JP2003065107A - Controller for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To absorb regenerative electric power even when roll-backing while a battery cannot receive regenerative electric power to output desired drive torque at all times. SOLUTION: A hybrid vehicle is provided with a means (S10) for computing input power of the battery from a condition of the battery (S5), a means (S12) for computing regenerative electric power which is expected to be insufficient as motoring discharge electric power when roll-backing from the input power when roll-backing, a means (S12) for computing motoring discharge electric power when roll-backing and target drive power at the time other than roll- backing time as a target power basic value of an engine when roll-backing, a means (S12) for computing an engine torque command value from the target power basic value of the engine and a rotation speed of the engine, and a means (S11) for controlling torque of the engine based on the engine torque command value.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device,
In particular, it relates to control of regenerative electric power during rollback of a hybrid vehicle.

[0002]

2. Description of the Related Art In a hybrid vehicle, when regenerative electric power cannot be absorbed by a battery when the vehicle is decelerating (engine braking), motoring of an engine is started by a generator motor so that excessive regenerative electric power is consumed by the generator motor. There is one (see Japanese Patent Application Laid-Open No. 08-079914).

[0003]

By the way, rolling of the vehicle in the opposite direction to the traveling direction of the vehicle is called rollback. In a hybrid vehicle that starts by the torque of the drive motor, the rollback is performed when the vehicle starts on a slope. When the driver depresses the accelerator pedal to start running forward, the drive motor outputs torque in the direction opposite to the rollback direction (reverse direction) (forward direction). When the rollback continues even after the drive power, which is the sum of the drive power when the torque is output at the vehicle speed at that time and the loss of the drive motor generated at that time, is switched from positive to negative, regeneration is performed when the rollback continues. At this time, if the state of charge of the battery is high and the regenerative power cannot be sufficiently received, the desired drive torque is output while the battery is overcharged to stop the rollback, or the drive torque is set in order not to overcharge the battery. However, if the torque is limited, the rollback cannot be stopped, so the driver must switch from operating the accelerator pedal to operating the brake pedal.

On the other hand, if the above conventional device is applied during rollback, the regenerative power is consumed by starting the motoring of the engine with the generator motor when the regenerative power cannot be received by the battery.

However, since the motoring of the engine is started after it is determined that the regenerative power cannot be received by the battery, there is a delay before the start of the motoring, and all the regenerative power can be absorbed. It takes time until the regenerative torque of the drive motor is limited. There is no problem if the desired regenerative power can be constantly absorbed even if there is a slight delay, such as regeneration during engine braking, but the vehicle will move in the opposite direction to the driver's intention, such as during rollback. In the progressing situation, there is a big problem that the torque is delayed or the torque is limited.

This will be further described with reference to FIG. 5. The upper part (A) shows the relationship between the output torque of the drive motor and the rotation speed (∽ vehicle speed), and the characteristic shown in the figure shows the maximum torque at each rotation speed. It is a thing. On the other hand, (B) shown in the lower part shows the relationship between the driving power and the vehicle speed (∽ rotation speed), the broken line is the driving power when the maximum torque of (A) is output at each vehicle speed, and the one-dot chain line is generated at that time. Is the loss of the drive motor, and the drive power is the solid line that is the sum of these. That is, the solid line in (B) is the input / output power of the drive motor when the drive motor outputs the maximum torque at each vehicle speed.

At (A), the vehicle is stopped, and the driver depresses the brake pedal to stop on a slope (uphill). When the driver changes the brake pedal to the accelerator pedal to start the vehicle, the vehicle starts rolling back (backward) before the driving torque is generated, and the operating point of the driving motor shifts from to. Then, the torque of the drive motor rises to the maximum value in the direction to stop the rollback (backward) (see (A)). At this time, the drive power (broken line) becomes negative (regeneration) as shown in (B). Drive power (solid line) becomes positive (discharge) due to motor loss. Rollback continues until the vehicle stops, but at an operating point on the way, the drive power becomes zero because the drive power = drive motor loss, and if rollback continues in the further direction, the drive power will be negative (regeneration). ). If the control during engine braking of the above conventional device is applied during rollback, the motoring of the engine will be started at the timing of, but until the engine rotation speed is sufficiently increased by starting motoring Can not consume all the regenerative power of.

Further explanation will be given with reference to the time chart (waveform diagram) of FIG. In the conventional device, the motoring of the engine is started, but the motoring discharge power does not reach the required value until the engine speed increases. When the motoring discharge power is insufficient (see the fourth step), the regenerable electric power is also insufficient, so that the drive power (regenerative electric power) required during rollback cannot be realized (see the bottom row). Therefore, the drive torque (actual drive torque) is limited in the process of shifting from → → (see the second-stage dashed line), and during that time the drive torque as requested by the driver (to stop rollback) cannot be realized, and the torque The driver feels slipping off at the moment when you are limited.

However, if the engine rotation speed is sufficiently increased and the motoring discharge power can be increased to a desired value thereafter, the required driving power can be entirely consumed by the motoring discharge power as shown by →. Therefore, the desired drive torque can be output and the rollback can be stopped.

There is a system in which the input stop power of the battery itself is increased to absorb more regenerative power by setting the charge stop voltage of the battery to a higher value than usual during rollback (Japanese Patent Laid-Open No. 2000-2000). -2704
04). This is to increase the battery's inputtable power itself by raising the battery charge stop voltage (upper limit voltage during regeneration) to a value that does not cause excessive overcharge during rollback. However, if the charge stop voltage is increased and the inputtable power does not increase at a high internal resistance of the battery, such as after low temperature or deterioration, the input power will not increase. You can't get it.

Therefore, according to the present invention, it is predicted from the shift signal and the vehicle speed whether or not the vehicle is rolling back, and it is expected that the engine will be motored at the timing when it is determined that the vehicle is rolling back and the engine will run short during rolling back. By preparing to consume the regenerative power that is
When the battery rolls back when it cannot accept regenerative power, it overcharges the battery regardless of the battery status (low temperature or after deterioration), causing deterioration of the battery or limiting the drive torque and causing the driver to slip off. An object of the present invention is to absorb regenerative electric power at the time of rollback and to always output a desired drive torque without feeling the above.

[0012]

SUMMARY OF THE INVENTION A first invention is to store a drive motor, an engine, a generator motor directly connected to the engine, power generated by the generator motor and regenerative power of the drive motor, and supply power to the drive motor. In a hybrid vehicle including a battery to be supplied, a target drive power calculation means for calculating a target drive power Psd0 based on a driving condition of the vehicle (for example, accelerator opening and vehicle speed),
Drive motor control means for controlling the torque of the drive motor based on the target drive power Psd0, inputtable power calculation means for calculating the inputtable power of the battery from the state of the battery, roll of the vehicle from the shift signal and the vehicle speed. Rollback determination means for determining whether or not it is a back time, and regenerative power that is expected to be insufficient at the time of rollback from this determination result is calculated as the motoring discharge power at rollback Psr from the inputtable power. An engine for calculating the motoring discharge power during rollback, and the motoring discharge power Psr during rollback, and the target drive power Psd0 when not during rollback, as the target power basic value Psb of the engine. Target power basic value calculation means and this Target power base value of engine Psb
Target rotation speed calculation means for calculating the target rotation speed of the engine from the above, power generation motor control means for controlling the rotation speed of the power generation motor based on the target rotation speed of the engine, the target power basic value Psb of the engine and the engine Engine torque command value calculating means for calculating an engine torque command value Ts from the rotation speed, and the engine torque command value T
engine control means for controlling the torque of the engine based on s.

According to a second aspect of the present invention, based on the electric power (maximum drive power) when the motoring discharge power calculation means at rollback in the first aspect outputs the maximum torque of the drive motor determined according to the vehicle speed. Also calculates the motoring discharge power during rollback.

According to a third aspect of the present invention, in the first or second aspect of the present invention, the outputtable power calculating means for calculating the outputtable power from the state of the battery is provided, and the value obtained by subtracting the target drive power Psd0 from the outputtable power. Is set as an upper limit value, and the rolling back motoring discharge power calculated by the rollback motoring discharge power calculation means is limited to this upper limit value.

According to a fourth aspect of the present invention, the actual generated power estimating means for estimating the actual generated power in the third aspect is provided, and the drive motor control means adds a value obtained by adding the actual generated power and the outputtable power. Is set as an upper limit value, and the torque of the drive motor is controlled based on a value obtained by limiting the target drive power to the upper limit value.

According to a fifth aspect of the present invention, there is provided an actual generated power estimating means for estimating the actual generated power according to the third aspect, and the drive motor control means subtracts the value obtained by subtracting the inputtable power from the actual generated power. As a lower limit value, the torque of the drive motor is controlled based on a value obtained by limiting the target drive power to this lower limit value.

According to a sixth aspect of the invention, there is provided auxiliary power consumption estimating means for estimating the power consumption of the auxiliary equipment according to any one of the first to fifth aspects, and the power consumption of the auxiliary equipment is used as the target drive. The power calculation means is taken into consideration.

According to a seventh aspect of the invention, there is provided auxiliary power consumption estimating means for estimating the power consumption of the auxiliary equipment according to any one of the first to fifth aspects, and the power consumption of the auxiliary equipment is rolled back. When the motoring discharge power calculation means is considered.

According to an eighth aspect of the present invention, there is provided drive motor loss estimating means for estimating the loss generated in the drive motor in any one of the first to seventh aspects, and the loss generated in the drive motor is described above. The target drive power calculation means is considered.

According to a ninth aspect of the present invention, in any one of the first to seventh aspects, there is provided drive motor loss estimating means for estimating the loss generated in the drive motor, and the loss generated in the drive motor is described above. The motoring discharge power calculation means during rollback is considered.

According to a tenth aspect of the present invention, there is provided a generator motor loss estimating means for estimating a loss generated in the generator motor according to any one of the first to ninth aspects, and the loss generated in the generator motor is used as the roll. The back-time motoring discharge power calculation means is considered.

According to an eleventh aspect of the invention, there is provided a generator motor loss estimating means for estimating a loss occurring in the generator motor in any one of the first to ninth aspects, and the loss occurring in the generator motor is set as the target. The rotation speed calculation means is considered.

In a twelfth aspect of the present invention, there is provided a generator motor loss estimating means for estimating a loss generated in the generator motor in any one of the first to ninth aspects, and the loss generated in the generator motor is calculated by the engine. The torque command value calculation means is considered.

[0024]

According to the first aspect of the invention, the motoring of the engine is started at the rollback judgment before the timing when it is judged that the regenerative power cannot be accepted by the battery, and the motoring of the motoring is started more than in the case of the conventional apparatus. We are accelerating the start. For this reason, it is possible to prepare in advance so that the regenerative power that is expected to be insufficient during rollback can be consumed, and this causes the rollback to actually occur when the battery cannot accept the regenerative power. Can output a desired drive torque without overcharging the battery.

The effect of the first invention will be further described with reference to FIG. 3. This is a characteristic under the same conditions as the conventional device shown in FIG. Therefore, the states of to indicate the same states as in FIG.

The operation from (A) shown in the upper part of FIG. 3 to is the same as that of the conventional apparatus. That is, the vehicle is stopped, and the driver depresses the brake pedal to stop on a slope (uphill). If you switch from the brake pedal to the accelerator pedal to start, the vehicle will start rolling back (backward) before the driving torque appears.
The operating point of the drive motor moves to. Then, the drive motor torque rises to the maximum value in the direction to stop rollback (backward) (see (A)), and the drive power (broken line) becomes negative (regeneration), but the drive power (solid line) is positive due to drive motor loss. (Discharge) (see (B)).

In this case, in the first aspect of the invention, it is determined that the rollback is being performed at the moment when the operating point of the drive motor moves from to, and motoring of the engine is started. Therefore, the rollback continues after that, and even if the drive power becomes negative (regeneration) with →, the engine speed has already risen sufficiently. Therefore, the regenerative power for the drive power has risen sufficiently at this speed. All can be consumed by motoring.

This situation will be further explained with reference to the time chart (waveform diagram) of FIG. 4. When the motoring of the engine is started by → and the required driving power becomes negative (regeneration), the engine rotation speed is sufficiently increased and already insufficient. The motoring discharge power at the time of rollback, which is expected to occur, can be secured (see the fourth stage). Therefore, even if the required drive power changes as shown by the broken line at the bottom of FIG. 4 by →→, the drive torque is not limited and all the required drive power (regenerative power) can be consumed by the motoring discharge.
Since the desired drive torque can be constantly output, rollback can be stopped without slipping.

According to the second aspect of the present invention, the motoring discharge power during rollback is calculated based on the electric power at the time of outputting the maximum torque of the drive motor determined according to the vehicle speed in addition to the inputtable power. The upper limit of the electric power prepared by motoring the engine in advance becomes the maximum power consumption of the drive motor, which overcharges the battery even when the accelerator pedal is fully depressed during rollback and the maximum torque of the drive motor is required. Moreover, the motoring does not consume unnecessary electric power.

When the motoring discharge power during rollback exceeds the value obtained by subtracting the target drive power from the outputtable power, the engine may be preliminarily motored to prepare the electric power, which may over discharge the battery. However, according to the third invention, the value obtained by subtracting the target drive power from the outputtable power is set as the upper limit value, and the motoring discharge power during rollback is limited to this upper limit value. Therefore, it is possible to prevent the situation where the electric power prepared in advance causes the battery to be over-discharged.

According to the fourth and fifth aspects of the invention, the torque (driving power) of the driving motor is limited based on the actual generated power, so that the actual driving power is different from the target driving power. The battery will not be overcharged or over-discharged even if variations occur.

According to the sixth and seventh aspects, even if the power consumption of the auxiliary machine changes, the battery will not be overcharged or overdischarged.

According to the eighth and ninth aspects, the battery is not overcharged or overdischarged even if the loss generated in the drive motor changes.

According to the tenth, eleventh and twelfth inventions, the battery is overcharged even if the loss generated in the generator motor changes.
There is no over discharge.

[0035]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows the overall configuration of a vehicle when the present invention is applied to a series type hybrid vehicle.

In the figure, a generator motor S3 which is directly connected to the engine S1 and converts the power of the engine S1 into electric power, is driven by the electric power generated by the generator motor S3 or the electric power stored in the battery S5, or both of them. The continuously variable transmission S2 is constituted by the drive motor S4
The torque of the drive motor S4 is transmitted to the drive wheel S7 via the final gear S6.

A generator motor controller S8 and a drive motor controller S9 are provided for controlling the generator motor S3 and the drive motor S9. Of these, the generator motor controller S8 controls the rotation speed of the generator motor S3 so that the rotation speeds of the engine S1 and the generator motor S3 become equal to the rotation speed command value of the integrated controller S12. Specifically, the rotation speed control here is to determine a torque command value according to the deviation between the command value and the actual rotation speed, and perform vector control so that the torque is equal to the command value. Further, at this time, if the engine S1 outputs torque, the generator motor S3 generates electricity, and if the engine S1 is in the fuel cut state, the generator motor S3 performs motoring and consumes electric power.

On the other hand, the drive motor controller S9
Performs vector control of the torque of the drive motor S4 based on the motor torque command value from the integrated controller S12.

The engine controller S11 controls the torque generated by the engine S1 by controlling the throttle opening independently of the accelerator operation by the driver based on the engine torque command value from the integrated controller S12.

A battery controller S10 is provided to know the state of the battery S5. Battery controller S1
0 detects the voltage, the current, and the temperature of the battery S5 by each sensor (not shown), calculates a so-called SOC (State of Charge) indicating the state of charge of the battery S5, and the input / output possible power, and sends it to the integrated controller S12. SO
The lower C is, the larger the inputtable power is and the smaller the outputtable power is. Conversely, the higher the SOC, the smaller the inputtable power and the larger the outputable power. Further, the lower the battery temperature, the smaller the input / output power becomes, and conversely, the higher the battery temperature, the larger the input / output power becomes. The battery controller S10 corresponds to the inputtable power calculation means and the outputtable power calculation means.

In the integrated controller S12 to which the signals from the accelerator sensor and the vehicle speed sensor are input, the following processes <1> to <5> are performed based on these signals to obtain three command values (power generation motor rotation speed command value Ns, engine Torque command value Ts,
The drive motor torque command value Tsm) is calculated, and the generator motor rotation speed command value Ns is calculated as the generator motor controller S
8, the engine torque command value Ts is output to the engine controller S11, and the drive motor torque command value Tsm is output to the drive motor controller S9.

<1> The target axle drive torque Tsd is calculated according to the driving condition, and the drive motor torque command value Tsm is calculated based on this value.

<1> The target drive power Psd0 is calculated based on the accelerator opening and the vehicle speed (vehicle operating conditions),
Based on the target drive power Psd0, the drive motor S4
Control the torque of.

<2> It is judged from the shift signal and the vehicle speed whether or not the vehicle is in rollback, and from the result of this judgment, at the time of rollback, the regenerative electric power that is expected to be insufficient from the inputtable power is rolled back. It is calculated as the motoring discharge power Psr.

<3> Similarly, the motoring discharge power Psr during rollback is calculated during rollback, and the target drive power Psd0 is calculated as the target power basic value Psb of the engine S1 during rollback.

<4> The target rotation speed of the engine S1 is calculated from the target power basic value Psb of the engine thus obtained, and the rotation speed of the generator motor S3 is controlled based on the target rotation speed of the engine.

<5> An engine torque command value Ts is calculated from the target power basic value Psb of the engine S1 and the rotation speed of the engine S1, and the torque of the engine S1 is controlled based on the engine torque command value Ts.

These controls performed by the integrated controller S12 will be described with reference to FIG. Although the control block is shown in FIG. 2, it may be configured by a flowchart.
It should be noted that all the blocks are made to work at the same time and the three command values (Ns, Ts, Tsm) are set at regular intervals (for example, 10 ms).
Every time).

In the target axle drive torque calculation section S15 to which the accelerator opening APS which is the signal of the accelerator sensor S14 and the vehicle speed which is the signal of the vehicle speed sensor S13 are input, the target axle drive torque map is referred to from these to drive the target axle drive. The torque Tsd [Nm] is calculated.

The divider S16 determines the target axle drive torque Tsd.
Is divided by the final gear ratio Gf of the final gear S6 to calculate the drive motor torque basic value Tsb [Nm] which is the basic value of the torque command value at the drive motor shaft.

The drive motor torque basic value Tsb is limited to the upper limit when the upper limit is exceeded in the upper limit S21, and to the lower limit when the lower limit is exceeded in the lower limit S22. Is set as the drive motor torque command value Tsm.

Here, the upper limit value is the maximum torque that can be driven by the drive motor, which is obtained by converting the drive motor powerable electric power obtained by adding the outputtable power and the generated power estimated value by the adder S17 into the torque by the power torque converter S19. Is. The lower limit value is the maximum drive motor regenerable torque obtained by converting the drive motor regenerable power obtained by subtracting the generated power estimation value from the inputtable power in the subtractor S18 into the torque in the power torque converter S20.

The drive motor torque command value Tsm is sent to the drive motor controller S9, and the torque of the drive motor S4 is vector-controlled based on the value. Note that block S1
6 to S22 and the drive motor controller S11 correspond to the drive motor control means.

As a method of estimating the generated power, a method of directly detecting the power flowing through an inverter (not shown) of the generator motor S3 or a method of calculating the generated power from the rotation speed / torque estimated value of the generator motor S3, A method of multiplying by is possible. And these correspond to the actual generated power estimation means.

On the other hand, the multiplier S23 calculates the target drive power Psd0 [W] by multiplying the target axle drive torque Tsd by the axle rotation speed obtained from the vehicle speed. Operation part S
15 and the multiplier S23 correspond to the target drive power calculation means.

The drive motor efficiency correction section S24 uses the target drive power Psd0 as it is for the power consumption Ps of the drive motor S4.
d. Although this is the case where no correction is performed, a method of performing efficiency correction of the drive motor S4 will be described below.

Method 1 (sixth invention): The drive motor efficiency correction section S24 calculates the power consumption of the auxiliary machine and adds it to the target drive power Psd0 to calculate the power consumption Psd of the drive motor S4. Here, as a method of calculating the power consumption of the auxiliary machine, a method of directly detecting the power consumption of the auxiliary machine or a method of calculating by subtracting the electric power of the drive motor S4 and the generator motor S3 from the actual charge / discharge power of the battery S5 A method using fixed values such as average power consumption and maximum rated power can be considered. In this case, the drive motor efficiency correction unit S24 also serves as auxiliary device power consumption estimation means.

Method 2 (eighth invention): The drive motor efficiency correction section S24 estimates the loss generated in the drive motor S4,
A value obtained by adding the estimated value to the target drive power Psd0 is calculated as the power consumption Psd of S4 of the drive motor. Here, as a method of estimating the loss of the drive motor S4, a loss for each torque / rotation speed of the drive motor S4 is measured in advance to create a drive motor loss map, and a drive motor torque command value Tsm described later is obtained. A method of obtaining the actual rotation speed of the drive motor S4 by referring to the map may be considered. In this case, the drive motor efficiency correction unit S24 also serves as the drive motor loss estimation means.

EV traveling / series power generation traveling determination unit S25
Then, it is determined whether the EV traveling or the series power generation traveling is performed based on the vehicle speed, the input / output power, and the power consumption Psd. Here, EV traveling means traveling with only the electric power of the battery S5 with the engine S1 stopped. On the other hand, the series power generation traveling means traveling while generating power by the engine S1 or discharging by the motoring of the engine S1. Of course, during the series power generation traveling, the power of the battery S5 may be used or excess power generated may be charged to the battery S5. As a method of determining whether to perform EV traveling or series power generation, a method of determining based on the vehicle speed, comparing the target drive power Psd0 and the input / output available power of the battery S5, and the target drive power Psd0 is only the power of the battery S5. In that case, there is a method of determining that the vehicle is running in series when it cannot be covered, or a method of using both methods together.

From the determination result of the determination unit S25, the output switching unit S26 outputs the target generated power Psg = 0 when EV traveling is performed.
Power consumption P when performing series power generation
The sd is output as the target generated power Psg.

The rollback time determining unit S27 as the rollback time determining means determines whether the vehicle is in the rollback time. For example, if it is determined based on the shift signal and the vehicle speed that the vehicle is moving backward in the forward range such as D, S, and L, and if the vehicle is moving forward in the R (reverse) range, it is determined that the vehicle is rolling back. Good.

The rollback motoring necessity determination unit S28 receiving the determination result from the determination unit S27 compares the inputtable power with a predetermined value only when the rollback time is determined. If the inputtable power is equal to or less than a predetermined value, it is expected that the state in which sufficient regeneration to stop rollback cannot be performed only by charging the battery S5 (the battery S5 cannot accept regenerative power) . Therefore, when the inputtable power is less than the predetermined value, it is necessary to motor the engine during rollback, whereas in other cases (when the rollback is not performed and the inputtable power is the predetermined value Battery S5 can accept the regenerative electric power, the motoring of the engine at the time of rollback is determined to be unnecessary.

On the other hand, the drive maximum power calculating section S29 calculates the rotation speed of the drive motor S4 from the vehicle speed, and calculates the drive maximum power at that rotation speed (giving regenerative power during rollback) from the rotation speed of the drive motor S4. Then, the rolling-back motoring discharge power calculation unit S30 calculates a value obtained by subtracting the inputtable power from the driving maximum power as the rolling-back motoring discharge power Psr. A fixed value may be used instead of the maximum drive power corresponding to the rotation speed of the drive motor S4, and a value obtained by subtracting the inputtable power from the fixed value may be used as the rolling-back motoring discharge power Psr. Note that the calculation units S29 and S30
Corresponds to the motoring discharge power calculation means during rollback.

When the output switching unit S31 determines that the motoring of the engine at the time of rollback is necessary according to the result of the determination by the motoring need determination unit at the time of rollback, the output switching unit S31 outputs the motoring at the time of rollback from the calculation unit S30. The discharge power Psr is set to the target engine power basic value Psb
On the other hand, when it is determined that the motoring of the engine at the time of rollback is not necessary, the target generated power P
sg is output as the target engine power basic value Psb. In this case, the determination unit S25, the output switching units S26, S3
1 corresponds to the engine target power basic value calculation means.

The generator motor efficiency correction unit S32 calculates the target engine power Pse as a value obtained by adding the loss generated in the generator motor S3 to the target engine power basic value Psb.
As a method of estimating the loss of the generator motor S3, the generator motor loss map is created by measuring the loss of the generator motor S3 for each generated power / rotation speed in advance, and the generator motor loss is calculated from the power to be generated and the actual rotation speed. A method such as referring to the map to obtain it is possible. In this case, the generator motor efficiency correction unit S30 also serves as a generator motor loss estimating means.

The target engine power Pse when power is consumed by the motoring of the engine S1 has a negative value.

The divider S33 determines the target engine power Pse.
Is divided by the actual engine rotation speed to calculate the engine torque command value Ts [Nm]. This engine torque command value Ts is sent to the engine controller S11,
Based on the value, the slot opening of the engine S1 is controlled to control the engine torque. In this case, the divider S33 corresponds to the engine torque command value calculation means, and the engine controller S11 corresponds to the engine control means.

The best fuel consumption rotation speed calculation unit S34 calculates the rotation speed of the engine that can output the target engine power Pse with the best fuel consumption as the target rotation speed. However, when the target engine power Pse is negative (engine motoring), the lowest engine rotation speed at which the power consumed by the motoring of the engine becomes that value is obtained. Then, a value obtained by further converting the target rotation speed into the rotation speed of the generator motor S3 is calculated as the generator motor rotation speed command value Ns. The generator motor rotation speed command value Ns is sent to the generator motor controller S8, and the rotation speed of the generator motor S3 is controlled so that the rotation speeds of the engine S1 and the generator motor S2 become equal to the values. In this case, the calculation unit S
Reference numeral 34 corresponds to the target rotation speed calculation means. The generator motor controller S8 corresponds to generator motor control means.

The operation of this embodiment will be described below.

According to this embodiment, the motoring of the engine S1 is started at the time of rollback judgment before the timing when it is judged that the regenerative electric power is not accepted by the battery S5, and the motoring is started as compared with the conventional apparatus. Hastened. Therefore, it is possible to prepare in advance so that the regenerative power that is expected to be insufficient during rollback can be consumed, and as a result, the rollback actually occurs while the battery S5 cannot accept the regenerative power. However, the desired drive torque can be output without overcharging the battery S5.

In addition to the inputtable power, the rollback motoring discharge power Psr is also calculated based on the maximum drive power (power required to output the maximum torque of the drive motor S4 determined according to the vehicle speed). , Engine S in advance
The upper limit of the electric power to be prepared by motoring 1 is the maximum electric power consumption of the drive motor S9, so that the maximum torque of the drive motor S9 is required even if the accelerator pedal is fully depressed during the rollback. There is no overcharging, and no unnecessary power is consumed by motoring.

Further, an upper limit value is obtained by converting a value obtained by adding the estimated generated power value (actual generated power) and the outputtable power into the torque, and a value obtained by subtracting the inputtable power from the estimated generation power value is converted into the torque. One is set as the lower limit value, and the drive motor torque basic value Tsb is limited between these upper and lower limit values. That is, according to the present embodiment, the torque (driving power) of the drive motor is limited based on the actual generated power, so that there is a variation in the electric power as in the case where the actual driving power deviates from the target driving power. However, the battery S5 is not overcharged or overdischarged.

Further, since the power consumption of the auxiliary machine is taken into consideration when calculating the target drive power, the battery S5 will not be overcharged or over-discharged even if the power consumption of the auxiliary machine changes.

Since the loss generated in the drive motor S4 is taken into consideration when the target drive power is calculated, the battery S5 will not be overcharged or over-discharged even if the loss generated in the drive motor S4 changes. .

Further, since the loss generated in the generator motor S3 is taken into consideration when the target engine power is calculated, the battery S5 is changed even if the loss generated in the generator motor S3 changes.
Will not be overcharged or over-discharged.

Although not described in the embodiment, the value obtained by subtracting the target drive power Psd0 from the outputtable power may be set as the upper limit value and the motoring discharge power Psr during rollback may be limited to this upper limit value. When the rollback motoring discharge power Psr exceeds a value obtained by subtracting the target drive power Psd0 from the outputtable power, the battery S5 may be overdischarged by the power prepared by motoring the engine S1 in advance. As described above, the value obtained by subtracting the target drive power Psd0 from the output power is set as the upper limit value, and the motoring discharge power during rollback is limited to this upper limit value, so that the engine S1 is preliminarily motored. Therefore, it is possible to prevent the situation in which the battery S5 is overdischarged by the prepared power.

In the embodiment, the upper limit value is obtained by converting the value obtained by adding the estimated value of generated power (actual generated power) and the outputtable power to the torque, and the value obtained by subtracting the inputtable power from the estimated value of the generated power is set as the torque. The converted value is used as the lower limit value and the drive motor torque basic value Tsb is limited between these upper and lower limit values. However, the estimated generated power value (actual generated power)
Is set as an upper limit value and a value obtained by subtracting the input possible power from the generated power estimated value is set as a lower limit value, and the target drive power Psd0 is limited between these upper and lower limit values. It does not matter if the torque is controlled.

In the embodiment, the case where the power consumption of the auxiliary machine is taken into consideration when calculating the target drive power has been described, but the power consumption of the auxiliary machine can be taken into consideration when calculating the motoring discharge power during rollback.

In the embodiment, the case where the loss generated in the drive motor is taken into consideration when calculating the target drive power has been described. However, the loss generated in the drive motor may be taken into consideration when calculating the motoring discharge power during rollback. it can.

In the embodiment, the case where the loss generated in the generator motor is taken into consideration when calculating the target engine power has been described. However, when calculating the motoring discharge power during rollback, the target rotation speed of the engine or the engine torque command value. It is also possible to take into account the losses that occur in the generator motor.

In addition to the embodiment described above, a four-wheel drive hybrid vehicle, a continuously variable transmission or a stepped transmission, in which front and rear wheels are respectively provided with drive motors or four four wheels are provided with drive motors, respectively. The parallel type hybrid vehicle and the four-wheel drive hybrid vehicle in which the power of the drive motor is transmitted to either one of the front and rear wheels and the power of the engine is transmitted to the other through the continuously variable transmission or the stepped transmission. The present invention can be applied.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of a vehicle according to a first embodiment.

FIG. 2 is a control block diagram of an integrated controller.

FIG. 3 is a characteristic diagram for explaining a function and effect of the first invention.

FIG. 4 is a waveform diagram for explaining the function and effect of the first invention.

FIG. 5 is a characteristic diagram for explaining a function and effect of a conventional device.

FIG. 6 is a waveform diagram for explaining the function and effect of the conventional device.

[Explanation of symbols]

S1 engine S2 continuously variable transmission S3 generator motor S4 drive motor S5 battery S8 generator motor controller S9 drive motor controller S11 engine controller S12 integrated controller S13 Vehicle speed sensor S14 Accelerator sensor

   ─────────────────────────────────────────────────── ─── Continued front page    F term (reference) 3G093 AA07 BA15 BA27 CA06 CB05                       DA01 DA06 DB05 DB11 EA02                       EA05 EA09 EB09 EC02 FA03                       FA12                 5H115 PA08 PA11 PC06 PG04 PI16                       PO07 PO17 PU01 PV09 QE13                       QH06 QI04 QI07 QN04 SE03                       SE05 TO01 TO14 TO21

Claims (12)

[Claims] 1. A hybrid vehicle including a drive motor, an engine, a generator motor directly connected to the engine, and a battery that stores generated power of the generator motor and regenerative power of the drive motor and supplies power to the drive motor. Target drive power calculation means for calculating the target drive power based on the driving condition of the vehicle, drive motor control means for controlling the torque of the drive motor based on the target drive power, and input of the battery from the state of the battery Inputtable power calculation means for calculating power, rollback determination means for determining from the shift signal and vehicle speed whether or not the vehicle is in rollback, and from this determination result, it is expected that the rollback will be insufficient From the inputtable power as regenerative power as motoring discharge power during rollback A motoring discharge power calculation means for rollback, which calculates the motoring discharge power during rollback, and an engine target for calculating the target drive power as the target power basic value of the engine when not during rollback. Power basic value calculation means, target rotation speed calculation means for calculating a target rotation speed of the engine from the target power basic value of the engine, and generator motor control for controlling the rotation speed of the power generation motor based on the target rotation speed of the engine Means, engine torque command value calculation means for calculating an engine torque command value from the target power basic value of the engine and engine rotation speed, and engine control means for controlling the engine torque based on the engine torque command value. A control device for a vehicle, comprising: 2. The rolling-back motoring discharge power calculation means calculates the rolling-back motoring discharge power also based on the power when the maximum torque of the drive motor determined according to the vehicle speed is output. Claim 1
The control device for a vehicle according to item 1. 3. A rollback motor having an outputtable power calculation means for calculating outputtable power from a state of a battery, and setting a value obtained by subtracting the target drive power from the outputtable power as an upper limit value to the upper limit value. 3. The vehicle control device according to claim 1, wherein the motor ring discharge power during rollback calculated by the ring discharge power calculation means is limited. 4. An actual generated power estimation means for estimating actual generated power, wherein the drive motor control means sets an upper limit value to a value obtained by adding the actual generated power and the outputtable power to the upper limit value. The vehicle control device according to claim 3, wherein the torque of the drive motor is controlled based on a value obtained by limiting the target drive power. 5. The actual generated power estimating means for estimating the actual generated power, wherein the drive motor control means sets a lower limit value to a value obtained by subtracting the inputtable power from the actual generated power, and sets the target to the lower limit value. The vehicle control device according to claim 3, wherein the torque of the drive motor is controlled based on a value that limits the drive power. 6. An auxiliary power consumption estimating means for estimating the power consumption of an auxiliary machine, wherein the target drive power calculating means considers the power consumption of the auxiliary machine.
The vehicle control device described in any one of the above. 7. An auxiliary machine power consumption estimating means for estimating the electric power consumption of the auxiliary machine, wherein the power consumption of the auxiliary machine is taken into consideration by the motoring discharge power calculating means during rollback. The vehicle control device according to any one of 1 to 5. 8. A drive motor loss estimation means for estimating a loss generated in the drive motor, wherein the target drive power calculation means considers the loss generated in the drive motor. The vehicle control device according to any one of items 7 to 7. 9. A drive motor loss estimation means for estimating a loss generated in the drive motor, wherein the loss generated in the drive motor is taken into consideration by the motoring discharge power calculation means during rollback. The control device for a vehicle according to any one of claims 1 to 7. 10. A generator motor loss estimating means for estimating a loss generated in the generator motor, wherein the loss generated in the generator motor is taken into consideration by the motoring discharge power calculating means during rollback. Item 10. A vehicle control device described in any one of items 1 to 9. 11. A power generation motor loss estimation means for estimating a loss generated in a power generation motor, wherein the target rotation speed calculation means considers the loss generated in the power generation motor. The vehicle control device described in any one of the above. 12. A generator motor loss estimating means for estimating a loss generated in a generator motor, wherein the engine torque command value calculating means considers the loss generated in the generator motor. 9. The vehicle control device according to any one of 9 to 9.