WO2021261247A1 - 電動車両の制御装置 - Google Patents

電動車両の制御装置 Download PDF

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Publication number
WO2021261247A1
WO2021261247A1 PCT/JP2021/021870 JP2021021870W WO2021261247A1 WO 2021261247 A1 WO2021261247 A1 WO 2021261247A1 JP 2021021870 W JP2021021870 W JP 2021021870W WO 2021261247 A1 WO2021261247 A1 WO 2021261247A1
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WO
WIPO (PCT)
Prior art keywords
power generation
electric vehicle
rotation speed
control unit
power
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2021/021870
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
雅大 水野
喬紀 杉本
憲彦 生駒
壮佑 南部
亮 清水
聖悟 山崎
琢矢 佐藤
航輝 宮下
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Motors Corp
Original Assignee
Mitsubishi Motors Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsubishi Motors Corp filed Critical Mitsubishi Motors Corp
Priority to JP2021563226A priority Critical patent/JP7115647B2/ja
Priority to CN202180045203.0A priority patent/CN115803240A/zh
Publication of WO2021261247A1 publication Critical patent/WO2021261247A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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 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 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
    • B60K6/442—Series-parallel switching type
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • 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
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • 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

Definitions

  • the present disclosure relates to a control device for an electric vehicle equipped with a generator driven by an internal combustion engine.
  • a control device for an electric vehicle having a parallel mode, a series mode, and an EV mode is known (see, for example, Patent Document 2).
  • the control device for the electric vehicle of Patent Document 2 when the target rotation speed of the generator is increasing in the series mode, the inner shuttlek is added to the required torque required for the internal combustion engine.
  • the amount of power generation is stabilized by adding the inertia shuttlek to the required torque required for the internal combustion engine. As a result, the acceleration performance of the electric vehicle is improved.
  • An object of the present disclosure is to provide a control device for an electric vehicle that can suppress deterioration of fuel efficiency of the electric vehicle and improve acceleration performance at the same time.
  • the control device for an electric vehicle is a control device for an electric vehicle having an internal combustion engine mounted on the electric vehicle, a generator, a motor, and a drive battery.
  • the generator is driven by an internal combustion engine.
  • the motor drives the drive shaft of the electric vehicle.
  • the drive battery supplies electric power to the motor.
  • the control device for the electric vehicle includes a traveling mode control unit, a battery output shortage determination unit, and a power generation control unit.
  • the travel mode control unit switches to a series mode in which the electric vehicle is driven by the first electric power supplied from the generator to the motor and the second electric power supplied from the drive battery to the motor.
  • the battery output shortage determination unit determines whether or not the second power is insufficient.
  • the power generation control unit controls the internal combustion engine and the generator based on the first electric power.
  • the power generation control unit includes a first control mode and a second control mode.
  • the first control mode controls the internal combustion engine to change the rotation speed of the internal combustion engine.
  • the second control mode controls the generator to change the rotation speed of the internal combustion engine.
  • the power generation control unit causes the internal combustion engine to rapidly change the rotation speed by itself according to the first control mode.
  • the first electric power supplied from the generator to the motor changes rapidly. Therefore, the motor is promptly supplied with the first electric power even when the second electric power is insufficient during the series mode traveling. As a result, the acceleration performance of the electric vehicle is improved.
  • the power generation control unit controls the generator by the second control mode to change the rotation speed of the internal combustion engine. Controlling the generator may reduce the first power.
  • the internal combustion engine does not need to increase the rotation by itself, the fuel efficiency is improved. That is, according to this control device for the electric vehicle, it is possible to suppress deterioration of the fuel efficiency of the electric vehicle and improve the acceleration performance at the same time.
  • the power generation control unit may calculate the target rotation speed, which is the target rotation speed of the internal combustion engine, based on the first electric power, and set the lower limit value of the target rotation speed.
  • the power generation control unit may perform correction control to raise the lower limit value. ..
  • the power generation control unit can increase the rotation speed from the state where the rotation speed of the internal combustion engine is high. This makes it easier for the internal combustion engine to reach higher revolutions faster. Therefore, the generator can supply the first electric power to the motor faster. As a result, the acceleration performance of the electric vehicle is improved even when the second electric power is reduced.
  • the power generation control unit may correct the lower limit value to a larger value as the speed of the electric vehicle increases.
  • the speed is low, the rotation speed of the internal combustion engine is low, so that the sound and vibration due to the rotation of the internal combustion engine can be reduced.
  • the power generation control unit may calculate the target rotation speed, which is the target rotation speed of the internal combustion engine, based on the first electric power.
  • the power generation control unit may calculate the increase rate of the target rotation speed and set the first limit value of the increase rate.
  • the power generation control unit is switched to the series mode by the traveling mode control unit and the battery output shortage determination unit determines that the second power is insufficient, the power generation control unit is set to a second limit value larger than the first limit value. Correction control for correction may be performed.
  • the second limit value may be a smaller value as the target rotation speed is higher.
  • the power generation control unit can quickly increase the rotation speed of the internal combustion engine. This makes it easier for the internal combustion engine to reach higher revolutions faster. Therefore, the generator can supply the first electric power to the motor faster. As a result, the acceleration performance of the electric vehicle is improved even when the second electric power is insufficient.
  • the battery output shortage determination unit may include a battery temperature acquisition unit that acquires the temperature of the drive battery.
  • the battery output shortage determination unit may determine that the second power is insufficient when the temperature acquired by the battery temperature acquisition unit is equal to or lower than the first predetermined temperature or equal to or higher than the second predetermined temperature.
  • the battery output of the drive battery may be limited in high temperature conditions.
  • the battery output of the drive battery may decrease in a low temperature state. According to this configuration, the motor can promptly receive the first electric power in any state.
  • the second limit value may be smaller when the temperature of the drive battery acquired by the output shortage determination unit is equal to or higher than the first predetermined temperature than when the temperature is equal to or higher than the first predetermined temperature.
  • the second limit value when the temperature of the drive battery is in a high temperature state such as the second predetermined temperature or higher, the second limit value is suppressed to be low.
  • the rotation speed of the internal combustion engine rises slower than when the drive battery is in a low temperature state.
  • the sound and vibration caused by the rotation of the internal combustion engine can be reduced.
  • the rotation speed of the internal combustion engine of the drive battery rises faster than in the high temperature state.
  • the power generation control unit may calculate a rotation increase torque that increases the rotation speed of the internal combustion engine.
  • the power generation control unit may acquire the actual rotation speed, which is the actual rotation speed of the internal combustion engine.
  • the power generation control unit may suppress the rotation increase torque according to the actual rotation speed.
  • the power generation control unit may suppress the rotation increase torque when the actual rotation speed is larger than the target rotation speed.
  • the power generation control unit may suppress the rotation increase torque as the actual rotation speed increases.
  • the control device for the electric vehicle may further include an accelerator opening degree determining unit for determining the accelerator opening degree.
  • the power generation control unit may switch from the first control mode to the second control mode.
  • the battery output shortage determination unit may determine that the second power is insufficient when the speed of the electric vehicle is equal to or higher than the first predetermined speed.
  • the acceleration performance is improved when the speed of the electric vehicle is high.
  • the first predetermined temperature may be calculated based on either one or both of the deterioration of the drive battery and the charge rate of the drive battery.
  • the power generation control unit may calculate the target power generation amount, which is the target power generation amount of the generator, based on the first power generation.
  • the power generation control unit may acquire the actual power generation amount, which is the actual power generation amount of the generator. When the actual power generation amount is smaller than the target power generation amount, the power generation control unit may switch from the second control mode to the first control mode.
  • the internal combustion engine causes the internal combustion engine to rapidly increase the rotation speed by the first control mode.
  • the first electric power supplied from the generator to the motor is rapidly increased. Therefore, even when the second electric power is insufficient, the acceleration performance of the electric vehicle is improved.
  • the power generation control unit calculates the target rotation speed, which is the target rotation speed of the internal combustion engine, sets the upper limit value of the target rotation speed, and is switched to the series mode by the traveling mode control unit. Moreover, when it is determined by the battery output shortage determination unit that the second power is insufficient, the upper limit value may be limited to the predetermined rotation speed or less.
  • the predetermined rotation speed may be a change point of the output characteristics of the internal combustion engine.
  • the power generation control unit can increase the rotation speed of the internal combustion engine up to the rotation speed output with a substantially constant inclination with respect to the increase in the rotation speed of the internal combustion engine.
  • the power generation control unit can efficiently use the output of the internal combustion engine to generate power in the generator.
  • the power generation control unit may limit the upper limit value to the predetermined rotation speed or less.
  • vibration / noise can be set to a level corresponding to the second predetermined speed.
  • the power generation control unit may increase the upper limit value as the speed increases.
  • the number of revolutions of the internal combustion engine can be increased while suppressing the feeling of free running.
  • the system diagram of the electric vehicle according to the embodiment of this disclosure.
  • the block diagram which shows the structure of the control device of the electric vehicle by embodiment of this disclosure.
  • the figure which shows an example of the 3D map by embodiment of this disclosure.
  • the figure which shows the change of the target engine rotation speed Ert with respect to the accelerator opening by embodiment of this disclosure.
  • the graph which shows an example of the relationship between the increase rate limit value dErtLim and the target engine speed Ert by the embodiment of this disclosure.
  • the graph which shows an example of the relationship between the rotation speed rise torque UTq and the engine rotation speed deviation by embodiment of this disclosure.
  • the graph which shows an example of the relationship between the rotation rise torque UTq and the actual engine rotation speed Erq by the embodiment of this disclosure.
  • the flowchart which shows the control procedure of the control apparatus by embodiment of this disclosure.
  • a timing chart showing a change in the target engine speed Ert when the upper limit value of the target engine speed Ert according to the embodiment of the present disclosure is changed.
  • the graph which shows an example of the output characteristic of the internal combustion engine by embodiment of this disclosure.
  • the electric vehicle 1 is a four-wheel drive type hybrid vehicle.
  • the electric vehicle 1 includes an internal combustion engine (ENG) 2, a generator (GEN) 4, a front motor (FrM) 6, a rear motor (RM) 8, a drive battery (BT) 10, and a control device (HVECU). It has 20 and an accelerator pedal 21.
  • the front motor 6 drives the front wheel drive shaft 12a of the front wheels 12 via the transaxle 16.
  • the rear motor 8 drives the rear wheel drive shaft 14a of the rear wheel 14 via the speed reducer 8c.
  • the front motor 6 is connected to the drive battery 10 via the front inverter 18, and electric power (second electric power) is supplied from the drive battery 10.
  • the front inverter 18 has a front motor control device (FrMCU) 6a and a generator control device (GCU) 4a that controls the generator 4.
  • the front motor control device 6a acquires a signal from the control device 20 and controls the regeneration and power running of the front motor 6 so that the front motor 6 is in a desired operating state.
  • the rear motor 8 is also connected to the drive battery 10 via the rear inverter 8b, and electric power (second electric power) is supplied from the drive battery 10.
  • the rear inverter 8b has a rear motor control unit (RMCU) 8a.
  • the rear motor control device 8a acquires a signal from the control device 20 and controls the regeneration and power running of the rear motor 8 so that the rear motor 8 is in a desired operating state.
  • the internal combustion engine 2 drives the generator 4 via the transaxle 16.
  • the internal combustion engine 2 is driven by burning the fuel supplied from the fuel tank (Fuel TANK) 22.
  • Various devices and various sensors of the internal combustion engine 2 are electrically connected to the engine control device (ENG-ECU) 2a.
  • the engine control device 2a acquires a signal from the control device 20 and controls the internal combustion engine 2 so as to be in a desired operating state.
  • the transaxle 16 amplifies the rotational speed of the internal combustion engine 2 and transmits it to the generator 4.
  • the transaxle 16 of the present embodiment has a clutch 16a that transmits and disconnects power between the internal combustion engine 2 and the front motor 6 and between the internal combustion engine 2 and the front wheel drive shaft 12a.
  • the internal combustion engine 2 is connected to the front wheel drive shaft 12a via the clutch 16a of the transaxle 16 and drives the front wheel drive shaft 12a.
  • the generator 4 generates electricity by being driven by the internal combustion engine 2.
  • the electric power (first electric power) generated by the generator 4 can charge the drive battery 10, and the front motor 6 and the rear motor 8 (hereinafter, with each motor in the present specification) via the front inverter 18 and the rear inverter 8b. It can be supplied to (Note).
  • the generator 4 is a motor generator, and the internal combustion engine 2 can be rotationally driven in addition to power generation.
  • the generator 4 drives and starts the internal combustion engine 2 by supplying electric power from the drive battery 10 and running the power.
  • the generator 4 is controlled by the generator control device 4a provided in the front inverter 18.
  • the generator control device 4a is electrically connected to the control device 20, acquires a signal from the control device 20, and controls power generation and power running so that the generator 4 is in a desired operating state.
  • the drive battery 10 is composed of a secondary battery such as a lithium ion battery, and has a battery module (not shown) composed of a plurality of battery cells collectively.
  • the drive battery 10 functions as a power source for each motor. Further, the drive battery 10 detects the charge rate of the battery module (State Of Charge, hereinafter SOC), the deterioration state of the battery module (State Of Health, hereinafter SOH), the voltage Bv of the battery module, and the battery temperature Btmp. It has a battery monitoring unit (BMU) 10a to perform.
  • the battery monitoring unit 10a acquires the battery temperature Btmp of the drive battery 10 and transmits it to the control device 20.
  • the control device 20 is actually composed of a microprocessor including an arithmetic unit, a memory, an input / output buffer, and the like.
  • the control device 20 controls each device so that the electric vehicle 1 is in a desired operating state based on the signals from each sensor and various devices, and the map and the program stored in the memory.
  • various control devices including an engine control device 2a, a generator control device 4a, a front motor control device 6a, a rear motor control device 8a, and a battery monitoring unit 10a are provided separately from the control device 20.
  • Each of the various control devices is electrically connected to the control device 20.
  • various control devices may be provided integrally with the control device 20.
  • each control device is composed of a microprocessor including an arithmetic unit, a memory, an input / output buffer, and the like.
  • the control device 20 includes a traveling mode control unit 30, a battery output shortage determination unit 32, a power generation control unit 34, and an accelerator opening degree determination unit 36.
  • the travel mode control unit 30, the battery output shortage determination unit 32, the power generation control unit 34, and the accelerator opening degree determination unit 36 are functional configurations realized by software stored in the control device 20. However, various controls are not limited to software processing, but can also be processed by dedicated hardware (electronic circuits).
  • the control device 20 acquires the rotation speeds of the front wheels 12 and the rear wheels 14 by a wheel speed sensor (not shown), and the speed calculation unit 38 calculates the speed V of the electric vehicle 1 based on the rotation speed of the wheel speed sensor.
  • the accelerator pedal 21 is a pedal that controls acceleration / deceleration of the electric vehicle 1 by being depressed by the driver of the electric vehicle 1.
  • the accelerator pedal 21 is provided with an accelerator position sensor 21a that detects the depressed position.
  • the accelerator position sensor 21a is electrically connected to the control device 20 and transmits the accelerator depression position (accelerator opening degree) to the control device 20.
  • the accelerator opening degree determining unit 36 includes a driver required torque calculation unit 36a.
  • the driver required torque calculation unit 36a calculates the driver required torque DTq of the electric vehicle 1 based on the accelerator opening degree Th acquired from the accelerator position sensor 21a.
  • the travel mode control unit 30 controls the clutch 16a based on information such as speed V, SOC, and accelerator opening Th, and is one of parallel mode, series mode, and EV mode. Switch to driving mode.
  • the traveling mode control unit 30 connects the clutch 16a and drives the front wheel drive shaft 12a by both the internal combustion engine 2 and the front motor 6.
  • the front motor 6 is supplied with either one or both of the electric power from the drive battery 10 (second electric power) and the electric power generated by the generator 4 (first electric power).
  • the rear motor 8 is supplied with either or both of the electric power from the drive battery 10 (second electric power) and the electric power generated by the generator 4 (first electric power) to drive the rear wheel drive shaft 14a. ..
  • the traveling mode control unit 30 releases the clutch 16a and supplies the electric power (second electric power) of the drive battery 10 to each motor, and each motor supplies the front wheel drive shaft 12a and the rear wheel drive shaft 14a (hereinafter referred to as the rear wheel drive shaft 14a).
  • Each drive shaft is referred to in the specification).
  • the traveling mode control unit 30 releases the clutch 16a, drives the generator 4 with the internal combustion engine 2, and supplies the first electric power generated by the generator 4 to each motor. Further, when the driving force for driving each drive shaft is insufficient depending on the first electric power, the traveling mode control unit 30 also supplies the second electric power to each motor from the drive battery 10. That is, the traveling mode control unit 30 drives the electric vehicle 1 by the first electric power and the second electric power in the series mode. As described above, in the series mode, the traveling mode control unit 30 adds the second power supplied from the drive battery 10 to each motor to the first power supplied from the generator 4 to each motor to control the internal combustion engine 2. It is possible to improve the acceleration performance of the electric vehicle 1 while operating efficiently and reducing the fuel consumption when the internal combustion engine 2 generates the generator 4.
  • the travel mode control unit 30 includes a drive shaft torque calculation unit 30a, a front-rear distribution calculation unit 30b, a front motor engine torque distribution calculation unit 30c, a power conversion calculation unit 30d, and a drive shaft torque limit value calculation unit 30e.
  • the drive shaft torque calculation unit 30a acquires the driver required torque DTq and the upper limit drive shaft torque TqLim.
  • the drive shaft torque calculation unit 30a calculates a target drive shaft torque FRTq to be generated in each drive shaft based on the driver required torque DTq and the upper limit drive shaft torque TqLim.
  • the upper limit drive shaft torque TqLim is obtained by subtracting the auxiliary power consumption consumed by the electronic devices mounted on the electric vehicle 1 and the loss in each motor from the power generation amount GWi based on the battery upper limit power W2 and the capacity of the generator 4, which will be described later. , They may be divided by the speed V and then multiplied by the unit conversion coefficient to calculate.
  • the upper limit drive shaft torque TqLim may be calculated by the drive shaft torque limit value calculation unit 30e.
  • the target drive shaft torque FRTq is not limited to these calculation methods, and for example, a map or the like may be used.
  • the drive shaft torque calculation unit 30a transmits the target drive shaft torque FRTq to the power conversion calculation unit 30d.
  • the power conversion calculation unit 30d converts the target drive shaft torque FRTq into the target power generation power W1 and transmits it to the power generation control unit 34.
  • the front-rear distribution calculation unit 30b acquires the road surface condition and the like, and distributes the target drive shaft torque FRTq to the front wheel drive shaft 12a and the rear wheel drive shaft 14a based on the road surface condition and the like.
  • the wheel axle torque RTq is calculated and transmitted to the front motor control device 6a and the rear motor control device 8a.
  • the front motor engine torque distribution calculation unit 30c calculates the parallel engine torque PETq required for the internal combustion engine 2 in the parallel mode.
  • the battery output shortage determination unit 32 determines whether or not the second power supplied from the drive battery 10 to each motor is insufficient.
  • the battery output shortage determination unit 32 includes a battery output calculation unit 32a.
  • the battery output calculation unit 32a acquires the SOC, SOH, battery temperature Btmp, voltage Bv, etc. of the drive battery 10 from the battery monitoring unit 10a, and the upper limit value of the second power that the drive battery 10 can supply to each motor.
  • the battery upper limit power W2 is calculated. When the battery upper limit power W2 of the drive battery 10 is lower than the battery upper limit power W2 in the normal state, the battery output shortage determination unit 32 determines that the second power is insufficient.
  • the battery output shortage determination unit 32 includes the battery temperature acquisition unit 32b.
  • the battery temperature acquisition unit 32b acquires the battery temperature Btmp from the battery monitoring unit 10a.
  • the battery output shortage determination unit 32 determines that the second power is insufficient when the battery temperature Btmp is equal to or lower than the first predetermined temperature T1.
  • the first predetermined temperature T1 is a temperature predetermined in the map based on SOC and SOH. More specifically, as in the example of the three-dimensional map shown in FIG. 3, the battery output shortage determination unit 32 can output a value (State Of Power, hereinafter) that the drive battery 10 can output based on the SOC and the battery temperature Btmp.
  • a map on one side that defines SOP) is stored on multiple sides for each SOH.
  • the battery output shortage determination unit 32 acquires the SOH and SOC, compares the acquired SOH and SOC with the three-dimensional map, and determines that the battery output is low. Is obtained from the 3D map.
  • the battery output shortage determination unit 32 can also acquire an actual SOP (hereinafter referred to as an actual SOP).
  • the actual SOP may be corrected according to the decrease in the voltage Bv in order to suppress the prevention of over-discharging of the drive battery 10. Therefore, when the battery output shortage determination unit 32 determines the battery output decrease by comparing the actual SOP and the reference SOP, it may not be able to correctly determine.
  • the battery output shortage determination unit 32 accurately and quickly determines the decrease in the battery upper limit power W2 of the drive battery 10 by acquiring the battery temperature Btmp which is the reference SOP.
  • the battery output shortage determination unit 32 may determine that the battery upper limit power W2 has decreased due to the outside air temperature or the like instead of the battery temperature Btmp. Further, the battery output shortage determination unit 32 does not acquire SOH and SOC with the first predetermined temperature T1 as the extremely low temperature (for example, ⁇ 20 ° C.), and when the first predetermined temperature T1 or less, the battery upper limit power W2 is uniformly applied. May be determined to be decreasing.
  • the battery output shortage determination unit 32 may determine a decrease in the battery upper limit power W2 based on a two-dimensional map showing the relationship between either SOH or SOC and the battery temperature Btmp and SOP. Further, the battery upper limit power W2 may be calculated by the battery monitoring unit (BMU) 10a.
  • BMU battery monitoring unit
  • the battery output shortage determination unit 32 determines that the second power is insufficient when the battery temperature Btmp is the second predetermined temperature T2 or higher. More specifically, when the battery temperature Btmp is the second predetermined temperature T2 or higher, the battery output shortage determination unit 32 of the control device 20 suppresses the temperature rise of the drive battery 10 by suppressing the battery upper limit power W2. do. As a result, the second electric power that can be supplied from the drive battery 10 to each motor is reduced. When the drive battery 10 suppresses the battery upper limit power W2 in such a high temperature state, the battery output shortage determination unit 32 determines that the second power is insufficient.
  • the battery output shortage determination unit 32 acquires the speed V, and when the speed V is equal to or higher than the first predetermined speed Vt, determines that the second power is insufficient. That is, when the electric vehicle 1 is traveling at high speed, the energy required for accelerating becomes large. Therefore, more first power and second power are required at the first predetermined speed Vt or higher than at less than the first predetermined speed Vt. Therefore, the battery output shortage determination unit 32 determines that the second power is insufficient when the first predetermined speed Vt or more, so that the first power can be quickly supplied to each motor.
  • the battery output shortage determination unit 32 does not have a decrease in the battery upper limit power W2, and even if the battery upper limit power W2 is not suppressed, the second power is insufficient when the first predetermined speed Vt or more. Judge that you are doing.
  • the power generation control unit 34 controls the internal combustion engine 2 and the generator 4 based on the target power generation power W1 calculated by the drive shaft torque calculation unit 30a and the power conversion calculation unit 30d.
  • the target generated power W1 is a target value of the first power that the generator 4 should supply to each motor.
  • the power generation control unit 34 drives the generator 4 with the internal combustion engine 2 to generate the engine required torque ETq required for the internal combustion engine 2 in each calculation unit described later in order to generate the target power generation power W1. Calculate.
  • the power generation control unit 34 includes a power calculation unit 34a, a target engine rotation speed calculation unit 34b, an engine torque calculation unit 34c, and a generator torque calculation unit 34d.
  • the power calculation unit 34a calculates the target power generation amount GW required for the generator 4 based on the target power generation power W1 in consideration of the transmission loss generated when the first power is supplied from the generator 4 to each motor. do.
  • the transmission loss may be calculated based on a map recording the relationship between the amount of power generated by the generator 4 and the transmission loss.
  • the target power generation amount GW is calculated by taking into account the power for charging the drive battery 10, other power required for the equipment of the electric vehicle 1, and the upper limit of the power generation amount for protecting each motor. May be good.
  • the target engine rotation speed calculation unit 34b acquires the target power generation amount GW, and based on the target power generation amount GW, the target engine rotation speed (target rotation speed) which is the target value of the rotation speed at which the internal combustion engine 2 drives the generator 4. ) Calculate the Engine.
  • the target engine rotation speed calculation unit 34b refers to the map recording the fuel injection amount and the ignition timing of the internal combustion engine 2, and calculates the target engine rotation speed Ert so that the internal combustion engine 2 has the best fuel efficiency. May be good. This improves the fuel efficiency of the electric vehicle 1.
  • the target engine rotation speed calculation unit 34b may acquire the speed V and calculate the target engine rotation speed Ert according to the speed V. As a result, when the electric vehicle 1 accelerates, it is possible to prevent the rotation speed of the internal combustion engine 2 from becoming excessively high with respect to the speed V.
  • the power generation control unit 34 sets the lower limit value minErt of the target engine speed Ert. Further, when the power generation control unit 34 is switched to the series mode by the traveling mode control unit 30 and the battery output shortage determination unit 32 determines that the second power is insufficient, the lower limit value minErt is set to a large value. Correction is performed to control the internal combustion engine 2 (hereinafter, this correction control is referred to as a lower limit value correction control in the specification and FIG. 8). As shown in FIG. 4, the lower limit value minErt is the target engine speed Ert from the time T0 when the accelerator pedal 21 is not depressed to the time T1. In the present embodiment, the target engine rotation speed calculation unit 34b acquires the target engine rotation speed Ert and sets the initial value of the lower limit value minErt.
  • the initial value may be a value stored in advance.
  • the target engine rotation speed calculation unit 34b corrects the lower limit value minErt of the target engine rotation speed Ert to a value larger than the initial value. Perform the calculation (see Fig. 4 Engine at the time of correction).
  • the target engine rotation speed calculation unit 34b acquires the target engine rotation speed Ert and the speed V, and performs a correction operation to set the lower limit value minErt of the target engine rotation speed Ert to a value larger than the initial value as the speed V increases. You may go. As a result, the first electric power supplied from the generator 4 to each motor is rapidly increased. Therefore, the acceleration performance of the electric vehicle 1 is improved. Further, the higher the speed V of the electric vehicle 1, the faster the actual engine rotation speed Erq, which will be described later, is reached. On the other hand, when the speed V is low, the actual engine rotation speed Erq, which will be described later, is low, so that noise and vibration due to the rotation of the internal combustion engine 2 can be reduced.
  • the power generation control unit 34 sets the increase rate limit value dErtLim of the target engine rotation speed Ert.
  • the increase rate limit value dErtLim is set to a large value. Correction is performed to control the internal combustion engine 2 (hereinafter, this correction control is referred to as limit value correction control in the specification and FIG. 8).
  • the increase rate limit value dErtLim is an upper limit value of the rate of change of the target engine speed Ert per unit time when the accelerator pedal 21 is depressed. That is, in FIG. 4, it corresponds to the upper limit of the inclination of the target engine speed Ert from the time T1 to the time T2.
  • the target engine rotation speed calculation unit 34b sets the increase rate limit value dErtLim of the target engine rotation speed Ert.
  • the target engine rotation speed calculation unit 34b sets an initial value (first limit value) of the increase rate limit value dErtLim from the time T1 to the time T2.
  • the initial value may be a value stored in advance.
  • the target engine rotation speed calculation unit 34b performs a correction calculation for correcting the increase rate limit value dErtLim to a second limit value larger than the initial value.
  • the power generation control unit 34 can quickly increase the actual engine speed Erq, which will be described later. Therefore, the actual engine speed Erq, which will be described later, tends to reach a higher speed quickly.
  • the generator 4 can supply the first electric power to each motor faster, and the acceleration of the electric vehicle 1 is improved.
  • the target engine rotation speed calculation unit 34b lowers the second limit value as the target engine rotation speed Ert increases.
  • the second limit value of the increase rate limit value dErtLim is set to be lower than 4000 rpm or less, so that the target engine speed Ert at the time of correction (FIG. 4). Ert) at the time of correction of is gradually increased. As a result, it is easy to suppress an excessive rise of the actual engine speed Erq, which will be described later.
  • the target engine rotation speed calculation unit 34b may set the second limit value to a smaller value when the temperature of the drive battery 10 is high than when the temperature of the drive battery 10 is low. More specifically, as shown in FIG. 5, the increase rate limit value dErtLim when the battery temperature Btmp is the second predetermined temperature T2 or more is the increase rate limit value when the battery temperature Btmp is the first predetermined temperature T1 or less. It is a value smaller than dErtLim. That is, the battery temperature Btmp may be higher than the second predetermined temperature T2 even when the outside air temperature is normal temperature (about 10 ° C to 25 ° C).
  • the target engine speed calculation unit 34b sets the increase rate limit value dErtLim when the drive battery 10 generated more frequently is in a high temperature state than when the drive battery 10 is in a low temperature state. Set to a small value.
  • the rotation speed of the internal combustion engine 2 slows down and rises.
  • the sound and vibration due to the rotation of the internal combustion engine 2 can be reduced.
  • the rotation speed of the internal combustion engine 2 rises faster than when the drive battery 10 is in a high temperature state.
  • the engine torque calculation unit 34c acquires the target power generation amount GW and the target engine rotation speed Ert, and calculates the engine required torque ETq required for the internal combustion engine 2 based on the target power generation amount GW and the target engine rotation speed Ert. More specifically, the engine torque calculation unit 34c calculates the engine torque ETq1 by dividing the target engine rotation speed Ert from the target power generation amount GW, and adds the torque for changing the rotation speed of the internal combustion engine 2. If necessary, this torque is added to calculate the engine required torque ETq. The engine torque calculation unit 34c transmits the engine required torque ETq to the engine control device 2a.
  • the engine control device 2a calculates the actual engine torque ETqr based on the actual engine rotation speed (actual rotation speed) Erq acquired from various sensors such as the crank angle sensor (not shown) of the internal combustion engine 2.
  • the engine control device 2a acquires the engine required torque ETq and controls the internal combustion engine 2 so that the actual engine torque ETqr becomes the engine required torque ETq.
  • the engine control device 2a transmits the actual engine speed Erq to the engine torque calculation unit 34c.
  • the engine torque calculation unit 34c acquires the actual engine rotation speed Erq and corrects the engine required torque ETq so as to be the target engine rotation speed Ert.
  • the generator torque calculation unit 34d acquires the engine required torque ETq and calculates the target load torque LTq, which is the target load torque of the generator 4, based on the engine required torque ETq. More specifically, the generator torque calculation unit 34d calculates the target load torque LTq by adding or subtracting the torque for changing the rotation speed of the internal combustion engine 2 to the load torque LTq1 that is balanced with the engine required torque ETq. The generator torque calculation unit 34d may calculate the target load torque LTq based on the map recording the relationship between the engine required torque ETq and the target load torque LTq. The generator torque calculation unit 34d transmits the target load torque LTq to the generator control device 4a.
  • the generator control device 4a detects the actual power generation amount GWr, which is the actual power generation amount of the generator 4, and the rotation speed of the generator 4, and calculates the actual load torque LTqr from the actual power generation amount GWr and the rotation speed of the generator 4. Then, the generator 4 is controlled so that the actual load torque LTqr becomes the target load torque LTq. Further, the generator control device 4a transmits the actual power generation amount GWr to the engine torque calculation unit 34c via the generator torque calculation unit 34d.
  • the power generation control unit 34 includes a first control mode and a second control mode.
  • the power generation control unit 34 is switched to the series mode by the travel mode control unit 30, the battery output shortage determination unit 32 determines that the second power is insufficient, and the accelerator opening Th is a predetermined opening Tht or more.
  • the second control mode is switched to the first control mode. That is, when the battery upper limit power W2 is low even though the driver requests acceleration, the power generation control unit 34 switches from the second control mode to the first control mode.
  • the power generation control unit 34 controls the first from the second control mode when the actual power generation amount GWr is smaller than the target power generation amount GW, that is, when the actual power generation amount GWr is insufficient with respect to the target power generation amount GW. You may switch to the mode.
  • the power generation control unit 34 controls the internal combustion engine 2 to change the actual engine speed Erq of the internal combustion engine 2. More specifically, in the first control mode, the power generation control unit 34 calculates the engine required torque ETq including the rotation increase torque UTq required when increasing the target engine rotation speed Ert. That is, the engine torque calculation unit 34c calculates the engine required torque ETq by adding the rotation increase torque UTq to the engine torque ETq1 obtained based on the target power generation amount GW.
  • the rotation increase torque UTq is a torque preset for each target engine rotation speed Ert in consideration of the friction loss of the internal combustion engine 2 and the generator 4, the inertial force of the crank shaft of the internal combustion engine 2 and the rotation shaft of the generator 4. Is.
  • the power generation control unit 34 controls the generator 4 to change the actual engine speed Erq of the internal combustion engine 2. More specifically, in the second control mode, the power generation control unit 34 calculates the target load torque LTq including the rotation rise torque UTq. That is, the generator torque calculation unit 34d calculates the target load torque LTq by subtracting the rotation rise torque UTq from the load torque LTq1 that balances with the engine required torque ETq.
  • the internal combustion engine 2 itself raises the actual engine rotation speed Erq, so that the intake air amount and the fuel injection amount of the internal combustion engine 2 increase as compared with the second control mode.
  • the fuel consumption of the internal combustion engine 2 deteriorates.
  • the first electric power supplied from the generator 4 to each motor does not decrease. As a result, the acceleration performance of the electric vehicle 1 is improved.
  • the generator torque calculation unit 34d subtracts the rotation rise torque UTq, so that the actual power generation amount GWr of the generator 4 decreases.
  • the generator 4 reduces the actual power generation amount GWr, the actual engine speed Erq of the internal combustion engine 2 increases while the internal combustion engine 2 maintains the output. As a result, the fuel efficiency of the internal combustion engine 2 is maintained.
  • the target engine speed Ert decreases, the actual engine speed Erq decreases by increasing the target load torque LTq in the second control mode.
  • the power generation control unit 34 suppresses the rotation increase torque UTq according to the actual engine speed Erq in the first control mode. More specifically, the power generation control unit 34 may suppress the rotation increase torque UTq when the actual engine speed Erq is larger than the target engine speed Ert. That is, as shown in FIG. 6, the deviation (difference) between the target engine rotation speed Ert and the actual engine rotation speed Erq is calculated, and the smaller the deviation is, the smaller the rotation increase torque UTq is. In the graph showing the relationship between the rotation increase torque UTq and the difference shown in FIG.
  • the value of the rotation increase torque UTq is reduced when the deviation is smaller than 300 rpm, and the rotation increase torque UTq is set to zero when the deviation is zero or less. .. As a result, it is possible to prevent the actual engine speed Erq from rising excessively.
  • the power generation control unit 34 may suppress the rotation increase torque UTq as the actual engine speed Erq increases. That is, as shown in FIG. 7, for example, when the actual engine speed Erq is 4000 rpm or more, the power generation control unit 34 reduces the rotation increase torque UTq as the actual engine speed Erq increases. Even in this case, it is possible to prevent the actual engine speed Erq from rising excessively.
  • the power generation control unit 34 starts a control operation when an ignition switch (not shown) is turned on. Further, the power generation control unit 34 starts the control operation in the state of the second control mode.
  • the power generation control unit 34 determines whether or not the travel mode is switched to the series mode by the travel mode control unit 30. When the power generation control unit 34 of the control device 20 determines that the mode has been switched to the series mode (S1 Yes), the process proceeds to S2.
  • S2 to S4 are processes performed by the battery output shortage determination unit 32.
  • the battery output shortage determination unit 32 determines whether or not the second power is insufficient.
  • the battery output shortage determination unit 32 determines whether or not the battery temperature Btmp is equal to or less than the first predetermined temperature T1.
  • the battery temperature Btmp is larger than the first predetermined temperature T1 (S2 No)
  • the battery output shortage determination unit 32 proceeds to S3.
  • the battery output shortage determination unit 32 determines that the second power is insufficient and transmits the determination result to the power generation control unit 34.
  • the power generation control unit 34 acquires the determination result of the battery output shortage determination unit 32, and proceeds to the process in S10.
  • the power generation control unit 34 performs lower limit value correction control.
  • the power generation control unit 34 acquires the speed V (km / h), and performs lower limit value correction control to increase the lower limit value minErt of the target engine rotation speed Ert as the speed V becomes higher.
  • the lower limit value minErt may be corrected to 1000 rpm.
  • the power generation control unit 34 may appropriately correct the lower limit value minErt to a value larger than 1000 rpm as the speed V increases.
  • the power generation control unit 34 uses the initial value of the lower limit value minErt (see FIG. 4). When the power generation control unit 34 performs the lower limit value correction control, the process proceeds to S5.
  • the battery output shortage determination unit 32 determines whether or not the battery temperature Btmp is equal to or higher than the second predetermined temperature T2. When the battery output shortage determination unit 32 determines that the battery temperature Btmp is less than the second predetermined temperature T2 (S3 No), the process proceeds to S4. On the other hand, when the battery output shortage determination unit 32 determines that the battery temperature Btmp is equal to or higher than the second predetermined temperature T2 (S3 Yes), the battery output shortage determination unit 32 determines that the second power is insufficient, and determines the determination result as the power generation control unit 34. Send to. The power generation control unit 34 acquires the determination result of the battery output shortage determination unit 32, and proceeds to S5.
  • the battery output shortage determination unit 32 acquires the speed V of the electric vehicle 1 and determines whether or not the speed V is Vt or more. When the battery output shortage determination unit 32 determines that the speed V is Vt or higher (S4 Yes), it determines that the second power is insufficient and transmits the determination result to the power generation control unit 34. That is, when any of the conditions S2 to S4 is satisfied, the battery output shortage determination unit 32 determines that the second power is insufficient. The power generation control unit 34 acquires the determination result of the battery output shortage determination unit 32, and proceeds to S5.
  • the battery output shortage determination unit 32 determines that the speed V is less than Vt (S4 No), it determines that none of the conditions S2 to S4 is satisfied, and the second power is not insufficient. Judge. The battery output shortage determination unit 32 transmits this determination result to the power generation control unit 34. The power generation control unit 34 acquires the determination result of the battery output shortage determination unit 32, and proceeds to S5.
  • the power generation control unit 34 determines whether or not the accelerator opening Th is equal to or greater than the predetermined opening Tht. When the power generation control unit 34 determines that the accelerator opening Th is equal to or greater than the predetermined opening Tht (S4 Yes), the power generation control unit 34 proceeds to S6. In S6, the power generation control unit 34 switches from the second control mode to the first control mode. After switching to the first control mode, the power generation control unit 34 proceeds to S7. In S5, the power generation control unit 34 may determine whether or not the actual power generation amount GWr is less than (smaller than) the target power generation amount GW. When the power generation control unit 34 determines that the actual power generation amount GWr is less than the target power generation amount GW, the process may proceed to S6.
  • the power generation control unit 34 determines whether or not the target engine speed Ert has increased.
  • the power generation control unit 34 determines that the target engine speed Ert is increasing (S7 Yes)
  • the power generation control unit 34 proceeds to process in S8.
  • the case where the target engine speed Ert is increased is a case where the accelerator pedal 21 is depressed, the driver required torque DTq increases, the target generated power W1 also increases, and the target power generation amount GW increases. That is, the electric vehicle 1 is in the accelerated state.
  • the power generation control unit 34 may determine that the target engine speed Ert has increased. That is, the power generation control unit 34 may simultaneously determine in S5 whether or not the target engine speed Ert has increased. Further, when the actual power generation amount GWr is smaller than the target power generation amount GW, it may be determined that the target engine speed Ert has increased.
  • the power generation control unit 34 performs limit value correction control.
  • the power generation control unit 34 may make a correction to set the value to a value larger than 20%.
  • the initial value of the increase rate limit value dErtLim is used.
  • the power generation control unit 34 acquires the accelerator opening degree Th from the accelerator opening degree determination unit 36, and determines whether or not the accelerator opening degree Th is zero (accelerator off). When the power generation control unit 34 determines that the accelerator is off (S9 Yes), both the lower limit value correction and the increase rate limit correction are completed, and the process proceeds to S11. In S11, the power generation control unit 34 switches from the first control mode to the second control mode, and proceeds with the process before S1.
  • the power generation control unit 34 determines that the mode is not in the series mode (S1 No)
  • the power generation control unit 34 returns the processing before S1.
  • the process proceeds to S11, the second control mode is maintained, and the process is returned before S1.
  • the power generation control unit 34 returns the process before S5 when it is determined that the target engine speed Ert has not increased (S7 No) and when it is determined that the accelerator has not been turned off (S9 No). As a result, the first control mode is maintained until the accelerator opening Th is smaller than the predetermined opening Tht.
  • control device 220 of the electric vehicle 201 of the second embodiment of the present disclosure will be described with reference to the drawings. Since the system configurations of the electric vehicle 1 and the control device 220 in the second embodiment are the same as those in the first embodiment, the description thereof will be omitted. Further, the control performed by the control device 220 in the second embodiment will be described only in that it differs from the control in the first embodiment.
  • the control device 220 in the second embodiment is different from the control device 20 in the first embodiment in that the power generation control unit 234 sets the upper limit value maxErt in addition to the lower limit value minErt of the target engine rotation speed Ert.
  • the timing chart of the present embodiment shows an example in which the battery temperature Btmp acquired by the battery temperature acquisition unit 32a gradually increases and the second electric power is insufficient.
  • the speed V of the electric vehicle 201 increases and the battery temperature Btmp increases.
  • the target engine speed Ert increases from time 0 to time A, and the increase rate limit value dErtLim increases at the first limit value.
  • the traveling mode control unit 30 switches the traveling mode to the series mode.
  • the battery temperature Btmp does not decrease between the time A and the time B.
  • the battery temperature Btmp becomes the second predetermined temperature T2 or more at the time B, the battery output shortage determination unit 32 determines that the second power is insufficient.
  • the power generation control unit 234 When the power generation control unit 234 is switched to the series mode by the traveling mode control unit 30 and the battery output shortage determination unit 32 determines that the second power is insufficient, the limit for correcting the increase rate limit value dErtLim.
  • the value correction control is executed (see ON of the limit value correction control in FIG. 9).
  • the power generation control unit 234 may further execute at least one of the lower limit value correction control and the switching from the second control mode to the first control mode.
  • NV reduction control vibration / noise reduction control
  • the power generation control unit 234 limits the upper limit value maxErt to a predetermined rotation speed R1 or less.
  • the power generation control unit 234 sets the increase rate limit value dErtLim to the increase rate limit value dErtLim from the first limit value until the target engine speed Ert reaches the predetermined speed R1.
  • a large second limit is used to increase the target engine speed Ert.
  • the power generation control unit 234 suppresses deterioration of vibration and noise due to an increase in the rotation speed of the internal combustion engine 2 while suppressing deterioration of fuel efficiency of the electric vehicle 201 and improving acceleration performance.
  • the predetermined rotation speed R1 may be a change point of the output characteristics of the internal combustion engine 2.
  • FIG. 10 is a graph showing the output characteristics of the internal combustion engine 2.
  • the maximum engine output of the internal combustion engine 2 has a substantially constant inclination up to the predetermined rotation speed R1, and when the predetermined rotation speed R1 is exceeded, the inclination of the maximum engine output decreases.
  • the power generation control unit 234 raises the target engine rotation speed Ert by using the second limit value as the increase rate limit value dErtLim up to the predetermined rotation speed R1. As a result, the power generation control unit 234 quickly supplies the first electric power to the motor while efficiently using the output of the internal combustion engine 2.
  • the power generation control unit 234 lacks the second power by the battery output shortage determination unit 32 in a situation where the target engine rotation speed Ert is equal to or higher than the predetermined rotation speed R1. If it is determined, the NV reduction control is executed after waiting until the target engine rotation speed Ert reaches the predetermined rotation speed R1.
  • the power generation control unit 234 limits the target engine rotation speed Ert to the predetermined rotation speed R1 or less.
  • the speed V of the electric vehicle 201 continues to increase from time D to time E. During this period, the power generation control unit 234 limits the upper limit value maxErt of the target engine rotation speed Ert by maintaining the target engine rotation speed Ert at the predetermined rotation speed R1.
  • the increase rate limit value dErtLim is high, so that the target engine speed Ert rises quickly, so that the actual engine speed Erq also rises quickly.
  • the actual engine rotation speed Erq of the internal combustion engine 2 is higher than the speed V of the electric vehicle 201
  • the user of the electric vehicle 201 feels uncomfortable with the large vibration and noise of the electric vehicle 201, or the electric vehicle 201 feels uncomfortable. It may cause a feeling of strangeness (feeling of idling) as if it were idling.
  • the power generation control unit 234 limits the upper limit value maxErt of the target engine rotation speed Ert to the predetermined rotation speed R1 when the second predetermined speed is less than V2, such a feeling of strangeness is unlikely to occur. Further, from time D to time E, the power generation control unit 234 maintains the target engine speed Ert while the speed V of the electric vehicle 201 is increasing. As a result, the power generation control unit 234 can suppress the occurrence of a sense of discomfort caused by the sudden decrease in the actual engine speed Erq.
  • the power generation control unit 234 increases the upper limit value as the speed V increases. Relax maxErt.
  • the third predetermined speed V3 is a higher value than the second predetermined speed V2.
  • the power generation control unit 234 refers to a map in which the upper limit value maxErt of the target engine rotation speed Ert gradually increases as the speed V increases.
  • the power generation control unit 234 relaxes the upper limit value maxErt by increasing the upper limit value maxErt of the target engine speed Ert according to the speed V.
  • the actual power generation amount GWr also increases as the speed V increases. As a result, the shortage of battery output can be compensated for while suppressing the feeling of free running, and the acceleration performance of the electric vehicle 201 can be improved.
  • the power generation control unit 234 releases the limitation of the upper limit value maxErt at the third predetermined speed V3 or higher.
  • the power generation control unit 234 since the speed V of the electric vehicle 201 increases even after the time F, the power generation control unit 234 maintains the maximum rotation speed Rmax at which the target engine rotation speed Ert is the maximum value of the target engine rotation speed Ert. After that, when the accelerator pedal 21 is released and the electric vehicle 201 decelerates, the power generation control unit 234 lowers the target engine speed Ert. When the target engine rotation speed Ert finally falls below the predetermined rotation speed R1, the power generation control unit 234 ends the NV reduction control.
  • control devices 20 and 220 of the electric vehicles 1,201 of the present disclosure it is possible to suppress the deterioration of the fuel efficiency of the electric vehicles 1,201 and improve the acceleration performance at the same time.
  • the power generation control unit 34 when the power generation control unit 34 determines that the accelerator opening Th is equal to or greater than the predetermined opening Tht, the power generation control unit 34 switches to the first control mode, but the present disclosure is not limited to this.
  • the power generation control unit 34 may acquire the determination result and immediately switch to the first control mode.
  • the power generation control unit 34 performs the lower limit value correction control before switching to the first control mode.
  • the lower limit value correction control may be performed after switching to the first control mode.
  • the power generation control unit 34 when the battery output shortage determination unit 32 determines that the second power is insufficient, the power generation control unit 34 performs lower limit value correction control and switches to the first mode. , And the example of performing limit value correction control has been described, but the present disclosure is not limited to this. Even if it is determined by the battery output shortage determination unit 32 that the second power is insufficient, the power generation control unit 34 controls the lower limit value correction when the user of the electric vehicle 1 selects the eco mode. Switching to one mode and / or limit value correction control may not be performed. As a result, fuel efficiency can be prioritized in the eco mode.
  • the power generation control unit 34 may have a selection unit that allows the user of the electric vehicle 1 to select one of the lower limit value correction control, the switching to the first mode, and the limit value correction control. This allows the user to selectively prioritize either acceleration or fuel economy. Further, the power generation control unit 34 is interlocked with the navigation system of the electric vehicle 1, and when the electric vehicle 1 is traveling in a residential area, the lower limit value correction control may not be performed. As a result, the electric vehicle 1 can quietly travel in the residential area.
  • the electric vehicles 1,201 can be a plug-in hybrid car, and may have a power supply function of supplying power from the drive battery 10 to an external device (for example, a home electric appliance).

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PCT/JP2021/021870 2020-06-25 2021-06-09 電動車両の制御装置 Ceased WO2021261247A1 (ja)

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CN115140017A (zh) * 2022-06-27 2022-10-04 东风柳州汽车有限公司 混合动力车辆行驶控制方法、装置、设备及存储介质
WO2026038867A1 (ko) * 2024-08-12 2026-02-19 주식회사 엘지에너지솔루션 하이브리드 자동차

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JP2003020972A (ja) * 2001-07-04 2003-01-24 Hitachi Unisia Automotive Ltd ハイブリッド車両の発電制御装置
WO2013098943A1 (ja) * 2011-12-27 2013-07-04 トヨタ自動車株式会社 ハイブリッド自動車
JP2016124318A (ja) * 2014-12-26 2016-07-11 三菱自動車工業株式会社 ハイブリッド車両の制御装置

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WO2013098943A1 (ja) * 2011-12-27 2013-07-04 トヨタ自動車株式会社 ハイブリッド自動車
JP2016124318A (ja) * 2014-12-26 2016-07-11 三菱自動車工業株式会社 ハイブリッド車両の制御装置

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115140017A (zh) * 2022-06-27 2022-10-04 东风柳州汽车有限公司 混合动力车辆行驶控制方法、装置、设备及存储介质
CN115140017B (zh) * 2022-06-27 2024-05-28 东风柳州汽车有限公司 混合动力车辆行驶控制方法、装置、设备及存储介质
WO2026038867A1 (ko) * 2024-08-12 2026-02-19 주식회사 엘지에너지솔루션 하이브리드 자동차

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