WO2017065265A1 - ハイブリッド車の制御装置及び制御方法 - Google Patents

ハイブリッド車の制御装置及び制御方法 Download PDF

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Publication number
WO2017065265A1
WO2017065265A1 PCT/JP2016/080519 JP2016080519W WO2017065265A1 WO 2017065265 A1 WO2017065265 A1 WO 2017065265A1 JP 2016080519 W JP2016080519 W JP 2016080519W WO 2017065265 A1 WO2017065265 A1 WO 2017065265A1
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Prior art keywords
value
motor generator
engine
upper limit
torque assist
Prior art date
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PCT/JP2016/080519
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English (en)
French (fr)
Inventor
耕平 齊藤
前田　茂
Original Assignee
株式会社デンソー
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Priority to US15/766,731 priority Critical patent/US10889174B2/en
Priority to DE112016004703.7T priority patent/DE112016004703T5/de
Publication of WO2017065265A1 publication Critical patent/WO2017065265A1/ja

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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
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
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    • 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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
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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
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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
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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
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present disclosure relates to a control technology for a hybrid vehicle including an engine and a motor generator that are power sources of the vehicle.
  • Patent Document 1 discloses a hybrid vehicle that travels with both engine power and motor generator power by performing torque assist by a motor generator when acceleration is required during engine travel that travels with engine power. Is disclosed.
  • Patent Document 1 does not mention a method for determining the output of the motor generator when performing torque assist. Therefore, in the hybrid vehicle described in Patent Document 1, there is a possibility that the torque assist is performed up to a high output region where the output of the motor generator is relatively large.
  • the power loss of each part for example, the loss due to the internal resistance of the battery, the loss in the wiring between the battery and the motor generator, the loss in the motor generator, etc.
  • the total loss increases, the motor generator efficiency (ratio of shaft output to power consumption) decreases, and a high fuel efficiency improvement effect cannot be obtained. is there.
  • This disclosure is intended to provide a control device and a control method for a hybrid vehicle that can enhance the fuel efficiency improvement effect of a system that performs torque assist by a motor generator while the engine is running.
  • One aspect of the technology of the present disclosure is a hybrid vehicle that includes an engine (11) and a motor generator (12) that are power sources of a vehicle, and that performs torque assist by the motor generator while the engine is running with the power of the engine.
  • the control device having the above configuration sets the upper limit guard value of the output command value of the motor generator to a base value at which the efficiency of the motor generator (ratio of shaft output to power consumption) is equal to or greater than a predetermined value. .
  • the output of the motor generator is limited.
  • FIG. 1 is a diagram illustrating a schematic configuration of a hybrid vehicle control system according to an embodiment of the present disclosure.
  • FIG. 2 is a time chart showing an execution example of torque assist.
  • FIG. 3 is a characteristic diagram showing the relationship between the output of the motor generator and the efficiency.
  • FIG. 4 is a flowchart (1/2) showing the flow of processing of the torque assist control routine.
  • FIG. 5 is a flowchart (2/2) showing the flow of processing of the torque assist control routine.
  • FIG. 6 is a diagram conceptually illustrating an example of a map of the accelerator correction coefficient Ka.
  • FIG. 7 is a diagram conceptually illustrating an example of a map of the battery correction coefficient Kb.
  • FIG. 8 is a diagram conceptually illustrating an example of a map of the engine correction coefficient Kc.
  • FIG. 1 a schematic configuration of a hybrid vehicle control system will be described with reference to FIG.
  • an engine 11 that is an internal combustion engine and a motor generator (hereinafter referred to as “MG”) 12 are mounted as a power source of the vehicle in the control system 1 according to the present embodiment.
  • the MG 12 is a starter generator motor (ISG: Integrated Starter Generator) that cranks the engine 11.
  • ISG Integrated Starter Generator
  • a pulley 13 is connected to the crankshaft of the engine 11.
  • a pulley 14 is connected to the rotation shaft of the MG 12.
  • the pulley 13 and the pulley 14 are connected via a belt 15 so that power can be transmitted.
  • the pulleys 13 and 14, the belt 15, and the like correspond to a power transmission mechanism in the claims.
  • the power transmission mechanism that couples the engine 11 and the MG 12 so as to be able to transmit power may be constituted by a gear mechanism or the like.
  • the power of the output shaft (crankshaft) of the engine 11 is transmitted to the transmission 16.
  • the power of the output shaft of the transmission 16 is transmitted to the wheels 19 through the differential gear 17, the axle 18 and the like.
  • the transmission 16 may be a stepped transmission that switches the gears step by step from among a plurality of gears, or may be a continuously variable transmission (CVT) that changes gears steplessly.
  • a clutch 20 is provided between the engine 11 and the transmission 16 for interrupting power transmission.
  • the transmission 16 may have a configuration in which a clutch is incorporated.
  • the control system 1 is provided with a starter 21, a first battery 22, a second battery 23, a DCDC converter 24, and the like.
  • the starter 21 cranks the engine 11 separately from the MG 12.
  • the first battery 22 supplies power to the starter 21.
  • the 1st battery 22 is comprised by secondary batteries, such as a lead storage battery, for example.
  • the second battery 23 exchanges power with the MG 12.
  • the second battery 23 is configured by a secondary battery such as a lithium ion battery.
  • the DCDC converter 24 is connected between the first battery 22 and the second battery 23.
  • control system 1 is provided with an accelerator sensor 25, a shift switch 26, a brake switch 27, a vehicle speed sensor 28, an ECU 29, and the like.
  • the accelerator sensor 25 detects the accelerator opening (the amount of operation of the accelerator pedal).
  • the shift switch 26 detects the operation position of the shift lever.
  • the brake switch 27 detects a brake operation (a brake pedal operation amount).
  • the vehicle speed sensor 28 detects the vehicle speed.
  • Output from various sensors and switches is input to the ECU 29 which is an electronic control unit.
  • the ECU 29 controls the engine 11, the MG 12, the transmission 16, the clutch 20, and the like according to the driving state of the vehicle.
  • the ECU 29 corresponds to a control device according to the present embodiment (a control device that is an aspect of the technology of the present disclosure).
  • the engine 11, the MG 12, the transmission 16, the clutch 20, and the like may be configured to be controlled by a plurality of ECUs.
  • the power loss of each part tends to increase as the power consumption of the MG 12 increases.
  • Examples of the power loss include loss due to the internal resistance of the battery 23, loss in the wiring between the battery 23 and the MG 12, and loss inside the MG 12. For this reason, in a vehicle that performs torque assist in a high output region where the output of the MG 12 is relatively large, the total loss increases, the efficiency of the MG 12 (the ratio of the shaft output to the power consumption) decreases, and a high fuel efficiency improvement effect is achieved. I can't get it.
  • the ECU 29 executes the process of the torque assist control routine shown in FIGS. 4 and 5 to perform the following control.
  • the ECU 29 sets the upper limit guard value for limiting the output command value of the MG 12 to a base value at which the efficiency of the MG 12 (the ratio of the shaft output to the power consumption) is equal to or greater than a predetermined value.
  • ECU29 restrict
  • the ECU 29 determines the vehicle operation state of the driver (for example, the accelerator opening degree or the changing speed of the accelerator opening degree), the SOC (State of Charge) indicating the charging state of the battery 23, and the operating state of the engine 11 (for example, the engine rotation speed)
  • the upper limit guard value is corrected to a higher output side (so as to be a higher output value) than the base value.
  • the upper limit guard value is higher than the base value as the accelerator opening or the change rate of the accelerator opening is larger.
  • the upper guard value is corrected to a higher output side than the base value as the SOC of the battery 23 is higher.
  • the engine rotational speed is equal to or higher than the predetermined value c
  • the upper limit guard value is corrected to a higher output side than the base value as the engine rotational speed is higher.
  • step S101 determines whether or not the engine 11 has been warmed up.
  • step S101 determines whether or not the coolant temperature is equal to or higher than a predetermined value.
  • step S101 determines whether or not the vehicle is running.
  • step S102 determines whether or not the vehicle is running.
  • the ECU29 determines whether a torque assist permission flag is "1", when it determines with the vehicle driving
  • the torque assist permission flag is a control value indicating whether torque assist by the MG 12 can be performed.
  • the torque assist permission flag is set to “1”, for example, when a predetermined condition is satisfied such that the MG 12 is not abnormal and the SOC of the battery 23 is equal to or higher than a lower limit value. Therefore, when the torque assist permission flag is “1”, torque assist by the MG 12 can be performed. If the ECU 29 determines that the torque assist permission flag is “0” (step S103: No), the ECU 29 ends the routine without executing the processing after step 104.
  • the ECU29 determines whether a torque assist request flag is "1", when it determines with a torque assist permission flag being "1" (step S103: Yes) (step S104).
  • the torque assist request flag is a control value indicating whether torque assist by the MG 12 is requested.
  • the torque assist request flag is set to “1” when, for example, a predetermined condition such that the accelerator opening is equal to or greater than a predetermined value and the SOC of the battery 23 is equal to or greater than a predetermined value is satisfied. Therefore, when the torque assist request flag is “1”, torque assist by the MG 12 is requested. If the ECU 29 determines that the torque assist request flag is “0” (step S104: No), the ECU 29 ends this routine without executing the processing after step 105.
  • step S104 determines with a torque assist request flag being "1" (step S104: Yes) (step S105).
  • the ECU 29 calculates the output command value of the MG 12 based on at least one information of, for example, the accelerator opening, the operating state of the engine 11, the vehicle speed, and the shift lever operation position.
  • the ECU 29 determines whether or not the accelerator opening is equal to or greater than a predetermined value a (for example, a value of the accelerator opening that can be determined that the driver's acceleration request for the vehicle is relatively strong). (Step S106). When it is determined that the accelerator opening is smaller than the predetermined value a (step S106: No), the ECU 29 sets an accelerator correction coefficient Ka for correcting the upper limit guard value to “1” (step S107). That is, when the accelerator opening is smaller than the predetermined value a, the upper limit guard value is not corrected according to the accelerator opening.
  • a predetermined value a for example, a value of the accelerator opening that can be determined that the driver's acceleration request for the vehicle is relatively strong.
  • the ECU29 calculates accelerator correction coefficient Ka according to an accelerator opening, when it determines with an accelerator opening being more than the predetermined value a (step S106: Yes) (step S108).
  • the ECU 29 calculates the accelerator correction coefficient Ka using a predetermined map or mathematical expression.
  • the map or mathematical formula of the accelerator correction coefficient Ka indicates that the accelerator correction coefficient Ka is greater than 1 and the accelerator correction is larger as the accelerator opening is larger in a region where the accelerator opening is greater than or equal to the predetermined value a.
  • the coefficient Ka is set to be large. Note that the map here is data that associates the value of the accelerator opening with the value of the accelerator correction coefficient Ka, and can specify the accelerator correction coefficient Ka based on the accelerator opening.
  • the data is stored in advance in a storage device (predetermined storage area) such as a ROM provided in the ECU 29, for example.
  • a storage device predetermined storage area
  • the ECU 29 can calculate the accelerator correction coefficient Ka corresponding to the accelerator opening, similarly to the calculation by the mathematical expression.
  • the accelerator correction coefficient Ka is set according to the accelerator opening, but the present invention is not limited to this.
  • the accelerator correction coefficient Ka may be set according to the change speed (increase speed) of the accelerator opening.
  • the ECU 29 determines whether or not the change rate of the accelerator opening is equal to or greater than a predetermined value a (for example, a value of the change rate of the accelerator opening that can be determined that the driver's acceleration request for the vehicle is relatively strong).
  • a predetermined value a for example, a value of the change rate of the accelerator opening that can be determined that the driver's acceleration request for the vehicle is relatively strong.
  • the accelerator correction coefficient Ka is calculated by a predetermined map or mathematical expression according to the change rate of the accelerator opening.
  • the map or mathematical expression of the accelerator correction coefficient Ka indicates that the accelerator correction coefficient Ka is larger when the accelerator opening coefficient change rate is larger than 1 and the accelerator opening changing rate is larger in a region where the changing speed of the accelerator opening is equal to or greater than a predetermined value a. Ka is set to be large.
  • the ECU 29 determines whether or not the SOC of the battery 23 is equal to or greater than a predetermined value b (for example, a value relatively close to the upper limit value of the SOC) (step S109).
  • a predetermined value b for example, a value relatively close to the upper limit value of the SOC
  • the ECU 29 sets the battery correction coefficient Kb for correcting the upper limit guard value to “1” (step S110). That is, when the SOC of the battery 23 is lower than the predetermined value b, the upper limit guard value is not corrected according to the SOC of the battery 23.
  • the ECU29 calculates the battery correction coefficient Kb according to the SOC of the battery 23, when it determines with SOC of the battery 23 being more than the predetermined value b (step S109: Yes) (step S111).
  • the ECU 29 calculates the battery correction coefficient Kb using a predetermined map or mathematical expression. As shown in FIG. 7, the map or formula of the battery correction coefficient Kb indicates that the battery correction coefficient Kb is larger than 1 and the SOC of the battery 23 is higher in the region where the SOC of the battery 23 is greater than or equal to the predetermined value b.
  • the battery correction coefficient Kb is set to be large.
  • the map here is data in which the SOC value of the battery 23 is associated with the value of the battery correction coefficient Kb, and the battery correction coefficient Kb can be specified based on the SOC.
  • the ECU 29 can calculate the battery correction coefficient Kb corresponding to the SOC, similarly to the calculation by the mathematical expression.
  • the ECU 29 determines whether or not the engine rotation speed is equal to or higher than a predetermined value c (for example, a value of the engine rotation speed at which it can be determined that the required output of the vehicle is relatively large) (step S112). If the ECU 29 determines that the engine speed is lower than the predetermined value c (step S112: No), the ECU 29 sets an engine correction coefficient Kc for correcting the upper limit guard value to “1” (step S113). That is, when the engine speed is lower than the predetermined value c, the upper limit guard value is not corrected according to the engine speed.
  • a predetermined value c for example, a value of the engine rotation speed at which it can be determined that the required output of the vehicle is relatively large
  • the ECU29 calculates engine correction coefficient Kc according to engine rotational speed, when it determines with engine rotational speed being more than predetermined value c (step S112: Yes) (step S114).
  • the ECU 29 calculates the engine correction coefficient Kc using a predetermined map or mathematical expression.
  • the map or formula of the engine correction coefficient Kc shows that the engine correction coefficient Kc is larger than 1 and the engine correction is higher as the engine rotation speed is higher in a region where the engine rotation speed is a predetermined value c or more.
  • the coefficient Kc is set to be large.
  • the map here is data that associates the value of the engine rotation speed with the value of the engine correction coefficient Kc, and can specify the engine correction coefficient Kc based on the engine rotation speed. By referring to such a map, the ECU 29 can calculate the engine correction coefficient Kc corresponding to the engine rotation speed in the same manner as the calculation using the mathematical formula.
  • the ECU 29 reads the base value of the upper limit guard value (step S115).
  • the base value is set to a value at which the efficiency of MG 12 (ratio of shaft output to power consumption) is not less than a predetermined value (for example, a value in the range of 0.6 to 0.7).
  • the base value is set in advance based on, for example, design data and test data, and is stored in a storage device (predetermined storage area) such as a ROM provided in the ECU 29.
  • the base value may be a fixed value set in advance, but may be changed according to a change factor of the efficiency of the MG 12 (for example, a change with time of the system or an environmental change).
  • the ECU 29 uses the base value read in the process of step S115 and the correction coefficients Ka, Kb, Kc set in the processes of steps S106 to S114 to calculate the upper limit guard value using the following equation.
  • Upper guard value base value ⁇ Ka ⁇ Kb ⁇ Kc
  • the correction coefficients Ka, Kb, and Kc are all 1 by the processing in steps S106 to S114, the upper guard value is set as the base value.
  • the accelerator opening or the changing speed of the accelerator opening is equal to or greater than the predetermined value a and the accelerator correction coefficient Ka is greater than 1 (when Ka> 1), the accelerator opening or the changing speed of the accelerator opening is large.
  • the upper limit guard value is corrected to a higher output side than the base value.
  • the upper limit guard value is set higher than the base value as the engine speed increases. to correct.
  • the processing in steps S106 to S116 corresponds to a setting unit in the claims and serves as the function unit.
  • the correction coefficients Ka, Kb, and Kc are calculated, but the present invention is not limited to this.
  • the correction coefficient K is calculated by a predetermined three-dimensional map or mathematical expression according to the accelerator opening (or the change speed of the accelerator opening), the SOC of the battery 23, and the engine speed. You may do it.
  • the ECU 29 may calculate the upper limit guard value by the following equation using the correction coefficient K and the base value.
  • Upper guard value base value x K
  • the ECU 29 limits the output command value of the MG 12 calculated in the process of step S105 with the upper guard value (step S117). Specifically, when the output command value of MG12 is smaller than the upper limit guard value, the output command value of MG12 is used as it is. On the other hand, when the output command value of MG12 is greater than or equal to the upper limit guard value, the output command value of MG12 is set to the upper limit guard value.
  • the process of step S117 corresponds to a restriction unit in the claims and serves as the function unit.
  • the ECU 29 rotationally drives the MG 12 with an energization current corresponding to the output command value of the MG 12, and performs torque assist by the MG 12 (step S118).
  • the ECU 29 when performing torque assist, sets the upper limit guard value of the output command value of the MG 12 when the correction coefficients Ka, Kb, and Kc are all 1.
  • the base value is set such that the efficiency (ratio of shaft output to power consumption) is equal to or greater than a predetermined value.
  • the ECU 29 limits the output of the MG 12 by limiting the output command value of the MG 12 with the set upper limit guard value. In this way, torque assist can be performed in a high efficiency region where the efficiency of the MG 12 is greater than or equal to a predetermined value, and the fuel efficiency improvement effect is enhanced.
  • a high fuel efficiency improvement effect can be obtained in the range of normal acceleration (for example, when driving at low speeds in urban areas).
  • control system 1 equipped with the MG 12 also serving as a starter connected to the crankshaft of the engine 11 via a power transmission mechanism such as a belt 15 has the following characteristics.
  • the power generated by the MG 12 and the capacity of the battery 23 are relatively small, and the power generated by the MG 12 (charging the battery 23) is mainly regenerative power generation during deceleration. For this reason, in the control system 1, it is an important point how to efficiently use the power of the battery 23 (power obtained by regenerative power generation).
  • the output command value of the MG 12 is limited by the upper limit guard value, thereby preventing torque assist at a larger output than necessary and reducing the power of the battery 23. It can be used efficiently. That is, fuel efficiency can be effectively improved in a system equipped with ISG.
  • the amount of heat generated by the MG 12 can be reduced by limiting the output of the MG 12. Therefore, the control system 1 can prevent the MG 12 from overheating even if the cooling performance of the MG 12 is reduced.
  • the cooling system of MG12 can be changed from a water cooling type to an air cooling type, piping of a cooling water etc. can be omitted, and there also exists an advantage that cost reduction and space saving can be carried out.
  • the upper limit guard value is set to a higher output side (high output value) than the base value based on the vehicle operation state of the driver (for example, the accelerator opening degree or the change speed of the accelerator opening degree). ).
  • the vehicle operation state of the driver for example, the accelerator opening degree or the change speed of the accelerator opening degree.
  • it can change to the upper limit guard value according to the vehicle operation state which is a request
  • the upper limit guard value for realizing the fuel efficiency improvement effect can be changed to the upper limit guard value for realizing the request from the driver.
  • the upper guard value is output higher than the base value as the accelerator opening or the change rate of the accelerator opening is larger. I am trying to correct it to the side. That is, in this embodiment, it is determined that the acceleration request from the driver is stronger (the requested acceleration is higher) as the accelerator opening or the change rate of the accelerator opening is larger, and the upper limit guard value is corrected to the higher output side. In this way, the higher the driver's required acceleration, the higher the upper guard value can be corrected to the higher output side, and the output of MG 12 (torque assist amount) can be increased. Thereby, in the control system 1, the acceleration performance according to the acceleration request
  • the correction of the upper limit guard value is not limited to this.
  • the driving mode selected by the driver for example, economy mode or sports mode
  • the upper limit guard value is corrected according to the driving mode. May be.
  • the upper limit guard value is set to a higher output side (higher output value) than the base value as the SOC of the battery 23 increases. I am trying to correct it.
  • the discharge amount of the battery 23 can be increased moderately and the charge condition of the battery 23 can be reduced moderately.
  • the control system 1 can sufficiently secure the amount of power that can be charged to the battery 23 by regenerative power generation at the next deceleration, and can effectively use the kinetic energy of the vehicle at the time of deceleration.
  • the upper limit guard value is corrected according to the vehicle operating state of the driver, the SOC of the battery 23, and the operating state of the engine 11, but the present invention is not limited to this.
  • the upper guard value may be corrected only in accordance with the vehicle operation state of the driver.
  • the upper limit guard value may be corrected according to the SOC of the battery 23 or the operating state of the engine 11.
  • the upper guard value may be corrected according to two pieces of information of the vehicle operation state of the driver, the SOC of the battery 23, and the operation state of the engine 11.
  • the upper limit guard value may not be corrected (the upper limit guard value is always set to the base value) according to the vehicle operation state of the driver, the SOC of the battery 23, or the operation state of the engine 11.
  • the output command value of MG12 is restrict
  • other command values such as the current command value and torque command value of the MG 12 may be limited by the upper guard value, and the output of the MG 12 may be limited.
  • part or all of the functions executed by the ECU 29 may be realized by hardware such as one or a plurality of ICs.
  • the technology of the present disclosure is not limited to the hybrid vehicle having the configuration shown in FIG. 1, and can be implemented by applying to various hybrid vehicles having an engine and MG as a power source for the vehicle.
  • the technology of the present disclosure is, for example, a hybrid vehicle in which MG is connected to a power transmission system that transmits engine power to wheels (for example, a hybrid vehicle in which MG is arranged between the engine and a transmission), or a plurality of MGs.
  • the present invention may be applied to an onboard hybrid vehicle.

Abstract

制御装置はトルクアシストを行う際に、ＭＧ（１２）の指令値を制限するための上限ガード値をＭＧ（１２）の効率（消費電力に対する軸出力の比率）が所定値以上になるベース値に設定する。そして、ＭＧ（１２）の指令値を上限ガード値で制限し、ＭＧ（１２）の出力を制限する。アクセル開度又はアクセル開度の変化速度が所定値ａ以上の場合には、アクセル開度又はアクセル開度の変化速度が大きいほど、上限ガード値を高出力側に補正する。バッテリ（２３）のＳＯＣが所定値ｂ以上の場合には、バッテリ（２３）のＳＯＣが高いほど、上限ガード値を高出力側に補正する。エンジン回転速度が所定値ｃ以上の場合には、エンジン回転速度が高いほど、上限ガード値を高出力側に補正する。

Description

ハイブリッド車の制御装置及び制御方法
　本開示は、車両の動力源となるエンジン及びモータジェネレータを備えたハイブリッド車の制御技術に関する。
　近年では、低燃費、低排気エミッションの社会的要請から、車両の動力源としてエンジンとモータジェネレータとを搭載したハイブリッド車が注目されている。例えば特許文献１には、エンジンの動力で走行するエンジン走行中に、加速が要求されると、モータジェネレータによるトルクアシストを行って、エンジンの動力とモータジェネレータの動力との両方で走行するハイブリッド車が開示されている。
特開２０１３－１８９１３４号公報
　上記特許文献１には、トルクアシストを行う際のモータジェネレータの出力の決定方法について言及されていない。よって、上記特許文献１に記載のハイブリッド車では、モータジェネレータの出力が比較的大きくなる高出力領域までトルクアシストを実施する可能性がある。しかし、一般には、モータジェネレータの消費電力が大きくなるほど、各部の電力損失（例えば、バッテリの内部抵抗による損失、バッテリとモータジェネレータとの間の配線での損失、モータジェネレータ内部での損失等）が大きくなる傾向がある。このため、高出力領域でトルクアシストを実施するハイブリッド車では、損失合計が大きくなり、モータジェネレータの効率（消費電力に対する軸出力の比率）が低下し、高い燃費向上効果が得られないという問題がある。
　本開示は、エンジン走行中にモータジェネレータによるトルクアシストを行うシステムの燃費向上効果が高められるハイブリッド車の制御装置及び制御方法を提供することを目的とする。
　本開示の技術の一態様は、車両の動力源となるエンジン（１１）及びモータジェネレータ（１２）を備え、エンジンの動力で走行するエンジン走行中に、モータジェネレータによるトルクアシストを行う、ハイブリッド車の制御装置であって、トルクアシストを行う際に、モータジェネレータの指令値を制限するための上限ガード値を、モータジェネレータの消費電力に対する軸出力の比率が所定値以上になるベース値に設定する設定部（２９）と、トルクアシストを行う際に、モータジェネレータの指令値を上限ガード値で制限することによって、モータジェネレータの出力を制限する制限部（２９）と、を備える。
　上記構成の制御装置は、トルクアシストを行う際に、モータジェネレータの出力指令値の上限ガード値を、モータジェネレータの効率（消費電力に対する軸出力の比率）が所定値以上になるベース値に設定する。設定された上限ガード値でモータジェネレータの出力指令値を制限することによって、モータジェネレータの出力を制限する。これにより、上記構成の制御装置では、モータジェネレータの効率が所定値以上になる高効率領域でトルクアシストが行え、燃費向上効果が高められる。
図１は、本開示の一実施例におけるハイブリッド車の制御システムの概略構成を示す図である。 図２は、トルクアシストの実行例を示すタイムチャートである。 図３は、モータジェネレータの出力と効率との関係を示す特性図である。 図４は、トルクアシスト制御ルーチンの処理の流れを示すフローチャート（１／２）である。 図５は、トルクアシスト制御ルーチンの処理の流れを示すフローチャート（２／２）である。 図６は、アクセル補正係数Ｋａのマップの一例を概念的に示す図である。 図７は、バッテリ補正係数Ｋｂのマップの一例を概念的に示す図である。 図８は、エンジン補正係数Ｋｃのマップの一例を概念的に示す図である。
　以下、本開示の技術を実施するための形態を具体化した一実施例について、図面を参照し説明する。
　まず、図１に基づいて、ハイブリッド車の制御システムの概略構成を説明する。
　図１に示すように、本実施例に係る制御システム１には、車両の動力源として、内燃機関であるエンジン１１とモータジェネレータ（以下「ＭＧ」という）１２とが搭載されている。ＭＧ１２は、エンジン１１をクランキングするスタータ兼用のモータジェネレータ（ＩＳＧ：Integrated　Starter　Generator）である。エンジン１１のクランク軸には、プーリ１３が連結されている。また、ＭＧ１２の回転軸には、プーリ１４が連結されている。プーリ１３とプーリ１４とは、ベルト１５を介して動力伝達可能に連結されている。この場合、プーリ１３，１４及びベルト１５等は、請求の範囲でいう動力伝達機構に相当する。尚、エンジン１１とＭＧ１２とを動力伝達可能に連結する動力伝達機構は、ギヤ機構等で構成しても良い。
　エンジン１１の出力軸（クランク軸）の動力は、変速機１６に伝達される。変速機１６の出力軸の動力は、ディファレンシャルギヤ１７や車軸１８等を介して車輪１９に伝達される。変速機１６は、複数の変速段の中から変速段を段階的に切り換える有段変速機であっても良いし、無段階に変速する無段変速機（ＣＶＴ）であっても良い。エンジン１１と変速機１６との間には、動力伝達を断続するためのクラッチ２０が設けられている。尚、変速機１６は、クラッチが組み込まれた構成としても良い。
　また、本実施例に係る制御システム１には、スタータ２１、第１のバッテリ２２、第２のバッテリ２３、及びＤＣＤＣコンバータ２４等が設けられている。スタータ２１は、ＭＧ１２とは別にエンジン１１をクランキングする。第１のバッテリ２２は、スタータ２１に電力を供給する。第１のバッテリ２２は、例えば鉛蓄電池等の二次電池により構成されている。一方、第２のバッテリ２３は、ＭＧ１２と電力を授受する。第２のバッテリ２３は、例えばリチウムイオン電池等の二次電池により構成されている。ＤＣＤＣコンバータ２４は、第１のバッテリ２２と第２のバッテリ２３との間に接続されている。
　また、本実施例に係る制御システム１には、アクセルセンサ２５、シフトスイッチ２６、ブレーキスイッチ２７、車速センサ２８、及びＥＣＵ２９等が設けられている。アクセルセンサ２５は、アクセル開度（アクセルペダルの操作量）を検出する。シフトスイッチ２６は、シフトレバーの操作位置を検出する。ブレーキスイッチ２７は、ブレーキ操作（ブレーキペダルの操作量）を検出する。車速センサ２８は、車速を検出する。
　各種センサやスイッチからの出力は、電子制御ユニットであるＥＣＵ２９に入力される。ＥＣＵ２９は、車両の運転状態に応じて、エンジン１１、ＭＧ１２、変速機１６、及びクラッチ２０等を制御する。ＥＣＵ２９は、本実施例に係る制御装置（本開示の技術の一態様である制御装置）に相当する。尚、エンジン１１、ＭＧ１２、変速機１６、及びクラッチ２０等は、複数のＥＣＵで制御される構成としても良い。
　図２に示すように、ＥＣＵ２９は、エンジン１１の自動停止中（アイドルストップ中）に再始動要求が発生したときに、ＭＧ１２の動力でエンジン１１をクランキングし、エンジン１１を再始動する。車両を運転中（エンジン１１の動力で走行するエンジン走行中）にトルクアシスト要求が発生したときには、ＭＧ１２によるトルクアシストを行って、エンジン１１の動力とＭＧ１２の動力との両方で走行するモータアシスト走行を実施する。エンジン１１の燃料カット時（例えば車両の減速時等）には、ＭＧ１２で回生発電を行って、その発電電力を第２のバッテリ２３（以降便宜上、単に「バッテリ２３」という）に充電する。回生発電では、車輪１９の動力によって駆動されるエンジン１１の動力でＭＧ１２を駆動し、車両の運動エネルギをＭＧ１２で電気エネルギに変換する。
　しかし、図３に示すように、一般には、ＭＧ１２の消費電力が大きくなるほど、各部の電力損失が大きくなる傾向がある。ここでいう電力損失には、例えば、バッテリ２３の内部抵抗による損失、バッテリ２３とＭＧ１２との間の配線での損失、ＭＧ１２内部での損失等が挙げられる。このため、ＭＧ１２の出力が比較的大きくなる高出力領域でトルクアシストを実施する車両では、損失合計が大きくなり、ＭＧ１２の効率（消費電力に対する軸出力の比率）が低下し、高い燃費向上効果が得られない。
　そこで、本実施例に係る制御システム１では、図４及び図５に示すトルクアシスト制御ルーチンの処理をＥＣＵ２９が実行することで、次のような制御を行う。ＥＣＵ２９は、トルクアシストを行う際に、ＭＧ１２の出力指令値を制限するための上限ガード値を、ＭＧ１２の効率（消費電力に対する軸出力の比率）が所定値以上になるベース値に設定する。そして、ＥＣＵ２９は、設定した上限ガード値でＭＧ１２の出力指令値を制限することによって、ＭＧ１２の出力を制限する。これにより、本実施例に係る制御システム１では、ＭＧ１２の効率が所定値以上になる高効率領域でトルクアシストが行え、燃費向上効果が高められる。
　更に、ＥＣＵ２９は、運転者の車両操作状態（例えばアクセル開度又はアクセル開度の変化速度等）、バッテリ２３の充電状態を表すＳＯＣ（State　of　Charge）、エンジン１１の運転状態（例えばエンジン回転速度や負荷等）に基づいて、上限ガード値をベース値よりも高出力側（高出力値となるように）に補正する。ここで、バッテリ２３のＳＯＣは、例えば次式により定義される。
　　　　　　ＳＯＣ＝残容量／満充電容量×１００
　具体的には、アクセル開度又はアクセル開度の変化速度が所定値ａ以上の場合には、アクセル開度又はアクセル開度の変化速度が大きいほど、上限ガード値をベース値よりも高出力側に補正する。バッテリ２３のＳＯＣが所定値ｂ以上の場合には、バッテリ２３のＳＯＣが高いほど、上限ガード値をベース値よりも高出力側に補正する。エンジン回転速度が所定値ｃ以上の場合には、エンジン回転速度が高いほど、上限ガード値をベース値よりも高出力側に補正する。
　以下に、図４及び図５に基づいて、本実施例に係る制御システム１のＥＣＵ２９が実行するトルクアシスト制御ルーチンの処理を説明する。
　図４及び図５に示すトルクアシスト制御ルーチンの処理は、ＥＣＵ２９の電源がオン状態の期間中に、所定周期に従って実行される（例えば一定の間隔で繰り返し実行される）。図４に示すように、本ルーチンが起動されると、まず、ＥＣＵ２９は、エンジン１１の暖機後か否かを判定する（ステップＳ１０１）。ＥＣＵ２９は、例えば冷却水の水温が所定値以上か否かによって、エンジン１１の暖機後か否かを判定する。ＥＣＵ２９は、エンジン１１の暖機後ではない（暖機前）と判定した場合（ステップＳ１０１：Ｎｏ）、ステップＳ１０２以降の処理を実行することなく、本ルーチンを終了する。
　ＥＣＵ２９は、エンジン１１の暖機後と判定した場合（ステップＳ１０１：Ｙｅｓ）、車両が走行中か否かを判定する（ステップＳ１０２）。ＥＣＵ２９は、車両が走行中ではない（車両停止中）と判定した場合（ステップＳ１０２：Ｎｏ）、ステップ１０３以降の処理を実行することなく、本ルーチンを終了する。
　ＥＣＵ２９は、車両が走行中と判定した場合（ステップＳ１０２：Ｙｅｓ）、トルクアシスト許可フラグが「１」か否かを判定する（ステップＳ１０３）。トルクアシスト許可フラグは、ＭＧ１２によるトルクアシストが行えるか否かを表す制御値である。トルクアシスト許可フラグは、例えば、ＭＧ１２が異常無し、バッテリ２３のＳＯＣが下限値以上等の所定条件が成立している場合に、「１」にセットされる。よって、トルクアシスト許可フラグが「１」の場合には、ＭＧ１２によるトルクアシストが行える。ＥＣＵ２９は、トルクアシスト許可フラグが「０」と判定した場合（ステップＳ１０３：Ｎｏ）、ステップ１０４以降の処理を実行することなく、本ルーチンを終了する。
　ＥＣＵ２９は、トルクアシスト許可フラグが「１」と判定した場合（ステップＳ１０３：Ｙｅｓ）、トルクアシスト要求フラグが「１」か否かを判定する（ステップＳ１０４）。トルクアシスト要求フラグは、ＭＧ１２によるトルクアシストが要求されたか否かを表す制御値である。トルクアシスト要求フラグは、例えば、アクセル開度が所定値以上、バッテリ２３のＳＯＣが所定値以上等の所定条件が成立している場合に、「１」にセットされる。よって、トルクアシスト要求フラグが「１」の場合には、ＭＧ１２によるトルクアシストが要求されている。ＥＣＵ２９は、トルクアシスト要求フラグが「０」と判定した場合（ステップＳ１０４：Ｎｏ）、ステップ１０５以降の処理を実行することなく、本ルーチンを終了する。
　ＥＣＵ２９は、トルクアシスト要求フラグが「１」と判定した場合（ステップＳ１０４：Ｙｅｓ）、トルクアシストを行う際のＭＧ１２の出力指令値を算出する（ステップＳ１０５）。この場合、ＥＣＵ２９は、例えば、アクセル開度、エンジン１１の運転状態、車速、及びシフトレバーの操作位置等のうちの少なくとも１つの情報に基づいて、ＭＧ１２の出力指令値を算出する。
　この後、図５に示すように、ＥＣＵ２９は、アクセル開度が所定値ａ（例えば運転者からの車両の加速要求が比較的強いと判断できるアクセル開度の値）以上か否かを判定する（ステップＳ１０６）。ＥＣＵ２９は、アクセル開度が所定値ａよりも小さいと判定した場合（ステップＳ１０６：Ｎｏ）、上限ガード値を補正するためのアクセル補正係数Ｋａを「１」に設定する（ステップＳ１０７）。つまり、アクセル開度が所定値ａより小さい場合には、アクセル開度に応じた上限ガード値の補正は行われない。
　ＥＣＵ２９は、アクセル開度が所定値ａ以上と判定した場合（ステップＳ１０６：Ｙｅｓ）、アクセル開度に応じて、アクセル補正係数Ｋａを算出する（ステップＳ１０８）。この場合、ＥＣＵ２９は、所定のマップ又は数式等により、アクセル補正係数Ｋａを算出する。図６に示すように、アクセル補正係数Ｋａのマップ又は数式等は、アクセル開度が所定値ａ以上の領域において、アクセル補正係数Ｋａが１よりも大きく、且つ、アクセル開度が大きいほどアクセル補正係数Ｋａが大きくなるように設定されている。尚、ここでいうマップとは、アクセル開度の値とアクセル補正係数Ｋａの値とが対応付けられており、アクセル開度を基にアクセル補正係数Ｋａを特定可能なデータである。当該データは、例えば、ＥＣＵ２９が備えるＲＯＭ等の記憶装置（所定の記憶領域）に予め記憶されている。ＥＣＵ２９は、このようなマップを参照することで、数式による算出と同様に、アクセル開度に応じたアクセル補正係数Ｋａを算出できる。
　上記ステップＳ１０６～Ｓ１０８の処理では、アクセル開度に応じて、アクセル補正係数Ｋａを設定するようにしているが、これに限定されない。他の設定方法としては、例えばアクセル開度の変化速度（増加速度）に応じて、アクセル補正係数Ｋａを設定するようにしても良い。この場合、ＥＣＵ２９は、アクセル開度の変化速度が所定値ａ（例えば運転者からの車両の加速要求が比較的強いと判断できるアクセル開度の変化速度の値）以上か否かを判定する。その結果、アクセル開度の変化速度が所定値ａよりも小さいと判定された場合には、アクセル補正係数Ｋａを「１」に設定する。一方、アクセル開度の変化速度が所定値ａ以上と判定された場合には、アクセル開度の変化速度に応じて、アクセル補正係数Ｋａを所定のマップ又は数式等により算出する。アクセル補正係数Ｋａのマップ又は数式等は、アクセル開度の変化速度が所定値ａ以上の領域において、アクセル補正係数Ｋａが１よりも大きく、且つ、アクセル開度の変化速度が大きいほどアクセル補正係数Ｋａが大きくなるように設定されている。
　次に、ＥＣＵ２９は、バッテリ２３のＳＯＣが所定値ｂ（例えばＳＯＣの上限値に比較的近い値）以上か否かを判定する（ステップＳ１０９）。ＥＣＵ２９は、バッテリ２３のＳＯＣが所定値ｂよりも低いと判定した場合（ステップＳ１０９：Ｎｏ）、上限ガード値を補正するためのバッテリ補正係数Ｋｂを「１」に設定する（ステップＳ１１０）。つまり、バッテリ２３のＳＯＣが所定値ｂより低い場合には、バッテリ２３のＳＯＣに応じた上限ガード値の補正は行われない。
　ＥＣＵ２９は、バッテリ２３のＳＯＣが所定値ｂ以上と判定した場合（ステップＳ１０９：Ｙｅｓ）、バッテリ２３のＳＯＣに応じて、バッテリ補正係数Ｋｂを算出する（ステップＳ１１１）。この場合、ＥＣＵ２９は、所定のマップ又は数式等により、バッテリ補正係数Ｋｂを算出する。図７に示すように、バッテリ補正係数Ｋｂのマップ又は数式等は、バッテリ２３のＳＯＣが所定値ｂ以上の領域において、バッテリ補正係数Ｋｂが１よりも大きく、且つ、バッテリ２３のＳＯＣが高いほどバッテリ補正係数Ｋｂが大きくなるように設定されている。尚、ここでいうマップとは、バッテリ２３のＳＯＣの値とバッテリ補正係数Ｋｂの値とが対応付けられており、ＳＯＣを基にバッテリ補正係数Ｋｂを特定可能なデータである。ＥＣＵ２９は、このようなマップを参照することで、数式による算出と同様に、ＳＯＣに応じたバッテリ補正係数Ｋｂを算出できる。
　次に、ＥＣＵ２９は、エンジン回転速度が所定値ｃ（例えば車両の要求出力が比較的大きいと判断できるエンジン回転速度の値）以上か否かを判定する（ステップＳ１１２）。ＥＣＵ２９は、エンジン回転速度が所定値ｃよりも低いと判定した場合（ステップＳ１１２：Ｎｏ）、上限ガード値を補正するためのエンジン補正係数Ｋｃを「１」に設定する（ステップＳ１１３）。つまり、エンジン回転速度が所定値ｃより低い場合には、エンジン回転速度に応じた上限ガード値の補正は行われない。
　ＥＣＵ２９は、エンジン回転速度が所定値ｃ以上と判定した場合（ステップＳ１１２：Ｙｅｓ）、エンジン回転速度に応じて、エンジン補正係数Ｋｃを算出する（ステップＳ１１４）。この場合、ＥＣＵ２９は、所定のマップ又は数式等により、エンジン補正係数Ｋｃを算出する。図８に示すように、エンジン補正係数Ｋｃのマップ又は数式等は、エンジン回転速度が所定値ｃ以上の領域において、エンジン補正係数Ｋｃが１よりも大きく、且つ、エンジン回転速度が高いほどエンジン補正係数Ｋｃが大きくなるように設定されている。尚、ここでいうマップとは、エンジン回転速度の値とエンジン補正係数Ｋｃの値とが対応付けられており、エンジン回転速度を基にエンジン補正係数Ｋｃを特定可能なデータである。ＥＣＵ２９は、このようなマップを参照することで、数式による算出と同様に、エンジン回転速度に応じたエンジン補正係数Ｋｃを算出できる。
　次に、ＥＣＵ２９は、上限ガード値のベース値を読み込む（ステップＳ１１５）。ベース値は、ＭＧ１２の効率（消費電力に対する軸出力の比率）が所定値（例えば０．６～０．７の範囲の値）以上となる値に設定されている。ベース値は、例えば設計データや試験データ等に基づいて予め設定されており、ＥＣＵ２９が備えるＲＯＭ等の記憶装置（所定の記憶領域）に記憶されている。尚、ベース値は、予め設定した固定値としても良いが、ＭＧ１２の効率の変化要因（例えばシステムの経時変化や環境変化等）に応じて変化させるようにしても良い。
　次に、ＥＣＵ２９は、上記ステップＳ１１５の処理で読み込んだベース値と、上記ステップＳ１０６～Ｓ１１４の処理で設定した各補正係数Ｋａ，Ｋｂ，Ｋｃとを用いて、上限ガード値を次式により算出する（ステップＳ１１６）。
　　　　　　上限ガード値＝ベース値×Ｋａ×Ｋｂ×Ｋｃ
　上記ステップＳ１０６～Ｓ１１４の処理により、各補正係数Ｋａ，Ｋｂ，Ｋｃが全て１の場合には、上限ガード値をベース値に設定する。
　一方、アクセル開度又はアクセル開度の変化速度が所定値ａ以上で、アクセル補正係数Ｋａが１より大きい場合（Ｋａ＞１の場合）には、アクセル開度又はアクセル開度の変化速度が大きいほど、上限ガード値をベース値よりも高出力側に補正する。
　また、バッテリ２３のＳＯＣが所定値ｂ以上で、バッテリ補正係数Ｋｂが１より大きい場合（Ｋｂ＞１の場合）には、バッテリ２３のＳＯＣが高いほど、上限ガード値をベース値よりも高出力側に補正する。
　更に、エンジン回転速度が所定値ｃ以上で、エンジン補正係数Ｋｃが１より大きい場合（Ｋｃ＞１の場合）には、エンジン回転速度が高いほど、上限ガード値をベース値よりも高出力側に補正する。
　上記ステップＳ１０６～Ｓ１１６の処理は、請求の範囲でいう設定部に相当し、当該機能部としての役割を果たす。上記ステップＳ１０６～Ｓ１１４の処理では、各補正係数Ｋａ，Ｋｂ，Ｋｃをそれぞれ算出するようにしているが、これに限定されない。他の算出方法としては、例えば、アクセル開度（又はアクセル開度の変化速度）、バッテリ２３のＳＯＣ、及びエンジン回転速度に応じて、補正係数Ｋを所定の三次元マップ又は数式等により算出するようにしても良い。この場合、ＥＣＵ２９は、この補正係数Ｋとベース値とを用いて、上限ガード値を次式により算出するようにしても良い。
　　　　　　上限ガード値＝ベース値×Ｋ
　次に、ＥＣＵ２９は、上記ステップＳ１０５の処理で算出したＭＧ１２の出力指令値を上限ガード値で制限する（ステップＳ１１７）。具体的には、ＭＧ１２の出力指令値が上限ガード値よりも小さい場合には、ＭＧ１２の出力指令値をそのまま用いる。一方、ＭＧ１２の出力指令値が上限ガード値以上の場合には、ＭＧ１２の出力指令値を上限ガード値に設定する。ステップＳ１１７の処理は、請求の範囲でいう制限部に相当し、当該機能部としての役割を果たす。
　次に、ＥＣＵ２９は、ＭＧ１２の出力指令値に応じた通電電流でＭＧ１２を回転駆動し、ＭＧ１２によるトルクアシストを実施する（ステップＳ１１８）。
　以上説明した本実施例では、ＥＣＵ２９（制御装置）は、トルクアシストを行う際に、各補正係数Ｋａ，Ｋｂ，Ｋｃが全て１の場合に、ＭＧ１２の出力指令値の上限ガード値を、ＭＧ１２の効率（消費電力に対する軸出力の比率）が所定値以上になるベース値に設定する。そして、ＥＣＵ２９は、設定した上限ガード値でＭＧ１２の出力指令値を制限することによって、ＭＧ１２の出力を制限するようにしている。このようにすれば、ＭＧ１２の効率が所定値以上になる高効率領域でトルクアシストが行え、燃費向上効果が高められる。これにより、本実施例では、通常加速（例えば市街地での低速走行時等）の範囲において、高い燃費向上効果が得られる。
　また、エンジン１１のクランク軸にベルト１５等の動力伝達機構を介して連結されたスタータ兼用のＭＧ１２（ＩＳＧ）を搭載した制御システム１は、次のような特徴を有する。ＭＧ１２の発電電力やバッテリ２３の容量は、比較的小さく、ＭＧ１２の発電（バッテリ２３の充電）は、主に減速時の回生発電である。このため、制御システム１では、バッテリ２３の電力（回生発電によって得た電力）をいかに効率良く使うかが重要なポイントとなる。これに対して、本実施例では、トルクアシストを行う際に、ＭＧ１２の出力指令値を上限ガード値で制限することによって、必要以上に大出力でのトルクアシストを防止し、バッテリ２３の電力を効率良く使用できる。つまり、ＩＳＧを搭載したシステムにおいて、効果的に燃費を向上させられる。
　更に、本実施例では、ＭＧ１２の出力を制限することで、ＭＧ１２の発熱量を低下させられる。そのため、制御システム１では、ＭＧ１２の冷却性能を低下させてもＭＧ１２の過熱を防止できる。これにより、制御システム１では、ＭＧ１２の冷却方式を水冷式から空冷式に変更し、冷却水の配管等を省略でき、低コスト化及び省スペース化できるという利点もある。
　また、本実施例では、運転者の車両操作状態（例えばアクセル開度又はアクセル開度の変化速度等）に基づいて、上限ガード値をベース値よりも高出力側（高出力値となるように）に補正するようにしている。これにより、本実施例では、運転者からの要求である車両操作状態に応じた上限ガード値に変更できる。具体的には、燃費向上効果を実現するための上限ガード値から運転者からの要求を実現するための上限ガード値へ変更できる。
　より具体的には、アクセル開度又はアクセル開度の変化速度が所定値ａ以上の場合には、アクセル開度又はアクセル開度の変化速度が大きいほど、上限ガード値をベース値よりも高出力側に補正するようにしている。つまり、本実施例では、アクセル開度又はアクセル開度の変化速度が大きいほど、運転者からの加速要求が強い（要求加速度が高い）と判断し、上限ガード値を高出力側に補正する。このようにすれば、運転者の要求加速度が高くなるほど、上限ガード値を高出力側に補正し、ＭＧ１２の出力（トルクアシスト量）を大きくできる。これにより、制御システム１では、運転者からの加速要求に応じた加速性能を発揮でき、ドライバビリティを確保できる。
　尚、上限ガード値の補正は、これに限定されない。他の補正方法としては、例えば、運転者の車両操作状態として、運転者が選択した走行モード（例えばエコノミーモードやスポーツモード等）を用い、走行モードに応じて、上限ガード値を補正するようにしても良い。
　更に、本実施例では、バッテリ２３のＳＯＣが所定値ｂ以上の場合には、バッテリ２３のＳＯＣが高いほど、上限ガード値をベース値よりも高出力側（高出力値となるように）に補正するようにしている。このようにすれば、バッテリ２３のＳＯＣが高いほど、上限ガード値を高出力側に補正し、ＭＧ１２の出力（トルクアシスト量）を大きくできる。これにより、本実施例では、バッテリ２３の放電量を適度に増加させ、バッテリ２３の充電状態を適度に低下させられる。その結果、制御システム１では、次回の減速時に、回生発電によりバッテリ２３に充電可能な電力量を十分に確保でき、減速時の車両の運動エネルギを有効利用できる。
　尚、上記実施例では、運転者の車両操作状態、バッテリ２３のＳＯＣ、及びエンジン１１の運転状態に応じて、上限ガード値を補正するようにしているが、これに限定されない。他の補正方法としては、例えば、運転者の車両操作状態のみに応じて、上限ガード値を補正するようにしても良い。或は、バッテリ２３のＳＯＣ又はエンジン１１の運転状態に応じて、上限ガード値を補正するようにしても良い。また、運転者の車両操作状態、バッテリ２３のＳＯＣ、及びエンジン１１の運転状態のうちの２つの情報に応じて、上限ガード値を補正するようにしても良い。更に、運転者の車両操作状態、バッテリ２３のＳＯＣ、又はエンジン１１の運転状態に応じて、上限ガード値を補正しない（上限ガード値を常にベース値に設定する）ようにしても良い。
　また、上記実施例では、ＭＧ１２の出力指令値を上限ガード値で制限し、ＭＧ１２の出力を制限するようにしているが、これに限定されない。他の補正方法としては、例えば、ＭＧ１２の電流指令値やトルク指令値等の他の指令値を上限ガード値で制限し、ＭＧ１２の出力を制限するようにしても良い。
　また、上記実施例において、ＥＣＵ２９が実行する機能の一部又は全部を、１つ或は複数のＩＣ等のハードウェアによって実現しても良い。
　本開示の技術は、図１に示す構成のハイブリッド車に限定されず、車両の動力源として、エンジン及びＭＧを搭載した種々の構成のハイブリッド車に適用して実施できる。本開示の技術は、例えば、エンジンの動力を車輪に伝達する動力伝達系にＭＧを連結したハイブリッド車（例えばエンジンと変速機との間にＭＧを配置したハイブリッド車等）や、複数のＭＧを搭載したハイブリッド車に適用しても良い。
　１１…エンジン、１２…ＭＧ、２９…ＥＣＵ（設定部，制限部）

Claims (8)

  1. 　車両の動力源となるエンジン（１１）及びモータジェネレータ（１２）を備え、前記エンジンの動力で走行するエンジン走行中に、前記モータジェネレータによるトルクアシストを行う、ハイブリッド車の制御装置であって、
    　前記トルクアシストを行う際に、前記モータジェネレータの指令値を制限するための上限ガード値を、前記モータジェネレータの消費電力に対する軸出力の比率が所定値以上になるベース値に設定する設定部（２９）と、
    　前記トルクアシストを行う際に、前記モータジェネレータの前記指令値を前記上限ガード値で制限することによって、前記モータジェネレータの出力を制限する制限部（２９）と
    　を備える、ハイブリッド車の制御装置。
  2. 　前記設定部は、少なくとも運転者の車両操作状態に基づいて、前記上限ガード値を前記ベース値よりも高出力側に補正する、請求項１に記載のハイブリッド車の制御装置。
  3. 　前記設定部は、前記車両操作状態として、アクセル開度又は該アクセル開度の変化速度を用い、前記アクセル開度又は該アクセル開度の前記変化速度が大きいほど、前記上限ガード値を前記ベース値よりも高出力側に補正する、請求項２に記載のハイブリッド車の制御装置。
  4. 　前記設定部は、前記モータジェネレータと電力を授受するバッテリ（２３）の充電状態が高いほど、前記上限ガード値を前記ベース値よりも高出力側に補正する、請求項１乃至３のいずれか一項に記載のハイブリッド車の制御装置。
  5. 　前記モータジェネレータは、前記エンジンのクランク軸に動力伝達機構（１３，１４，１５）を介して連結されたスタータ兼用のモータジェネレータである、請求項１乃至４のいずれか一項に記載のハイブリッド車の制御装置。
  6. 　車両の動力源となるエンジン（１１）及びモータジェネレータ（１２）と、
    　トルクアシストを行う際に、前記モータジェネレータの指令値を制限するための上限ガード値を、前記モータジェネレータの消費電力に対する軸出力の比率が所定値以上になるベース値に設定する設定部（２９）と、を備え、
    　前記エンジンの動力で走行するエンジン走行中に、前記モータジェネレータによる前記トルクアシストを行う、ハイブリッド車に適用する制御装置であって、
    　前記トルクアシストを行う際に、前記モータジェネレータの前記指令値を前記上限ガード値で制限することによって、前記モータジェネレータの出力を制限する制限部（２９）を備える、ハイブリッド車の制御装置。
  7. 　車両の動力源となるエンジン（１１）及びモータジェネレータ（１２）と、
    　トルクアシストを行う際に、前記モータジェネレータの指令値を、当該指令値を制限するための上限ガード値で制限することによって、前記モータジェネレータの出力を制限する制限部（２９）と、を備え、
    　前記エンジンの動力で走行するエンジン走行中に、前記モータジェネレータによる前記トルクアシストを行う、ハイブリッド車に適用する制御装置であって、
    　前記トルクアシストを行う際に、前記上限ガード値を、前記モータジェネレータの消費電力に対する軸出力の比率が所定値以上になるベース値に設定する設定部（２９）を備える、ハイブリッド車の制御装置。
  8. 　車両の動力源となるエンジン（１１）及びモータジェネレータ（１２）を備え、前記エンジンの動力で走行するエンジン走行中に、前記モータジェネレータによるトルクアシストを行う、ハイブリッド車の制御装置で実行される制御方法であって、
    　前記トルクアシストを行う際に、前記モータジェネレータの指令値を制限するための上限ガード値を、前記モータジェネレータの消費電力に対する軸出力の比率が所定値以上になるベース値に設定するステップ（Ｓ１０６～Ｓ１１６）と、
    　前記トルクアシストを行う際に、前記モータジェネレータの前記指令値を前記上限ガード値で制限することによって、前記モータジェネレータの出力を制限するステップ（Ｓ１１７）と
    　を含む、ハイブリッド車の制御方法。
PCT/JP2016/080519 2015-10-16 2016-10-14 ハイブリッド車の制御装置及び制御方法 WO2017065265A1 (ja)

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