WO2024069743A1 - Control device for electric vehicle - Google Patents

Control device for electric vehicle Download PDF

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Publication number
WO2024069743A1
WO2024069743A1 PCT/JP2022/035901 JP2022035901W WO2024069743A1 WO 2024069743 A1 WO2024069743 A1 WO 2024069743A1 JP 2022035901 W JP2022035901 W JP 2022035901W WO 2024069743 A1 WO2024069743 A1 WO 2024069743A1
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power
limit power
input
output
limit
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PCT/JP2022/035901
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French (fr)
Japanese (ja)
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喬紀 杉本
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三菱自動車工業株式会社
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Priority to PCT/JP2022/035901 priority Critical patent/WO2024069743A1/en
Publication of WO2024069743A1 publication Critical patent/WO2024069743A1/en

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  • This disclosure relates to a control device for an electric vehicle.
  • Patent Document 1 discloses a control device for an electric vehicle that includes a driving motor, a driving battery that charges the power supplied to the driving motor, and a generator that generates the power supplied to the driving motor.
  • the control device for an electric vehicle includes an input/output limit power setting unit that sets the output limit power from the driving battery based on the output limit power of the driving battery and the input limit power to the driving battery based on the input limit power of the driving battery when the output power from the driving battery is positive and the input power to the driving battery is negative, and a correction unit that corrects the value of the output limit power.
  • the correction unit performs a first correction that corrects the output limit power in the negative direction when the actual output power from the driving battery exceeds the output limit power in the positive direction, and a second correction that makes the output limit power after the first correction equal to or greater than the input limit power.
  • the correction unit also performs a third correction that corrects the input limit power in the positive direction when the actual input power to the driving battery exceeds the input limit power in the negative direction.
  • At least one embodiment of the present invention aims to provide a control device for an electric vehicle that can maintain the driving performance of the electric vehicle even if the actual power of the driving battery exceeds either the output limit power or the input limit power.
  • a control device for an electric vehicle is a control device for an electric vehicle including a driving motor for driving drive wheels, a driving battery for supplying power to the driving motor, and a generator for generating power to charge the driving battery.
  • the control device includes a battery power calculation unit that calculates an output limit power smaller than the output limit power of the driving battery and an input limit power larger than the input limit power of the driving battery while taking the output power of the driving battery as a positive value and the input power as a negative value, a drive control unit that controls the driving motor and the generator so that the actual power of the driving battery is equal to or smaller than the output limit power and equal to or larger than the input limit power, a first limit power correction unit that suppresses either the output limit power or the input limit power when the actual power of the driving battery exceeds either one of the output limit power or the input limit power, and a second limit power correction unit that corrects either the output limit power or the input limit power when the other is corrected so that the other is equal to or larger than the correction amount of the other.
  • the one when the actual power of the driving battery exceeds either the output limit power or the input limit power, the one is suppressed, so that the actual power of the driving battery eventually becomes less than the output limit power and greater than the input limit power before correction. Furthermore, when either the output limit power or the input limit power is corrected, the other is corrected to be equal to or greater than the correction amount of the other, so the driving power and generated power become the difference between the corrected output limit power and the corrected input limit power, and the driving power and generated power before correction are maintained. This maintains the rate at which the generator's power generation increases, so that the driving performance of the electric vehicle can be maintained even if the actual power of the driving battery exceeds either the output limit power or the input limit power.
  • the first limit power correction unit corrects the output limit power to be smaller when the actual power of the driving battery exceeds the output limit power
  • the second limit power correction unit corrects the input limit power to be equal to or greater than the correction amount of the output limit power when the output limit power is corrected.
  • the output limit power is corrected to be smaller, so that the actual power (actual output power) of the driving battery will eventually become equal to or less than the output limit power before correction.
  • the input limit power is corrected to be equal to or greater than the correction amount of the output limit power, so the driving power and generated power become the difference between the corrected output limit power and the corrected input limit power, and the driving power and generated power before correction are maintained. This maintains the rate at which the generator's power generation increases, so the driving performance of the electric vehicle can be maintained even if the actual power (actual output power) of the driving battery exceeds the output limit power.
  • the first limit power correction unit corrects the input limit power to be larger when the actual power of the driving battery exceeds the input limit power
  • the second limit power correction unit corrects the output limit power to be the same as or larger than the correction amount of the input limit power when the input limit power is corrected.
  • the input limit power is corrected to be larger, so that the actual power (actual input power) of the driving battery will eventually become equal to or larger than the input limit power before correction.
  • the output limit power is corrected to be equal to or larger than the correction amount of the input limit power, so the driving power and generated power become the difference between the corrected output limit power and the corrected input limit power, and the driving power and generated power before correction are maintained. This maintains the rate at which the generator's power generation increases, so the driving performance of the electric vehicle can be maintained even if the actual power (actual input power) of the driving battery exceeds the input limit power.
  • the second limit power correction unit when the first limit power correction unit corrects the output limit power, the second limit power correction unit resets the correction amount of the input limit power before correcting the input limit power.
  • the correction amount of the input limit power is reset before correcting the input limit power. Therefore, even when the first limit power correction unit corrects the output limit power after correcting the input limit power, the correction amount of the input limit power can be set appropriately.
  • the second limit power correction unit when the first limit power correction unit corrects the input limit power, the second limit power correction unit resets the correction amount of the output limit power before correcting the output limit power.
  • the correction amount of the output limit power is reset before correcting the output limit power. Therefore, even when the first limit power correction unit corrects the input limit power after correcting the output limit power, the correction amount of the output limit power can be set appropriately.
  • the first limit power correction unit sets the correction amount of the output limit power based on the output limit power and the actual power of the driving battery.
  • the amount of correction for the output limit power is set based on the output limit power and the actual power (actual output power) of the driving battery, so that the actual power (actual output power) of the driving battery can be quickly converged to or below the output limit power before correction.
  • the first limit power correction unit sets the correction amount of the input limit power based on the input limit power and the actual power of the driving battery.
  • the amount of correction for the input power limit is set based on the input power limit and the actual power of the driving battery (actual input power), so that the actual power of the driving battery (actual input power) can be quickly converged to less than the input power limit before correction.
  • the driving performance of the electric vehicle can be maintained even if the actual power of the driving battery exceeds either the output power limit or the input power limit.
  • FIG. 1 is a schematic diagram showing an electric vehicle according to an embodiment
  • 2 is a block diagram showing a control configuration of the electric vehicle shown in FIG. 1
  • 3 is a diagram showing the relationship between the drive power calculated by a drive power calculation unit and the generated power calculated by a generated power calculation unit shown in FIG. 2
  • 3 is a block diagram showing a calculation configuration of a battery power calculation unit shown in FIG. 2 when discharging a driving battery
  • 3 is a block diagram showing a calculation configuration of a battery power calculation unit shown in FIG. 2 when charging a driving battery
  • FIG. 2 is a block diagram for explaining the relationship between the output limit power during discharging and the input limit correction amount during charging, and the relationship between the input limit power during charging and the output limit correction amount during discharging.
  • 10 is a flowchart showing the control contents of an output limit correction unit and an input limit correction unit. 6 is a time chart showing the relationship between the output limit correction amount and the input limit correction amount and the increase rate of the drive power.
  • FIG. 1 is a schematic diagram showing an electric vehicle according to an embodiment of the present invention
  • Fig. 2 is a block diagram showing a control configuration of the electric vehicle shown in Fig. 1 .
  • the electric vehicle 1 has an engine 10 and driving motors 12, 14 as power sources.
  • the electric vehicle 1 also includes a generator 16 driven by the engine 10 and a driving battery 18 that charges the electric power generated by the generator 16.
  • the electric vehicle 1 can select one of the following driving modes: an EV mode in which the driving motors 12, 14 drive the driving wheels 20, 22 with the electric power supplied from the driving battery 18, a series driving mode in which the driving motors 12, 14 drive the driving wheels 20, 22 with the electric power supplied from the generator 16, or a parallel driving mode in which the engine 10 drives the driving wheels.
  • the electric vehicle 1 shown in FIG. 1 is a four-wheel drive electric vehicle, but may be a two-wheel drive electric vehicle.
  • the electric vehicle 1 may also be a plug-in hybrid vehicle that can be externally charged by an external power source or externally powered by the driving battery 18.
  • a battery management unit (BMU) 24 is provided in the driving battery 18, which manages the output limit power, input limit power, battery voltage, battery current, and battery temperature of the driving battery 18, and notifies these to a control device (vehicle ECU) 26 of the electric vehicle 1 electrically connected to the battery management unit 24.
  • Motor control devices (MCUs) 28, 30, an engine control device (ENG ECU) 32, and a generator control device (GCU) 34 are electrically connected to the control device 26 of the electric vehicle 1.
  • the driving motors 12, 14 are electrically connected to the motor control devices 28, 30, respectively, and the motor control devices 28, 30 control the driving motors 12, 14 based on the required torque (MCU required torque) notified from the control device 26 of the electric vehicle 1, while the motor control devices 28, 30 notify the control device 26 of the electric vehicle 1 of the power loss.
  • the engine 10 is connected to the engine control device 32, and the engine control device 32 controls the engine 10 based on the required torque (ENG required torque) notified from the control device 26 of the electric vehicle 1.
  • the generator 16 is electrically connected to the generator control device 34.
  • the generator control device 34 controls the generator 16 based on the required torque (GEN required torque) notified by the control device 26 of the electric vehicle 1, while notifying the control device 26 of the electric vehicle 1 of the power loss from the generator control device 34.
  • the control device 26 of the electric vehicle 1 is provided with a battery power calculation unit 36 that calculates an output limit power and an input limit power for limiting the discharge and charging of the driving battery 18, and a drive control unit 38 that calculates the drive power of the driving motors 12, 14 and the generated power of the generator 16.
  • the control device 26 of the electric vehicle 1 manages the discharge power (output power) of the driving battery 18 as a positive value and the charge power (input power) as a negative value. In the following description, unless otherwise specified, the discharge power (output power) is taken as a positive value and the charge power (input power) is taken as a negative value.
  • the battery power calculation unit 36 is provided with an output limit power calculation unit 40 that calculates the output limit power and an input limit power calculation unit 42 that calculates the input limit power.
  • the output limit power calculated by the output limit power calculation unit 40 is a power smaller than the output limit power of the driving battery 18, and is calculated, for example, based on the output limit power, charging rate (SOC (State Of Charge)) and battery temperature of the driving battery 18.
  • the input limit power calculated by the input limit power calculation unit 42 is a power larger than the input limit power of the driving battery 18, and is calculated, for example, based on the input limit power of the driving battery 18.
  • the drive control unit 38 is provided with a drive power calculation unit 44 that calculates the drive power of the driving motors 12, 14 and a generated power calculation unit 46 that calculates the generated power of the generator 16.
  • FIG. 3 is a diagram showing the relationship between the drive power calculated by the drive power calculation section 44 and the generated power calculated by the generated power calculation section 46 shown in FIG.
  • the drive power calculation unit 44 and the generated power calculation unit 46 have a loop structure in which the drive power calculation unit 44 refers to the generated power and the generated power calculation unit 46 refers to the drive power, and the drive power calculation unit 44 and the generated power calculation unit 46 are synchronized at predetermined intervals to alternately calculate the drive power and the generated power.
  • the drive power is the smaller of the power that the drive motors 12, 14 can consume and the power required to output the drive torque requested by the driver. Therefore, the drive power calculation unit 44 calculates the power that the drive motors 12, 14 can consume (upper limit drive power) and the power required to output the drive torque requested by the driver (driver requested power), and the smaller is taken as the drive power.
  • the power that the drive motors 12, 14 can consume is the sum of the output limit power of the drive battery 18 and the generated power of the generator 16, but the power that the drive motors 12, 14 can consume is the sum of the output limit power calculated by the output limit power calculation unit 40 and the generated power (n-1 generated power) calculated by the generated power calculation unit 46 minus the power consumed by the auxiliary equipment.
  • the power required to output the drive torque requested by the driver is calculated from the driver's accelerator operation and the driving speed of the electric vehicle 1. Therefore, if the output limit power is Pout, the generated power is GEN, and the power consumed by the auxiliary equipment (auxiliary power) is AUX, the drive power DRV is expressed by the following formula 1.
  • the control device 26 of the electric vehicle 1 manages the charging power (input power) of the driving battery 18 as a negative value, but here, the charging power (input power) of the driving battery is described as a positive value (a special case).
  • the generated power is the smaller of the power allowed to be generated by the generator 16 and the power required to output the driving torque requested by the driver. Therefore, the generated power calculation unit 46 calculates the power allowed to be generated by the generator 16 (upper limit power generation) and the power required to output the driving torque requested by the driver (target generated power), and the smaller is taken as the generated power.
  • the power allowed to be generated by the generator 16 is the sum of the input limit power of the driving battery 18 and the driving power of the driving motors 12, 14, but the sum of the input limit power calculated by the input limit power calculation unit 42 and the driving power calculated by the driving power calculation unit 44 plus the power consumed by the auxiliary equipment is taken as the power allowed to be generated by the generator 16.
  • the power required to output the drive torque requested by the driver can be calculated from the driver's accelerator operation and the driving speed of the electric vehicle 1. Therefore, if the drive power is DRV, the input power limit is Pin, and the power consumption of the auxiliary equipment (auxiliary power) is AUX, the generated power GEN is expressed by the following formula 2.
  • FIG. 4 is a block diagram showing the calculation configuration of the battery power calculation unit 36 shown in FIG. 2 when the driving battery 18 is being discharged.
  • the output limit power calculation unit 40 includes an output limit correction unit 48 (first limit power correction unit) that corrects the output limit power to be smaller when the actual power (actual output power) exceeds the output limit power.
  • the output limit power is a positive value or 0, and to ensure that the output limit power does not become smaller than 0, the value obtained by subtracting the margin from the output limit power is compared with 0, and the larger value is set to the output limit power.
  • the output limit power is suppressed when the state of charge (SOC) is below a predetermined threshold or when the battery temperature is above a predetermined threshold.
  • SOC state of charge
  • the calculation configuration of the battery power calculation unit 36 when discharging the driving battery 18 includes an input limit power calculation unit 42 (42A) and an input limit correction unit 50 (second limit power correction unit) that corrects the input limit power to be larger when the output limit correction unit 48 corrects the output limit power.
  • FIG. 5 is a block diagram showing the calculation configuration of the battery power calculation unit 36 shown in FIG. 2 when the driving battery 18 is being charged.
  • the input limit power calculation unit 42 includes an input limit correction unit 52 (first limit power correction unit) that corrects the input limit power to a larger value when the actual power (actual input power) exceeds the input limit power.
  • first limit power correction unit first limit power correction unit
  • the input limit power is the power obtained by adding a margin to the input limit power.
  • the input limit correction unit 52 for example, corrects the input limit power so that it is increased by a correction amount Z (hereinafter referred to as "input limit correction amount Z").
  • the output limit power calculation unit 40 includes an output limit correction unit 54 (second limit power correction unit) that corrects the output limit power to be larger when the input limit correction unit 52 corrects the input limit power.
  • the output limit power is a positive value or 0, and to ensure that the output limit power does not become smaller than 0, the value obtained by subtracting the margin from the output limit power is compared with 0, and the larger value is set to the output limit power.
  • the output limit power is suppressed when the state of charge (SOC) is below a predetermined threshold or when the battery temperature is above a predetermined threshold.
  • SOC state of charge
  • the output limit correction unit 54 corrects the output limit power so that it is increased by a correction amount Y (hereinafter referred to as "output limit correction amount Y").
  • FIG. 6 is a block diagram for explaining the relationship between the output limit power during discharging and the input limit correction amount Z during charging, and the relationship between the input limit power during charging and the output limit correction amount A during discharging.
  • the output limit correction unit 48 is provided with an output limit correction amount calculation unit 56 that calculates the output limit correction amount A.
  • the output limit correction amount calculation unit 56 calculates (sets) the output limit correction amount A based on the output limit power and the actual power of the driving battery 18.
  • the output limit correction amount calculation unit 56 is provided with an actual power calculation unit 58 that calculates the actual power of the driving battery 18, and a correction stop condition calculation unit 60.
  • the battery voltage (V) and battery current (A) are input to the actual power calculation unit 58, which calculates the battery power (VA).
  • the input limit power during charging can be input to the correction stop condition calculation unit 60, and when the input limit power during charging is input, the output limit correction amount A becomes 0.
  • the input limit correction units 50 and 52 are provided with a discharge correction amount calculation unit 62 that calculates the input limit correction amount B during discharge and a charge correction amount calculation unit 64 that calculates the input limit correction amount Z during charging.
  • the output limit correction amount A calculated by the output limit correction amount calculation unit 56 is input to the discharge correction amount calculation unit 62, and an input limit correction amount B having an absolute value greater than that of the output limit correction amount A is calculated.
  • the charge correction amount calculation unit 64 calculates (sets) the input limit correction amount B based on the input limit power and the actual power of the driving battery 18.
  • the charge correction amount calculation unit 64 is provided with an actual power calculation unit 66 that calculates the actual power of the driving battery 18 and a correction stop condition calculation unit 68.
  • the output limit power during discharge can be input to the correction stop condition calculation unit 68, and when the output limit power during discharge is input, the input limit correction amount Z becomes 0.
  • FIG. 7 is a flow chart showing the control contents of the output limit correction unit 48 and the input limit correction units 50 and 52.
  • the output limit correction amount calculation unit 56 calculates the output limit correction amount A (step S14), and the power obtained by subtracting the output limit correction amount A from the output limit power before correction in the output limit correction unit 48 is set as the corrected output limit power (step S16).
  • the discharge correction amount calculation unit 62 calculates the input limit correction amount B (step S18), and the input limit correction unit 50 subtracts the input limit correction amount B from the input limit power before correction to obtain the corrected input limit power (step S20).
  • the charging correction amount calculation unit calculates the input limit correction amount Z (step S26), and the input limit correction unit 52 adds the input limit power before correction to the input limit correction amount Z, which is set to the corrected input limit power (step S28).
  • the output limit correction unit 48 calculates the output limit correction amount Y (step S30), and the output limit correction unit 54 adds the output limit power before correction to the output limit correction amount Y to obtain the corrected output limit power (step S32).
  • FIG. 8 is a time chart showing the relationship between the output limit correction amount, the input limit correction amount, and the increase amount of the drive power.
  • the drive motors 12, 14, engine 10 and generator 16 are controlled so that the actual power input to the drive battery 18 is equal to or greater than the input limit power by calculating an input limit power that is greater than the input limit power.
  • the output limit correction unit 48 corrects the output limit power so that the output limit power is reduced by the output limit correction amount A.
  • the generated power and driving power are determined by the difference between the output limit power and the input limit power, correcting the output limit power so that the output limit power is reduced by the output limit correction amount A will reduce the generated power and driving power, and therefore the driving performance of the vehicle will deteriorate.
  • the input limit correction unit 50 corrects the input limit power so that the input limit power is reduced by the input limit correction amount B.
  • the input limit correction amount B only needs to ensure the difference between the output limit power before correction and the input limit power, so it is set to be the same as or greater than the output limit correction amount A.
  • the input limit correction unit 52 corrects the input limit power so that the input limit power is increased by the input limit correction amount Z.
  • the generated power and driving power are determined by the difference between the output limit power and the input limit power, so if the output limit power is corrected so that the input limit power is increased by the input limit correction amount Z, the generated power and driving power will decrease, and the driving performance of the vehicle will deteriorate.
  • the output limit correction unit 54 corrects the output limit power so that the output limit power is increased by the output limit correction amount Y.
  • the output limit correction amount Y only needs to ensure the difference between the output limit power and the input limit power before correction, so it is set to be the same as or greater than the input limit correction amount Z.
  • the input limit power is corrected to be larger, so that the actual power (actual input power) of the driving battery 18 eventually becomes equal to or larger than the input limit power before correction.
  • the output limit power is corrected to be equal to or larger than the correction amount of the input limit power, so the driving power and generated power become the difference between the corrected output limit power and the corrected input limit power, and the driving power and generated power before correction are maintained. This maintains the rate at which the amount of power generated by the generator 16 increases, so that the driving performance of the electric vehicle 1 can be maintained even if the actual power (actual input power) of the driving battery 18 exceeds the input limit power.
  • the correction amount of the input limit power is reset before correcting the input limit power. Therefore, even when the output limit correction unit 48 corrects the output limit power after correcting the input limit power, the correction amount of the input limit power can be set appropriately.
  • the correction amount of the output limit power is reset before correcting the output limit power. Therefore, even when the input limit correction unit 52 corrects the input limit power after correcting the output limit power, the correction amount of the output limit power can be set appropriately.
  • the output limit correction amount A is set based on the output limit power and the actual power (actual output power) of the driving battery 18, the actual power (actual output power) of the driving battery can be quickly converged to less than the output limit power before correction.
  • the input limit correction amount Z is set based on the input limit power and the actual power (actual input power) of the driving battery 18, the actual power (actual input power) of the driving battery can be quickly converged to below the input limit power before correction.

Abstract

This control device for an electric vehicle comprises: a battery power calculation unit that, when establishing the output power of a travel battery as a positive value and the input power as a negative value, calculates an output limit power lower than the output threshold power of the travel battery, and calculates an input limit power higher than the input threshold power of the travel battery; a drive control unit that controls a travel motor and a generator such that the actual power of the travel battery is less than or equal to the output limit power and greater than or equal to the input limit power; a first limit power correction unit that, if the actual power of the travel battery exceeds one among the output limit power and the input limit power, performs a correction so as to suppress said one among the output limit power and the input limit power; and a second limit power correction unit that, if a correction has been performed so as to suppress said one among the output limit power and the input limit power, performs a correction such that the correction amount of the other among the output limit power and the input limit power is the same as or greater than the correction amount of said one among the output limit power and the input limit power.

Description

電動車両の制御装置Electric vehicle control device
　本開示は、電動車両の制御装置に関する。 This disclosure relates to a control device for an electric vehicle.
　特許文献１には、走行用モータと、走行用モータに供給する電力を充電する走行用バッテリと、走行用モータに供給する電力を発電するジェネレータと、を備えた電動車両の制御装置が開示されている。かかる電動車両の制御装置は、走行用バッテリからの出力電力を正、走行用バッテリに対する入力電力を負とした場合、走行用バッテリの出力限界電力に基づいて走行用バッテリからの出力限度電力を、走行用バッテリの入力限界電力に基づいて走行用バッテリに対する入力限度電力を、それぞれ設定する入出力限度電力設定部と、出力限度電力の値を補正する補正部と、を備えている。補正部は、走行用バッテリからの実出力電力が出力限界電力を正方向に超過した場合に負方向に出力限度電力を補正する第１の補正と、第１の補正後の出力限度電力を入力限度電力以上とする第２の補正とを実施する。また、補正部は、走行用バッテリに対する実入力電力が入力限界電力を負方向に超過した場合に正方向に入力限度電力を補正する第３の補正を実施する。 Patent Document 1 discloses a control device for an electric vehicle that includes a driving motor, a driving battery that charges the power supplied to the driving motor, and a generator that generates the power supplied to the driving motor. The control device for an electric vehicle includes an input/output limit power setting unit that sets the output limit power from the driving battery based on the output limit power of the driving battery and the input limit power to the driving battery based on the input limit power of the driving battery when the output power from the driving battery is positive and the input power to the driving battery is negative, and a correction unit that corrects the value of the output limit power. The correction unit performs a first correction that corrects the output limit power in the negative direction when the actual output power from the driving battery exceeds the output limit power in the positive direction, and a second correction that makes the output limit power after the first correction equal to or greater than the input limit power. The correction unit also performs a third correction that corrects the input limit power in the positive direction when the actual input power to the driving battery exceeds the input limit power in the negative direction.
特開２０２１－１１８５５８号公報JP 2021-118558 A
　特許文献１に開示された電動車両の制御装置によれば、走行用バッテリからの実出力電力が出力限界電力を正方向に超過した場合に負方向に出力限度電力を補正するので、出力限度電力と入力限度電力との差が小さくなり、発電可能な電力も小さくなる。また、走行用バッテリに対する実入力電力が入力限界を負方向に超過した場合に正方向に入力限度電力を補正するので、出力限度電力と入力限度電力との差が小さくなり、発電可能な電力量も小さくなる。このように、発電可能な電力量が小さくなると、ジェネレータの発電量の増加速度も抑制されるので、電動車両の走行性能も制限される。 According to the control device for an electric vehicle disclosed in Patent Document 1, when the actual output power from the driving battery exceeds the output limit power in the positive direction, the output limit power is corrected in the negative direction, so the difference between the output limit power and the input limit power becomes smaller, and the amount of power that can be generated also becomes smaller. Also, when the actual input power to the driving battery exceeds the input limit in the negative direction, the input limit power is corrected in the positive direction, so the difference between the output limit power and the input limit power becomes smaller, and the amount of power that can be generated also becomes smaller. In this way, when the amount of power that can be generated becomes smaller, the rate at which the generator's power generation amount increases is also suppressed, and the driving performance of the electric vehicle is also limited.
　上述の事情に鑑みて、本発明の少なくとも一実施形態は、走行用バッテリの実電力が出力限度電力又は入力限度電力のいずれか一方を超過しても、電動車両の走行性能を維持することができる、電動車両の制御装置を提供することを目的とする。 In consideration of the above circumstances, at least one embodiment of the present invention aims to provide a control device for an electric vehicle that can maintain the driving performance of the electric vehicle even if the actual power of the driving battery exceeds either the output limit power or the input limit power.
　（１）本発明の少なくとも一実施形態に係る電動車両の制御装置は、駆動輪を駆動する走行用モータと、前記走行用モータに電力を供給する走行用バッテリと、前記走行用バッテリに充電する電力を発電するジェネレータと、を備えた電動車両の制御装置であって、前記走行用バッテリの出力電力を正値とし、入力電力を負値とする一方、前記走行用バッテリの出力限界電力よりも小さな出力限度電力を算出するとともに、前記走行用バッテリの入力限界電力よりも大きな入力限度電力を算出する電池電力算出部と、前記走行用バッテリの実電力が前記出力限度電力以下であって前記入力限度電力以上となるように、前記走行用モータ及び前記ジェネレータを制御する駆動制御部と、前記走行用バッテリの実電力が前記出力限度電力又は前記入力限度電力のいずれか一方を超過した場合に前記一方を抑制する第１限度電力補正部と、前記一方を補正した場合に前記出力限度電力又は前記入力限度電力のいずれか他方を前記一方の補正量と同じ又はそれ以上に大きくなるように補正する第２限度電力補正部と、を備える。 (1) A control device for an electric vehicle according to at least one embodiment of the present invention is a control device for an electric vehicle including a driving motor for driving drive wheels, a driving battery for supplying power to the driving motor, and a generator for generating power to charge the driving battery. The control device includes a battery power calculation unit that calculates an output limit power smaller than the output limit power of the driving battery and an input limit power larger than the input limit power of the driving battery while taking the output power of the driving battery as a positive value and the input power as a negative value, a drive control unit that controls the driving motor and the generator so that the actual power of the driving battery is equal to or smaller than the output limit power and equal to or larger than the input limit power, a first limit power correction unit that suppresses either the output limit power or the input limit power when the actual power of the driving battery exceeds either one of the output limit power or the input limit power, and a second limit power correction unit that corrects either the output limit power or the input limit power when the other is corrected so that the other is equal to or larger than the correction amount of the other.
　上記（１）の構成によれば、走行用バッテリの実電力が出力限度電力又は入力限度電力のいずれか一方を超過した場合に当該一方を抑制するので、走行用バッテリの実電力はやがて補正前の出力限度電力以下であって入力限度電力以上となる。また、出力限度電力又は入力限度電力のいずれか一方を補正した場合に他方を当該一方の補正量と同じ又はそれ以上に大きくなるように補正するので、駆動電力及び発電電力は補正後の出力限度電力と補正後の入力限度電力の差となり、補正前の駆動電力及び発電電力が維持される。これにより、ジェネレータの発電量の増加速度も維持されるので、走行用バッテリの実電力が出力限度電力又は入力限度電力のいずれか一方を超過しても、電動車両の走行性能を維持することができる。 　According to the configuration of (1) above, when the actual power of the driving battery exceeds either the output limit power or the input limit power, the one is suppressed, so that the actual power of the driving battery eventually becomes less than the output limit power and greater than the input limit power before correction. Furthermore, when either the output limit power or the input limit power is corrected, the other is corrected to be equal to or greater than the correction amount of the other, so the driving power and generated power become the difference between the corrected output limit power and the corrected input limit power, and the driving power and generated power before correction are maintained. This maintains the rate at which the generator's power generation increases, so that the driving performance of the electric vehicle can be maintained even if the actual power of the driving battery exceeds either the output limit power or the input limit power.
　（２）幾つかの実施形態では、上記（１）の構成において、前記第１限度電力補正部は、前記走行用バッテリの実電力が前記出力限度電力を超過した場合に前記出力限度電力が小さくなるように補正し、前記第２限度電力補正部は、前記出力限度電力を補正した場合に前記入力限度電力が前記出力限度電力の補正量と同じ又はそれ以上に大きくなるように補正する。 (2) In some embodiments, in the configuration of (1) above, the first limit power correction unit corrects the output limit power to be smaller when the actual power of the driving battery exceeds the output limit power, and the second limit power correction unit corrects the input limit power to be equal to or greater than the correction amount of the output limit power when the output limit power is corrected.
　上記（２）の構成によれば、走行用バッテリの実電力（実出力電力）が出力限度電力を超過した場合に出力限度電力が小さくなるように補正するので、走行用バッテリの実電力（実出力電力）はやがて補正前の出力限度電力以下となる。また、出力限度電力を補正した場合に入力限度電力が出力限度電力の補正量と同じ又はそれ以上に大きくなるように補正するので、駆動電力及び発電電力は補正後の出力限度電力と補正後の入力限度電力の差となり、補正前の駆動電力及び発電電力が維持される。これにより、ジェネレータの発電量の増加速度も維持されるので、走行用バッテリの実電力（実出力電力）が出力限度電力を超過しても、電動車両の走行性能を維持できる。 　According to the configuration of (2) above, when the actual power (actual output power) of the driving battery exceeds the output limit power, the output limit power is corrected to be smaller, so that the actual power (actual output power) of the driving battery will eventually become equal to or less than the output limit power before correction. In addition, when the output limit power is corrected, the input limit power is corrected to be equal to or greater than the correction amount of the output limit power, so the driving power and generated power become the difference between the corrected output limit power and the corrected input limit power, and the driving power and generated power before correction are maintained. This maintains the rate at which the generator's power generation increases, so the driving performance of the electric vehicle can be maintained even if the actual power (actual output power) of the driving battery exceeds the output limit power.
　（３）幾つかの実施形態では、上記（１）の構成において、前記第１限度電力補正部は、前記走行用バッテリの実電力が前記入力限度電力を超過した場合に前記入力限度電力が大きくなるように補正し、前記第２限度電力補正部は、前記入力限度電力を補正した場合に前記出力限度電力が前記入力限度電力の補正量と同じ又はそれ以上に大きくなるように補正する。 (3) In some embodiments, in the configuration of (1) above, the first limit power correction unit corrects the input limit power to be larger when the actual power of the driving battery exceeds the input limit power, and the second limit power correction unit corrects the output limit power to be the same as or larger than the correction amount of the input limit power when the input limit power is corrected.
　上記（３）の構成によれば、走行用バッテリの実電力（実入力電力）が入力限度電力を超過した場合に入力限度電力が大きくなるように補正するので、走行用バッテリの実電力（実入力電力）はやがて補正前の入力限度電力以上となる。また、入力限度電力を補正した場合に出力限度電力が入力限度電力の補正量と同じ又はそれ以上に大きくなるように補正するので、駆動電力及び発電電力は補正後の出力限度電力と補正後の入力限度電力の差となり、補正前の駆動電力及び発電電力が維持される。これにより、ジェネレータの発電量の増加速度も維持されるので、走行用バッテリの実電力（実入力電力）が入力限度電力を超過しても、電動車両の走行性能を維持できる。 　According to the configuration of (3) above, when the actual power (actual input power) of the driving battery exceeds the input limit power, the input limit power is corrected to be larger, so that the actual power (actual input power) of the driving battery will eventually become equal to or larger than the input limit power before correction. In addition, when the input limit power is corrected, the output limit power is corrected to be equal to or larger than the correction amount of the input limit power, so the driving power and generated power become the difference between the corrected output limit power and the corrected input limit power, and the driving power and generated power before correction are maintained. This maintains the rate at which the generator's power generation increases, so the driving performance of the electric vehicle can be maintained even if the actual power (actual input power) of the driving battery exceeds the input limit power.
　（４）幾つかの実施形態では、上記（１）の構成において、前記第２限度電力補正部は、前記第１限度電力補正部が前記出力限度電力を補正する場合に、前記入力限度電力の補正前に前記入力限度電力の補正量をリセットする。 (4) In some embodiments, in the configuration of (1) above, when the first limit power correction unit corrects the output limit power, the second limit power correction unit resets the correction amount of the input limit power before correcting the input limit power.
　上記（４）の構成によれば、第１限度電力補正部が出力限度電力を補正する場合に、入力限度電力の補正前に入力限度電力の補正量をリセットするので、第１限度電力補正部が入力限度電力を補正した後に出力限度電力を補正する場合であっても、入力限度電力の補正量を適正に設定することができる。 According to the above configuration (4), when the first limit power correction unit corrects the output limit power, the correction amount of the input limit power is reset before correcting the input limit power. Therefore, even when the first limit power correction unit corrects the output limit power after correcting the input limit power, the correction amount of the input limit power can be set appropriately.
　（５）幾つかの実施形態では、上記（１）の構成において、前記第２限度電力補正部は、前記第１限度電力補正部が前記入力限度電力を補正する場合に、前記出力限度電力の補正前に前記出力限度電力の補正量をリセットする。 (5) In some embodiments, in the configuration of (1) above, when the first limit power correction unit corrects the input limit power, the second limit power correction unit resets the correction amount of the output limit power before correcting the output limit power.
　上記（５）の構成によれば、第１限度電力補正部が入力限度電力を補正する場合に、出力限度電力の補正前に出力限度電力の補正量をリセットするので、第１限度電力補正部が出力限度電力を補正した後に入力限度電力を補正する場合であっても、出力限度電力の補正量を適正に設定することができる。 According to the above configuration (5), when the first limit power correction unit corrects the input limit power, the correction amount of the output limit power is reset before correcting the output limit power. Therefore, even when the first limit power correction unit corrects the input limit power after correcting the output limit power, the correction amount of the output limit power can be set appropriately.
　（６）幾つかの実施形態では、上記（２）又は（４）の構成において、前記第１限度電力補正部は、前記出力限度電力の補正量を前記出力限度電力と前記走行用バッテリの実電力とに基づいて設定する。 (6) In some embodiments, in the configuration of (2) or (4) above, the first limit power correction unit sets the correction amount of the output limit power based on the output limit power and the actual power of the driving battery.
　上記（６）の構成によれば、出力限度電力の補正量は出力限度電力と走行用バッテリの実電力（実出力電力）とに基づいて設定されるので、走行用バッテリの実電力（実出力電力）を速やかに補正前の出力限度電力以下に収束させることができる。 According to the configuration (6) above, the amount of correction for the output limit power is set based on the output limit power and the actual power (actual output power) of the driving battery, so that the actual power (actual output power) of the driving battery can be quickly converged to or below the output limit power before correction.
　（７）幾つかの実施形態では、上記（３）又は（５）の構成において、前記第１限度電力補正部は、前記入力限度電力の補正量を前記入力限度電力と前記走行用バッテリの実電力とに基づいて設定する。 (7) In some embodiments, in the configuration of (3) or (5) above, the first limit power correction unit sets the correction amount of the input limit power based on the input limit power and the actual power of the driving battery.
　上記（７）の構成によれば、入力限度電力の補正量は入力限度電力と走行用バッテリの実電力（実入力電力）とに基づいて設定されるので、走行用バッテリの実電力（実入力電力）を速やかに補正前の入力限度電力以下に収束させることができる。 According to the configuration (7) above, the amount of correction for the input power limit is set based on the input power limit and the actual power of the driving battery (actual input power), so that the actual power of the driving battery (actual input power) can be quickly converged to less than the input power limit before correction.
　本発明の少なくとも一実施形態によれば、走行用バッテリの実電力が出力限度電力又は入力限度電力のいずれか一方を超過しても、電動車両の走行性能を維持することができる。 According to at least one embodiment of the present invention, the driving performance of the electric vehicle can be maintained even if the actual power of the driving battery exceeds either the output power limit or the input power limit.
実施形態に係る電動車両を示す模式図である。1 is a schematic diagram showing an electric vehicle according to an embodiment; 図１に示した電動車両の制御構成を示すブロック図である。2 is a block diagram showing a control configuration of the electric vehicle shown in FIG. 1 . 図２に示した駆動電力算出部が算出する駆動電力と発電電力算出部が算出する発電電力との関係を示す図である。3 is a diagram showing the relationship between the drive power calculated by a drive power calculation unit and the generated power calculated by a generated power calculation unit shown in FIG. 2 . 図２に示した電池電力算出部の走行用バッテリの放電時の演算構成示すブロック図である。3 is a block diagram showing a calculation configuration of a battery power calculation unit shown in FIG. 2 when discharging a driving battery; 図２に示した電池電力算出部の走行用バッテリの充電時の演算構成を示すブロック図である。3 is a block diagram showing a calculation configuration of a battery power calculation unit shown in FIG. 2 when charging a driving battery; 放電時の出力限度電力と充電時の入力限度補正量の関係、及び充電時の入力限度電力と放電時の出力限度補正量との関係を説明するブロック図である。FIG. 2 is a block diagram for explaining the relationship between the output limit power during discharging and the input limit correction amount during charging, and the relationship between the input limit power during charging and the output limit correction amount during discharging. 出力限度補正部及び入力限度補正部の制御内容を示すフローチャートである。10 is a flowchart showing the control contents of an output limit correction unit and an input limit correction unit. 出力限度補正量及び入力限度補正量と駆動電力の増加速度との関係を示すタイムチャートである。6 is a time chart showing the relationship between the output limit correction amount and the input limit correction amount and the increase rate of the drive power.
　以下、添付図面を参照して本発明の実施形態について説明する。ただし、実施形態として記載されている又は図面に示されている構成部品の寸法、材質、形状、その相対的配置等は、本発明の範囲をこれに限定する趣旨ではなく、単なる説明例にすぎない。 Below, an embodiment of the present invention will be described with reference to the attached drawings. However, the dimensions, materials, shapes, relative positions, etc. of the components described as the embodiment or shown in the drawings are not intended to limit the scope of the present invention and are merely illustrative examples.
［電動車両の全体構成］
　図１は、実施形態に係る電動車両を示す模式図である。図２は、図１に示した電動車両の制御構成を示すブロック図である。 [Overall configuration of electric vehicle]
Fig. 1 is a schematic diagram showing an electric vehicle according to an embodiment of the present invention, Fig. 2 is a block diagram showing a control configuration of the electric vehicle shown in Fig. 1 .
　図１に示すように、実施形態に係る電動車両１は、エンジン１０及び走行用モータ１２，１４を動力源とする。電動車両１は、エンジン１０及び走行用モータ１２，１４のほか、エンジン１０によって駆動されるジェネレータ１６と、ジェネレータ１６で発電された電力を充電する走行用バッテリ１８とを備えている。かかる電動車両１は、走行用バッテリ１８から供給された電力によって走行用モータ１２，１４が駆動輪２０，２２を駆動するＥＶモード、ジェネレータ１６から供給された電力によって走行用モータ１２，１４が駆動輪２０，２２を駆動するシリーズ走行モード、又はエンジン１０が駆動輪を駆動するパラレル走行モードのいずれかから１つの選択が可能である。図１に示す電動車両１は、四輪駆動の電動車両であるが、二輪駆動の電動車両であってもよい。また、電動車両１は、外部電源によって外部充電が可能、又は走行用バッテリ１８から外部給電が可能なプラグインハイブリッド車両であってもよい。 As shown in FIG. 1, the electric vehicle 1 according to the embodiment has an engine 10 and driving motors 12, 14 as power sources. In addition to the engine 10 and driving motors 12, 14, the electric vehicle 1 also includes a generator 16 driven by the engine 10 and a driving battery 18 that charges the electric power generated by the generator 16. The electric vehicle 1 can select one of the following driving modes: an EV mode in which the driving motors 12, 14 drive the driving wheels 20, 22 with the electric power supplied from the driving battery 18, a series driving mode in which the driving motors 12, 14 drive the driving wheels 20, 22 with the electric power supplied from the generator 16, or a parallel driving mode in which the engine 10 drives the driving wheels. The electric vehicle 1 shown in FIG. 1 is a four-wheel drive electric vehicle, but may be a two-wheel drive electric vehicle. The electric vehicle 1 may also be a plug-in hybrid vehicle that can be externally charged by an external power source or externally powered by the driving battery 18.
［電動車両の制御構成］
　図２に示すように、走行用バッテリ１８にはバッテリ管理装置（ＢＭＵ）２４が設けられ、走行用バッテリ１８の出力限界電力、入力限界電力、電池電圧、電池電流、及び電池温度を管理する一方、バッテリ管理装置２４に電気的に接続された電動車両１の制御装置（車両ＥＣＵ）２６にこれらを通知する。電動車両１の制御装置２６には、モータ制御装置（ＭＣＵ）２８，３０、エンジン制御装置（ＥＮＧＥＣＵ）３２、及びジェネレータ制御装置（ＧＣＵ）３４が電気的に接続される。モータ制御装置２８，３０には、それぞれ走行用モータ１２，１４が電気的に接続され、モータ制御装置２８，３０はそれぞれ電動車両１の制御装置２６から通知された要求トルク（ＭＣＵ要求トルク）に基づいて走行用モータ１２，１４を制御する一方、モータ制御装置２８，３０から電動車両１の制御装置２６に損失電力を通知する。エンジン制御装置３２にはエンジン１０が接続され、エンジン制御装置３２は電動車両１の制御装置２６から通知された要求トルク（ＥＮＧ要求トルク）に基づいてエンジン１０を制御する。ジェネレータ制御装置３４には、ジェネレータ１６が電気的に接続され、ジェネレータ制御装置３４は電動車両１の制御装置２６から通知された要求トルク（ＧＥＮ要求トルク）に基づいてジェネレータ１６を制御する一方、ジェネレータ制御装置３４から電動車両１の制御装置２６に損失電力を通知する。 [Control configuration of electric vehicle]
As shown in Fig. 2, a battery management unit (BMU) 24 is provided in the driving battery 18, which manages the output limit power, input limit power, battery voltage, battery current, and battery temperature of the driving battery 18, and notifies these to a control device (vehicle ECU) 26 of the electric vehicle 1 electrically connected to the battery management unit 24. Motor control devices (MCUs) 28, 30, an engine control device (ENG ECU) 32, and a generator control device (GCU) 34 are electrically connected to the control device 26 of the electric vehicle 1. The driving motors 12, 14 are electrically connected to the motor control devices 28, 30, respectively, and the motor control devices 28, 30 control the driving motors 12, 14 based on the required torque (MCU required torque) notified from the control device 26 of the electric vehicle 1, while the motor control devices 28, 30 notify the control device 26 of the electric vehicle 1 of the power loss. The engine 10 is connected to the engine control device 32, and the engine control device 32 controls the engine 10 based on the required torque (ENG required torque) notified from the control device 26 of the electric vehicle 1. The generator 16 is electrically connected to the generator control device 34. The generator control device 34 controls the generator 16 based on the required torque (GEN required torque) notified by the control device 26 of the electric vehicle 1, while notifying the control device 26 of the electric vehicle 1 of the power loss from the generator control device 34.
［制御装置の構成］
　電動車両１の制御装置２６には、走行用バッテリ１８の放電及び充電を制限するための出力限度電力及び入力限度電力を算出する電池電力算出部３６と、走行用モータ１２，１４の駆動電力及びジェネレータ１６の発電電力を算出する駆動制御部３８とが設けられている。電動車両１の制御装置２６では、走行用バッテリ１８の放電電力（出力電力）を正値で管理し、充電電力（入力電力）を負値で管理する。以下の説明においても特別のことわりがない限り、放電電力（出力電力）を正値とし、充電電力（入力電力）を負値とする。 [Configuration of the control device]
The control device 26 of the electric vehicle 1 is provided with a battery power calculation unit 36 that calculates an output limit power and an input limit power for limiting the discharge and charging of the driving battery 18, and a drive control unit 38 that calculates the drive power of the driving motors 12, 14 and the generated power of the generator 16. The control device 26 of the electric vehicle 1 manages the discharge power (output power) of the driving battery 18 as a positive value and the charge power (input power) as a negative value. In the following description, unless otherwise specified, the discharge power (output power) is taken as a positive value and the charge power (input power) is taken as a negative value.
［電池電力算出部の構成］
　電池電力算出部３６には、出力限度電力を算出する出力限度電力算出部４０及び入力限度電力を算出する入力限度電力算出部４２が設けられている。出力限度電力算出部４０が算出する出力限度電力は走行用バッテリ１８の出力限界電力よりも小さな電力であり、例えば、走行用バッテリ１８の出力限界電力、充電率（ＳＯＣ（Ｓｔａｔｅ　Ｏｆ　Ｃｈａｒｇｅ））及び電池温度に基づいて算出する。入力限度電力算出部４２が算出する入力限度電力は走行用バッテリ１８の入力限界電力よりも大きな電力であり、例えば、走行用バッテリ１８の入力限界電力に基づいて算出する。 [Configuration of battery power calculation unit]
The battery power calculation unit 36 is provided with an output limit power calculation unit 40 that calculates the output limit power and an input limit power calculation unit 42 that calculates the input limit power. The output limit power calculated by the output limit power calculation unit 40 is a power smaller than the output limit power of the driving battery 18, and is calculated, for example, based on the output limit power, charging rate (SOC (State Of Charge)) and battery temperature of the driving battery 18. The input limit power calculated by the input limit power calculation unit 42 is a power larger than the input limit power of the driving battery 18, and is calculated, for example, based on the input limit power of the driving battery 18.
　駆動制御部３８には、走行用モータ１２，１４の駆動電力を算出する駆動電力算出部４４及びジェネレータ１６の発電電力を算出する発電電力算出部４６が設けられている。 The drive control unit 38 is provided with a drive power calculation unit 44 that calculates the drive power of the driving motors 12, 14 and a generated power calculation unit 46 that calculates the generated power of the generator 16.
［駆動電力と発電電力との関係］
　図３は、図２に示した駆動電力算出部４４が算出する駆動電力と発電電力算出部４６が算出する発電電力との関係を示す図である。 [Relationship between driving power and generated power]
FIG. 3 is a diagram showing the relationship between the drive power calculated by the drive power calculation section 44 and the generated power calculated by the generated power calculation section 46 shown in FIG.
　図３に示すように、駆動電力算出部４４と発電電力算出部４６は、駆動電力算出部４４が発電電力を参照し、発電電力算出部４６が駆動電力を参照するループ構造であり、駆動電力算出部４４と発電電力算出部４６とが所定期間ごとに同期して駆動電力と発電電力を交互に算出する。 As shown in FIG. 3, the drive power calculation unit 44 and the generated power calculation unit 46 have a loop structure in which the drive power calculation unit 44 refers to the generated power and the generated power calculation unit 46 refers to the drive power, and the drive power calculation unit 44 and the generated power calculation unit 46 are synchronized at predetermined intervals to alternately calculate the drive power and the generated power.
　駆動電力は、走行用モータ１２、１４が消費可能な電力とドライバが要求する駆動トルクを出力するために必要とする電力のうち、小さい方の電力である。したがって、駆動電力算出部４４では、走行用モータ１２，１４が消費可能な電力（駆動上限電力）とドライバが要求する駆動トルクを出力するために必要とする電力（ドライバ要求電力）を算出し、小さい方を駆動電力とする。走行用モータ１２，１４が消費可能な電力は、走行用バッテリ１８の出力限界電力とジェネレータ１６の発電電力の和であるが、出力限度電力算出部４０で算出された出力限度電力と発電電力算出部４６で算出された発電電力（ｎ－１の発電電力）の和から補機類が消費する電力を減じたものを走行用モータ１２，１４が消費可能な電力とする。ドライバが要求する駆動トルクを出力するために必要とする電力は、ドライバのアクセル操作や電動車両１の走行速度から求められる。したがって、出力限度電力をＰｏｕｔ、発電電力をＧＥＮ、補機の消費電力（補機電力）をＡＵＸとすると、駆動電力ＤＲＶは下記の数式１で示される。 The drive power is the smaller of the power that the drive motors 12, 14 can consume and the power required to output the drive torque requested by the driver. Therefore, the drive power calculation unit 44 calculates the power that the drive motors 12, 14 can consume (upper limit drive power) and the power required to output the drive torque requested by the driver (driver requested power), and the smaller is taken as the drive power. The power that the drive motors 12, 14 can consume is the sum of the output limit power of the drive battery 18 and the generated power of the generator 16, but the power that the drive motors 12, 14 can consume is the sum of the output limit power calculated by the output limit power calculation unit 40 and the generated power (n-1 generated power) calculated by the generated power calculation unit 46 minus the power consumed by the auxiliary equipment. The power required to output the drive torque requested by the driver is calculated from the driver's accelerator operation and the driving speed of the electric vehicle 1. Therefore, if the output limit power is Pout, the generated power is GEN, and the power consumed by the auxiliary equipment (auxiliary power) is AUX, the drive power DRV is expressed by the following formula 1.
Figure JPOXMLDOC01-appb-M000001
Figure JPOXMLDOC01-appb-M000001
　上述したように、電動車両１の制御装置２６では、走行用バッテリ１８の充電電力（入力電力）を負値で管理するが、ここでは、走行用バッテリの充電電力（入力電力）を正値として説明する（特別の場合である）。発電電力は、ジェネレータ１６で発電が許容される電力とドライバが要求する駆動トルクを出力するために必要とする電力のうち、小さい方の電力である。したがって、発電電力算出部４６では、ジェネレータ１６で発電が許容される電力（発電上限電力）とドライバが要求する駆動トルクを出力するために必要とする電力（目標発電電力）を算出し、小さい方を発電電力とする。ジェネレータ１６で発電が許容される電力は、走行用バッテリ１８の入力限界電力と走行用モータ１２，１４の駆動電力の和であるが、入力限度電力算出部４２で算出された入力限度電力と駆動電力算出部４４で算出された駆動電力の和に補機類が消費する電力を加えたものをジェネレータ１６で発電が許容される電力とする。ドライバが要求する駆動トルクを出力するために必要とする電力は、ドライバのアクセル操作や電動車両１の走行速度から求められる。したがって、駆動電力をＤＲＶ、入力限度電力をＰｉｎ、補機の消費電力（補機電力）をＡＵＸとすると、発電電力ＧＥＮは下記の数式２で示される。 As described above, the control device 26 of the electric vehicle 1 manages the charging power (input power) of the driving battery 18 as a negative value, but here, the charging power (input power) of the driving battery is described as a positive value (a special case). The generated power is the smaller of the power allowed to be generated by the generator 16 and the power required to output the driving torque requested by the driver. Therefore, the generated power calculation unit 46 calculates the power allowed to be generated by the generator 16 (upper limit power generation) and the power required to output the driving torque requested by the driver (target generated power), and the smaller is taken as the generated power. The power allowed to be generated by the generator 16 is the sum of the input limit power of the driving battery 18 and the driving power of the driving motors 12, 14, but the sum of the input limit power calculated by the input limit power calculation unit 42 and the driving power calculated by the driving power calculation unit 44 plus the power consumed by the auxiliary equipment is taken as the power allowed to be generated by the generator 16. The power required to output the drive torque requested by the driver can be calculated from the driver's accelerator operation and the driving speed of the electric vehicle 1. Therefore, if the drive power is DRV, the input power limit is Pin, and the power consumption of the auxiliary equipment (auxiliary power) is AUX, the generated power GEN is expressed by the following formula 2.
Figure JPOXMLDOC01-appb-M000002
Figure JPOXMLDOC01-appb-M000002
［放電時の演算構成］
　図４は、図２に示した電池電力算出部３６の走行用バッテリ１８の放電時の演算構成を示すブロック図である。 [Calculation configuration during discharge]
FIG. 4 is a block diagram showing the calculation configuration of the battery power calculation unit 36 shown in FIG. 2 when the driving battery 18 is being discharged.
　図４に示すように、電池電力算出部３６の走行用バッテリ１８の放電時の演算構成では、出力限度電力算出部４０（４０Ａ）に実電力（実出力電力）が出力限度電力を超過した場合に出力限度電力が小さくなるように補正する出力限度補正部４８（第１限度電力補正部）を含んでいる。 As shown in FIG. 4, in the calculation configuration of the battery power calculation unit 36 when discharging the driving battery 18, the output limit power calculation unit 40 (40A) includes an output limit correction unit 48 (first limit power correction unit) that corrects the output limit power to be smaller when the actual power (actual output power) exceeds the output limit power.
　図４に示す例では、出力限度電力は、出力限界電力からマージンを減じた電力である（［出力限界電力］－［マージン］＝［出力限度電力］）。出力限界電力は、正値又は０であり、出力限度電力が０よりも小さくならないように、出力限界電力からマージンを減じた値と０とを比較して大きい方を出力限度電力とする。また、出力限度電力は、充電率（ＳＯＣ）が予め定められた閾値以下の場合、又は電池温度が予め定められた閾値以上の場合に抑制される。 In the example shown in Figure 4, the output limit power is the power obtained by subtracting a margin from the output limit power ([output limit power] - [margin] = [output limit power]). The output limit power is a positive value or 0, and to ensure that the output limit power does not become smaller than 0, the value obtained by subtracting the margin from the output limit power is compared with 0, and the larger value is set to the output limit power. In addition, the output limit power is suppressed when the state of charge (SOC) is below a predetermined threshold or when the battery temperature is above a predetermined threshold.
　実電力（実出力電力）は、バッテリ管理装置２４から通知された電池電圧（Ｖ）と電池電流（Ａ）の積（ＶＡ）であり、出力限度補正部４８は、例えば、出力限度電力が補正量Ａ（以下「出力限度補正量Ａ」という）だけ小さくなるように補正し、補正前の出力限度電力から出力限度補正量Ａを減じた電力を補正後の出力限度電力（最終値）とする（［補正前の出力限度電力］－［出力限度補正量Ａ］＝［補正後の出力限度電力］）。 The actual power (actual output power) is the product (VA) of the battery voltage (V) and battery current (A) notified by the battery management device 24, and the output limit correction unit 48, for example, corrects the output limit power so that it is smaller by a correction amount A (hereinafter referred to as "output limit correction amount A"), and determines the power obtained by subtracting the output limit correction amount A from the output limit power before correction as the corrected output limit power (final value) ([output limit power before correction] - [output limit correction amount A] = [corrected output limit power]).
　電池電力算出部３６の走行用バッテリ１８の放電時の演算構成では、入力限度電力算出部４２（４２Ａ）に出力限度補正部４８が出力限度電力を補正した場合に入力限度電力が大きくなるように補正する入力限度補正部５０（第２限度電力補正部）と、を含んでいる。 The calculation configuration of the battery power calculation unit 36 when discharging the driving battery 18 includes an input limit power calculation unit 42 (42A) and an input limit correction unit 50 (second limit power correction unit) that corrects the input limit power to be larger when the output limit correction unit 48 corrects the output limit power.
　入力限度電力は、例えば、入力限界電力にマージンを加えた電力である（［入力限界電力］＋［マージン］＝［入力限度電力］）。入力限度補正部５０は、例えば、入力限度電力が補正量Ｂ（以下「入力限度補正量Ｂ」という）だけ小さくなるように補正し、補正前の入力限度電力から入力限度補正量Ｂを減じた電力を補正後の入力限度電力（最終値）とする（［補正前の入力限度電力］－［入力限度補正量Ｂ］＝［補正後の入力限度電力］）。 The input limit power is, for example, the power obtained by adding a margin to the input limit power ([input limit power] + [margin] = [input limit power]). The input limit correction unit 50, for example, corrects the input limit power so that it is smaller by a correction amount B (hereinafter referred to as "input limit correction amount B"), and determines the power obtained by subtracting the input limit correction amount B from the input limit power before correction as the corrected input limit power (final value) ([input limit power before correction] - [input limit correction amount B] = [corrected input limit power]).
［充電時の演算構成］
　図５は、図２に示した電池電力算出部３６の走行用バッテリ１８の充電時の演算構成を示すブロック図である。 [Calculation configuration during charging]
FIG. 5 is a block diagram showing the calculation configuration of the battery power calculation unit 36 shown in FIG. 2 when the driving battery 18 is being charged.
　図５に示すように、電池電力算出部３６の走行用バッテリ１８の充電時の演算構成では、入力限度電力算出部４２（４２Ｂ）に実電力（実入力電力）が入力限度電力を超過した場合に入力限度電力が大きくなるように補正する入力限度補正部５２（第１限度電力補正部）を含んでいる。 As shown in FIG. 5, in the calculation configuration of the battery power calculation unit 36 when charging the driving battery 18, the input limit power calculation unit 42 (42B) includes an input limit correction unit 52 (first limit power correction unit) that corrects the input limit power to a larger value when the actual power (actual input power) exceeds the input limit power.
　図５に示す例では、入力限度電力は、入力限界電力にマージンを加えた電力である。入力限界電力は負値又は０であり、マージンを加えた電力を入力限度電力とする（［入力限界電力］＋［マージン］＝［入力限度電力］）。 In the example shown in Figure 5, the input limit power is the power obtained by adding a margin to the input limit power. The input limit power is a negative value or 0, and the power obtained by adding a margin is the input limit power ([input limit power] + [margin] = [input limit power]).
　入力限度補正部５２は、例えば、入力限度電力が補正量Ｚ（以下「入力限度補正量Ｚ」という）だけ大きくなるように補正する。入力限度電力は負値又は０であり、補正前の入力限度電力に入力限度補正量Ｚを加えた電力を補正後の入力限度電力（最終値）とする（［補正前の入力限度電力］＋［入力限度補正量Ｚ］＝［補正後の出力限度電力］）。 The input limit correction unit 52, for example, corrects the input limit power so that it is increased by a correction amount Z (hereinafter referred to as "input limit correction amount Z"). The input limit power is a negative value or 0, and the power obtained by adding the input limit power before correction to the input limit correction amount Z is set as the corrected input limit power (final value) ([input limit power before correction] + [input limit correction amount Z] = [output limit power after correction]).
　電池電力算出部３６の走行用バッテリ１８の充電時の演算構成では、出力限度電力算出部４０（４０Ｂ）に入力限度補正部５２が入力限度電力を補正した場合に出力限度電力が大きくなるように補正する出力限度補正部５４（第２限度電力補正部）を含んでいる。 In the calculation configuration of the battery power calculation unit 36 when charging the driving battery 18, the output limit power calculation unit 40 (40B) includes an output limit correction unit 54 (second limit power correction unit) that corrects the output limit power to be larger when the input limit correction unit 52 corrects the input limit power.
　図５に示す例では、出力限度電力は、出力限界電力からマージンを減じた電力である（［出力限界電力］－［マージン］＝［出力限度電力］）。出力限界電力は正値又は０であり、出力限度電力が０よりも小さくならないように、出力限界電力からマージンを減じた値と０とを比較して大きい方を出力限度電力とする。また、出力限度電力は、充電率（ＳＯＣ）が予め定められた閾値以下の場合、又は電池温度が予め定められた閾値以上の場合に抑制される。 In the example shown in Figure 5, the output limit power is the power obtained by subtracting a margin from the output limit power ([output limit power] - [margin] = [output limit power]). The output limit power is a positive value or 0, and to ensure that the output limit power does not become smaller than 0, the value obtained by subtracting the margin from the output limit power is compared with 0, and the larger value is set to the output limit power. In addition, the output limit power is suppressed when the state of charge (SOC) is below a predetermined threshold or when the battery temperature is above a predetermined threshold.
　出力限度補正部５４は、例えば、出力限度電力が補正量Ｙ（以下「出力限度補正量Ｙ」という）だけ大きくなるように補正する。出力限度補正量Ｙは、上述した入力限度補正量Ｚと同じ又はそれよりも大きく、補正前の出力限度電力に出力限度補正量Ｙを加えた電力を補正後の出力限度電力（最終値）とする（［補正前の出力限度電力］＋［出力限度補正量Ｙ］＝［補正後の出力限度電力］）。 The output limit correction unit 54, for example, corrects the output limit power so that it is increased by a correction amount Y (hereinafter referred to as "output limit correction amount Y"). The output limit correction amount Y is the same as or greater than the input limit correction amount Z described above, and the corrected output limit power (final value) is the power obtained by adding the output limit power before correction to the output limit power of the output limit Y ([output limit power before correction] + [output limit correction amount Y] = [corrected output limit power]).
［放電時の出力限度電力と充電時の入力限度補正量の関係等］
　図６は、放電時の出力限度電力と充電時の入力限度補正量Ｚの関係、及び充電時の入力限度電力と放電時の出力限度補正量Ａとの関係を説明するブロック図である。 [Relationship between the output limit power during discharge and the input limit correction amount during charge, etc.]
FIG. 6 is a block diagram for explaining the relationship between the output limit power during discharging and the input limit correction amount Z during charging, and the relationship between the input limit power during charging and the output limit correction amount A during discharging.
　図６に示すように、出力限度補正部４８には出力限度補正量Ａを算出する出力限度補正量算出部５６が設けられる。出力限度補正量算出部５６は、出力限度補正量Ａを出力限度電力と走行用バッテリ１８の実電力とに基づいて算出（設定）する。出力限度補正量算出部５６には、走行用バッテリ１８の実電力を算出する実電力算出部５８及び補正中止条件算出部６０が設けられる。実電力算出部５８には電池電圧（Ｖ）及び電池電流（Ａ）が入力され、電池電力（ＶＡ）を算出する。補正中止条件算出部６０には充電時の入力限度電力（補正後の入力限度電力）が入力可能であり、充電時の入力限度電力が入力されると出力限度補正量Ａが０になる。 As shown in FIG. 6, the output limit correction unit 48 is provided with an output limit correction amount calculation unit 56 that calculates the output limit correction amount A. The output limit correction amount calculation unit 56 calculates (sets) the output limit correction amount A based on the output limit power and the actual power of the driving battery 18. The output limit correction amount calculation unit 56 is provided with an actual power calculation unit 58 that calculates the actual power of the driving battery 18, and a correction stop condition calculation unit 60. The battery voltage (V) and battery current (A) are input to the actual power calculation unit 58, which calculates the battery power (VA). The input limit power during charging (corrected input limit power) can be input to the correction stop condition calculation unit 60, and when the input limit power during charging is input, the output limit correction amount A becomes 0.
　入力限度補正部５０及び５２には、放電時の入力限度補正量Ｂを算出する放電時補正量算出部６２及び充電の入力限度補正量Ｚを算出する充電時補正量算出部６４が設けられる。放電時補正量算出部６２には、出力限度補正量算出部５６で算出された出力限度補正量Ａが入力され、出力限度補正量Ａの絶対値よりも絶対値が大きな入力限度補正量Ｂが算出される。充電時補正量算出部６４は、入力限度補正量Ｂを入力限度電力と走行用バッテリ１８の実電力とに基づいて算出（設定）する。充電時補正量算出部６４には、走行用バッテリ１８の実電力を算出する実電力算出部６６及び補正中止条件算出部６８が設けられる。補正中止条件算出部６８には放電時の出力限度電力（補正後の出力限度電力）が入力可能であり、放電時の出力限度電力が入力されると入力限度補正量Ｚが０になる。 The input limit correction units 50 and 52 are provided with a discharge correction amount calculation unit 62 that calculates the input limit correction amount B during discharge and a charge correction amount calculation unit 64 that calculates the input limit correction amount Z during charging. The output limit correction amount A calculated by the output limit correction amount calculation unit 56 is input to the discharge correction amount calculation unit 62, and an input limit correction amount B having an absolute value greater than that of the output limit correction amount A is calculated. The charge correction amount calculation unit 64 calculates (sets) the input limit correction amount B based on the input limit power and the actual power of the driving battery 18. The charge correction amount calculation unit 64 is provided with an actual power calculation unit 66 that calculates the actual power of the driving battery 18 and a correction stop condition calculation unit 68. The output limit power during discharge (output limit power after correction) can be input to the correction stop condition calculation unit 68, and when the output limit power during discharge is input, the input limit correction amount Z becomes 0.
［出力限度補正部及び入力限度補正部の制御内容］
　図７は、出力限度補正部４８及び入力限度補正部５０及び５２の制御内容を示すフローチャートである。 [Control contents of the output limit correction unit and the input limit correction unit]
FIG. 7 is a flow chart showing the control contents of the output limit correction unit 48 and the input limit correction units 50 and 52.
　図７に示すように、実電力算出部５８で算出された実電力が出力限度電力を超過すると（ステップＳ１０：Ｙｅｓ）、補正中止条件算出部６８で入力限度補正量Ｚがリセットされる（入力限度補正量Ｚ＝０）（ステップＳ１２）。出力限度補正量算出部５６では、出力限度補正量Ａが算出され（ステップＳ１４）、出力限度補正部４８において補正前の出力限度電力から出力限度補正量Ａを減じた電力を補正後の出力限度電力とする（ステップＳ１６）。 As shown in FIG. 7, when the actual power calculated by the actual power calculation unit 58 exceeds the output limit power (step S10: Yes), the correction stop condition calculation unit 68 resets the input limit correction amount Z (input limit correction amount Z = 0) (step S12). The output limit correction amount calculation unit 56 calculates the output limit correction amount A (step S14), and the power obtained by subtracting the output limit correction amount A from the output limit power before correction in the output limit correction unit 48 is set as the corrected output limit power (step S16).
　一方、放電時補正量算出部６２では、入力限度補正量Ｂが算出され（ステップＳ１８）、入力限度補正部５０において補正前の入力限度電力から入力限度補正量Ｂを減じた電力を補正後の入力限度電力とする（ステップＳ２０）。 On the other hand, the discharge correction amount calculation unit 62 calculates the input limit correction amount B (step S18), and the input limit correction unit 50 subtracts the input limit correction amount B from the input limit power before correction to obtain the corrected input limit power (step S20).
　実電力算出部６６で算出された実電力が入力限度電力を超過すると（ステップＳ２２：Ｙｅｓ）、補正中止条件算出部６０で出力限度補正量Ａがリセットされる（出力限度補正量Ａ＝０）（ステップＳ２４）。充電時補正量算出部では、入力限度補正量Ｚが算出され（ステップＳ２６）、入力限度補正部５２において補正前の入力限度電力に入力限度補正量Ｚを加えた電力を補正後の入力限度電力とする（ステップＳ２８）。 If the actual power calculated by the actual power calculation unit 66 exceeds the input limit power (step S22: Yes), the correction stop condition calculation unit 60 resets the output limit correction amount A (output limit correction amount A = 0) (step S24). The charging correction amount calculation unit calculates the input limit correction amount Z (step S26), and the input limit correction unit 52 adds the input limit power before correction to the input limit correction amount Z, which is set to the corrected input limit power (step S28).
　一方、出力限度補正部４８では、出力限度補正量Ｙが算出され（ステップＳ３０）、出力限度補正部５４において補正前の出力限度電力に出力限度補正量Ｙを加えた電力を補正後の出力限度電力とする（ステップＳ３２）。 On the other hand, the output limit correction unit 48 calculates the output limit correction amount Y (step S30), and the output limit correction unit 54 adds the output limit power before correction to the output limit correction amount Y to obtain the corrected output limit power (step S32).
［出力限度補正量及び入力限度補正量と駆動電力の増加速度との関係］
　図８は、出力限度補正量及び入力限度補正量と駆動電力の増加量の関係を示すタイムチャートである。 [Relationship between output limit correction amount, input limit correction amount, and driving power increase rate]
FIG. 8 is a time chart showing the relationship between the output limit correction amount, the input limit correction amount, and the increase amount of the drive power.
　ドライバが要求する駆動トルクを出力するために必要とする電力（ドライバ要求電力）が走行用モータ１２，１４の消費可能な電力を上回ると、走行用バッテリ１８から放電される実電力（実出力電力）が出力限界電力を超過する（過放電）。長時間に亘る過放電を繰り返すと走行用バッテリ１８が破損する。そのため、出力限界電力よりも小さな出力限度電力を算出し、走行用バッテリ１８から放電される実電力が出力限度電力以下となるように、走行用モータ１２，１４、エンジン１０及びジェネレータ１６を制御している。 When the power required to output the drive torque requested by the driver (driver required power) exceeds the power that can be consumed by the driving motors 12, 14, the actual power discharged from the driving battery 18 (actual output power) exceeds the output limit power (over-discharge). Repeated over-discharge over a long period of time will damage the driving battery 18. For this reason, an output limit power that is smaller than the output limit power is calculated, and the driving motors 12, 14, engine 10, and generator 16 are controlled so that the actual power discharged from the driving battery 18 is equal to or less than the output limit power.
　走行用モータ１２，１４及びジェネレータ１６で発電された電力が走行用バッテリ１８に充電可能な電力を上回ると、走行用バッテリ１８に充電される実電力（実入力電力）が入力限界電力を超過する（過充電）。長時間に亘る過充電を繰り返すと走行用バッテリ１８が破損する。そのため、入力限界電力よりも大きな入力限度電力を算出し、走行用バッテリ１８に入力される実電力が入力限度電力以上となるように、走行用モータ１２，１４、エンジン１０及びジェネレータ１６を制御している。 If the power generated by the drive motors 12, 14 and generator 16 exceeds the power that can be charged to the drive battery 18, the actual power (actual input power) charged to the drive battery 18 will exceed the input limit power (overcharging). Repeated overcharging over a long period of time will damage the drive battery 18. For this reason, the drive motors 12, 14, engine 10 and generator 16 are controlled so that the actual power input to the drive battery 18 is equal to or greater than the input limit power by calculating an input limit power that is greater than the input limit power.
　そのため、実施形態に係る電動車両１の制御装置２６では、走行用バッテリ１８から放電される実電力（実出力電力）が出力限度電力を超過すると、出力限度電力が出力限度補正量Ａだけ小さくなるように出力限度補正部４８が出力限度電力を補正する。一方、発電電力及び駆動電力は、出力限度電力と入力限度電力の差で決定されるので、出力限度電力が出力限度補正量Ａだけ小さくなるように出力限度電力を補正すると、発電電力及び駆動電力が減少するので、車両の走行性能が悪化する。 For this reason, in the control device 26 of the electric vehicle 1 according to the embodiment, when the actual power (actual output power) discharged from the driving battery 18 exceeds the output limit power, the output limit correction unit 48 corrects the output limit power so that the output limit power is reduced by the output limit correction amount A. On the other hand, since the generated power and driving power are determined by the difference between the output limit power and the input limit power, correcting the output limit power so that the output limit power is reduced by the output limit correction amount A will reduce the generated power and driving power, and therefore the driving performance of the vehicle will deteriorate.
　そこで、走行用バッテリ１８の充電が放電と同時に行われないことに注目して、出力限度電力が出力限度補正量Ａだけ小さくなるように出力限度補正部４８が出力限度電力を補正する場合には、入力限度電力が入力限度補正量Ｂだけ小さくなるように入力限度補正部５０が入力限度電力を補正する。入力限度補正量Ｂは、補正前の出力限度電力と入力限度電力の差を確保するものであればよいため、出力限度補正量Ａと同じ又はそれ以上とする。 Therefore, taking into consideration that charging and discharging of the driving battery 18 are not performed at the same time, when the output limit correction unit 48 corrects the output limit power so that the output limit power is reduced by the output limit correction amount A, the input limit correction unit 50 corrects the input limit power so that the input limit power is reduced by the input limit correction amount B. The input limit correction amount B only needs to ensure the difference between the output limit power before correction and the input limit power, so it is set to be the same as or greater than the output limit correction amount A.
　また、実施形態に係る電動車両１の制御装置２６では、走行用バッテリ１８に充電される実電力（実入力電力）が入力限度電力を超過すると、入力限度電力が入力限度補正量Ｚだけ大きくなるように入力限度補正部５２が入力限度電力を補正する。上述したように、発電電力及び駆動電力は、出力限度電力と入力限度電力の差で決定されるので、入力限度電力が入力限度補正量Ｚだけ大きくなるように出力限度電力を補正すると、発電電力及び駆動電力が減少するので、車両の走行性能が悪化する。 In addition, in the control device 26 of the electric vehicle 1 according to the embodiment, when the actual power (actual input power) charged to the driving battery 18 exceeds the input limit power, the input limit correction unit 52 corrects the input limit power so that the input limit power is increased by the input limit correction amount Z. As described above, the generated power and driving power are determined by the difference between the output limit power and the input limit power, so if the output limit power is corrected so that the input limit power is increased by the input limit correction amount Z, the generated power and driving power will decrease, and the driving performance of the vehicle will deteriorate.
　そこで、走行用バッテリ１８の放電が充電と同時に行われないことに注目して、入力限度電力が入力限度補正量Ｚだけ小さくなるように入力限度補正部５２が入力限度電力を補正する場合には、出力限度電力が出力限度補正量Ｙだけ大きくなるように出力限度補正部５４が出力限度電力を補正する。出力限度補正量Ｙは、補正前の出力限度電力と入力限度電力の差を確保するものであればよいため、入力限度補正量Ｚと同じ又はそれ以上とする。 Therefore, taking into consideration that discharging and charging of the driving battery 18 are not performed at the same time, when the input limit correction unit 52 corrects the input limit power so that the input limit power is reduced by the input limit correction amount Z, the output limit correction unit 54 corrects the output limit power so that the output limit power is increased by the output limit correction amount Y. The output limit correction amount Y only needs to ensure the difference between the output limit power and the input limit power before correction, so it is set to be the same as or greater than the input limit correction amount Z.
［電動車両の制御装置の効果］
　電動車両１の制御装置２６によれば、走行用バッテリ１８の実電力（実出力電力）が出力限度電力を超過した場合に出力限度電力が小さくなるように補正するので、走行用バッテリ１８の実電力（実出力電力）はやがて補正前の出力限度電力以下となる。また、出力限度電力を補正した場合に入力限度電力が出力限度電力の補正量と同じ又はそれ以上に大きくなるように補正するので、駆動電力及び発電電力は補正後の出力限度電力と補正後の入力限度電力の差となり、補正前の駆動電力及び発電電力が維持される。これにより、ジェネレータ１６の発電量の増加速度も維持されるので、走行用バッテリ１８の実電力（実出力電力）が出力限度電力を超過しても、電動車両１の走行性能を維持できる。 [Effects of the control device for electric vehicle]
According to the control device 26 of the electric vehicle 1, when the actual power (actual output power) of the driving battery 18 exceeds the output limit power, the output limit power is corrected to be smaller, so that the actual power (actual output power) of the driving battery 18 will eventually become equal to or smaller than the output limit power before correction. Furthermore, when the output limit power is corrected, the input limit power is corrected to be equal to or larger than the correction amount of the output limit power, so that the driving power and the generated power become the difference between the corrected output limit power and the corrected input limit power, and the driving power and the generated power before correction are maintained. This maintains the rate at which the amount of power generated by the generator 16 increases, so that the driving performance of the electric vehicle 1 can be maintained even if the actual power (actual output power) of the driving battery 18 exceeds the output limit power.
　また、走行用バッテリ１８の実電力（実入力電力）が入力限度電力を超過した場合に入力限度電力が大きくなるように補正するので、走行用バッテリ１８の実電力（実入力電力）はやがて補正前の入力限度電力以上となる。また、入力限度電力を補正した場合に出力限度電力が入力限度電力の補正量と同じ又はそれ以上に大きくなるように補正するので、駆動電力及び発電電力は補正後の出力限度電力と補正後の入力限度電力の差となり、補正前の駆動電力及び発電電力が維持される。これにより、ジェネレータ１６の発電量の増加速度も維持されるので、走行用バッテリ１８の実電力（実入力電力）が入力限度電力を超過しても、電動車両１の走行性能を維持できる。 In addition, when the actual power (actual input power) of the driving battery 18 exceeds the input limit power, the input limit power is corrected to be larger, so that the actual power (actual input power) of the driving battery 18 eventually becomes equal to or larger than the input limit power before correction. In addition, when the input limit power is corrected, the output limit power is corrected to be equal to or larger than the correction amount of the input limit power, so the driving power and generated power become the difference between the corrected output limit power and the corrected input limit power, and the driving power and generated power before correction are maintained. This maintains the rate at which the amount of power generated by the generator 16 increases, so that the driving performance of the electric vehicle 1 can be maintained even if the actual power (actual input power) of the driving battery 18 exceeds the input limit power.
　また、出力限度補正部４８が出力限度電力を補正する場合に、入力限度電力の補正前に入力限度電力の補正量をリセットするので、出力限度補正部４８が入力限度電力を補正した後に出力限度電力を補正する場合であっても、入力限度電力の補正量を適正に設定することができる。 In addition, when the output limit correction unit 48 corrects the output limit power, the correction amount of the input limit power is reset before correcting the input limit power. Therefore, even when the output limit correction unit 48 corrects the output limit power after correcting the input limit power, the correction amount of the input limit power can be set appropriately.
　また、入力限度補正部５２が入力限度電力を補正する場合に、出力限度電力の補正前に出力限度電力の補正量をリセットするので、入力限度補正部５２が出力限度電力を補正した後に入力限度電力を補正する場合であっても、出力限度電力の補正量を適正に設定することができる。 In addition, when the input limit correction unit 52 corrects the input limit power, the correction amount of the output limit power is reset before correcting the output limit power. Therefore, even when the input limit correction unit 52 corrects the input limit power after correcting the output limit power, the correction amount of the output limit power can be set appropriately.
　また、出力限度補正量Ａは出力限度電力と走行用バッテリ１８の実電力（実出力電力）とに基づいて設定されるので、走行用バッテリの実電力（実出力電力）を速やかに補正前の出力限度電力以下に収束させることができる。 In addition, since the output limit correction amount A is set based on the output limit power and the actual power (actual output power) of the driving battery 18, the actual power (actual output power) of the driving battery can be quickly converged to less than the output limit power before correction.
　また、入力限度補正量Ｚは入力限度電力と走行用バッテリ１８の実電力（実入力電力）とに基づいて設定されるので、走行用バッテリの実電力（実入力電力）を速やかに補正前の入力限度電力以下に収束させることができる。 In addition, since the input limit correction amount Z is set based on the input limit power and the actual power (actual input power) of the driving battery 18, the actual power (actual input power) of the driving battery can be quickly converged to below the input limit power before correction.
１　　電動車両
１０　　エンジン
１２，１４　　走行用モータ
１６　　ジェネレータ
１８　　走行用バッテリ
２０，２２　　駆動輪
２４　　バッテリ管理装置（ＢＭＵ）
２６　　電動車両の制御装置（車両ＥＣＵ）
２８，３０　　モータ制御装置（ＭＣＵ）
３２　　エンジン制御装置（ＥＮＧＥＣＵ）
３４　　ジェネレータ制御装置（ＧＣＵ）
３６　　電池電力算出部
３８　　駆動制御部
４０（４０Ａ，４０Ｂ）　　出力限度電力算出部
４２（４２Ａ，４２Ｂ）　　入力限度電力算出部
４４　　駆動電力算出部
４６　　発電電力算出部
４８　　出力限度補正部（第１限度電力補正部）
５０　　入力限度補正部（第２限度電力補正部）
５２　　入力限度補正部（第１限度電力補正部）
５４　　出力限度補正部（第２限度電力補正部）
５６　　出力限度補正量算出部
５８　　実電力算出部
６０　　補正中止条件算出部
６２　　放電時補正量算出部
６４　　充電時補正量算出部
６６　　実電力算出部
６８　　補正中止条件算出部
Ａ　　出力限度補正量
Ｂ　　入力限度補正量
Ｚ　　入力限度補正量
Ｙ　　出力限度補正量 1 Electric vehicle 10 Engine 12, 14 Traction motor 16 Generator 18 Traction battery 20, 22 Drive wheels 24 Battery management unit (BMU)
26 Electric vehicle control device (vehicle ECU)
28, 30 Motor control unit (MCU)
32 Engine control unit (ENGECU)
34 Generator Control Unit (GCU)
36 Battery power calculation unit 38 Drive control unit 40 (40A, 40B) Output limit power calculation unit 42 (42A, 42B) Input limit power calculation unit 44 Drive power calculation unit 46 Generated power calculation unit 48 Output limit correction unit (first limit power correction unit)
50 Input limit correction unit (second limit power correction unit)
52 Input limit correction unit (first limit power correction unit)
54 Output limit correction unit (second limit power correction unit)
56 Output limit correction amount calculation unit 58 Actual power calculation unit 60 Correction stop condition calculation unit 62 Discharge correction amount calculation unit 64 Charge correction amount calculation unit 66 Actual power calculation unit 68 Correction stop condition calculation unit A Output limit correction amount B Input limit correction amount Z Input limit correction amount Y Output limit correction amount

Claims (7)

  1. 　駆動輪を駆動する走行用モータと、
    　前記走行用モータに電力を供給する走行用バッテリと、
    　前記走行用バッテリに充電する電力を発電するジェネレータと、
    　を備えた電動車両の制御装置であって、
    　前記走行用バッテリの出力電力を正値とし、入力電力を負値とする一方、
    　前記走行用バッテリの出力限界電力よりも小さな出力限度電力を算出するとともに、前記走行用バッテリの入力限界電力よりも大きな入力限度電力を算出する電池電力算出部と、
    　前記走行用バッテリの実電力が前記出力限度電力以下であって前記入力限度電力以上となるように、前記走行用モータ及び前記ジェネレータを制御する駆動制御部と、
    　前記走行用バッテリの実電力が前記出力限度電力又は前記入力限度電力のいずれか一方を超過した場合に前記一方を抑制する第１限度電力補正部と、
    　前記一方を補正した場合に前記出力限度電力又は前記入力限度電力のいずれか他方を前記一方の補正量と同じ又はそれ以上に大きくなるように補正する第２限度電力補正部と、
    を備えた、電動車両の制御装置。     A driving motor that drives the drive wheels;
    a driving battery for supplying power to the driving motor;
    A generator that generates power to charge the driving battery;
    A control device for an electric vehicle comprising:
    The output power of the driving battery is set to a positive value and the input power is set to a negative value,
    a battery power calculation unit that calculates an output limit power that is smaller than an output limit power of the driving battery and calculates an input limit power that is larger than an input limit power of the driving battery;
    a drive control unit that controls the driving motor and the generator so that the actual power of the driving battery is equal to or less than the output limit power and equal to or more than the input limit power;
    a first limit power correction unit that, when the actual power of the driving battery exceeds either the output limit power or the input limit power, suppresses the one of the two;
    a second limit power correction unit that corrects the other of the output limit power or the input limit power so that the other is equal to or greater than the correction amount of the other when the other is corrected;
    A control device for an electric vehicle comprising:
  2. 　前記第１限度電力補正部は、前記走行用バッテリの実電力が前記出力限度電力を超過した場合に前記出力限度電力が小さくなるように補正し、
    　前記第２限度電力補正部は、前記出力限度電力を補正した場合に前記入力限度電力が前記出力限度電力の補正量と同じ又はそれ以上に大きくなるように補正する、
    請求項１に記載の電動車両の制御装置。     the first limit power correction unit corrects the output limit power to be smaller when the actual power of the driving battery exceeds the output limit power,
    The second limit power correction unit corrects the input limit power so that the input limit power becomes equal to or greater than a correction amount of the output limit power when the output limit power is corrected.
    The control device for an electric vehicle according to claim 1.
  3. 　前記第１限度電力補正部は、前記走行用バッテリの実電力が前記入力限度電力を超過した場合に前記入力限度電力が大きくなるように補正し、
    　前記第２限度電力補正部は、前記入力限度電力を補正した場合に前記出力限度電力が前記入力限度電力の補正量と同じ又はそれ以上に大きくなるように補正する、
    請求項１に記載の電動車両の制御装置。     the first limit power correction unit corrects the input limit power to be larger when the actual power of the driving battery exceeds the input limit power,
    The second limit power correction unit corrects the output limit power so that the output limit power becomes equal to or greater than a correction amount of the input limit power when the input limit power is corrected.
    The control device for an electric vehicle according to claim 1.
  4. 　前記第２限度電力補正部は、前記第１限度電力補正部が前記出力限度電力を補正する場合に、前記入力限度電力の補正前に前記入力限度電力の補正量をリセットする、
    請求項１に記載の電動車両の制御装置。     The second limit power correction unit resets a correction amount of the input limit power before correcting the input limit power when the first limit power correction unit corrects the output limit power.
    The control device for an electric vehicle according to claim 1.
  5. 　前記第２限度電力補正部は、前記第１限度電力補正部が前記入力限度電力を補正する場合に、前記出力限度電力の補正前に前記出力限度電力の補正量をリセットする、
    請求項１に記載の電動車両の制御装置。     The second limit power correction unit resets a correction amount of the output limit power before correcting the output limit power when the first limit power correction unit corrects the input limit power.
    The control device for an electric vehicle according to claim 1.
  6. 　前記第１限度電力補正部は、前記出力限度電力の補正量を前記出力限度電力と前記走行用バッテリの実電力とに基づいて設定する、
    請求項２又は４に記載の電動車両の制御装置。     The first limit power correction unit sets a correction amount of the output limit power based on the output limit power and an actual power of the driving battery.
    The control device for an electric vehicle according to claim 2 or 4.
  7. 　前記第１限度電力補正部は、前記入力限度電力の補正量を前記入力限度電力と前記走行用バッテリの実電力とに基づいて設定する、
    請求項３又は５に記載の電動車両の制御装置。     The first limit power correction unit sets a correction amount of the input limit power based on the input limit power and an actual power of the driving battery.
    The control device for an electric vehicle according to claim 3 or 5.
PCT/JP2022/035901 2022-09-27 2022-09-27 Control device for electric vehicle WO2024069743A1 (en)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010283995A (en) * 2009-06-04 2010-12-16 Toyota Motor Corp Power output device and electric vehicle
JP2021118559A (en) * 2020-01-22 2021-08-10 三菱自動車工業株式会社 Electric-vehicular control apparatus
JP2021118558A (en) * 2020-01-22 2021-08-10 三菱自動車工業株式会社 Electric-vehicular control apparatus

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010283995A (en) * 2009-06-04 2010-12-16 Toyota Motor Corp Power output device and electric vehicle
JP2021118559A (en) * 2020-01-22 2021-08-10 三菱自動車工業株式会社 Electric-vehicular control apparatus
JP2021118558A (en) * 2020-01-22 2021-08-10 三菱自動車工業株式会社 Electric-vehicular control apparatus

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