JPH08322107A - Controller of hybrid vehicle - Google Patents

Abstract

PURPOSE: To prevent over-discharging and overcharging of a battery even if an ascending road or a descending road continues based on the information from a car navigation device on a hybrid vehicle. CONSTITUTION: A central control part 110 of a generating system controller 100 receives the road information from a car navigation device 12, computes required running energy on the path from the present position to the destination, determines the generator output pattern based on the required running energy and the charging ability of the generator, computes the target generator output based on the generator output pattern and the charged state of a battery and computes the target throttle opening and the target field current quantity so that the actual generator outputs agrees with the target generator output. Then, the target throttle opening signal is outputted to a throttle-actuator-drive control part 160, and the target-field-current-quantity signal is outputted to a field- winding-current control part 150, respectively. Thus, the output of the generator is controlled, and the charged state of the battery is controlled within the specified control range.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a hybrid vehicle, and more specifically, to an electric motor for driving a vehicle and a battery for supplying electric power to the electric motor, as well as a generator for charging the battery and the generator. The present invention relates to a control device for a hybrid vehicle equipped with a prime mover that drives a machine.

[0002]

2. Description of the Related Art In an ordinary electric vehicle equipped with an electric motor for driving a vehicle and a battery for supplying electric power to the electric motor, the energy density of the battery is small and the travelable distance per charge is limited. , The above motor,
In addition to the battery, a hybrid vehicle equipped with a generator for charging the battery and a prime mover such as an engine for driving the generator has been proposed.

In a hybrid vehicle, it is necessary to maintain the battery in a preferable charge state, and in order to maintain the battery in a preferable charge state, the energy of the battery is controlled by controlling the output of the generator according to the running state. Need to be effectively released and absorbed.

[0004]

However, the hybrid vehicle has a larger number of devices to be mounted than an ordinary electric vehicle, so that it is necessary to limit the mounting space, and as described above, the battery can be charged while traveling. Therefore, it is desirable that the battery to be mounted has a small size, that is, a small capacity as compared with the battery of an ordinary electric vehicle.

Therefore, for example, when an excessive traveling load exceeding the battery charging capacity of the generator is continuously applied to the electric motor, such as when traveling on a continuous uphill road, energy is continuously released from the battery and the battery is discharged. There is a problem that the vehicle cannot run because of the over-discharged state.

Further, since the generator only has a battery charging function, the regenerative energy of the electric motor is continuously absorbed by the battery during continuous downhill traveling, and the battery is overcharged, which shortens the life of the battery. .

The present invention focuses on a car navigation device mounted on an automobile, and based on information from the car navigation device, even if an uphill road or a downhill road continues,
An object of the present invention is to provide a control device for a hybrid vehicle capable of preventing over-discharge and over-charge of a battery.

[0008]

According to a first aspect of the present invention, there is provided a prime mover, a generator driven by the prime mover, a battery charged by the generator, and a vehicle supplied with power from the generator and the battery. An electric motor to drive,
A control device for a hybrid vehicle having a car navigation device, comprising a power generation system controller, wherein the power generation system controller outputs road information from the car navigation device and a power generator output control unit that controls the output of the power generator. And a central control unit that calculates a required traveling energy on a route from the current position to the destination and outputs a command signal to the generator output control unit based on the calculated required traveling energy. Adopt a control system for hybrid vehicles.

According to a second aspect of the present invention, the central control unit receives road information from the car navigation device, calculates required traveling energy on a route from the present location to the destination, and a required charging energy of the battery. Battery charging state calculating means for calculating the state, generator charging capacity storing means for storing the charging capacity of the generator in advance, necessary running energy calculated by the necessary running energy calculating means and the generator charging capacity storing means Generator output pattern determining means for determining a generator output pattern based on the generator charging capacity stored in the generator, the generator output pattern determined by the generator output pattern determining means, and the battery charge state calculating means. Target generator output that calculates the target generator output based on the battery charge state calculated by Output means and a generator output control section for controlling the target generator output calculated by the target generator output calculating means to match the actual generator output with each other, and the battery charge state within a predetermined control range. The control device for a hybrid vehicle according to claim 1 is employed.

According to a third aspect of the present invention, the generator output pattern determination means has a normal pattern having a threshold value corresponding to a predetermined control range of the battery charge state, and a charge having a threshold value on the full charge side of the normal pattern threshold value. There are three power generator output patterns each including a side pattern and a discharge side pattern having a threshold value on the discharge side with respect to the threshold value of the normal pattern,
When it is determined that the battery charge state can be controlled within the predetermined control range by the normal pattern, the normal pattern is selected, and according to the normal pattern, the battery charge state is the lower limit value of the predetermined control range. When it is determined that the following, the charging side pattern is selected instead of the normal pattern, and when it is determined that the battery charge state is equal to or higher than the upper limit value of the predetermined control range according to the normal pattern, Adopts the control device for a hybrid vehicle according to claim 2, wherein the discharge side pattern is selected instead of the normal pattern.

According to a fourth aspect of the present invention, the electric motor is provided with a traveling system controller for controlling the output of the electric motor, and the central control unit controls the required traveling energy calculated by the required traveling energy calculating means. A running energy limit presence / absence determining unit for determining whether to limit the output of the electric motor based on the generator charging capability stored in the generator charging capability storage unit, and the traveling energy limit presence / absence determining unit, When it is determined that the battery charge state cannot be controlled within the predetermined control range only by controlling the output of the generator, a command signal for limiting the output of the electric motor is output to the traveling system controller. The control device for a hybrid vehicle according to claim 3 is adopted.

According to a fifth aspect of the present invention, the hybrid vehicle is provided with a warning light, and when the running energy restriction presence / absence determining means determines that the output of the electric motor should be limited, a lighting command signal is output to the warning light. The control device for a hybrid vehicle according to claim 4 is adopted.

[0013]

According to the control device for a hybrid vehicle of the first aspect, the required traveling energy on the route from the current position to the destination is calculated based on the road information from the car navigation device, and based on the required traveling energy. Since the output of the generator is controlled according to the route, the state of charge of the battery can be controlled according to the route, and overcharging and overdischarging of the battery can be prevented.

In the hybrid vehicle control device according to a second aspect of the present invention, the central control unit controls the battery charge state within a predetermined control range based on the required running energy, the battery charge state, and the charging capability of the generator. The target generator output is calculated, and the generator output is controlled so that the target generator output matches the current actual generator output.

According to the control device for a hybrid vehicle of the third aspect, by preparing the three generator output patterns of the normal pattern, the charge side pattern and the discharge side pattern as the generator output pattern, for example, the required running energy can be reduced. If the battery charging state exceeds the charging capacity of the generator and falls below the lower limit of the specified control range (over discharge) depending on the normal pattern, select the charging side pattern to keep the battery charging state within the specified control range. In addition, if the required running energy falls below the charging capacity of the generator and the battery charge state exceeds the upper limit value of the predetermined control range (overcharge) depending on the normal pattern, the discharge side can be controlled. By selecting the pattern, it becomes possible to control the battery charge state within a predetermined control range. Therefore, the vehicle can be driven to the destination without over-discharging or over-charging the battery.

In the hybrid vehicle control device according to the fourth aspect, the running energy restriction presence / absence determining means cannot control the battery charge state within a predetermined control range only by changing the charge side pattern or the discharge side pattern. When the determination is made, a command signal that limits the output of the electric motor is output to the traveling system controller, and the traveling system controller that receives this command signal limits the output of the electric motor. Therefore, by limiting the output of the electric motor, it becomes possible to control the battery charge state within a predetermined control range and prevent over-discharge and over-charge of the battery.

According to the control device for a hybrid vehicle of the fifth aspect, it is possible to inform the driver that the output of the electric motor is limited by turning on the warning light. Therefore, the travel route to the destination is changed or limited. The driver can be prompted to perform a driving operation commensurate with the output of the electric motor.

[0018]

An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is a block diagram of a hybrid vehicle in which a control device for a hybrid vehicle according to an embodiment is incorporated.

In FIG. 1, an internal combustion engine 1 as a prime mover
The output shaft of is connected to the rotor of the generator 2. The internal combustion engine 1 has a throttle valve 15 for controlling the intake air amount.
And a throttle actuator 14 for driving the throttle valve 15 to a predetermined opening by receiving a control signal from the power generation system controller 100.

The generator 2 is composed of a three-phase AC generator, and the output of the stator coil is connected to a rectifying circuit 3 composed of a plurality of diodes. On the output side of the rectifier circuit 3,
The battery 4 is connected. The battery 4 includes an inverter 8 including a plurality of transistors and a plurality of diodes.
Is connected. An electric motor (running motor) 9 that drives drive wheels 10 is connected to the output side of the inverter 8. The inverter 8 and the traveling motor 9 are controlled by a traveling system controller 11 which inputs an accelerator opening signal and the like by a driver's accelerator operation.

The rotor coil of the generator 2 is connected to the output side of the power generation system controller 100. On the input side of the power generation system controller 100, a current detector 5 for detecting a generated current of the generator 2, a current detector 6 for detecting a battery current of the battery 4, a voltage detector 7 for detecting a battery voltage of the battery 4, Also, the car navigation device 12 is connected to each. In addition, the power generation system controller 10
On the output side of 0, in addition to the rotor coil of the generator 2,
Traveling system controller 11, throttle actuator 1
4 and the warning light 13 are connected.

[1] Configuration of Power Generation System Controller 100 FIG. 2 shows a configuration diagram of the power generation system controller 100.

As shown in FIG. 2, the power generation system controller 100 includes a central control unit 110 and a field winding current control unit 150.
A throttle actuator drive control unit 160, a warning light control unit 170, and a data communication control unit 180 are provided.

Central Control Unit 110 The central control unit 110 includes the required traveling energy calculation means 11
1, battery charge state calculation means 112, generator charging capacity storage means 113, generator output pattern determination means 114, target generator output calculation means 115, target throttle opening,
The target field current amount calculating means 116 and the traveling energy limit presence / absence determining means 117 are provided.

The required traveling energy calculating means 111 inputs from the car navigation device 12 road information (including information indicating the altitude or road gradient of the route, distance, etc.) in the route from the current position to the destination, and from the current position. The traveling energy required for the vehicle to travel to an arbitrary point on the route, that is, the required traveling energy E1 (t) is calculated. Here, the required traveling energy E1 (t) is
The following formula (1)

[0027]

[Equation 1]

It is represented by The "running energy" in the above formula (1) is the running energy that is instantaneously required at any point on the route.

The battery charge state calculation means 112 includes a battery current detected by the current detector 6 and a voltage detector 7.
The battery charge state is calculated from the battery voltage detected by.

The generator charging capacity storage means 113 stores in advance the charging capacity for the battery 4 of the generator 2. Here, the generator charging capacity is specifically composed of an integrated maximum output E2 (t) and an integrated minimum output E3 (t). The integrated maximum output E2 (t) is the integrated value of the generator output when the generator 2 is operated at maximum output from the current location to any point on the route.

[0031]

[Equation 2]

On the other hand, the integrated minimum output E3 (t) is the integrated value of the generator output when the generator 2 is operated at the minimum output from the current position to any point on the route, (3)

[0033]

(Equation 3)

It is represented by

The generator output pattern determining means 114 has the necessary traveling energy E1 (t) calculated by the necessary traveling energy calculating means 111 and the generator charging capacity storing means 11
The integrated maximum output E2 (t) and the integrated minimum output E3 (t) stored in No. 3 are compared to determine the output pattern of the generator 2. The generator output pattern includes, for example, a normal pattern, a charging side pattern, and a discharging side pattern.
There are different types of patterns. Of these patterns, the normal pattern is the pattern shown by the solid line in FIG. In this normal pattern, the battery charge state [%] is the threshold value S20 (80
%) Or more, the target generator output is set to 0 [kW], and when the battery charge state is the threshold value S30 (75%) or less, the target generator output is set to the maximum output value of the generator 2, and Charge state is from threshold S30 to threshold S
When it is between 20 and 20, the target generator output is set to change from the maximum output value to 0 [kW] by a linear function. Further, the charging side pattern is the pattern shown by the alternate long and short dash line in FIG. This charging side pattern is a pattern for increasing the generator output as compared with the normal pattern, and the target generator output is set to 0 [kW] when the battery charge state [%] is the threshold value S21 (86%) or more. In both cases, the target generator output is set to the maximum output value of the generator 2 when the battery charge state is less than or equal to the threshold value S31 (85%),
Further, when the battery charge state is between the threshold value S31 and the threshold value S21, the target generator output is set to change linearly from the maximum output value to 0 [kW]. The discharge side pattern is the pattern shown by the broken line in FIG. This discharge side pattern is a pattern for reducing the generator output as compared with the normal pattern, and when the battery charge state [%] is the threshold value S22 (74%) or more, the target generator output is set to 0 [kW]. In both cases, the target generator output is set to the maximum output value of the generator 2 when the battery charge state is less than or equal to the threshold value S32 (73%), and when the battery charge state is between the threshold value S32 and the threshold value S22, the target power generation is performed. Machine output is 0 [kW] from the maximum output value
It is set so that it changes linearly.

The target generator output calculation means 115 is responsive to the battery charge state calculated by the battery charge state calculation means 112 based on the generator output pattern (FIG. 5) determined by the generator output pattern determination means 114. Then, the target generator output is calculated.

The target throttle opening / target field current amount calculation means 116 calculates the actual generator output Pg from the generated current and battery voltage detected by the current detector 5 and the voltage detector 7, respectively, using the following equation (4) ) Pg = power generation current × battery voltage (4), and the actual generator output Pg is compared with the target generator output calculated by the target generator output calculating means 115 to obtain the actual power by feedback control. The target throttle opening and the target field current amount are calculated so that the generator output Pg matches the target generator output, and the target throttle opening signal is sent to the throttle actuator drive controller 160.
In addition, the target field current amount signal is output to the field winding current control section 150.

Running energy restriction presence / absence determining means 117
Is the required traveling energy E1 (t) calculated by the required traveling energy calculation means 111 and the accumulated maximum output E2 (t) and accumulated minimum output E3 (t) stored in the generator charging capacity storage means 113. In comparison, the traveling system controller 11
Determines whether it is necessary or not to limit the running energy, and outputs the determination result to the data communication control unit 180. Here, when it is not necessary to limit the traveling energy, the traveling system controller 11 performs an operation of controlling the traveling motor 9 according to the accelerator operation of the driver, and on the other hand, when it is necessary to limit the traveling energy. When the traveling energy reaches a predetermined value due to the driver's accelerator operation or the like, the traveling system controller 11 controls the traveling motor 9 so as to limit the energy to a predetermined value or less. Further, the traveling energy restriction presence / absence determining unit 117 also performs an operation of outputting a signal for instructing the warning lamp control unit 170 to turn on / off the warning lamp 13 according to the determination result.

Field Winding Current Control Unit 150 The field winding current control unit 150 follows the field winding 16 according to the target field current amount signal from the target throttle opening / target field current amount calculating means 116. It controls the current.

Throttle Actuator Drive Control Section 160 The throttle actuator drive control section 160 controls the throttle actuator 14 in accordance with the target throttle opening degree signal from the target throttle opening degree / target field current amount calculating means 116.

Warning Light Control Unit 170 The warning light control unit 170 turns on or off the warning light 13 according to the lighting instruction signal or the extinguishing instruction signal from the traveling energy restriction presence / absence determining means 117.

Data Communication Control Unit 180 The data communication control unit 180 transmits the determination result of the traveling energy restriction presence / absence determining means 117 to the traveling system controller 11.

[2] Operation of Power Generation System Controller 100 FIG. 3 is a flowchart showing the operation of the power generation system controller 100, and FIG. 4 is a flowchart showing the specific contents of step 900 (generator output control) shown in FIG. Is. Hereinafter, the operation of the power generation system controller 100 will be described in order.

First, the power generation system controller 100 outputs road information (altitude or road gradient of the route from the car navigation device 12 to the route from the current position to the destination,
It includes information indicating the distance and the like. ) Is read out, and the traveling energy required for the vehicle to travel from the current position to any point on the route, that is, the required traveling energy E1 (t) is calculated (steps 300 and 301). Here, the required traveling energy E1 (t) is represented by the above equation (1) as described above.

Next, the required running energy E1 (t) calculated in step 310 and the generator charging capacity stored in advance (the integrated maximum output E2 (t) and the integrated minimum output E3 (t)). And step 400, 410, 42
Normal mode consisting of 0, steps 500, 510, 52
0, 530 or steps 500, 600, 610, 62
Control range change mode consisting of 0, steps 700, 71
0, 720, 730 or steps 700, 800, 81
A determination is made to select any one of the three operation modes of the running energy restriction mode of 0 and 820 (step 320). Here, the normal mode, the control range changing mode, and the traveling energy limiting mode are determined based on the following criteria.

(1) When traveling energy from the current location to the destination is mainly positive (when energy is discharged from the battery) Normal mode: E1 (t) ≤E2 (t at any point on the route )
(For example, when a flat road continues to a destination and runs at a low speed (see FIG. 6)) E1 (t)> E2 (t) for a certain time on the route, but almost E1
If (t) ≤ E2 (t) is satisfied (for example, there is an uphill road with a gentle slope to the destination, but a flat road continues after that, or there is a downhill road and discharge on the uphill road due to regenerative energy Min. Is charged to the battery) Control range change mode …… E1 (t) ≦ E2 (t) to E1
(t)> E2 (t) (For example, when a flat road continues and then uphill roads continue (see Fig. 7), or when entering a highway from the city and traveling at high speed) Energy limit mode ... E in almost all sections on the route
When 1 (t)> E2 (t) (for example, when the uphill road is continuous (see FIG. 9) or when traveling at high speed on a highway) (2) The driving energy from the current location to the destination is the main Is negative (when regenerative energy is stored in the battery) Normal mode: E1 (t) <E3 (t) is maintained for a certain time on the route, but when E1 (t)> E3 (t) is almost satisfied ( When there is a downhill road with a gentle slope to the destination, but a flat road continues after that) Control range change mode …… E1 (t) ≧ E3 (t) to E1
When shifting to (t) ≤ E3 (t) (For example, when a downhill road continues after an almost flat road continues (see Fig. 8)) Running energy limit mode: E in almost all sections on the route
When 1 (t) <E3 (t) is satisfied (for example, when the downhill road continues (see FIG. 10)) When the normal mode is selected in step 320, in other words, the required traveling energy E1 (t) Is smaller than the charging capacity of the generator, it was determined that it is possible to compensate for the change in the battery charge state due to being released as powering energy or absorbed as regenerative energy by varying the generator output. In that case, the process proceeds to steps 400 to 420.

[1] Normal Mode In the normal mode, first, the warning lamp 13 is turned off via the warning lamp controller 170 (step 400). This warning light 1
The turning off of 3 is performed to notify the driver that the running energy is not limited.

Next, the traveling system controller 11 is notified via the data communication control unit 180 that the traveling energy is not limited (step 410). The traveling system controller 11 that has received this notification,
The inverter 8 and the traveling motor 9 are driven according to the accelerator operation by the driver.

Next, the threshold values S1, S2 and S3 indicating the battery charge state related to the generator output pattern are set to normal values (S10 (85%), S20 (80%) and S30 (75), respectively.
%)) (Step 420). That is, the normal pattern (solid line pattern in FIG. 5) is selected as the generator output pattern.

Next, generator output control (step 900,
Detailed contents are shown in FIG. ).

In the generator output control, it is first judged whether or not a predetermined time ts has passed (step 91).
0). Here, the predetermined time ts is a time for instructing the timing for calculating the battery charge state, and is also a time for instructing the timing for performing the throttle control and the field current control for varying the power generation output.

In step 910, the predetermined time ts
Is determined to have elapsed, the battery current and the battery voltage detected by the current detector 6 and the voltage detector 7 are calculated (step 920), and then the current battery charging is performed based on the battery current and the battery voltage. The state is calculated (step 930). On the other hand, if it is determined in step 910 that the predetermined time ts has not elapsed, the process returns to step 910.

Next, it is determined whether or not a predetermined time ta for instructing the timing of changing the target power generation output has elapsed (step 940).

In step 940, a predetermined time ta
When it is determined that has passed, the target power generation output corresponding to the battery charge state is calculated from the power generator output pattern shown in FIG. 5 (step 950).

Next, the current actual power generation output Pg is calculated from the power generation current and the battery voltage detected by the current detector 5 and the voltage detector 7 based on the above equation (4) (step 960).

Next, the target power generation output and the actual power generation output Pg
Are compared with each other (step 970), the target throttle opening and the field current amount of the generator 2 are calculated by feedback control so that they match each other (step 980), and the throttle actuator drive control section 160 is used to control the throttle opening. The opening degree of the valve 15 is controlled to the target throttle opening degree, and the field current amount of the generator 2 is controlled to the target field current amount via the field winding current control unit 150 (step 99).
0), and returns to step 910.

On the other hand, if it is determined in step 940 that the predetermined time ta has not elapsed, the process proceeds to steps 960-990 without calculating the target power generation output.

In the first step 940 immediately after the control is started, it is determined that the predetermined time ta has elapsed for the initialization of the target power generation output, and steps 950 to 99 are executed.
0 is executed.

When the above generator output control is executed, the battery charge state and the generator output in the normal mode change with time as shown in FIG. 6, for example.

In FIG. 6, first, the initial value of the target power generation output is determined from the battery charging state at the current location. Figure 6
Since it is assumed that the battery charge state at the current location is equal to S20 (80%), the target power generation output is 0 [kW].
Has become.

After that, when the predetermined time ta elapses, the target power generation output is updated based on the battery charge state changed by the running energy of the inverter 8 and the running motor 9 during the predetermined time ta. That is, when the running energy of the inverter 8 and the running motor 9 during the predetermined time ta is the power running energy and is larger than the target power generation output, the difference energy is released from the battery 4, and the battery charge state is lowered. When the battery charge state is equal to or lower than the threshold value S20 (80%), the target power generation output is increased so as to compensate for the amount of energy released from the battery 4. On the other hand, when the battery charge state is equal to or higher than the threshold value S20, the power generation output is set. The target power generation output is set to 0 [kW] so as not to charge the battery 4.

When the running energy during the predetermined time ta is the power running energy and is smaller than the target power generation output, the difference energy is accumulated in the battery 4, and when the running energy is the regenerative energy, this regenerative energy is generated. Since the total energy of the power generation output and the target power generation output is accumulated in the battery 4, the battery charge state rises in any case. The battery charge state is the threshold value S
When it is 20 or more, the target power generation output is set to 0 [kW] so that the battery 4 is not charged by the power generation output. On the other hand, when it is less than the threshold value S20, the target power generation output is set so as to compensate the energy released from the battery 4. Will be increased.

By repeating the above operation every time the predetermined time ta elapses, the battery charge state is controlled so as to maintain the threshold value S20. Therefore, by setting the threshold value S20 so that the threshold value S10 is not exceeded even if regenerative energy is absorbed on the route to the destination, the battery charge state is controlled within the control range from the threshold value S30 to the threshold value S10. can do.

Returning to the flowchart of FIG. 3 again, when the control range changing mode is selected in step 320, in other words, the required running energy E1 (t) exceeds the generator charging capacity, and the battery charging is performed in the normal mode control. When it is determined that the state cannot be controlled within the range from the threshold value S30 to the threshold value S10, steps 500 to 530, 600
To 620.

[2] Control Range Change Mode In the control range change mode, first, whether the battery charge state cannot be completely controlled on the discharge side or on the charge side by the required traveling energy E1 (t) to the destination. Is determined (step 500), the process proceeds to step 510 if the discharge side cannot control the control, and proceeds to step 600 if the charge side cannot control the control.

When the control cannot be completed on the discharge side First, the warning lamp 13 is turned off via the warning lamp controller 170 (step 510) to notify the driver that the running energy is not limited.

Next, the data communication control unit 1 indicates that it is not necessary to limit the running energy and the inverter 8 and the running motor 9 can be driven according to the accelerator operation by the driver.
The traveling system controller 11 is notified via 80 (step 520).

Next, the thresholds S1, S2, S3 indicating the battery charge state related to the generator output pattern are set to the normal values (S
10 (85%), S20 (80%), S30 (75%)) Fully charged side (S11 (87%), S21 (86%), S31 (8
5%)) (step 530). That is, the charging side pattern is selected as the generator output pattern.

Next, generator output control (step 900)
Move to

FIG. 7 shows an example of temporal changes in the battery charge state and the generator output when the control range changing mode is selected. In this example, since the uphill road is continuous from the middle of the route to the destination, the required traveling energy E1 (t) to the destination becomes large, so that the battery charge state cannot be controlled on the discharging side in the normal mode, This corresponds to the case where the control range changing mode is selected.

As shown in FIG. 7, thresholds S1, S2, S3
Full charge side (S11 (87%), S21 (86%), S31
(85%)), the target power generation output is
It will be set to a value larger than the target power generation output in the normal mode. Therefore, while the charging capacity of the generator 2 has a margin with respect to the running energy (power running energy), the battery charge state can be controlled to the full charge side in advance by the difference energy between the generator output and the running energy. After that, even if the running energy (powering energy) exceeds the maximum output of the generator 2 and the energy continues to be released from the battery 4, the battery charge state should drop below the lower limit value S30 of the control range in the normal mode. Is eliminated, and the threshold value S10 to the threshold value S in the normal mode is substantially eliminated.
The battery charge state can be controlled within the control range of up to 30.

Although not shown in FIG. 7, when there is a downhill road on the route to the destination, the battery 4 is charged by the regenerative energy and the battery charge state is the upper limit value of the control range in the normal mode. It is conceivable that the battery 4 becomes overcharged when S30 or more. Based on this idea, the amount of regenerative energy on the route is also calculated when the required traveling energy is calculated (step 310 in FIG. 3), and the battery 4 is not overcharged even if this regenerative energy is absorbed. Therefore, it is desirable to determine the threshold values S11, S21, S31.

When control cannot be completed on the charging side First, the warning light 13 is turned off via the warning light control unit 170 (step 600) to notify the driver that the vehicle running output is not limited. .

Next, the traveling system controller 11 is notified via the data communication control unit 180 that the limitation of the traveling energy is unnecessary and the inverter 8 and the traveling motor 9 can be driven according to the accelerator operation by the driver. (Step 610).

Next, the thresholds S1, S2, S3 indicating the battery charge state related to the generator output pattern are set to normal values (S
10 (85%), S20 (80%), S30 (75%)) on the discharge side (S12 (75%), S22 (74%), S32 (73)
%)) (Step 620). That is, the discharge side pattern is selected as the generator output pattern.

Next, generator output control (step 900)
Move to

FIG. 8 shows another example of the temporal changes in the battery charge state and the generator output when the control range changing mode is selected. In this example, since the downhill road is continuous from the middle of the route to the destination, the required traveling energy E1 (t) to the destination becomes negative, so that the battery charge state cannot be controlled on the charging side in the normal mode, This corresponds to the case where the control range changing mode is selected.

As shown in FIG. 8, thresholds S1, S2, S3
On the discharge side (S12 (75%), S22 (74%), S32 (7
3%)), the target power generation output is set to a value smaller than the target power generation output in the normal mode. Therefore, while the running energy is the power running energy, the battery charge state can be controlled to the discharge side in advance, and even if the running energy becomes the regenerative energy and the energy is continuously absorbed by the battery 4, the battery charging is continued. The state does not rise above the upper limit value S10 of the control range in the normal mode, and the battery charge state can be controlled substantially within the control range from the threshold value S10 to the threshold value S30 in the normal mode.

Although not shown in FIG. 8, when there is an uphill road on the route to the destination, the battery 4 is discharged by the power running energy, and the battery charge state is the lower limit value of the control range in the normal mode. It is conceivable that the battery 4 becomes over 10 and the battery 4 is over-discharged. Based on this idea, the amount of power running energy on the route is also calculated when the required running energy is calculated (step 310 in FIG. 3), and the threshold value S12 is set so that the battery 4 is not over-discharged even if this power running energy is released. , S22, S32 are preferably determined.

Returning to the flowchart of FIG. 3 again, when the traveling energy limiting mode is selected in step 320, in other words, the required traveling energy E1 (t) greatly exceeds the generator charging capacity, and the control in the control range changing mode is performed. Then, if it is determined that the battery charge state cannot be controlled within the control range from the threshold value S30 to the threshold value S10, the process proceeds to steps 700 to 730 and 800 to 820.

[3] Travel Energy Limit Mode In the control range change mode, first, whether the battery charging state cannot be completely controlled on the discharging side or on the charging side by the required traveling energy E1 (t) to the destination. Is determined (step 700), the process proceeds to the step 710 side if the discharge side cannot control the control, while the process proceeds to step 800 side if the charge side cannot control it.

When the control cannot be completed on the discharge side First, the warning light 13 is turned on via the warning light control unit 170 (step 710) to notify the driver that the running energy is limited.

Next, the power running energy is limited to a limit value P which will be described later.
The data communication control unit 1 is limited to mm [kW] or less.
The traveling system controller 11 is notified via 80 (step 720).

Next, the threshold values S1, S2, S3 indicating the battery charge state related to the generator output pattern are set to normal values (S
10 (85%), S20 (80%), S30 (75%)) Fully charged side (S11 (87%), S21 (86%), S31 (8
5%)) (step 730). That is, the charging side pattern is selected as the generator output pattern. Next, the process proceeds to the generator output control (step 900).

FIG. 9 shows an example of temporal changes in the battery charge state and the generator output when the running energy limiting mode is selected. In this example, the required running energy E1 (t) becomes extremely large because the uphill road is continuous to the route to the destination. Therefore, in the control range changing mode, the battery charge state cannot be controlled on the discharging side, and the running energy is there. Corresponds to the case where the restriction mode is selected.

As shown in FIG. 9, by limiting the power running energy in the traveling system to the limit value Pmm during the period when the power running energy exceeding the maximum output of the generator 2 is required, the limit value Pmm and the generator 2 The difference energy from the maximum output becomes small, and this relatively small difference energy is released from the battery 4. For this reason, even if the battery charge state drops from the value at the current location, the battery charge state can be maintained at the lower limit value S30 or more of the control range in the normal mode, and over-discharge of the battery 4 can be prevented. Further, since the warning light 13 is turned on to notify the driver that the running energy is limited,
It is possible to prompt the driver to change the traveling route to the destination or to perform a driving operation commensurate with the limited output of the traveling motor 9.

When control cannot be completed on the charging side First, the warning light 13 is turned on via the warning light control unit 170 (step 800) to notify the driver that the running energy is limited.

Next, the regenerative energy is limited to a limit value P which will be described later.
The data communication control unit 1 is limited to mg [kW] or less.
The traveling system controller 11 is notified via 80 (step 810).

Next, the thresholds S1, S2, S3 indicating the battery charge state related to the generator output pattern are set to the normal values (S
10 (85%), S20 (80%), S30 (75%)) on the discharge side (S12 (75%), S22 (74%), S32 (73)
%)) (Step 820). That is, the discharge side pattern is selected as the generator output pattern.

Next, generator output control (step 900)
Move to

FIG. 10 shows another example of temporal changes in the battery charge state and the generator output when the running energy limiting mode is selected. In this example, the required traveling energy is extremely small because the descending road is continuous on the route to the destination.Therefore, in the control range change mode, the battery charge state cannot be controlled on the charging side, so the traveling energy limit mode is selected. If you do.

As shown in FIG. 10, by limiting the regenerative energy in the traveling system to the limit value Pmg, during regeneration,
The regenerative energy limited to the limit value Pmg is the battery 4
Will be absorbed by. Therefore, even if the battery charge state rises from the value at the current location, the battery charge state can be maintained at the upper limit value S10 or less of the control range in the normal mode, and overcharge of the battery 4 can be prevented. Further, since the warning light 13 is turned on to notify the driver that the traveling energy is limited, the driver is required to change the traveling route to the destination or the limited traveling motor 9 is used. It is possible to encourage a driving operation commensurate with the output.

In the above embodiment, the threshold values S1, S2, which indicate the battery charge state relating to the generator output pattern,
Normal value of S3 S10, S20, S30 is 85%, 80 respectively
%, 75%, but the normal values S10, S20, and S30 are not limited to these numerical values, and the battery 4
It may be a numerical value that is appropriately set according to the capacity and rating.

In the above embodiment, the threshold value S1,
S2, S3 full charge side S11, S21, S31 respectively 87
%, 86%, 85%, and discharge side S12, S2
2 and S32 were set to 75%, 74%, and 73%, respectively, but full charge side S11, S21, S31 and discharge side S12, S22,
S32 is not limited to these numerical values, and is a numerical value that is appropriately set according to the required traveling energy E (t), the capacity of the battery 4, and the maximum output of the generator 2 as described above. Good.

Further, in the above embodiment, the pattern having the characteristics shown in FIG. 5 is used as the generator output pattern, but the generator output pattern is not limited to the pattern having such characteristics. , A pattern having a characteristic that the target power generation output decreases as the battery charge state approaches full charge, for example,
As shown in FIG. 12, even if the target power generation output changes in an nth-order curve (FIG. 11 is an example of a quadratic curve) between the threshold values S2 and S3 as shown in FIG. May have a threshold value of 3 points or more (FIG. 12 shows an example of 4 points), or may have a hysteresis characteristic as shown in FIG. Here, the pattern shown in FIG. 13 is effective for preventing a sudden change in the target power generation output and a deterioration in the emission when the power running energy and the regenerative energy appear alternately, as in a wavy road. It is a pattern.

As described above, according to the present invention, the required traveling energy to the destination is calculated in advance from the road information from the car navigation device, and when the traveling energy more than the charging capacity of the generator is required. Since it is possible to change the control range of the battery charge state and limit the traveling energy, it is possible to travel to the destination without over-discharging or over-charging the battery.

[Brief description of drawings]

FIG. 1 is a configuration diagram of a hybrid vehicle incorporating a control device for a hybrid vehicle according to an embodiment.

[Fig. 2] Configuration diagram of a power generation system controller

FIG. 3 is a flowchart showing the operation of the power generation system controller.

FIG. 4 is a flowchart showing specific contents of generator output control.

FIG. 5: Graph of generator output pattern

FIG. 6 is a diagram showing a relationship between required traveling energy, a battery charge state, and a target generator output in a normal mode.

FIG. 7 is a diagram showing the relationship between the required running energy, the battery charge state, and the target generator output when the control range is changed to the discharge side in the control range change mode.

FIG. 8 is a diagram showing the relationship between the required running energy, the battery charge state, and the target generator output when the control range is changed to the fully charged side in the control range change mode.

FIG. 9 is a diagram showing the relationship between the required running energy, the battery charge state, and the target generator output when the power running energy is limited in the running energy limiting mode.

FIG. 10 is a diagram showing the relationship between the required traveling energy, the battery charge state, and the target generator output when the regenerative energy is limited in the traveling energy limitation mode.

FIG. 11 is a graph showing another example of the generator output pattern.

FIG. 12 is a graph showing still another example of the generator output pattern.

FIG. 13 is a graph showing still another example of the generator output pattern.

[Explanation of symbols]

1 Internal Combustion Engine (Motor) 2 Generator 4 Battery 9 Electric Motor 11 Traveling System Controller 12 Car Navigation Device 13 Warning Light 14 Throttle Actuator 15 Throttle Valve 16 Field Winding 100 Power Generation System Controller 110 Central Control Unit 111 Required Travel Energy Calculation Means 112 Battery charge state calculation means 113 Generator charging capacity storage means 114 Generator output pattern determination means 115 Target generator output calculation means 116 Target throttle opening / Target field current amount calculation means 117 Running energy limit presence / absence determination means 150 Field winding Current control unit (generator output control unit) 160 Throttle actuator drive control unit (generator output control unit)

Claims (5)

[Claims] 1. A prime mover, a generator driven by the prime mover, a battery charged by the generator, an electric motor that receives electric power from the generator and the battery to drive a vehicle, and a car navigation device. A hybrid vehicle control device having a power generation system controller, wherein the power generation system controller receives a road information from the car navigation device and a power generator output control unit that controls the output of the power generator, A hybrid vehicle comprising: a central control unit that calculates a required traveling energy on a route to a destination and outputs a command signal to the generator output control unit based on the calculated required traveling energy. Control device. 2. The central control unit receives road information from the car navigation device and calculates required traveling energy on a route from a current location to a destination, and a required state of charge of the battery. A battery charging state calculating means, a generator charging capacity storing means for storing the charging capacity of the generator in advance, a necessary traveling energy calculated by the necessary traveling energy calculating means and the generator charging capacity storing means. Generator output pattern determining means for determining the generator output pattern based on the generator charging capacity, the generator output pattern determined by the generator output pattern determining means, and the battery charge state calculating means Target generator output calculating means for calculating the target generator output based on the battery charge state and A generator output control unit for controlling the actual generator output to match the target generator output calculated by the target generator output calculation means, and controlling the battery charge state within a predetermined control range. The control device for a hybrid vehicle according to claim 1, wherein: 3. The generator output pattern determination means includes a normal pattern having a threshold value corresponding to a predetermined control range of the battery charge state, and a charging side pattern having a threshold value on the full charge side of the threshold value of the normal pattern. , And a discharge side pattern having a threshold value on the discharge side with respect to the threshold value of the normal pattern, and it is determined that the battery charge state can be controlled within the predetermined control range by the normal pattern. In this case, the normal pattern is selected, and when it is determined that the battery charging state is equal to or lower than the lower limit value of the predetermined control range according to the normal pattern, the charging side pattern is selected instead of the normal pattern. Further, according to the normal pattern, when it is determined that the battery charge state is equal to or higher than the upper limit value of the predetermined control range. The hybrid vehicle control device according to claim 2, characterized in that selecting the discharge-side pattern instead of the normal pattern. 4. A traveling system controller for controlling the output of the electric motor is arranged in the electric motor, and the central control unit controls the necessary traveling energy calculated by the necessary traveling energy calculating means and the generator. A running energy limit presence / absence determining unit that determines whether to limit the output of the electric motor based on the generator charging capability stored in the charging capability storage unit, wherein the running energy limit presence / absence determining unit is the generator Output a command signal for limiting the output of the electric motor to the traveling system controller when it is determined that the battery charge state cannot be controlled within the predetermined control range by only controlling the output. Item 3
The control device for the hybrid vehicle according to 1. 5. The hybrid vehicle includes a warning light, and the traveling energy restriction presence / absence determining unit outputs a lighting command signal to the warning light when it is determined that the output of the electric motor should be restricted. Claim 4 characterized by the above-mentioned.
The control device for the hybrid vehicle according to 1.