WO2012104923A1 - ハイブリッド車両の駆動制御装置及びその方法、並びにハイブリッド車両 - Google Patents
ハイブリッド車両の駆動制御装置及びその方法、並びにハイブリッド車両 Download PDFInfo
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- 230000007246 mechanism Effects 0.000 claims description 58
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- 239000000446 fuel Substances 0.000 description 15
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- 238000007599 discharging Methods 0.000 description 9
- 230000001172 regenerating effect Effects 0.000 description 7
- 230000007423 decrease Effects 0.000 description 6
- 238000001514 detection method Methods 0.000 description 6
- 238000002485 combustion reaction Methods 0.000 description 3
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
- B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
- B60W30/1884—Avoiding stall or overspeed of the engine
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2556/00—Input parameters relating to data
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/086—Power
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
- F16H2037/102—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts the input or output shaft of the transmission is connected or connectable to two or more differentials
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Definitions
- the present invention relates to a technology related to a hybrid vehicle including an engine and a motor generator as power sources.
- a hybrid vehicle drive control device for driving a drive shaft connected to drive wheels by combining the output of the engine and the outputs of the first and second motor generators has a target drive using the accelerator operation amount and the vehicle speed as parameters.
- the target driving power required by the driver is calculated from the force and the vehicle speed, and the target charging / discharging power is calculated based on the SOC (State 0fgingCharging) indicating the charging / discharging state of the battery, and the calculated target driving power and target charging power are calculated.
- SOC State 0fgingCharging
- the engine torque and the engine speed are controlled so that the calculated target engine operating point is reached, and the first and second motor generators are controlled by power running or regeneration (for example, Patent Documents). 1 and 2).
- the engine generator can be controlled at a desired rotational speed. It is necessary to suppress the increase in the rotation speed.
- the engine speed is suppressed from increasing, the engine output is also suppressed as a result, which is greater than the driving force required by the driver. The actual driving force becomes small and the driving force required by the driver cannot be satisfied.
- An object of the present invention is to satisfy both of preventing the engine speed from becoming too high and satisfying the driving force required by the driver.
- a motor generator capable of charging an engine and a battery and supplying power from the battery is driven and controlled by a driving force of the engine and the motor generator.
- a target drive power calculation unit that calculates a target drive power based on an accelerator opening and a vehicle speed, and calculates a target charge / discharge power of the battery based on a charge / discharge state of the battery
- a first engine operating point calculation unit that calculates a first target engine rotational speed and a first target engine torque corresponding to the first target engine power calculated by the first target engine power calculation unit based on A first target engine rotation speed upper limit calculating unit that calculates an upper limit value of the first target engine rotation speed based on the first target engine rotation speed calculated by the first engine operating point calculation unit; Based on the second target engine rotation speed calculation unit for calculating the second target engine rotation speed so as not to exceed the upper limit value of the first target engine rotation speed calculated by the rotation speed upper limit value calculation unit, and information on the engine operating point.
- a second target engine torque calculation for calculating a second target engine torque corresponding to the second target engine rotation speed calculated by the second target engine rotation speed calculation unit is calculated based on the second target engine rotational speed calculated by the second target engine rotational speed calculation unit and the second target engine torque calculated by the second target engine torque calculation unit. 2 target engine power calculation unit, and by driving the motor generator based on the difference between the target drive power calculated by the target drive power calculation unit and the second target engine power calculated by the second target engine power calculation unit.
- a target power calculation unit that calculates target power that is power charged to the battery or power supplied from the battery to the motor generator for driving the motor generator, and the second target engine torque calculation unit calculates An engine control unit for controlling the torque of the engine based on the second target engine torque, and the second The motor generator is controlled based on the second target engine speed calculated by the target engine speed calculator, the second target engine torque calculated by the second target engine torque calculator, and the target power calculated by the target power calculator. It is possible to provide a drive control device for a hybrid vehicle having a motor generator control unit for controlling.
- the second target engine rotation speed is calculated so that the first target engine rotation speed at the target engine operating point calculated from the initially calculated first target engine power does not exceed the upper limit value
- the target engine operating point is calculated again based on the calculated second target engine speed
- the second target engine power is calculated based on the calculated target engine operating point
- the target is calculated based on the calculated second target engine power.
- Electric power is calculated, and the engine torque is controlled based on the calculated target engine operating point (particularly the second target engine torque), and the motor generator is controlled based on the calculated target engine operating point and target power, that is, the motor Generator power running control or regenerative control is performed.
- the engine further includes a target engine power upper limit value calculation unit that calculates a maximum output value that the engine can output as an upper limit value of the first target engine power, and the first target engine power calculation unit Preferably, the first target engine power is calculated so as not to exceed the upper limit value calculated by the target engine power upper limit value calculation unit.
- each of the rotating elements of the two planetary gear mechanisms is coupled to have a power splitting and synthesizing mechanism having four shafts, and each of the two motor generators is connected to the battery.
- each of the four shafts of the power split / combining mechanism is set to the one motor generator so as to become the one motor generator, the engine, the drive shaft connected to the drive wheels, and the other motor generator in order from the one side in the figure.
- the upper limit value of the rotational speed of the engine is limited by the upper limit value of the rotational speed of the one motor generator and changes according to the vehicle speed.
- the first target engine speed upper limit calculation unit is configured to perform the vehicle speed and the one of It is preferable to calculate the upper limit value of the first target engine rotational speed based on the upper limit of the rotational speed of over motor generator.
- a hybrid vehicle that drives and controls the engine and a motor generator capable of charging the battery and supplying power from the battery to drive the vehicle by the driving force of the engine and the motor generator.
- the drive control method calculating a target drive power based on an accelerator opening and a vehicle speed, calculating a target charge / discharge power of the battery based on a charge / discharge state of the battery, the target drive power and the The step of calculating the first target engine power based on the target charge / discharge power and the first corresponding to the first target engine power based on the information of the engine operating point specified by the relationship between the engine speed and the engine torque.
- Calculating the target engine speed and the first target engine torque, and the vehicle speed A step of calculating an upper limit value of the first target engine speed, and a step of calculating a second target engine speed so that the first target engine speed does not exceed the upper limit value of the first target engine speed.
- the drive control method can be provided.
- the target engine rotation speed is calculated so as not to exceed the upper limit value, thereby preventing the engine rotation speed from becoming too high and preventing the upper limit value from being exceeded. Since the target power can be calculated based on the target engine speed calculated in step (b) and the motor generator can be powered up, it is possible to satisfy the driving force required by the driver by supplementing that the engine output is suppressed.
- FIG. 2 is an example of a collinear diagram in the power split and synthesis mechanism of FIG. 1.
- FIG. 2 is an example of a collinear diagram in the power split and synthesis mechanism of FIG. 1.
- FIG. 2 is an example of a collinear diagram in the power split and synthesis mechanism of FIG. 1.
- FIG. 2 is an example of a collinear diagram in the power split and synthesis mechanism of FIG. 1.
- It is a functional block diagram which shows an example of the function of the engine control part of FIG. It is a flowchart of an example of the arithmetic processing performed by the engine control part of FIG.
- FIG. 2 is an example of a collinear diagram in the power split and synthesis mechanism of FIG. 1. It is explanatory drawing which shows an example of the relationship between an engine speed and efficiency.
- FIG. 2 is an example of a collinear diagram in the power split and synthesis mechanism of FIG. 1.
- FIG. 2 is an example of a collinear diagram in the power split and synthesis mechanism of FIG. 1.
- It is a functional block diagram which shows an example of the function of the motor generator control part of FIG. 3 is a flowchart of an example of arithmetic processing performed by a motor generator control unit in FIG. 1.
- FIG. 1 shows an example of a system configuration diagram of a drive control apparatus (hereinafter referred to as “drive control apparatus”) 1 for a hybrid vehicle of the present embodiment.
- the hybrid vehicle has an engine (internal combustion engine) 2 that generates a driving force by burning fuel and a driving force that is generated (powering) by electric energy, or electric energy that is generated by regeneration.
- a first planetary gear mechanism 8 and a second planetary gear mechanism 9 as a power split and synthesis mechanism that synthesizes and divides the driving force of the second motor generator 5 and the road surface reaction force input from the drive wheels 6;
- a power split and synthesis mechanism and an output transmission mechanism 31 connected to the drive shaft 7 are provided.
- the first motor generator 4 includes a first rotor shaft 13, a first rotor 14, and a first stator 15.
- the second motor generator 5 includes a second rotor shaft 16, a second rotor 17, and a second stator 18.
- the first stator 15 of the first motor generator 4 is connected to the first inverter 19, and the second stator 18 of the second motor generator 5 is connected to the second inverter 20.
- the first and second inverters 19 and 20 are connected to the battery 21. Thereby, the first and second inverters 19 and 20 control electric energy from the battery 21 to the first and second stators 15 and 18.
- the first and second inverters 19 and 20 are connected to the drive control controller 32.
- the driving force of the first and second motor generators 4 and 5 specifically, the rotational speed and the driving torque (hereinafter also referred to as motor generator rotational speed and motor generator torque) are controlled. can do.
- Each of the first and second motor generators 4 and 5 can generate electric power by regeneration when the rotation direction and the torque direction are opposite, and can also charge the battery 21 with the generated energy.
- the first planetary gear mechanism 8 includes a first sun gear 22, a first carrier 24 that supports the first planetary gear 23, and a first ring gear 25.
- the second planetary gear mechanism 9 includes a second sun gear 26, a second carrier 28 that supports the second planetary gear 27, and a second ring gear 29.
- the engine 2, the first motor generator 4, the second motor generator 5, the first planetary gear mechanism 8, and the second planetary gear mechanism 9 are all arranged on the same axis. Then, the first carrier 24 of the first planetary gear mechanism 8 and the second sun gear 26 of the second planetary gear mechanism 9 are coupled and connected to the engine output shaft 3 of the engine 2.
- the sun gear 22 is connected to the first rotor shaft 13 of the first motor generator 4, the second ring gear 29 of the second planetary gear mechanism 9 is connected to the second rotor shaft 16 of the second motor generator 5, and the first planetary gear mechanism is connected.
- Eight first ring gear 25 and second carrier 28 of second planetary gear mechanism 9 are connected and connected to drive shaft 7 of drive wheel 6.
- connection to the drive shaft 7 is performed by connecting the output shaft 30 such as a gear provided on the outer periphery of the first ring gear 25 of the first planetary gear mechanism 8 and the drive shaft 7 by the output transmission mechanism 31. .
- the rotation elements of the first planetary gear mechanism 8 and the second planetary gear mechanism 9 are directly connected without any transmission gears or transmission gears, and each rotation element and the first motor generator are connected. 4, the connection with the 2nd motor generator 5 and the engine 2 is also the same.
- the relationship between the engine 2 or the engine output shaft 3, the first and second planetary gear mechanisms (power split and synthesis mechanisms) 8 and 9, and the output transmission mechanism 31 as described above will be described with reference to an alignment chart.
- the first carrier 24 of the first planetary gear mechanism 8 and the second sun gear 26 of the second planetary gear mechanism 9 are directly connected, and the first planetary gear mechanism 8.
- the first ring gear 25 and the second carrier 28 of the second planetary gear mechanism 9 are directly connected. Therefore, the first carrier 24 and the second sun gear 26 on the alignment chart of the two planetary gear mechanisms 8 and 9 rotate at the same speed, and the first ring gear 25 and the second carrier 28 also rotate at the same speed.
- the value is obtained by dividing the number by the number of teeth of the first sun gear 22, and the value obtained by dividing the number of teeth of the second sun gear 26 of the second planetary gear mechanism 9 by the number of teeth of the second ring gear 29 between the OUT shaft and the MG2 shaft. k2.
- the collinear diagram by this power split and synthesis mechanism is equivalent to that described in Japanese Patent No. 3852562 previously proposed by the present applicant.
- the power split and synthesis mechanism is characterized in that the first motor generator 4 and the second motor generator 5 are located at both ends of the four shafts. Then, by positioning the first motor generator 4 and the second motor generator 5 at both ends of the four shafts as described above, as described in Japanese Patent No. 3852562, the number of parts can be increased. As described later, it is possible to reduce the amount of power transferred in the normal use range where the gear ratio is high without incurring disadvantages such as an increase in size and an increase in mechanical loss. Become.
- the rotational speed and torque of the engine 2, the traveling speed of the vehicle, and the rotational speed and torque of the first and second motor generators 4 and 5 will be described using several nomographs.
- the first motor generator torque on the first rotor shaft 13 of the first motor generator 4 is Tmg1
- the second motor generator torque on the second rotor shaft 16 of the second motor generator 5 is Tmg2
- the engine output of the engine 2 is shown.
- the engine torque in the shaft 3 is Teng
- the driving torque in the output unit 30, that is, the driving torque to the driving shaft 7 is Tout.
- the rotational speed is defined as the positive direction of the rotation direction of the engine 2
- the torque input to the four axes is defined as the positive direction in which the torque having the same direction as the engine torque Teng is input. Therefore, when the driving torque Tout in the output unit 30 is positive, the torque for driving the vehicle backward is output, and when the driving torque Tout is negative, the torque for driving the vehicle forward is present. The status is being output.
- control when performing power running and regeneration by the motor generator, loss due to power generation by the inverter or motor generator occurs, so the conversion efficiency between electrical energy and mechanical energy is not 100%. For simplicity, it is assumed that there are no mechanical, electrical, or physical losses. In addition, when the loss is considered in reality, control that compensates for it, for example, control may be performed so that extra power is generated by the amount of energy lost due to the loss.
- FIG. 2 shows a low-speed traveling state in which the vehicle speed (the traveling speed of the vehicle) is relatively small, and the engine (ENG) 2 rotates forward and outputs a positive engine torque Teng.
- the first motor generator (MG1) 4 is rotating forward at high speed, but the first motor generator torque Tmg1 is zero.
- Second motor generator (MG2) 5 generates positive first motor generator torque Tmg2, but does not consume power (does not perform power running) because the second motor generator rotational speed is zero.
- the ratio between the engine rotation speed of the engine 2 and the rotation speed of the output unit 30, that is, the vehicle speed, the so-called transmission ratio is (1 + k2) / k2, and since the transmission ratio is greater than 1, it can be said that the low gear ratio state. .
- FIG. 3 shows a high-speed traveling state in which the vehicle speed is relatively high, and the engine 2 is rotating forward and outputting a positive engine torque Teng.
- First motor generator 4 generates negative first motor generator torque Tmg1, but does not generate power (does not regenerate) because the first motor generator rotational speed is zero.
- the second motor generator 5 is rotating forward at high speed, but the second motor generator torque Tmg2 is zero.
- the ratio between the engine rotation speed of the engine 2 and the rotation speed of the output unit 30, that is, the vehicle speed, the so-called gear ratio is k1 / (1 + k1), and the gear ratio is smaller than 1, so it can be said that the high gear ratio state is established. .
- FIG. 4 corresponds to an intermediate gear ratio state between the low gear ratio state of FIG. 2 and the high gear ratio state of FIG. 3.
- the vehicle speed is a medium speed running state
- the engine 2 rotates forward.
- the positive engine torque Teng is output.
- first motor generator 4 rotates positively and generates negative first motor generator torque Tmg1. That is, the first motor generator 4 generates (regenerates) electric power.
- second motor generator 5 is rotating forward, but generating positive second motor generator torque Tmg2. That is, the second motor generator 5 consumes power (powering).
- the battery 21 is not charged / discharged, if the second motor generator 5 is driven by the power generated by the first motor generator 4, the power transfer balance is excellent.
- the driving states of the first motor generator 4 and the second motor generator 5 are controlled with respect to various engine operating states in a wide traveling speed range from low speed to high speed.
- an appropriate driving torque Tout can be obtained. That is, the hybrid vehicle of this embodiment does not require a transmission in principle.
- the vehicle 2 can be moved forward and backward in a state where the engine 2 is stopped, that is, only one or both of the first motor generator 4 and the second motor generator 5.
- the rotational speed of the engine 2 should be zero, and when a torque in the negative direction acts on the engine output shaft 3, the torque is generated by the one-way clutch. Will receive.
- FIG. 5 is a diagram for explaining power circulation in the first and second motor generators 4 and 5.
- the engine 2 is in a traveling state at a traveling speed equal to or higher than the vehicle speed in the high gear ratio state in FIG. 3, and the engine 2 rotates forward and outputs a positive engine torque Teng.
- the first motor generator 4 rotates in the reverse direction and generates a negative first motor generator torque Tmg1. That is, the first motor generator 4 consumes power (powering).
- second motor generator 5 rotates in the positive direction, but generates negative second motor generator torque Tmg2. That is, the second motor generator 5 generates electric power (regeneration). In this way, either one of the first motor generator 4 and the second motor generator 5 consumes electric power (power running), and the other operates to generate electric power (regeneration). Circulation) occurs. When such power circulation occurs, the efficiency of the power transmission system decreases.
- the engine 2 corresponds to an air amount adjusting means 10 such as a throttle valve that adjusts an air intake state in accordance with a depression amount of an accelerator pedal (not shown), and an air intake state.
- a fuel supply means 11 such as a combustion injection valve for adjusting the fuel supply state
- an ignition means 12 such as an ignition device for adjusting the ignition state of the fuel.
- the combustion state of the fuel in the engine 2 is controlled by controlling the air intake state by the air amount adjusting means 10, the fuel supply state by the fuel supply means 11, and the ignition state by the ignition means 12.
- the driving force of the engine 2 specifically, the rotational speed and the driving torque (hereinafter also referred to as engine rotational speed and engine torque).
- the engine output shaft 3 of the engine 2 is provided with a one-way clutch (not shown) that allows only rotation in one direction and restricts rotation in the reverse direction.
- an accelerator opening sensor 33 that detects an operation amount of an accelerator pedal as an accelerator opening
- a traveling speed sensor 34 that detects a vehicle speed
- an engine rotation speed sensor 35 that detects a rotation speed of the engine 2 as an engine rotation speed
- a battery charge state sensor 36 for detecting a state of charge (SOC) of the battery 21 is provided.
- the drive controller 32 reads the detection signals from these sensors, and controls the air amount adjusting means 10, the fuel supply means 11, the ignition means 12, and the first and second inverters 19 and 20 in accordance with arithmetic processing described later.
- the operating state of the engine 2, the first and second motor generators 4, 5 is controlled.
- the drive control controller 32 sets and controls an efficient engine rotation speed and engine torque (also referred to as a target operating point calculation unit) 40, and the first and second motors.
- a motor generator control unit (also referred to as a motor torque command value calculation unit) 60 is provided to control the first and second inverters 19 and 20 so that the total power of the generators 4 and 5 becomes the target charge / discharge power.
- the drive control controller 32 is configured by an arithmetic processing device such as a microcomputer, and the setting unit and the control unit are constructed by arithmetic processing performed by the drive control controller 32.
- FIG. 6 is a functional block diagram illustrating an example of functions of the engine control unit 40.
- the engine control unit 40 includes a target driving force calculation unit 41, a target driving power calculation unit 42, a target charge / discharge power calculation unit 43, a provisional target engine power calculation unit 44, an upper limit power calculation unit 45, and a provisional.
- a target engine operating point calculator 46, an engine speed upper limit calculator 47, a target engine operating point calculator 48, a target engine power calculator 49, and a target power calculator 50 are provided.
- FIG. 7 shows a processing procedure of the engine control unit 40 realized by the function shown in FIG. This calculation process is executed by a timer interrupt process performed at a predetermined sampling time (for example, 10 msec.), For example.
- a predetermined sampling time for example, 10 msec.
- the processing contents of the function will be described along the processing procedure of FIG.
- step S1 the engine control unit 40 reads various signals.
- the engine control unit 40 reads various signals from the accelerator opening sensor 33, the travel speed sensor 34, and the battery charge state sensor 36.
- the target driving force calculation unit 41 calculates a target driving force (target driving torque).
- the target driving force calculation unit 41 calculates a target driving force according to the vehicle speed and the accelerator opening (which is also equivalent to the accelerator pedal depression amount) read in step S1.
- the target driving force calculation unit 41 calculates the target driving force with reference to the target driving force search map 41a.
- FIG. 8 shows an example of the target driving force search map 41a.
- the target driving force search map 41a shows the relationship between the vehicle speed, the target driving force, and the accelerator opening.
- the target driving force search map 41a when the accelerator pedal depression amount is 0 in the high vehicle speed range, the target driving force is a negative value so that the driving force is in the deceleration direction corresponding to the engine brake. Further, the target driving force is a positive value so that creep travel can be performed in the low vehicle speed range.
- the target driving force decreases as the accelerator opening decreases, and the target driving force decreases as the vehicle speed increases.
- the target driving force calculation unit 41 calculates the target driving force with reference to such a target driving force search map 41a.
- the target driving force calculation unit 41 outputs the calculated target driving force to the target driving power calculation unit 42.
- the target drive power calculation unit 42 calculates a target drive power which is a power necessary for driving the vehicle with the target drive force.
- the target drive power calculation unit 42 basically calculates the target drive power by multiplying the vehicle speed by the target drive force calculated in step S2.
- the target drive power is set so that the target drive power is set to be larger than the upper limit power that is the maximum value that can be output from the engine 2 described later, particularly in the vicinity region where the maximum target drive power is obtained.
- the target drive power calculation unit 42 outputs the calculated target drive power to the provisional target engine power calculation unit 44 and the target power calculation unit 50.
- the target charge / discharge power calculation unit 43 controls the target charge / discharge power (target) in order to control the state of charge (SOC) of the battery 21 within the normal use range, that is, within the range of preset upper and lower limit values. Charge / discharge amount) is calculated. In the present embodiment, the target charge / discharge power calculation unit 43 calculates the target charge / discharge power with reference to the target charge / discharge amount search table 43a.
- FIG. 9 shows an example of the target charge / discharge amount search table 43a.
- the target charge / discharge amount search table 43a shows the relationship between the SOC and the target charge / discharge power.
- the target charge / discharge amount search table 43a when the SOC is low, the target charge / discharge power is set to a value on the charge side so that the charge power can be increased to prevent overdischarge of the battery 21. Further, when the SOC is high, the target charge / discharge power is set to a value on the discharge side so that the discharge power can be increased to prevent overcharge.
- the discharge side is a positive value and the charge side is a negative value.
- the target charge / discharge power calculation unit 43 calculates the target charge / discharge power with reference to the target charge / discharge amount search table 43a.
- the target charge / discharge power calculation unit 43 outputs the calculated target charge / discharge power to the provisional target engine power calculation unit 44.
- the provisional target engine power calculation unit 44 calculates provisional target engine power that is the power that the engine 2 should output.
- the provisional target engine power calculation unit 44 calculates the target drive power calculated by the target drive power calculation unit 42 in step S3 and the target charge / discharge power calculated by the target charge / discharge power calculation unit 43 in step S4. Based on this, the provisional target engine power is calculated.
- the provisional target engine power takes into account the power required for driving the vehicle to charge / discharge the battery 21 (added as it is during charging (regeneration), subtracted during discharging (powering)). It is the value. That is, for example, in this embodiment, since the discharge side is handled as a negative value, the temporary target engine power calculation unit 44 subtracts the target charge / discharge power from the target drive power at the time of discharge (powering). Provisional target engine power is calculated.
- the upper limit power calculation unit 45 calculates the upper limit power that is the maximum output value that the engine 2 can output.
- This upper limit power is set by, for example, an experimental value, an empirical value, or a theoretical value.
- the upper limit power is smaller than the maximum target drive power set in step S3 or the target drive power in the vicinity thereof, the battery 21 is in an operating state that receives power assist. For example, when the accelerator is greatly depressed to about 100%, the target drive power is increased and the assist operation is likely to be performed.
- the upper limit power calculation unit 45 outputs the calculated upper limit power to the provisional target engine power calculation unit 44.
- the provisional target engine power calculation unit 44 determines whether or not the calculated provisional target engine power is larger than the upper limit power. If the provisional target engine power calculation unit 44 determines that the provisional target engine power is greater than the upper limit power (provisional target engine power> upper limit power), the process proceeds to step S8. When the provisional target engine power calculation unit 44 determines that the provisional target engine power is equal to or lower than the upper limit power (provisional target engine power ⁇ upper limit power), the process proceeds to step S9.
- the temporary target engine operating point calculation unit 46 calculates a temporary target engine operating point (a temporary target engine rotational speed and a temporary target engine torque).
- the temporary target engine operating point calculation unit 46 calculates the temporary target engine operating point based on the vehicle speed and the temporary target engine power calculated by the temporary target engine operating point calculation unit 46.
- the provisional target engine operating point calculation unit 46 calculates a provisional target engine operating point with reference to the target engine operating point search map 46a.
- the temporary target engine operating point calculation unit 46 outputs the calculated temporary target engine operating point (temporary target engine rotation speed and temporary target engine torque) to the target engine operating point calculation unit 48.
- FIG. 10 shows an example of the target engine operating point search map 46a.
- the target engine operating point search map 46a shows the relationship between the engine speed (target engine speed), the engine torque (target engine torque), and the vehicle speed.
- the target engine operating point search map changes according to the vehicle speed, and as a whole, the engine speed increases and the engine torque decreases as the vehicle speed increases.
- the target engine operating point search map 46a is set in this way.
- the engine power is the product of the engine speed and the engine torque.
- a target engine power is set as a target
- the most efficient engine speed and engine torque in the target engine power line are set as the target engine speed and target engine torque
- at least the engine alone is efficient. It is possible to drive with good fuel efficiency, that is, low fuel consumption. Combining these operating points is the best engine efficiency operating line shown in FIG.
- the target engine rotation speed and the target engine torque set in this way are defined as an operating point C.
- the target engine speed and the target engine torque are set in this way, and they are fixed, and the vehicle speed, that is, the output part rotational speed is changed as shown in FIG.
- both the first motor generator rotational speed and the second motor generator rotational speed become positive, and the first motor generator The torque has a positive value, and the second motor generator torque has a negative value.
- the first motor generator 4 is regenerated and the second motor generator 5 is powered, but there is no circulation of power (power) because the rotation direction is the positive direction.
- the first motor generator rotation speed is 0, as shown in the collinear diagram B of FIG.
- the first motor generator torque is a positive value
- the second motor generator rotational speed is positive
- the second motor generator torque is 0 (same as the high gear ratio state of FIG. 3). Again, there is no power circulation.
- the first motor generator rotational speed is negative and the first motor generator is negative as shown in the collinear diagram C of FIG.
- the torque has a negative value
- the second motor generator rotational speed has a positive value
- the second motor generator torque has a negative value.
- the first motor generator 4 is powered in the negative direction and the second motor generator 5 is regenerating, so that power (power) is circulated and the efficiency of the power transmission system is reduced. If the efficiency of the power transmission system is thus low, as shown in FIG. 13, even if the efficiency of the engine is high, the overall efficiency is lowered, and the operating point C is lower than the point D.
- the first motor generator rotational speed may be set to 0 or more as shown in the collinear diagram E of FIG. 14, for example. However, the engine rotation speed is increased by doing so. When the engine speed increases, as shown by a point E in FIG. 13, even if the efficiency of the power transmission system is high, the overall efficiency is still low.
- the rotational speed of the engine when traveling at a high speed (for example, 80 km / h) is set to be a point D between points C and E in FIG. 13 (see collinear diagram D in FIG. 14).
- the engine rotational speed at the operating point D is set as the target engine rotational speed
- the engine torque on the equal power line of the target engine power at the target engine rotational speed is set as the target engine torque.
- the target operation line when the target engine power is set changes according to the traveling speed as shown in FIG. 10, and as a whole, the higher the vehicle speed, the lower the target engine speed. Increase the target engine torque and decrease it.
- the engine speed upper limit calculating unit 47 calculates the engine upper speed (engine speed upper limit).
- the engine rotation speed upper limit calculation unit 47 calculates the engine upper limit rotation speed based on the vehicle speed.
- FIG. 15 is an alignment chart showing the relationship between the upper limit rotational speed of the first motor generator 4, the upper limit rotational speed of the engine 2, and the vehicle speed.
- the upper limit rotational speed of engine 2 is limited by the upper limit rotational speed of first motor generator 4.
- the upper limit rotational speed of the engine 2 must be a value corresponding to the vehicle speed (drive shaft rotational speed).
- the target engine operating point calculation unit 48 calculates the engine upper limit rotation speed based on the vehicle speed, more specifically, based on the vehicle speed and the upper limit rotation speed of the first motor generator 4.
- the target engine operating point calculation unit 48 compares the temporary target engine rotational speed with the engine upper limit rotational speed calculated in step S10, and determines whether or not the temporary target engine rotational speed is greater than the engine upper limit rotational speed. Determine whether. If the target engine operating point calculation unit 48 determines that the provisional target engine rotation speed is larger than the engine upper limit rotation speed (provisional target engine rotation speed> engine upper limit rotation speed), the process proceeds to step S13. If the target engine operating point calculation unit 48 determines that the provisional target engine rotational speed is equal to or lower than the engine upper limit rotational speed (temporary target engine rotational speed ⁇ engine upper limit rotational speed), the process proceeds to step S12.
- step S12 the target engine operating point calculation unit 48 sets the temporary target engine operating point (provisional target rotational speed and temporary target engine torque) as it is to the target engine operating point (target engine rotational speed and target engine torque) (target).
- Engine operating point provisional target engine operating point).
- the target engine operating point calculation unit 48 calculates a target engine torque.
- the target engine operating point calculation unit 48 refers to a target engine operating point search map 48a similar to that held by the provisional target engine operating point calculation unit 46, and sets the target engine rotation set in step S13. A target engine torque corresponding to the speed (engine upper limit rotation speed) is calculated. Then, the target engine operating point calculation unit 48 proceeds to step S15.
- the target engine operating point calculation unit 48 calculates the target engine operating point (target engine speed and target engine torque) as described above (step S12 to step S14), and calculates the calculated target engine operating point as the target engine power. Output to the unit 49 and the motor generator control unit 60. In step S15, the target engine power calculation unit 49 calculates the target engine power. In the present embodiment, the target engine power calculator 49 calculates the second target engine power based on the target engine operating point (target engine speed and target engine torque) calculated by the target engine operating point calculator 48.
- the target engine power calculated in step S15 is calculated. Is a value smaller than the provisional target engine power calculated by the provisional target engine power calculation unit 44, that is, a value that can actually be output.
- the target engine power calculated in step S15 is provisional. It becomes equal to the provisional target engine power calculated by the target engine power calculation unit 44.
- the target engine power calculation unit 49 outputs the calculated target engine power to the target power calculation unit 50.
- the target power calculation unit 50 calculates the target power.
- the target power calculation unit 50 calculates the target power by subtracting the target engine power from the target drive power.
- the target power is the power supplied to the battery 21 from the first motor generator 4 and the second motor generator 5 that are regeneratively controlled (charging of the battery 21), or the first motor generator 4 and the second motor that are powering controlled.
- This is a target value of power (discharge of the battery 21) supplied from the battery 21 to the generator 5, that is, a target value of input / output power to the battery 21.
- the target power is the assist power based on the battery power (the first motor generator 4 and the second motor generator from the battery 21). 5).
- the target engine power is a value that can actually be output, if the power assist is performed with the target power calculated here, the driving force required by the driver can be obtained.
- the target power is a value that means the charging power for the battery 21.
- the temporary target engine power is calculated as an added value of the target drive power and the target charge / discharge power during charging (during regenerative control)
- the temporary target engine rotational speed is equal to or lower than the engine upper limit rotational speed.
- the target power calculation unit 50 sets the target charge / discharge power calculated in step S4 as the target power that is the difference between the target engine power and the target drive power (this In this case, a value equivalent to the target charging power) is calculated.
- the target power calculation unit 50 As the target power, a value smaller than the target charge / discharge power calculated in step S4 (in this case, target charge power) is calculated. That is, the charging power during charging (regeneration control) is reduced.
- the target power calculation unit 50 sets the target power as the target power.
- a value corresponding to the target charge / discharge power (in this case, target discharge power) calculated in step S4 is calculated.
- the target power calculation unit 50 As described above, a value larger than the target charge / discharge power calculated in step S4 (in this case, the target discharge power) is calculated. That is, the discharge power during discharge (powering control) is increased.
- Target power calculation unit 50 outputs the calculated target power (target charge / discharge power) to motor generator control unit 60.
- the engine control unit 40 performs the air intake state by the air amount adjusting means 10, the fuel supply state by the fuel supply means 11, and the ignition means 12 so that the calculated target engine operating point, particularly the target engine torque, is achieved as described above. Controls the ignition state by.
- FIG. 16 is a functional block diagram illustrating functions of the motor generator control unit 60.
- the motor generator control unit 60 includes a motor rotation speed calculation unit (Nmg1t and Nmg2t calculation unit) 61, first and second basic torque calculation units (Tmg1i calculation unit, Tmg2i calculation unit) 62, 63, First and second feedback correction torque calculation units (Tmg1fb calculation unit, Tmg2fb calculation unit) 64, 65, and first and second torque command value calculation units (Tmg1 calculation unit, Tmg2 calculation unit) 66, 67 are provided. .
- FIG. 17 shows a processing procedure of the motor generator control unit 60 realized by the function shown in FIG. This calculation process is executed by a timer interrupt process performed at a predetermined sampling time (for example, 10 msec.), For example.
- a predetermined sampling time for example, 10 msec.
- the processing contents of the function will be described along the processing procedure of FIG.
- the motor rotational speed calculation unit 61 calculates the drive shaft rotational speed Nout of the planetary gear mechanism, that is, the output part rotational speed of the output unit 30, based on the vehicle speed. Therefore, the output portion rotation speed Nout is obtained from the vehicle speed, the final reduction ratio, and the reduction ratio of the output transmission mechanism 31.
- the motor rotation speed calculation unit 61 calculates the rotation speeds Nmg1t and Nmg2t of the first and second motor generators 4 and 5 when the engine rotation speed becomes the target engine rotation speed Neng.
- the motor rotation speed calculation unit 61 uses the following equations (1) and (2) obtained from the relationship between the rotation speeds of the planetary gear mechanism, and uses the first motor generator rotation speed Nmg1t and the second motor generator. The rotational speed Nmg2t is calculated.
- Nmg1t (Neng ⁇ Nout) ⁇ k1 + Neng (1)
- Nmg2t (Nout ⁇ Neng) ⁇ k2 + Nout (2)
- k1 and k2 are values determined by the gear ratio of the planetary gear mechanism as described above.
- the motor rotation speed calculation unit 61 outputs the calculated first and second motor generator rotation speeds Nmg1t and Nmg2t to the first basic torque calculation unit 62.
- the first basic torque calculator 62 calculates the basic torque of the first motor generator 4.
- the first basic torque calculation unit 62 includes the target power (target charge / discharge power) Pbatt calculated by the engine control unit 40, and the first and second motors calculated by the motor rotation speed calculation unit 61 in step S21.
- the basic torque Tmg1i of the first motor generator 4 is calculated.
- the first basic torque calculator 62 calculates the basic torque Tmg1i of the first motor generator 4 using the following equation (3).
- Tmg1i (Pbatt ⁇ 60 / (2 ⁇ ⁇ ) ⁇ Nmg2t ⁇ Tengt / k2) / (Nmg1t + Nmg2t ⁇ (1 + k1) / k2) ... (3)
- This equation (3) is derived by solving simultaneous equations consisting of the following equations (4) and (5).
- Tengt + (1 + k1) ⁇ Tmg1 k2 ⁇ Tmg2 (4)
- Nmg1 ⁇ Tmg1 ⁇ 2 ⁇ ⁇ / 60 + Nmg2 ⁇ Tmg2 ⁇ 2 ⁇ ⁇ / 60 Pbatt (5)
- the equation (4) is an equation (torque balance equation) representing a torque balance input to the planetary gear mechanism. That is, in the equation (4), the target torques Tmg1 and Tmg2 and the target engine torque Tengt of the first and second motor generators 4 and 5 are the same as the first and second motor generators 4 and 5 and the engine 2, respectively.
- the balance is based on the lever ratio based on the gear ratio of the power input / output device that is operatively connected.
- the expression (5) is an expression (power balance expression) representing that the power generated or consumed by the first motor generator 4 and the second motor generator 5 is equal to the input / output power (charge / discharge power) Pbatt to the battery 21.
- the first basic torque calculator 62 outputs the calculated basic torque Tmg1i of the first motor generator 4 to the second basic torque calculator 63 and the first torque command value calculator 66.
- the second basic torque calculation unit 63 calculates the basic torque Tmg2i of the second motor generator 5.
- the second basic torque calculation unit 63 determines the second motor based on the basic torque Tmg1i calculated by the first basic torque calculation unit 62 in step S22 and the target engine torque Tengt calculated by the engine control unit 40.
- a basic torque Tmg2i of the generator 5 is calculated.
- the second basic torque calculator 63 calculates the basic torque Tmg2i of the second motor generator 5 using the following equation (6).
- Tmg2i (Tengt + (1 + k1) ⁇ Tmg1i) / k2 ... (6)
- This equation (6) is derived from the equation (4).
- the second basic torque calculator 63 outputs the calculated basic torque Tmg2i of the second motor generator 5 to the second torque command value calculator 67.
- the first and second feedback correction torque calculation units 64 and 65 calculate feedback correction torques Tmg1fb and Tmg2fb of the first and second motor generators 4 and 5, respectively.
- the first feedback correction torque calculation unit 64 calculates the feedback correction torque Tmg1fb of the first motor generator 4 based on the engine rotation speed and the target engine rotation speed.
- the second feedback correction torque calculator 65 calculates the feedback correction torque Tmg2fb of the second motor generator 5 based on the engine rotation speed and the target engine rotation speed.
- the first and second feedback correction torque calculation units 64 and 65 are configured so that the engine rotation speed is measured (engine rotation speed) and the target value (target engine rotation speed) in order to bring the engine rotation speed close to the target.
- the feedback correction torques Tmg1fb and Tmg2fb are calculated by multiplying the above deviation by a preset predetermined feedback gain.
- the first and second feedback correction torque calculation units 64 and 65 have four rotation elements respectively connected to the first and second motor generators 4 and 5, the drive shaft 7, and the engine 2.
- the feedback correction torques Tmg1fb and Tmg2fb can also be set in association with the gear ratio or lever ratio of the gear mechanism.
- the first feedback correction torque calculation unit 64 outputs the calculated feedback correction torque Tmg1fb of the first motor generator 4 to the first torque command value calculation unit 66. Further, the second feedback correction torque calculation unit 65 outputs the calculated feedback correction torque Tmg2fb of the second motor generator 5 to the second torque command value calculation unit 67. In subsequent step S25, the first and second torque command value calculation units 66 and 67 calculate the torque command values of the first and second motor generators 4 and 5, respectively.
- the first torque command value calculation unit 66 calculates the basic torque Tmg1i of the first motor generator 4 calculated by the first basic torque calculation unit 62 in step S22, and calculates the first feedback correction torque in step S24.
- the torque command value of the first motor generator 4 is calculated based on the feedback correction torque Tmg1fb of the first motor generator 4 calculated by the unit 64.
- the second torque command value calculator 67 calculates the basic torque Tmg2i of the second motor generator 5 calculated by the second basic torque calculator 63 in step S23, and the second feedback correction torque in step S24.
- the torque command value of the second motor generator 5 is calculated based on the feedback correction torque Tmg2fb of the second motor generator 5 calculated by the calculation unit 65.
- the first and second torque command value calculation units 66 and 67 add the basic torques Tmg1i and Tmg2i to the feedback correction torques Tmg1fb and Tmg2fb to calculate the torque command values of the motor generators 4 and 5, respectively. .
- the first and second torque command value calculation units 66 and 67 adjust the first and second motor generators 4 and 5 so that the actual engine rotation speed converges to the target engine rotation speed obtained from the target engine operating point.
- Each feedback correction torque is set to the torque command value.
- the motor generator control unit 60 outputs the torque command values Tmg1i and Tmg2i of the first and second motor generators 4 and 5 calculated as described above to the first and second inverters 19 and 20, respectively.
- First and second inverters 19 and 20 control first and second motor generators 4 and 5 based on torque command values Tmg1i and Tmg2i, respectively. Thereby, the first and second motor generators 4 and 5 are subjected to power running control or regenerative control.
- the target driving force according to the vehicle speed and the accelerator opening is calculated, the target driving power is calculated based on the calculated target driving force and the vehicle speed, and the target charge / discharge power is calculated ( Steps S1 to S4).
- the drive control device calculates a temporary target engine power based on the calculated target drive power and target charge / discharge power (step S5). Further, the drive control device maintains the calculated provisional target engine power value when the calculated provisional target engine power is equal to or lower than the upper limit power, and increases the provisional target engine power to the upper limit when the provisional target engine power is larger than the upper limit power.
- the power is set (steps S6 to S8).
- the drive control device refers to the target engine operating point search map on the basis of the temporary target engine power and the vehicle speed that are maintained or set to the upper limit power, so that the temporary target engine operating point (the temporary target engine speed and A provisional target engine torque is calculated (step S9).
- the drive control device calculates the engine upper limit rotation speed based on the vehicle speed, and compares the calculated provisional target engine rotation speed with the engine upper limit rotation speed (step S10, step S11). Thereby, in the drive control device, when the temporary target engine rotational speed is equal to or lower than the engine upper limit rotational speed, the temporary target engine operating point is set as the target engine operating point as it is, and the temporary target engine rotational speed is larger than the engine upper limit rotational speed.
- the target engine rotational speed is set to the engine upper limit rotational speed
- the target engine torque corresponding to the set target engine rotational speed is calculated again with reference to the target engine operating point search map ( Steps S12 to S14).
- the drive control device calculates target engine power based on the target engine operating point (target engine speed and target engine torque) (step S15), and subtracts the calculated target engine power from the target drive power. Is calculated (step S16).
- the target power is calculated as follows.
- the drive control device calculates a target power corresponding to the target charge / discharge power (in this case, the target charge power). To do.
- the temporary target engine speed is limited by the engine upper limit rotational speed so as not to be larger than the engine upper limit rotational speed and the target engine power is smaller than the temporary target engine power
- the drive control device A target power having a value smaller than the discharge power (in this case, the target charge power) is calculated.
- the target power is calculated as follows.
- the drive control device calculates a target power equivalent to the target charge / discharge power (in this case, the target discharge power). To do.
- the temporary target engine speed is limited by the engine upper limit rotational speed so as not to be larger than the engine upper limit rotational speed and the target engine power is smaller than the temporary target engine power
- the drive control device A target power having a value larger than the discharge power (in this case, the target discharge power) is calculated.
- the air intake state by the air amount adjusting means 10, the fuel supply state by the fuel supply means 11, and the ignition state by the ignition means 12 are set so that the calculated target engine operating point, particularly the target engine torque, is achieved.
- the drive control device calculates torque command values for controlling the first and second motor generators 4 and 5 based on the target engine operating point and target power calculated as described above.
- the drive control device calculates the drive shaft rotation speed Nout of the planetary gear mechanism based on the vehicle speed, and the rotation speeds Nmg1t, Nmg2t of the first and second motor generators 4, 5 based on the calculated drive shaft rotation speed Nout. Is calculated (step S21). Then, the drive control device calculates the basic torque Tmg1i of the first motor generator 4 based on the target power Pbatt, the first and second motor generator rotational speeds Nmg1t, Nmg2t, and the target engine torque Tengt (step S22).
- the drive control device calculates the basic torque Tmg2i of the second motor generator 5 based on the calculated main torque Tmg1i of the first motor generator 4 and the target engine torque Tengt (step S23).
- the drive control device calculates feedback correction torques Tmg1fb and Tmg2fb of the first and second motor generators 4 and 5 based on the engine rotation speed and the target engine rotation speed (step S24).
- the drive control device performs the first calculation based on the calculated basic torques Tmg1i, Tmg2i of the first and second motor generators 4, 5 and the feedback correction torques Tmg1fb, Tmg2fb of the first and second motor generators 4, 5. Torque command values for the first and second motor generators 4 and 5 are calculated (step S25).
- the drive control device outputs the torque command values Tmg1i and Tmg2i of the first and second motor generators 4 and 5 calculated as described above to the first and second inverters 19 and 20, respectively.
- First and second inverters 19 and 20 control first and second motor generators 4 and 5 based on torque command values Tmg1i and Tmg2i, respectively.
- the first and second motor generators 4 and 5 are subjected to power running control or regenerative control.
- charging / discharging of the battery 21 can be set as the target value while realizing the target driving force.
- the final target engine rotational speed is calculated so that the temporary target engine rotational speed of the target engine operating point calculated from the initially calculated temporary target engine power does not exceed the upper limit value.
- the target engine operating point is calculated again based on the final target engine speed, the final target engine power is calculated based on the calculated target engine operating point, and the final target engine power is calculated.
- the target power is calculated for the engine 2, the torque of the engine 2 is controlled based on the calculated target engine operating point (particularly the final target engine torque), and the motor generator 4 is controlled based on the calculated target engine operating point and target power.
- 5 is controlled, that is, power running control or regenerative control of the motor generators 4 and 5 is performed.
- the target engine speed is calculated so as not to exceed the upper limit value, so that the engine speed is prevented from becoming too high and the upper limit value is not exceeded. Since the target power can be calculated based on the target engine rotational speed and the motor generators 4 and 5 can be powered, the driving force required by the driver can be satisfied by compensating for the engine output being suppressed. Therefore, it is possible to prevent the engine speed from becoming too high, and to satisfy the driving force requested by the driver by power assist using the electric power of the battery 21 while keeping the SOC of the battery 21 within a predetermined range.
- the target engine operating point is calculated based on the first target engine rotational speed calculated so as not to exceed the upper limit value, and the target power considering the target driving power based on the calculated target engine operating point. Is calculated. That is, in the present embodiment, an appropriate target engine operating point is determined while realizing the target drive power and the target power. Thus, in the present embodiment, the engine operating point is taken into consideration and both the target driving force is ensured and the target charge / discharge state is ensured (the SOC is within a predetermined range).
- an upper limit power for provisional target engine power is determined, and the target engine power is calculated so as not to exceed the upper limit power.
- the engine upper limit rotation speed is calculated based on the vehicle speed and the upper limit values of the rotation speed of the first motor generator 4.
- the upper limit value of the rotational speed of the engine 2 is limited by the upper limit value of the rotational speed of the first motor generator 4 and changes according to the vehicle speed.
- An appropriate engine upper limit rotation speed can be calculated by matching.
- the feedback correction amount is set for each torque command value of the motor generators 4 and 5 so that the actual engine speed is converged to the target engine speed determined from the target engine operating point.
- the drive control device for a hybrid vehicle controls driving of the vehicle using outputs from the engine and the plurality of motor generators, and includes an accelerator opening detector that detects the accelerator opening.
- a vehicle speed detection unit that detects the vehicle speed
- a battery charge state detection unit that detects the state of charge of the battery
- an accelerator opening detected by the accelerator opening detection unit and a vehicle speed detected by the vehicle speed detection unit
- a target drive power setting unit that sets the target drive power based on the battery charge state
- a target charge / discharge power setting unit that sets the target charge / discharge power based on at least the charge state of the battery detected by the battery charge state detection unit
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Abstract
Description
一方、前述のようなハイブリッド車両の駆動制御装置では、エンジンの回転速度が高くなるのを抑えてしまうと、結果としてエンジン出力も抑えられてしまうことになり、運転者の要求する駆動力よりも実際の駆動力が小さくなってしまい運転者が要求する駆動力を満足させることができない。
本発明の目的は、エンジンの回転速度が高くなりすぎるのを防止することと、運転者が要求する駆動力を満足させることとを両立させることである。
また、本発明の実施態様によれば、以上のようなハイブリッド車両の駆動制御装置を搭載したハイブリッド車両を提供できる。
(ハイブリッド車両の駆動制御装置の構成)
図1は、本実施形態のハイブリッド車両の駆動制御装置(以下、「駆動制御装置」という。)1のシステム構成図の一例を示す。
第1モータジェネレータ4の第1ステータ15は第1インバータ19に接続され、第2モータジェネレータ5の第2ステータ18は第2インバータ20に接続されている。そして、第1及び第2インバータ19,20はバッテリ21に接続されている。これにより、第1及び第2インバータ19,20は、バッテリ21から第1及び第2ステータ15,18への電気エネルギーを制御する。また、第1及び第2インバータ19,20は駆動制御コントローラ32に接続されている。
前述のように、本実施形態では、第1遊星歯車機構8の第1キャリヤ24と第2遊星歯車機構9の第2サンギヤ26とが直接的に連結されており、かつ第1遊星歯車機構8の第1リングギヤ25と第2遊星歯車機構9の第2キャリヤ28とが直接的に連結されている。このため、2つの遊星歯車機構8,9の共線図上の第1キャリヤ24と第2サンギヤ26とは同じ速度で回転し、第1リングギヤ25と第2キャリヤ28も同じ速度で回転する。そこで、2つの遊星歯車機構8,9の共線図を重ね合わせると、図2のように、例えば左から第1遊星歯車機構8の第1サンギヤ22の軸(図2のMG1軸:第1モータジェネレータ4の第1ロータ軸13に相当)、第1遊星歯車機構8の第1キャリヤ24及び第2遊星歯車機構9の第2サンギヤ26の軸(図2のENG軸:エンジン2のエンジン出力軸3に相当)、第1遊星歯車機構8の第1リングギヤ25及び第2遊星歯車機構9の第2キャリヤ28の軸(図2のOUT軸:第1リングギヤ25の出力部30、すなわち駆動輪6の駆動軸7に相当)、第2遊星歯車機構9の第2リングギヤ29の軸(図2のMG2軸:第2モータジェネレータ5の第2ロータ軸16に相当)の計4つの軸が設定される。そして、これらの軸間距離のレバー比を求めると、例えば図のENG軸-OUT軸間を1としたとき、ENG軸-MG1軸間は、第1遊星歯車機構8の第1リングギヤ25の歯数を第1サンギヤ22の歯数で除した値k1となり、OUT軸-MG2軸間は、第2遊星歯車機構9の第2サンギヤ26の歯数を第2リングギヤ29の歯数で除した値k2となる。
駆動制御コントローラ32は、これらのセンサからの検出信号を読込み、後述する演算処理に従って、空気量調整手段10、燃料供給手段11、着火手段12、並びに第1及び第2インバータ19,20を制御することにより、エンジン2、第1及び第2モータジェネレータ4,5の運転状態を制御する。
なお、駆動制御コントローラ32は例えばマイクロコンピュータなどの演算処理装置で構成され、前記の設定部や制御部は、当該駆動制御コントローラ32で行われる演算処理によって構築されている。
図6は、エンジン制御部40の機能の一例を示す機能ブロック図である。
図6に示すように、エンジン制御部40は、目標駆動力算出部41、目標駆動パワー算出部42、目標充放電パワー算出部43、暫定目標エンジンパワー算出部44、上限パワー算出部45、暫定目標エンジン動作点算出部46、エンジン回転速度上限値算出部47、目標エンジン動作点算出部48、目標エンジンパワー算出部49、及び目標電力算出部50を備えている。
以下に、図7の処理手順に沿って、機能の処理内容を説明する。
図7に示すように、先ずステップS1において、エンジン制御部40は各種信号を読込む。本実施形態では、エンジン制御部40は、アクセル開度センサ33、走行速度センサ34、及びバッテリ充電状態センサ36からの各種信号を読込む。
図8に示すように、目標駆動力検索マップ41aは、車速、目標駆動力、及びアクセル開度の関係を示す。目標駆動力検索マップ41aでは、高車速域でアクセルペダル踏み込み量が0のとき、エンジンブレーキ相当の減速方向の駆動力となるように、目標駆動力が負の値になっている。また、低車速域のとき、クリープ走行ができるように、目標駆動力が正の値になっている。この目標駆動力検索マップ41aでは、概ねアクセル開度が少なくなるほど目標駆動力は小さくなり、車速が大きくなるほど目標駆動力は小さくなる。
目標駆動力算出部41は、このような目標駆動力検索マップ41aを参照して目標駆動力を算出する。目標駆動力算出部41は、算出した目標駆動力を目標駆動パワー算出部42に出力する。
図9に示すように、目標充放電量検索テーブル43aは、SOC及び目標充放電パワーの関係を示す。目標充放電量検索テーブル43aでは、SOCが低い場合、充電パワーを大きくしてバッテリ21の過放電を防止できるように目標充放電パワーを充電側の値としている。また、SOCが高い場合、放電パワーを大きくして過充電を防止できるように目標充放電パワーを放電側の値としている。目標充放電量検索テーブル43aでは、便宜上、放電側を正の値とし、充電側を負の値としている。
続くステップS5において、暫定目標エンジンパワー算出部44は、エンジン2が出力すべきパワーである暫定目標エンジンパワーを算出する。本実施形態では、暫定目標エンジンパワー算出部44は、前記ステップS3で目標駆動パワー算出部42が算出した目標駆動パワー及び前記ステップS4で目標充放電パワー算出部43が算出した目標充放電パワーを基に暫定目標エンジンパワーを算出する。
続くステップS7において、暫定目標エンジンパワー算出部44は、算出した暫定目標エンジンパワーが上限パワーよりも大きいか否かを判定する。
暫定目標エンジンパワー算出部44は、暫定目標エンジンパワーが上限パワーよりも大きい(暫定目標エンジンパワー>上限パワー)と判定すると、ステップS8に進む。また、暫定目標エンジンパワー算出部44は、暫定目標エンジンパワーが上限パワー以下(暫定目標エンジンパワー≦上限パワー)と判定すると、ステップS9に進む。
このようなステップS7及びステップS8により、暫定目標エンジンパワー算出部44は、暫定目標エンジンパワーの上限ガードを行っている。そして、暫定目標エンジンパワー算出部44は、ステップS8で算出した暫定目標エンジンパワー(=上限パワー)又はステップS5で算出した暫定目標エンジンパワー(≦上限パワー)を暫定目標エンジン動作点算出部46に出力する。
図10に示すように、目標エンジン動作点検索マップ46aは、エンジン回転速度(目標エンジン回転速度)、エンジントルク(目標エンジントルク)、及び車速の関係を示す。目標エンジン動作点検索マップは、車速に応じて目標エンジン動作点が変化し、全体的に、車速が大きいほど、エンジン回転速度が大きく、エンジントルクが小さくなる。
例えば、図11のように横軸にエンジン回転速度、縦軸にエンジントルクをとると、エンジンパワーはエンジン回転速度とエンジントルクの積値であるから、エンジンパワーの等パワーラインは図において反比例曲線で表れる。また、このエンジン特性図には、エンジン単体での等しい効率を結んだ等効率ラインが存在する。例えば、目標とする目標エンジンパワーが設定されると、その目標エンジンパワーラインのうち、最も効率のよいエンジン回転速度とエンジントルクを目標エンジン回転速度、目標エンジントルクとすれば、少なくともエンジン単体では効率のよい、つまり低燃費な運転が可能となる。これらの動作点を連結したのが図11に示すエンジン効率の最良動作ラインとなる。
仮に、このようにして目標エンジン回転速度及び目標エンジントルクを設定し、それらを固定して車速、すなわち出力部回転速度を図12のように変化させてみる。その場合、車速が小さく、出力部回転速度が小さい場合には、図12の共線図Aに示すように、第1モータジェネレータ回転速度も第2モータジェネレータ回転速度も正となり、第1モータジェネレータトルクは正値、第2モータジェネレータトルクは負値となる。この場合、第1モータジェネレータ4は回生し、第2モータジェネレータ5は力行するが、共に回転方向が正方向であるからパワー(動力)の循環はない。
続くステップS10において、エンジン回転速度上限値算出部47はエンジン上限回転速度(エンジン回転速度上限値)を算出する。本実施形態では、エンジン回転速度上限値算出部47は、車速を基にエンジン上限回転速度を算出する。
図15に示すように、エンジン2の上限回転速度は、第1モータジェネレータ4の上限回転速度により制限を受ける。さらに、エンジン2の上限回転速度は、車速(駆動軸回転速度)に応じた値にならなければならない。このような関係の下、目標エンジン動作点算出部48は、車速を基に、より具体的には、車速及び第1モータジェネレータ4の上限回転速度を基に、エンジン上限回転速度を算出する。
ステップS13では、目標エンジン動作点算出部48は、目標エンジン回転速度をエンジン上限回転速度に設定する(目標エンジン回転速度=エンジン上限回転速度)。
ステップS15では、目標エンジンパワー算出部49は目標エンジンパワーを算出する。本実施形態では、目標エンジンパワー算出部49は、目標エンジン動作点算出部48が算出した目標エンジン動作点(目標エンジン回転速度及び目標エンジントルク)を基に第2目標エンジンパワーを算出する。
続くステップS16において、目標電力算出部50は目標電力を算出する。本実施形態では、目標電力算出部50は、目標駆動パワーから目標エンジンパワーを減算し目標電力を算出する。
エンジン制御部40は、前述のようにした算出した目標エンジン動作点、特に目標エンジントルクが達成されるように空気量調整手段10による空気吸入状態、燃料供給手段11による燃料供給状態、着火手段12による着火状態を制御する。
図16は、モータジェネレータ制御部60の機能を示す機能ブロック図である。
図16に示すように、 モータジェネレータ制御部60は、モータ回転速度算出部(Nmg1t及びNmg2t算出部)61、第1及び第2基本トルク算出部(Tmg1i算出部、Tmg2i算出部)62,63、第1及び第2フィードバック補正トルク算出部(Tmg1fb算出部、Tmg2fb算出部)64,65、並びに第1及び第2トルク指令値算出部(Tmg1算出部、Tmg2算出部)66,67を備えている。
図17の処理手順に沿って、機能の処理内容を説明する。
図17に示すように、先ずステップS21において、モータ回転速度算出部61は、車速を基に、遊星歯車機構の駆動軸回転速度Nout、すなわち出力部30の出力部回転速度を算出する。よって、出力部回転速度Noutは、車速、最終減速比、出力伝達機構31の減速比から得られる。
Nmg2t=(Nout-Neng)・k2+Nout ・・・(2)
ここで、k1、k2は、前述のように、遊星歯車機構のギヤ比により定まる値である。
モータ回転速度算出部61は、算出した第1及び第2モータジェネレータ回転速度Nmg1t,Nmg2tを第1基本トルク算出部62に出力する。
・・・(3)
この(3)式は、下記(4)式と(5)式とから成る連立方程式を解くことにより導き出される。
Tengt+(1+k1)・Tmg1=k2・Tmg2 ・・・(4)
Nmg1・Tmg1・2・π/60+Nmg2・Tmg2・2・π/60=Pbatt ・・・(5)
第1基本トルク算出部62は、算出した第1モータジェネレータ4の基本トルクTmg1iを第2基本トルク算出部63及び第1トルク指令値算出部66に出力する。
Tmg2i=(Tengt+(1+k1)・Tmg1i)/k2
・・・(6)
第2基本トルク算出部63は、算出した第2モータジェネレータ5の基本トルクTmg2iを第2トルク指令値算出部67に出力する。
続くステップS24において、第1及び第2フィードバック補正トルク算出部64,65は第1及び第2モータジェネレータ4,5のフィードバック補正トルクTmg1fb,Tmg2fbをそれぞれ算出する。
続くステップS25において、第1及び第2トルク指令値算出部66,67は第1及び第2モータジェネレータ4,5のトルク指令値をそれぞれ算出する。
以上のような駆動制御装置では、車速及びアクセル開度に応じた目標駆動力を算出し、算出した目標駆動力及び車速を基に目標駆動パワーを算出するとともに、目標充放電パワーを算出する(ステップS1乃至ステップS4)。そして、駆動制御装置では、算出したそれら目標駆動パワー及び目標充放電パワーを基に暫定目標エンジンパワーを算出する(ステップS5)。さらに、駆動制御装置では、算出した暫定目標エンジンパワーが上限パワー以下の場合、算出した暫定目標エンジンパワーの値を維持し、暫定目標エンジンパワーが上限パワーよりも大きい場合、暫定目標エンジンパワーを上限パワーに設定する(ステップS6乃至ステップS8)。
暫定目標エンジン回転速度がエンジン上限回転速度以下であり目標エンジンパワーが暫定目標エンジンパワーと等しい場合には、駆動制御装置は、目標充放電パワー(この場合、目標充電パワー)相当の目標電力を算出する。一方、暫定目標エンジン回転速度がエンジン上限回転速度よりも大きくならないようにエンジン上限回転速度により制限され目標エンジンパワーが暫定目標エンジンパワーよりも小さくなっている場合には、駆動制御装置は、目標充放電パワー(この場合、目標充電パワー)よりも小さい値の目標電力を算出する。
暫定目標エンジン回転速度がエンジン上限回転速度以下であり目標エンジンパワーが暫定目標エンジンパワーと等しい場合には、駆動制御装置は、目標充放電パワー(この場合、目標放電パワー)相当の目標電力を算出する。一方、暫定目標エンジン回転速度がエンジン上限回転速度よりも大きくならないようにエンジン上限回転速度により制限され目標エンジンパワーが暫定目標エンジンパワーよりも小さくなっている場合には、駆動制御装置は、目標充放電パワー(この場合、目標放電パワー)よりも大きい値の目標電力を算出する。
一方、駆動制御装置では、前述のように算出した目標エンジン動作点や目標電力等を基に、第1及び第2モータジェネレータ4,5を制御するためのトルク指令値を算出する。
本実施形態では、当初算出した暫定的な目標エンジンパワーから算出される目標エンジン動作点の暫定的な目標エンジン回転速度が上限値を超えないように最終的な目標エンジン回転速度を算出し、算出した最終的な目標エンジン回転速度を基に再度目標エンジン動作点を算出し、再度算出した目標エンジン動作点を基に最終的な目標エンジンパワーを算出し、算出した最終的な目標エンジンパワーを基に目標電力を算出し、算出した目標エンジン動作点(特に最終的な目標エンジントルク)を基にエンジン2のトルクを制御するとともに、算出した目標エンジン動作点及び目標電力を基に、モータジェネレータ4,5を制御、つまりモータジェネレータ4,5の力行制御又は回生制御を行っている。
これにより、本実施形態では、エンジン動作点を配慮し、目標とする駆動力確保と目標とする充放電状態の確保(SOCを所定の範囲内にすること)とを両立している。
これにより、本実施形態では、エンジン動作点を最適なものに合わせるように制御しつつバッテリ21のSOCを所定の範囲内に維持しつつも、バッテリ21の電力を使ったパワーアシスト領域を確保することができる。よって、本実施形態では、運転者の要求に応じてパワーアシスト領域を利用してバッテリ21の電力を使った駆動を行うことができる。また、バッテリ21ヘの充放電がある場合の複数のモータジェネレータ4,5の制御を行うことができる。
これにより、本実施形態では、エンジン2の回転速度の上限値が第1モータジェネレータ4の回転速度の上限値により制限されるとともに車速に応じて変化するような本実施形態のハイブリッド車両の特性に合致させて適切なエンジン上限回転速度を算出できる。
Claims (5)
- エンジンとバッテリに対する充電及び前記バッテリからの給電が可能なモータジェネレータとを駆動制御して前記エンジン及び前記モータジェネレータの駆動力により車両を走行させるハイブリッド車両の駆動制御装置において、
アクセル開度及び車速を基に目標駆動パワーを算出する目標駆動パワー算出部と、
前記バッテリの充放電状態を基に前記バッテリの目標充放電パワーを算出する目標充放電パワー算出部と、
前記目標駆動パワー算出部が算出した目標駆動パワー及び前記目標充放電パワー算出部が算出した目標充放電パワーを基に第1目標エンジンパワーを算出する第1目標エンジンパワー算出部と、
エンジン回転数とエンジントルクとの関係で特定されるエンジン動作点の情報を基に前記第1目標エンジンパワー算出部が算出した第1目標エンジンパワーに対応する第1目標エンジン回転速度及び第1目標エンジントルクを算出する第1エンジン動作点算出部と、
車速を基に前記第1目標エンジン回転速度の上限値を算出する第1目標エンジン回転速度上限値算出部と、
前記第1エンジン動作点算出部が算出した第1目標エンジン回転速度を前記第1目標エンジン回転速度上限値算出部が算出した第1目標エンジン回転速度の上限値を超えないように第2目標エンジン回転速度を算出する第2目標エンジン回転速度算出部と、
前記エンジン動作点の情報を基に前記第2目標エンジン回転速度算出部が算出した第2目標エンジン回転速度に対応する第2目標エンジントルクを算出する第2目標エンジントルク算出部と、
前記第2目標エンジン回転速度算出部が算出した第2目標エンジン回転速度及び前記第2目標エンジントルク算出部が算出した第2目標エンジントルクを基に第2目標エンジンパワーを算出する第2目標エンジンパワー算出部と、
前記目標駆動パワー算出部が算出した目標駆動パワーと前記第2目標エンジンパワー算出部が算出した第2目標エンジンパワーとの差分を基に前記モータジェネレータの駆動により前記バッテリに充電される電力又は前記モータジェネレータの駆動のために前記バッテリからの前記モータジェネレータに供給される電力である目標電力を算出する目標電力算出部と、
前記第2目標エンジントルク算出部が算出した第2目標エンジントルクを基に前記エンジンのトルクを制御するエンジン制御部と、
前記第2目標エンジン回転速度算出部が算出した第2目標エンジン回転速度、前記第2目標エンジントルク算出部が算出した第2目標エンジントルク及び前記目標電力算出部が算出した目標電力を基に前記モータジェネレータを制御するモータジェネレータ制御部と、
を有することを特徴とするハイブリッド車両の駆動制御装置。 - 前記エンジンが出力可能な最大出力値を前記第1目標エンジンパワーの上限値として算出する目標エンジンパワー上限値算出部をさらに有し、
前記第1目標エンジンパワー算出部は、前記目標エンジンパワー上限値算出部が算出した上限値を超えないように前記第1目標エンジンパワーを算出することを特徴とする請求項1に記載のハイブリッド車両の駆動制御装置。 - 2つの遊星歯車機構のそれぞれの回転要素を連結して4つの軸を有する動力分割合成機構を有し、
2つのモータジェネレータそれぞれを前記バッテリに接続し、
共線図上で一方から順に前記一方のモータジェネレータ、前記エンジン、駆動輪に接続された駆動軸及び前記他方のモータジェネレータとなるように前記動力分割合成機構の4つの軸のそれぞれを前記一方のモータジェネレータ、前記エンジン、前記駆動軸及び前記他方のモータジェネレータのそれぞれに接続し、
前記エンジンの回転速度の上限値は、前記一方のモータジェネレータの回転速度の上限値により制限されるとともに車速に応じて変化するようになっており、
前記第1目標エンジン回転速度上限値算出部は、前記車速及び前記一方のモータジェネレータの回転速度の上限値を基に前記第1目標エンジン回転速度の上限値を算出することを特徴とする請求項1に記載のハイブリッド車両の駆動制御装置。 - 請求項1乃至3の何れか1項に記載のハイブリッド車両の駆動制御装置を搭載したハイブリッド車両。
- エンジンとバッテリに対する充電及び前記バッテリからの給電が可能なモータジェネレータとを駆動制御して前記エンジン及び前記モータジェネレータの駆動力により車両を走行させるハイブリッド車両の駆動制御方法において、
アクセル開度及び車速を基に目標駆動パワーを算出するステップと、
前記バッテリの充放電状態を基に前記バッテリの目標充放電パワーを算出するステップと、
前記目標駆動パワー及び前記目標充放電パワーを基に第1目標エンジンパワーを算出するステップと、
エンジン回転数とエンジントルクとの関係で特定されるエンジン動作点の情報を基に前記第1目標エンジンパワーに対応する第1目標エンジン回転速度及び第1目標エンジントルクを算出するステップと、
車速を基に前記第1目標エンジン回転速度の上限値を算出するステップと、
前記第1目標エンジン回転速度を前記第1目標エンジン回転速度の上限値を超えないように第2目標エンジン回転速度を算出するステップと、
前記エンジン動作点の情報を基に前記第2目標エンジン回転速度に対応する第2目標エンジントルクを算出するステップと、
前記第2目標エンジン回転速度及び前記第2目標エンジントルクを基に第2目標エンジンパワーを算出するステップと、
前記目標駆動パワーと前記第2目標エンジンパワーとの差分を基に前記モータジェネレータの駆動により前記バッテリに充電される電力又は前記モータジェネレータの駆動のために前記バッテリからの前記モータジェネレータに供給される電力である目標電力を算出するステップと、
前記第2目標エンジントルクを基に前記エンジンのトルクを制御するとともに前記第2目標エンジン回転速度、前記第2目標エンジントルク及び前記目標電力を基に前記モータジェネレータを制御するステップと、
を有することを特徴とするハイブリッド車両の駆動制御方法。
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