SOC), which is an indicator of the remaining capacity of the battery, is normally within a predetermined range set in consideration of battery durability and fuel efficiency of the vehicle. is controlled as
In addition, when the vehicle has an electric vehicle driving mode (EV driving mode) in which the engine is stopped and the vehicle runs on electric power only, it is temporarily possible to extend the driving distance in the EV driving mode. It has been proposed to utilize regions of high SOC beyond the target SOC range of .

As a prior art related to SOC control of a battery in an electric vehicle such as an engine-electric hybrid vehicle, for example, in Patent Document 1, in a hybrid vehicle, a target SOC at arrival at a destination is set, and a navigation system calculates the SOC at arrival. It describes determining the amount of charge by predicting and repeating the convergence operation until the predicted SOC matches the target SOC.
In Patent Document 2, in a fuel cell EV, after the driver sets the target SOC of the battery at the time of arrival at the destination, in order to achieve it, first, the power generation pattern of the fuel cell is provisionally set, is calculated, and if it is not equal to the target SOC, the power generation pattern of the fuel cell is reviewed.
In Patent Document 3, in a hybrid vehicle, the driver sets a target SOC when arriving at the destination, and after EV running from a fully charged state, when the target SOC is reached before arriving at the destination, HV running is performed. to maintain the SOC and reach the destination.
Patent Document 4 describes that in a hybrid vehicle, a target SOC is set by pressing a button, and charging is completed by increasing the SOC by the time the vehicle arrives at the destination, in order to use the power of the vehicle battery at the destination. It is
Patent Literature 5 describes switching to the motor running mode when the amount of charge in the battery reaches a target amount of charge using the electric power generated in the engine power generation running mode.

JP-A-2003-9310 JP 2004-178965 A JP-A-2007-62640 JP-A-2004-236472 JP 2015-11145 A

When a user such as a driver intends to increase the SOC and performs an operation to start charging (power generation), for example, when the required charging amount (difference between the current SOC and the target SOC) is small, or when the SOC If the time until the end of the increase in is long, charging at a constant charging amount (charging speed) per unit time will cause the charging speed to become excessively small, impairing the power generation efficiency of the generator.
On the other hand, if charging is immediately started at a relatively high charging rate that does not impair the power generation efficiency in response to the user's operation, the SOC reaches the target SOC early and the charging control ends. For example, there is concern that the SOC will be lowered when the vehicle actually starts EV driving.
In addition, it is conceivable to start charging by calculating back from the expected time of arrival at the location where EV driving is to start so that charging is completed at the time when the SOC increase needs to be completed. Since the SOC does not immediately increase despite the operation, there is concern that the user may feel uncomfortable.
In view of the above-described problems, it is an object of the present invention to provide a control device for an engine-electric hybrid vehicle that can rapidly increase the SOC in response to the user's intention to increase the SOC and prevent deterioration of power generation efficiency.

The present invention solves the problems described above by means of the following solutions.
The invention according to claim 1 comprises a battery that is charged with electric power for running a vehicle, an SOC detection unit that detects the SOC of the battery, an engine, and an output of the engine that generates power to be charged in the battery. A control device for an engine-electric hybrid vehicle comprising a rotary electric machine, the input unit for inputting a start operation of SOC increase control for increasing the SOC of the battery to a predetermined target SOC by a predetermined SOC increase end time. and calculating an average charging speed at which the SOC of the battery reaches the target SOC at the SOC increase end timing according to the input of the operation for starting the SOC increase control, and if the average charging speed is lower than a predetermined lower limit charging speed a target charging speed is corrected so that the target charging speed is equal to or higher than the lower limit charging speed, charging of the battery is started, and after the SOC of the battery reaches the target SOC earlier than the SOC increase end time , and a charge control unit that performs SOC maintenance control for maintaining the SOC of the battery.
According to this, charging (power generation) is immediately started and the SOC starts to increase in response to the input of the start operation of the SOC increase control. can be prevented from giving
Further, when the average charging speed calculated from the required SOC increase amount and the time until the SOC increase end time is smaller than the lower limit charging speed, the target charging speed is corrected to a value equal to or higher than the lower limit charging speed. By charging, it is possible to prevent the power generation efficiency from deteriorating due to an excessively small amount of power generated by the rotary electric machine.
Furthermore, after reaching the target SOC earlier than the SOC increase end time, the SOC maintenance control is performed to prevent the SOC from decreasing at the SOC increase end time, and the SOC is sufficiently low for EV driving or the like. SOC can be secured.

According to a second aspect of the present invention, a battery that is charged with power for running a vehicle, an SOC detection unit that detects the SOC of the battery, an engine, and the power that is charged in the battery is generated by the output of the engine. A control device for an engine-electric hybrid vehicle comprising a rotary electric machine, the input unit for inputting a start operation of SOC increase control for increasing the SOC of the battery to a predetermined target SOC by a predetermined SOC increase end time. and calculating an average charging speed at which the SOC of the battery reaches the target SOC at the SOC increase end timing according to the input of the operation for starting the SOC increase control, and if the average charging speed is lower than a predetermined lower limit charging speed a target charging speed is corrected so that the target charging speed is equal to or higher than the lower limit charging speed, charging of the battery is started, and after the SOC of the battery reaches the target SOC earlier than the SOC increase end time and a charging control unit that terminates charging of the battery and restarts charging of the battery when a difference between the SOC of the battery and the target SOC increases to a predetermined threshold or more. A control device for an electric hybrid vehicle.
Also in the present invention, after reaching the target SOC, recharging is performed when the SOC drops, so that the same effects as those described above can be obtained.

The invention according to claim 3 is the engine-electric hybrid vehicle control apparatus according to claim 1 or 2, characterized in that the user can arbitrarily set the SOC increase end time.
According to this, it is possible to arbitrarily set the SOC increase end time according to the occurrence time of an event that requires an SOC increase such as the execution of the EV driving mode or the power supply (V2L) to the outside of the vehicle. can improve sexuality.

In the invention according to claim 4, the vehicle includes an arrival time calculation unit that calculates an arrival time from the current position of the vehicle to a preset high SOC required point, and the charging control unit performs the SOC increase control. 3. The engine-electric hybrid vehicle according to claim 1 or 2, wherein the arrival time calculated by the arrival time calculation unit is set as the SOC increase end time when a start operation is input. It is a control device.
According to this, when the point where the SOC increase is required is known in advance, the arrival time from the current position is calculated and this is set as the SOC increase end time, thereby saving the user the trouble of setting the arrival time by himself/herself. This can be omitted and convenience can be improved.

The invention according to claim 5 further comprises an output unit for notifying the user that the SOC increase control is being executed when the charging control unit is executing the SOC increase control, wherein the output unit is , after the SOC reaches the target SOC, the notification that the SOC increase control is being executed is continued until the SOC increase end time. 2. A control device for an engine-electric hybrid vehicle according to claim 1.
According to this, regardless of the actual state of charge of the battery, the user is consistently notified that the SOC increase control is being executed until the end of the SOC increase, and the content of the notification is changed in a complicated manner to the user. It is possible to prevent unnecessary attention from being called.

According to a sixth aspect of the present invention, the target SOC can be arbitrarily set by the user. be.
According to this, it is possible to set an appropriate target SOC according to how the vehicle is used after the SOC is increased, such as the travel distance in the EV travel mode and the power demand when supplying power to the outside. , convenience can be further improved.

As described above, according to the present invention, it is possible to provide a control device for an engine-electric hybrid vehicle that can quickly increase the SOC in response to the user's intention to increase the SOC and prevent the deterioration of the power generation efficiency.

1 is a block diagram schematically showing the configuration of a vehicle having a first embodiment of a control device for an engine-electric hybrid vehicle to which the present invention is applied; FIG. 4 is a flowchart showing the operation during SOC increase control in the control device for an engine-electric hybrid vehicle of the first embodiment; FIG. 2 is a diagram showing an example of transition of SOC during SOC increase control in a vehicle having the control device for an engine-electric hybrid vehicle according to the first embodiment; FIG. 7 is a diagram showing another example of transition of SOC during SOC increase control in a vehicle having the engine-electric hybrid vehicle control device of the first embodiment;

<First embodiment>
A first embodiment of a control device for an engine-electric hybrid vehicle to which the present invention is applied will be described below.
In the first embodiment, the engine-electric hybrid vehicle is an automobile, such as a passenger car.
FIG. 1 is a block diagram schematically showing the configuration of a vehicle having a control device for an engine-electric hybrid vehicle according to the first embodiment.

The vehicle includes an engine 1, an engine control unit (ECU) 100, a torque converter 110, an engine clutch 120, a forward/reverse switching section 130, a variator 140, an output clutch 150, a front differential 160, a rear differential 170, a transfer clutch 180, and a motor generator 190. , a battery 200, a transmission control unit 210, a hybrid power train control unit 220, and the like.

The engine 1 is a 4-stroke horizontally opposed 4-cylinder direct injection (in-cylinder injection) gasoline engine mounted as a driving power source in an automobile such as a passenger car.
The output of the engine 1 is transmitted to drive wheels of the vehicle via a power transmission mechanism, which will be described later.

An engine control unit (ECU) 100 is a control device that comprehensively controls the engine 1 and its accessories.
The engine control unit 100 includes, for example, an information processing device such as a CPU, a storage device such as a RAM and a ROM, an input/output interface, and a bus connecting them.
The engine control unit 100 adjusts the throttle valve so that the actual torque reaches the required torque, for example, according to the driver's accelerator operation or the required torque set based on the power generation request instructed by the hybrid powertrain control unit 220. It controls the opening, fuel injection amount, fuel injection timing, ignition timing, valve timing, etc.

Torque converter 110 is a fluid coupling that transmits the output of engine 1 to engine clutch 120 .
Torque converter 110 functions as a starting device capable of transmitting engine torque when the vehicle is stopped.
Torque converter 110 is controlled by transmission control unit 210 and includes a lockup clutch (not shown) that directly connects an input side (impeller side) and an output side (turbine side).

Engine clutch 120 is provided between torque converter 110 and forward/reverse switching section 130 to connect or disconnect a power transmission path therebetween.
Engine clutch 120 is disengaged according to a command from transmission control unit 210, for example, during an EV running mode in which the vehicle runs only by the output of motor generator 190, or the like.

The forward/reverse switching unit 130 is provided between the engine clutch 120 and the variator 140, and has a forward mode in which the torque converter 110 and the variator 140 are directly connected, and a reverse mode in which the rotational output of the torque converter 110 is reversed and transmitted to the variator 140. The mode is switched according to a command from the transmission control unit 210.
The forward/reverse switching unit 130 is configured with, for example, a planetary gear set or the like.

The variator 140 is a speed change mechanism section that changes the rotational output of the engine 1 and the rotational output of the motor generator 190 transmitted from the forward/reverse switching section 130 in a stepless manner.
The variator 140 is, for example, a chain-type continuously variable transmission (CVT) having a primary pulley 141, a secondary pulley 142, a chain 143, and the like.
The primary pulley 141 is provided on the input side of the variator 140 during driving of the vehicle (on the output side during regenerative power generation), and receives rotational outputs from the engine 1 and the motor generator 190 .
Secondary pulley 142 is provided on the output side of variator 140 during driving of the vehicle (input side during regenerative power generation).
The secondary pulley 142 is adjacent to the primary pulley 141 and is rotatable around a rotation axis parallel to the rotation axis of the primary pulley 141 .
The chain 143 is formed in an annular shape and wound around the primary pulley 141 and the secondary pulley 142 to transmit power therebetween.
The primary pulley 141 and the secondary pulley 142 each have a pair of sheaves that sandwich the chain 143, and the effective diameter can be changed steplessly by changing the spacing between the sheaves according to the shift control by the transmission control unit 210. It is possible.

The output clutch 150 is provided between the secondary pulley 142 of the variator 140, the front differential 160 and the transfer clutch 180, and connects or disconnects the power transmission path therebetween.
The output clutch 150 is normally connected when the vehicle is running, and is disconnected when the motor generator 190 is driven by the output of the engine 1 to charge the battery, for example, while the vehicle is stopped.

The front differential 160 transmits the driving force transmitted from the output clutch 150 to the left and right front wheels.
The front differential 160 includes a final reduction gear and a differential mechanism that absorbs the rotational speed difference between the left and right front wheels.
The output clutch 150 and the front differential 160 are directly connected.

Rear differential 170 transmits the driving force transmitted from output clutch 150 to the left and right rear wheels.
The rear differential 170 includes a final reduction gear and a differential mechanism that absorbs the rotational speed difference between the left and right rear wheels.

The transfer clutch 180 is provided in the middle of the rear wheel driving force transmission mechanism that transmits driving force from the output clutch 150 to the rear differential 170, and connects or disconnects the power transmission path therebetween.
The transfer clutch 180 is, for example, a hydraulic or electromagnetic wet multi-plate clutch capable of steplessly changing the engagement force (transmission torque capacity) at the time of connection.
The engagement force of transfer clutch 180 is controlled by transmission control unit 210 .
The transfer clutch 180 can adjust the drive torque distribution between the front and rear wheels by changing the engagement force.
In addition, the transfer clutch 180 reduces (releases) the fastening force when it is necessary to allow a difference in rotational speed between the front and rear wheels when turning the vehicle, antilocking the brakes, or controlling the vehicle behavior. It absorbs the rotation speed difference by slipping.

The motor generator 190 is a rotating electric machine that generates a driving force for the vehicle and performs regenerative power generation using torque transmitted from the wheels during deceleration to regenerate energy.
Further, the motor generator 190 has a function of generating power by being driven by the output of the engine 1 while the vehicle is running or stopped.
Motor generator 190 is provided concentrically (coaxially) with primary pulley 141 of variator 140 .
Primary pulley 141 is connected to a rotor (not shown) of motor generator 190 via a rotating shaft.
A permanent magnet synchronous motor, for example, is used as the motor generator 190 .
Motor generator 190 is controlled by hybrid power train control unit 220 in terms of output torque during driving and regenerative energy amount (input torque) during regenerative power generation.
Motor generator 190 controls the amount of power generation according to a target charging speed set by hybrid power train control unit 220 during forced power generation in SOC increase control, which will be described later.

Motor generator 190 receives power from battery 200 via inverter 191 when it is driven.
Inverter 191 converts DC power discharged by battery 200 into AC power and supplies it to motor generator 190 .
Further, in the same unit as the inverter 191 , an ACDC converter is provided that converts AC power output by the motor generator 190 during power generation into DC power and supplies it to the battery 200 .

Battery 200 is a secondary battery that supplies electric power to motor generator 190 via inverter 191 and is charged by electric power generated by motor generator 190 .
As the battery 200, for example, a lithium ion battery, a nickel metal hydride battery, or the like can be used.
Battery 200 is, for example, a high-voltage battery having a rated voltage of about 300 V, and mainly generates electric power for running the vehicle.
A low-voltage battery (not shown) having a rated voltage of about 12V or 48V, for example, is separately provided for driving various electrical components such as lamps.

The battery 200 incorporates a battery control unit 201 .
The battery control unit 201 has a function of detecting the voltage of the battery cells in the battery 200, the possible output current, the temperature, and the state of charge (SOC).
The battery control unit 201 functions as the SOC detection section referred to in the present invention.
The battery control unit 201 also has a function of controlling a cooling device (not shown) so that the battery cells are maintained within an appropriate temperature range.
In addition, the battery 200 has a plug-in function of charging power supplied from the outside during parking via a connection device (not shown), and a power supply function (V2L function) of supplying power to the outside during parking.

The transmission control unit 210 comprehensively controls the lockup clutch of the torque converter 110, the engine clutch 120, the forward/reverse switching section 130, the variator 140, the output clutch 150, the transfer clutch 180, and the like.

Hybrid power train control unit 220 controls the output torque, power generation amount, etc. of motor generator 190 and also controls charging and discharging of battery 200 .
The hybrid power train control unit 220 has a function of setting a target SOC of the battery 200 and controlling charging (power generation of the motor generator 190) and discharging of the battery 200 according to this target SOC. functions as a department.
The transmission control unit 210 and the hybrid powertrain control unit 220 each include information processing means such as a CPU, storage means such as RAM and ROM, an input/output interface, and a bus connecting them.
In addition, the engine control unit 100, the transmission control unit 210, and the hybrid powertrain control unit 220 can communicate with each other via, for example, a CAN communication system, which is a type of in-vehicle LAN system, to transmit necessary information. ing.

An input/output section 221 is connected to the hybrid powertrain control unit 220 .
The input/output unit 221 allows a user such as a driver to input various operations, and allows the hybrid powertrain control unit 220 to notify the user of various types of information.
The input/output unit 221 includes, for example, a touch panel type image display device.
Input/output unit 221 has a function of displaying information about the current SOC of battery 200 .
The input/output unit 221 also functions as an input unit through which a user such as a driver inputs an operation to start the SOC increase control. This point will be described in detail below.

The operation of the engine-electric hybrid vehicle control apparatus of the first embodiment when executing SOC increase control (charge mode) will be described below.
FIG. 2 is a flowchart showing the operation during SOC increase control in the control apparatus for an engine-electric hybrid vehicle according to the first embodiment.
Each step will be described in order below.

<Step S01: Target SOC/SOC increase end time setting>
Hybrid powertrain control unit 220 uses input/output section 221 to allow the user to set a target SOC for SOC increase control and an SOC increase end time (time to reach target SOC).
After that, the process proceeds to step S02.

<Step S02: Judgment of Charge Mode Start Operation>
Hybrid power train control unit 220 determines whether or not the user has input, using input/output unit 221, an operation to start a charge mode in which battery 200 is charged by forced power generation to increase the SOC (whether the user intends to increase the SOC). determine whether
If there is input of charge mode start operation, the process proceeds to step S03, otherwise step S02 is repeated until there is input of charge mode start operation.

<Step S03: Judgment of required charging time>
Hybrid power train control unit 220 compares the required charging time, which is the time from the current time to the SOC increase end time set by the user in step S01, with the minimum charging time.
The minimum charging time is the expected time to reach the target SOC when charging is performed from the current SOC to the target SOC at the maximum charging speed (charging amount per unit time) allowed by hardware performance.
If the required charging time is shorter than the minimum charging time, it is determined that the charging time to the target SOC is insufficient, and the process proceeds to step S13. Otherwise, the process proceeds to step S04.

<Step S04: Average charging speed>
Hybrid power train control unit 220 calculates an average charging speed, which is the charging speed at which the target SOC is reached at the SOC increase end time when charging is performed at a constant charging speed (charge amount per unit time) from the current time to the SOC increase end time. Calculate
The average charging speed can be calculated by dividing the required SOC increase amount by the required charging time.
After that, the process proceeds to step S05.

<Step S05: Determination of average charging speed>
Hybrid power train control unit 220 compares the average charging speed calculated in step S04 with a preset lower limit charging speed.
When motor generator 190 is used as a power generator, power generation efficiency decreases in a region where the generated power is small.
The lower limit charging speed is set in consideration of not using such a region where the power generation efficiency of motor generator 190 is low.
If the average charging speed calculated in step S04 is smaller than the lower limit charging speed, the process proceeds to step S07; otherwise, the process proceeds to step S06.

<Step S06: Start forced charging control at average charging speed>
Hybrid power train control unit 220 causes motor generator 190 to generate power using the output of engine 1 , charges battery 200 , and starts forced charging control to increase the SOC of battery 200 .
At this time, the electric power generation amount of the motor generator 190 is controlled so that the target charging speed is the average charging speed calculated in step S04.
In addition, hybrid power train control unit 220 causes input/output unit 221 to display “charge mode” to inform that SOC increase control is being performed.
After that, the process proceeds to step S08.

<Step S07: Start forced charging control at lower limit charging speed>
Hybrid power-train control unit 220 corrects the target charging speed so that it is equal to or higher than the minimum charging speed described above, and starts forced charging control.
In addition, hybrid power train control unit 220 causes input/output unit 221 to display “charge mode” to inform that SOC increase control is being performed.
After that, the process proceeds to step S08.

<Step S08: Target SOC reach determination>
Hybrid powertrain control unit 220 determines whether the current SOC of the battery detected by battery control unit 201 has reached the target SOC.
If the current SOC has reached the target SOC, the process proceeds to step S09, otherwise step S08 is repeated.

<Step S09: End forced power generation control>
Hybrid power train control unit 220 ends the forced charging control started in step S06 or step S07.
After that, the process proceeds to step S10.

<Step S10: Judgment of Elapsed SOC Increase End Time>
Hybrid power train control unit 220 determines whether or not the SOC increase end time set in step S01 has passed.
If the SOC increase end time has passed, the process proceeds to step S12; otherwise, the process proceeds to step S11.

<Step S11: SOC Maintenance Control>
Hybrid powertrain control unit 220 performs SOC maintenance control to maintain the SOC of battery 200 at a target SOC.
The SOC can be maintained, for example, by trickle charging that intermittently supplies a minute current to compensate for natural discharge.
The input/output unit 221 continues to display the “charge mode” while the SOC maintenance control is being executed.
After that, the process returns to step S10 to judge the elapsed time again.

<Step S12: Return to normal control/turn off charge mode display>
Hybrid power train control unit 220 terminates SOC increase control and SOC maintenance control, and returns to normal control.
Normal control includes, for example, a hybrid driving mode, an EV driving mode, and the like.
In the hybrid running mode, the engine 1 and the motor generator 190 are used together as a power source for running, and the motor generator 190 assists driving when starting or accelerating, and regenerative power is generated by the motor generator 190 during braking to charge the battery 200. This is a driving mode that
The EV driving mode is a driving mode in which the engine 1 is stopped, the engine clutch 120 is disconnected, and the vehicle is driven only by the output of the motor generator 190 .
In addition, hybrid powertrain control unit 220 terminates the display of “charge mode” on input/output unit 221 .
After that, the series of processing ends.

<Step S13: Notifying that target SOC cannot be reached>
Hybrid power train control unit 220 causes input/output unit 221 to display that the target SOC cannot be reached even if charging is performed at the upper limit charging rate until the SOC increase end time.
After that, the process proceeds to step S14.

<Step S14: Start forced charging control at upper limit charging speed>
The hybrid power train control unit 220 controls the power generation amount of the motor generator 190 with the target of the upper limit charging speed, which is the maximum charging speed set in consideration of the performance and efficiency of the engine 1, the motor generator 190, the battery 200, and the like. Then, forced charging control for increasing the SOC of battery 200 is started.
In addition, hybrid power train control unit 220 causes input/output unit 221 to display “charge mode” to inform that SOC increase control is being performed.
After that, the process proceeds to step S15.

<Step S15: Judgment of Elapsed SOC Increase End Time>
Hybrid power train control unit 220 determines whether or not the SOC increase end time set in step S01 has passed.
If the SOC increase end time has passed, the process proceeds to step S12; otherwise, step S15 is repeated.
However, in this case, even if the SOC increase end time has passed, the actual SOC has not reached the target SOC.

An example of transition of the SOC of the battery 200 in the SOC increase control in the control device for the engine-electric hybrid vehicle of the first embodiment will be described below.
FIG. 3 is a diagram showing an example of transition of SOC during SOC increase control in a vehicle having the control device for an engine-electric hybrid vehicle according to the first embodiment.
In FIG. 3 , the horizontal axis indicates time, and the vertical axis indicates the SOC of battery 200 . (Same in FIG. 4 described later)
As shown in FIG. 3, the user can arbitrarily set the SOC increase end time and the target SOC within a predetermined user setting range.
The slope in the diagram of FIG. 3 indicates the average charging speed of battery 200 (charge amount per unit time when charging at a constant charging speed/power generation amount of motor generator 190 per unit time).
In the example shown in FIG. 3, the average charging speed (slope of the solid line) based on the user's setting is all higher than the lower limit charging speed (slope of the dashed line), and there is no problem from the viewpoint of deterioration of charging efficiency. Recognize.
In this case, hybrid power train control unit 220 sets the value obtained by dividing the required SOC increase amount by the period until the SOC increase end time as an average charging speed, and controls the power generation amount of motor generator 190 with this average charging speed as a target. conduct.
It should be noted that when the vehicle is actually running, the graph showing the SOC transition has a complicated shape with unevenness due to the effects of charging by regenerative power generation during deceleration and discharging by motor assist during starting and accelerating. Since the charge/discharge amount is canceled as the vehicle accelerates and decelerates, it does not have a large effect on the tendency of the SOC transition when viewed on average over a certain period of time.

FIG. 4 is a diagram showing another example of transition of SOC during SOC increase control in a vehicle having the engine-electric hybrid vehicle control apparatus of the first embodiment.
In FIG. 4 , the state of control in hybrid powertrain control unit 220 (upper stage) and the display state of input/output unit 221 (lower stage) are also shown below the graph.
In the example shown in FIG. 4, the average charging speed calculated from the user-set target SOC and the SOC increase end time is lower than the lower limit charging speed.
In this case, if the battery 200 is charged at the average charging speed, the power generation efficiency of the motor generator 190 deteriorates. Control.
In this case, the SOC of battery 200 reaches the target SOC before the SOC increase end time arrives. Maintain target SOC.
When the SOC increase end time ends, control of the EV running mode is started, battery 200 starts discharging electric power for running, etc., and the SOC tends to decrease.
As shown in FIG. 4, the input/output unit 221 consistently displays "charge mode" during execution of forced charge control or SOC maintenance control.

As described above, according to the first embodiment, the following effects can be obtained.
(1) In response to the input of the start operation of the charge mode (SOC increase control) performed by the user on the input/output unit 221, power generation by the motor generator 190 is immediately started and the SOC of the battery 200 starts to increase. Therefore, it is possible to prevent the user from feeling uncomfortable.
Further, when the average charging speed calculated from the required SOC increase amount and the required charging time is smaller than the lower limit charging speed, charging is performed with a value equal to or higher than the lower limit charging speed as the target charging speed, so that motor generator 190 generates power. It is possible to prevent the power generation efficiency from deteriorating due to an excessively small amount.
Furthermore, after the target SOC is reached earlier than the SOC increase end time, the SOC maintenance control is performed to prevent the SOC from decreasing at the SOC increase end time, and to prevent the SOC from decreasing at the SOC increase end time. A stable SOC can be secured.
(2) By allowing the user to set the SOC increase end time from the input/output unit 221, the system can be adjusted according to the occurrence time of an event that requires an SOC increase, such as a shift to the EV driving mode or power supply to the outside of the vehicle. The SOC increase end time can be arbitrarily set, and convenience can be improved.
(3) By continuing the display of the same "charge mode" as during forced power generation even during execution of SOC maintenance control, it is possible to prevent unnecessary attention from being drawn to the user due to complicated switching of display contents.
(4) By enabling the user to set the target SOC from the input/output unit 221, how to use the vehicle after increasing the SOC, such as the distance traveled in the EV travel mode and the power demand when supplying power to the outside. It is possible to set an appropriate target SOC according to the condition, thereby further improving convenience.

<Second embodiment>
Next, a second embodiment of a control device for an engine-electric hybrid vehicle to which the present invention is applied will be described.
In each embodiment described below, the same reference numerals are assigned to the same parts as in the previous embodiment, and description thereof is omitted, and differences are mainly described.

In the second embodiment, after the target SOC is reached before the SOC increase end time ends, normal control (hybrid driving mode, etc.) is temporarily performed instead of SOC maintenance control as in the first embodiment. Along with the shift, when the difference between the target SOC and the current SOC of battery 200 becomes equal to or greater than a predetermined threshold value (for example, several percent), forced charging is performed again to restore the SOC to the target SOC.
Also in the second embodiment described above, it is possible to obtain the same effect as the effect of the first embodiment described above.

<Third Embodiment>
Next, a third embodiment of a control device for an engine-electric hybrid vehicle to which the present invention is applied will be described.
The third embodiment is characterized in that the SOC increase end time is automatically set regardless of the user's setting.
In the third embodiment, the vehicle has a navigation device with map data and an own vehicle positioning device such as GPS.
The navigation device communicates with the hybrid powertrain control unit 220 and can transmit various information.
In the navigation device, when the scheduled travel route of the own vehicle is set, for example, the starting point of the section where EV driving is obligated by law or the like, or the previously set point where EV driving is desired. It is possible to calculate the expected arrival time to a high SOC required point (a point where it is desirable to increase the SOC in advance compared to normal times).
The navigation device functions as an arrival time calculation section according to the present invention.
The hybrid power train control unit 220 sets the expected arrival time to the high SOC required point obtained from the information from the navigation device as the SOC increase end time, and executes the same control as in the first embodiment.
In the above-described third embodiment, when the point where the SOC increase is required is known in advance, the arrival time from the current position is calculated and this is set as the SOC increase end time. Convenience can be improved by saving the trouble of setting the end time.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) The configurations of the engine-electric hybrid vehicle, its control device, power train, etc. are not limited to the above-described embodiments, and can be modified as appropriate.
For example, in each embodiment, the vehicle is a parallel hybrid vehicle having a motor generator coaxial with the primary pulley of the variator, but the configuration of the power train and the number and arrangement of rotating electric machines are not limited to this, and may be changed as appropriate. It is possible.
The present invention can also be applied to a series hybrid vehicle that uses only the motor as a drive source and the engine only for power generation.
Furthermore, the engine type and drive system are not particularly limited.
(2) In the first embodiment, both the target SOC and the SOC increase end time are configured to be set by the user prior to the start operation of the SOC increase control. good.
(3) In each embodiment, the input/output unit 221 having an image display function is used to notify the user of the control state. may be used to notify the user.
(4) In each embodiment, if it is impossible to reach the target SOC by charging at the upper limit charging rate by the time when the SOC increase ends, charging is started after notifying the user to that effect. However, instead of this, a configuration may be adopted in which the user again sets a new target SOC or SOC increase end time.

1 engine 100 engine control unit (ECU)
110 torque converter 120 engine clutch 130 forward/reverse switching unit 140 variator 141 primary pulley 142 secondary pulley 143 chain 150 output clutch 160 front differential 170 rear differential 180 transfer clutch 190 motor generator 191 inverter 200 battery 201 battery control unit 210 transmission control unit (TCU) )
220 hybrid powertrain control unit (HPCU)
221 input/output unit

Claims (6)

a battery charged with electric power for running the vehicle;
an SOC detection unit that detects the SOC of the battery;
engine and
A control device for an engine-electric hybrid vehicle, comprising:
an input unit through which a user inputs an operation for starting SOC increase control for increasing the SOC of the battery to a predetermined target SOC by a predetermined SOC increase end time;
An average charging speed at which the SOC of the battery reaches the target SOC at the SOC increase end timing is calculated according to the input of the operation for starting the SOC increase control, and if the average charging speed is smaller than a predetermined lower limit charging speed and correcting the target charging rate to a value equal to or higher than the lower limit charging rate to start charging the battery, and after the SOC of the battery reaches the target SOC earlier than the SOC increase end time, the A control device for an engine-electric hybrid vehicle, comprising: a charge control unit that performs SOC maintenance control to maintain the SOC of a battery. a battery charged with electric power for running the vehicle;
an SOC detection unit that detects the SOC of the battery;
engine and
A control device for an engine-electric hybrid vehicle, comprising:
an input unit through which a user inputs an operation for starting SOC increase control for increasing the SOC of the battery to a predetermined target SOC by a predetermined SOC increase end time;
An average charging speed at which the SOC of the battery reaches the target SOC at the SOC increase end timing is calculated according to the input of the operation for starting the SOC increase control, and if the average charging speed is smaller than a predetermined lower limit charging speed and correcting the target charging rate to a value equal to or higher than the lower limit charging rate and starting charging of the battery, and after the SOC of the battery reaches the target SOC earlier than the SOC increase end time, the battery and a charging control unit that terminates charging of the battery and restarts charging of the battery when the difference between the SOC of the battery and the target SOC increases to a predetermined threshold value or more. Vehicle controller. 3. The control device for an engine-electric hybrid vehicle according to claim 1, wherein the user can arbitrarily set the SOC increase end time. An arrival time calculation unit that calculates the arrival time from the current position of the vehicle to a preset high SOC required point,
3. The charge control unit sets the arrival time calculated by the arrival time calculation unit as the SOC increase end time when an operation to start the SOC increase control is input. Item 3. A control device for an engine-electric hybrid vehicle according to item 2. an output unit for notifying the user that the SOC increase control is being executed when the charging control unit is executing the SOC increase control;
After the SOC reaches the target SOC, the output unit continues to notify that the SOC increase control is being executed until an SOC increase end time. A control device for an engine-electric hybrid vehicle according to any one of the preceding items. The control device for an engine-electric hybrid vehicle according to any one of claims 1 to 5, wherein the target SOC can be arbitrarily set by the user.

Images