JP3988446B2 - Electric vehicle drive control device, electric vehicle drive control method, and program thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To avoid vibration generated in a motor-driven machine and to avoid discomfort given to a driver. <P>SOLUTION: There are provided a motor-driven machine, a vehicle speed detection unit detecting a vehicle speed, an operation vehicle speed calculating means 91 which calculates an operation vehicle speed with a set hysteresis according to the vehicle speed, and an operation processing means 92 which performs an operation process for driving the motor-driven machine according to the operation vehicle speed. Since the operation vehicle speed with the set hysteresis is calculated and the operation process for driving the motor-driven machine is performed according to the operation vehicle speed, even if the minute fluctuation of the vehicle speed is repeated, a target value for driving the motor-driven machine corresponding to the actions of the motor-driven vehicle is not sensitive. As a result, the vibration generated in the motor-driven machine can be avoided. <P>COPYRIGHT: (C)2003,JPO

Description

になる。なお、前記トルク等価成分ＴＧＩは、通常、ハイブリッド型車両の加速中は加速方向に対して負の値を、ハイブリッド型車両の減速中は加速方向に対して正の値を採る。また、角加速度αＧは、発電機回転速度ＮＧを微分することによって算出される。
【００８０】
そして、リングギヤＲの歯数がサンギヤＳの歯数のρ倍であるとすると、リングギヤトルクＴＲは、サンギヤトルクＴＳのρ倍であるので、

になる。このように、発電機目標トルクＴＧ^* 及びトルク等価成分ＴＧＩからリングギヤトルクＴＲを算出することができる。
【００８１】
そこで、前記駆動モータ制御装置４９の図示されない駆動軸トルク推定処理手段は、駆動軸トルク推定処理を行い、前記発電機目標トルクＴＧ^* 及びトルク等価成分ＴＧＩに基づいて出力軸２６におけるトルク、すなわち、駆動軸トルクＴＲ／ＯＵＴを推定する。すなわち、前記駆動軸トルク推定処理手段は、前記リングギヤトルクＴＲ、及びリングギヤＲの歯数に対する第２のカウンタドライブギヤ２７の歯数の比に基づいて駆動軸トルクＴＲ／ＯＵＴを推定し、算出する。
【００８２】
なお、発電機ブレーキＢが係合させられる際に、発電機目標トルクＴＧ^* は零（０）にされるので、リングギヤトルクＴＲはエンジントルクＴＥと比例関係になる。そこで、発電機ブレーキＢが係合させられる際に、前記駆動軸トルク推定処理手段は、エンジン制御装置４６からエンジントルクＴＥを読み込み、前記トルク関係式によって、エンジントルクＴＥに基づいてリングギヤトルクＴＲを算出し、該リングギヤトルクＴＲ、及びリングギヤＲの歯数に対する第２のカウンタドライブギヤ２７の歯数の比に基づいて前記駆動軸トルクＴＲ／ＯＵＴを推定する。
【００８３】
続いて、前記駆動モータ目標トルク算出処理手段は、駆動モータ目標トルク算出処理を行い、前記車両要求トルクＴＯ^* から、前記駆動軸トルクＴＲ／ＯＵＴを減算することによって、駆動軸トルクＴＲ／ＯＵＴでは過不足する分を駆動モータ目標トルクＴＭ^* として算出し、決定する。
【００８４】
そして、前記駆動モータ制御処理手段は、駆動モータ制御処理を行い、決定された駆動モータ目標トルクＴＭ^* に基づいて駆動モータ２５のトルク制御を行い、駆動モータトルクＴＭを制御する。
【００８５】
また、発電機目標回転速度ＮＧ^* の絶対値が第１の回転速度Ｎｔｈ１より小さい場合、発電機制御装置４７は、発電機ブレーキＢが係合させられているかどうかを判断する。そして、発電機ブレーキＢが係合させられていない場合、発電機制御装置４７の図示されない発電機ブレーキ係合制御処理手段は、発電機ブレーキ係合制御処理を行い、発電機ブレーキＢを係合させる。
【００８６】
次に、図７〜９のフローチャートについて説明する。
ステップＳ１ 初期化処理を行う。
ステップＳ２ アクセルペダル位置ＡＰ及びブレーキペダル位置ＢＰを読み込むとともに、車速Ｖを算出する。
ステップＳ３ 演算用車速算出処理を行う。
ステップＳ４ 車両要求トルクＴＯ^* を決定する。
ステップＳ５ 車両要求トルクＴＯ^* が駆動モータ最大トルクＴＭｍａｘより大きいかどうかを判断する。車両要求トルクＴＯ^* が駆動モータ最大トルクＴＭｍａｘより大きい場合はステップＳ６に、車両要求トルクＴＯ^* が駆動モータ最大トルクＴＭｍａｘ以下である場合はステップＳ８に進む。
ステップＳ６ エンジン１１が停止中であるかどうかを判断する。エンジン１１が停止中である場合はステップＳ７に、停止中でない（駆動中である）場合はステップＳ８に進む。
ステップＳ７ 急加速制御処理を行う。
ステップＳ８ 運転者要求出力ＰＤを算出する。
ステップＳ９ バッテリ充放電要求出力ＰＢを算出する。
ステップＳ１０ 車両要求出力ＰＯを算出する。
ステップＳ１１ エンジン１１の運転ポイントを決定する。
ステップＳ１２ エンジン１１が駆動領域ＡＲ１に置かれているかどうかを判断する。エンジン１１が駆動領域ＡＲ１に置かれている場合はステップＳ１３に、駆動領域ＡＲ１に置かれていない場合はステップＳ１４に進む。
ステップＳ１３ エンジン１１が駆動されているかどうかを判断する。エンジン１１が駆動されている場合はステップＳ１７に、駆動されていない場合はステップＳ１５に進む。
ステップＳ１４ エンジン１１が駆動されているかどうかを判断する。エンジン１１が駆動されている場合はステップＳ１６に、駆動されていない場合はステップＳ２６に進む。
ステップＳ１５ エンジン始動制御処理を行い、処理を終了する。
ステップＳ１６ エンジン停止制御処理を行、処理を終了する。
ステップＳ１７ エンジン制御処理を行う。
ステップＳ１８ 発電機目標回転速度ＮＧ^* を決定する。
ステップＳ１９ 発電機目標回転速度ＮＧ^* の絶対値が第１の回転速度Ｎｔｈ１以上であるかどうかを判断する。発電機目標回転速度ＮＧ^* の絶対値が第１の回転速度Ｎｔｈ１以上である場合はステップＳ２０に、発電機目標回転速度ＮＧ^* の絶対値が第１の回転速度Ｎｔｈ１より小さい場合はステップＳ２１に進む。
ステップＳ２０ 発電機ブレーキＢが解放されているかどうかを判断する。発電機ブレーキＢが解放されている場合はステップＳ２３に、解放されていない場合はステップＳ２４に進む。
ステップＳ２１ 発電機ブレーキＢが係合させられているかどうかを判断する。発電機ブレーキＢが係合させられている場合は処理を終了し、係合させられていない場合はステップＳ２２に進む。
ステップＳ２２ 発電機ブレーキ係合制御処理を行い、処理を終了する。
ステップＳ２３ 発電機回転速度制御処理を行う。
ステップＳ２４ 発電機ブレーキ解放制御処理を行い、処理を終了する。
ステップＳ２５ 駆動軸トルクＴＲ／ＯＵＴを推定する。
ステップＳ２６ 駆動モータ目標トルクＴＭ^* を決定する。
ステップＳ２７ 駆動モータ制御処理を行い、処理を終了する。
【００８７】
次に、図７のステップＳ３における演算用車速算出処理のサブルーチンについて説明する。
【００８８】
図１４は車両要求トルクの特性を示す図、図１５は本発明の実施の形態における演算用車速算出処理のサブルーチンを示す図、図１６は本発明の実施の形態における車速を演算用車速に変換する方法を示す図である。なお、図１４において、横軸に車速Ｖを、縦軸に車両要求トルクＴＯ^* を、図１６において、横軸に車速Ｖを、縦軸に演算用車速Ｖｃを採ってある。
【００８９】
ところで、前記ハイブリッド型車両駆動装置においては、駆動モータ２５（図６）を駆動することによってハイブリッド型車両を走行させるに当たり、駆動モータ回転速度ＮＭと駆動モータトルクＴＭとの積で表される駆動モータ２５の機械的な出力を一定にすることによってバッテリ４３から駆動モータ２５に供給される電気的な出力を一定にし、バッテリ４３を保護するようにしているが、その場合、図１４に示されるように、アクセルペダル位置ＡＰを一定にしたとき、車速Ｖに対してハイブリッド型車両の駆動力が、例えば、車速・車両要求トルク線上の領域Ａｒ１、Ａｒ３において反比例の関係になるように、領域Ａｒ２、Ａｒ４において逆比例の関係になるように車両要求トルクＴＯ^* が設定され、該車両要求トルクＴＯ^* に基づいて更に駆動モータ目標トルクＴＭ^* が設定され、駆動モータ２５が駆動されるようになっている。
【００９０】
前記各領域Ａｒ１〜Ａｒ４のうちの領域Ａｒ１においては、ハイブリッド型車両が路面の凹凸を通過した場合等のように、何らかの車速変動要因で車速Ｖが変動するのに伴って、車両要求トルクＴＯ^* が反比例の関係になるように変動し、駆動モータ目標トルクＴＭ^* も変動する。ところが、前記領域Ａｒ１においては、アクセルペダル位置ＡＰが大きいので、通常、車速Ｖは短時間で高くなり、ハイブリッド型車両駆動装置は前記領域Ａｒ１から短時間で抜ける。したがって、前記領域Ａｒ１において車速Ｖが狭い範囲内で大きくなったり、小さくなったりして微小変動を繰り返すようなことはないので、ハイブリッド型車両の挙動に対して駆動モータ目標トルクＴＭ^* が敏感になることはない。
【００９１】
また、前記領域Ａｒ２においても、何らかの車速変動要因で車速Ｖが変動するのに伴って、車両要求トルクＴＯ^* が逆比例の関係になるように変動し、駆動モータ目標トルクＴＭ^* も変動するので、仮に、前記領域Ａｒ２において車速Ｖが狭い範囲内で大きくなったり、小さくなったりして微小変動を繰り返すと、ハイブリッド型車両の挙動に対して駆動モータ目標トルクＴＭ^* が敏感になり、駆動モータ２５に振動が発生してしまう。ところが、前記領域Ａｒ２においては、車速Ｖが高いので、運転者は駆動モータ２５に発生した振動を感じることはなく、運転者に不快感を与えることはない。
【００９２】
これに対して、領域Ａｒ３においては、何らかの車速変動要因で車速Ｖが変動するのに伴って、車両要求トルクＴＯ^* が反比例の関係になるように変動し、駆動モータ目標トルクＴＭ^* も変動する。
【００９３】
例えば、アクセルペダル位置ＡＰが所定の開度である場合に、何らかの車速変動要因で車速Ｖがわずかに高くなると、それに対応して車両要求トルクＴＯ^* が小さくなり、駆動モータ目標トルクＴＭ^* が小さくなり、その結果、ハイブリッド型車両の駆動力が小さくなる。そして、ハイブリッド型車両の駆動力が小さくなるのに伴って車速Ｖが低くなると、それに対応して車両要求トルクＴＯ^* が大きくなり、駆動モータ目標トルクＴＭ^* が大きくなり、その結果、ハイブリッド型車両の駆動力が大きくなって車速Ｖが再び高くなる。このように、車速Ｖの微小変動に基づいて駆動モータ目標トルクＴＭ^* が微小振動するので、ハイブリッド型車両の挙動に対して駆動モータ目標トルクＴＭ^* が敏感になり、駆動モータ２５に振動が発生してしまう。
【００９４】
そして、アクセルペダル位置ＡＰが比較的小さいので、通常、車速Ｖは緩やかに高くなり、ハイブリッド型車両駆動装置が前記領域Ａｒ３から短時間で抜けることはない。しかも、車速Ｖが低いので、運転者は駆動モータ２５に発生した振動を感じ、運転者に不快感を与えてしまう。
【００９５】
また、前記領域Ａｒ４においては、何らかの車速変動要因で車速Ｖが変動するのに伴って、車両要求トルクＴＯ^* が逆比例の関係になるように変動し、駆動モータ目標トルクＴＭ^* も変動する。しかも、車速Ｖの変動に伴って車両要求トルクＴＯ^* が正及び負の値を採る。
【００９６】
例えば、クリープ走行状態のように、アクセルペダル位置ＡＰが０〔％〕である場合に、何らかの車速変動要因で車速Ｖがわずかに高くなると、それに対応して車両要求トルクＴＯ^* が小さくなり、駆動モータ目標トルクＴＭ^* が小さくなり、その結果、ハイブリッド型車両の駆動力が小さくなる。そして、ハイブリッド型車両の駆動力が小さくなるのに伴って車速Ｖが低くなると、それに対応して車両要求トルクＴＯ^* が大きくなり、駆動モータ目標トルクＴＭ^* が大きくなり、その結果、ハイブリッド型車両の駆動力が大きくなって車速Ｖが再び高くなる。このように、車速Ｖの微小変動に基づいて駆動モータ目標トルクＴＭ^* が微小振動するので、ハイブリッド型車両の挙動に対して駆動モータ目標トルクＴＭ^* が敏感になり、駆動モータ２５に振動が発生してしまう。なお、この状態は、アクセルペダル位置ＡＰが０〔％〕である場合だけでなく、０〔％〕に近い場合にも生じる。
【００９７】
そして、前記領域Ａｒ４においては、アクセルペダル位置ＡＰが０〔％〕であるので、車速Ｖは常に低く、ハイブリッド型車両駆動装置は前記領域Ａｒ４から短時間で抜けることはない。しかも、車速Ｖが低いので、運転者は駆動モータ２５に発生した振動を感じ、運転者に不快感を与えてしまう。
【００９８】
前記車速変動要因には、ハイブリッド型車両が路面の凹凸を通過した場合のほかに、エンジン１１を点火したり、点火を停止させたりした場合、エンジン１１の燃料カットが行われた場合、駆動モータトルクＴＭを発生させたときに過渡状態になった場合等が含まれる。
【００９９】
なお、前記領域Ａｒ１、Ａｒ３、Ａｒ４より車速Ｖが低い領域において、車両要求トルクＴＯ^* は、車速Ｖにほとんど依存せず、値が変化しないので、駆動モータ２５に振動が発生することはない。また、前記車速算出処理手段における車速Ｖの分解能が低い場合は、駆動モータ２５に振動が顕著に発生する。
【０１００】
そこで、本実施の形態においては、前記車速・車両要求トルク線上のすべての領域について、車速算出処理において算出された車速Ｖに基づいて、図１５及び１６に示される変換方法によって演算用車速Ｖｃを算出し、該演算用車速Ｖｃを前記車両要求トルク決定処理において使用するようにしている。
【０１０１】
そのために、図１６に示されるように、演算用車速Ｖｃにおいて、車速Ｖが高くなる際に使用される増速用変換線Ｌｎ１、及び車速Ｖが低くなる際に使用される減速用変換線Ｌ２が設定され、前記増速用変換線Ｌｎ１と減速用変換線Ｌ２との間にヒステリシスＶｈが設定される。この場合、減速用変換線Ｌ２の演算用車速Ｖｃは増速用変換線Ｌｎ１の演算用車速Ｖｃより高く設定される。
【０１０２】
前記増速用変換線Ｌｎ１は原点（０）を通り、傾きが１であり、車速Ｖと演算用車速Ｖｃとが等しくされる第１の直線ａで表され、減速用変換線Ｌｎ２は、車速Ｖの絶対値が値Ｖｘ以上の領域（区間）において傾きが１であり、前記増速用変換線Ｌｎ１と平行に、かつ、ヒステリシスＶｈだけ低速側にずらして形成された第２の直線ｂ、及び所定の車速Ｖより低い領域、すなわち、車速Ｖの値がＶｘ未満の領域（区間）において、傾きが１より大きく、原点を通り、各第２の直線ｂの原点側の端部を結んで形成された第３の直線ｃから成る。したがって、車速Ｖが零のときに、演算用車速Ｖｃが零になるように収束される。
【０１０３】
なお、車速Ｖに対する増速用変換線Ｌｎ１上の値Ｖｃｕ、及び車速Ｖに対する減速用変換線Ｌ２上の値Ｖｃｄはあらかじめ算出され、車両制御装置５１の記録装置において変換テーブルに記録される。そして、該変換テーブルに代えてマップを使用こともできる。また、値Ｖｃｕ、Ｖｃｄを所定の演算式で演算することによって算出することもできる。
【０１０４】
そして、前記演算用車速算出処理手段９１（図１）は、前記変換テーブルを参照して、算出された車速Ｖに対応する値Ｖｃｕ、Ｖｃｄ（＞Ｖｃｕ）を算出し、値Ｖｃｕが前回の演算用車速Ｖｃ（ｎ−１）より高く、
Ｖｃｄ＞Ｖｃｕ＞Ｖｃ（ｎ−１）
である場合、すなわち、車速Ｖが単純に高くなるように変動している場合は、演算用車速Ｖｃを値Ｖｃｕにする。すなわち、演算用車速Ｖｃは矢印ｑ１のように変化する。
【０１０５】
また、値Ｖｃｄが前回の演算用車速Ｖｃ（ｎ−１）より低く、
Ｖｃ（ｎ−１）＞Ｖｃｄ＞Ｖｃｕ
である場合、すなわち、車速Ｖが単純に低くなるように変動している場合、前記演算用車速算出処理手段９１は、演算用車速Ｖｃを値Ｖｃｄにする。すなわち、演算用車速Ｖｃは矢印ｑ３のように変化する。
【０１０６】
そして、値Ｖｃｕが前回の演算用車速Ｖｃ（ｎ−１）以下であり、値Ｖｃｄが前回の演算用車速Ｖｃ（ｎ−１）以上であり、
Ｖｃｄ≧Ｖｃ（ｎ−１）≧Ｖｃｕ
である場合、すなわち、車速Ｖが狭い範囲で微小変動している場合、前記演算用車速算出処理手段９１は、演算用車速Ｖｃを前回の演算用車速Ｖｃ（ｎ−１）と等しくする。すなわち、演算用車速Ｖｃは矢印ｑ２、ｑ４のように変化しない。したがって、車速Ｖが微小変動しても、車両要求トルクＴＯ^* が微小変動せず、駆動モータ目標トルクＴＭ^* も微小振動しないので、ハイブリッド型車両の挙動に対して駆動モータ目標トルクＴＭ^* が敏感にならない。その結果、駆動モータ２５に振動が発生するのを防止することができる。
【０１０７】
なお、ヒステリシスＶｈは、走行フィーリング等に影響しない程度に小さくされ、しかも、ハイブリッド型車両に要求される仕様の許容値、ハイブリッド型車両の各要素の制御許容値等を考慮して設定される。
【０１０８】
また、前述されたように、前記領域Ａｒ１、Ａｒ３、Ａｒ４より車速Ｖが低い領域において、車両要求トルクＴＯ^* は、車速Ｖにほとんど依存せず、値が変化しないので、駆動モータ２５に振動が発生することはない。したがって、前記第３の直線ｃで示されるようにヒステリシスＶｈが設定される。
【０１０９】
本実施の形態において、前記演算用車速Ｖｃは、車両要求トルク決定処理を行う際だけに使用されるが、エンジン制御装置４６、発電機制御装置４７、駆動モータ制御装置４９及び車両制御装置５１の各種の処理を行う際にも使用する場合には、演算用車速Ｖｃが車速表示メータに表示されることになる。その場合、前記ヒステリシスＶｈは、演算用車速Ｖｃと車速Ｖとの差が交通法規に適合する範囲に収まるように設定される。
【０１１０】
本実施の形態において、第２の直線ｂが第１の直線ａよりヒステリシスＶｈだけ低速側にずらして形成されるようになっているが、第２の直線ｂが第１の直線ａよりヒステリシスＶｈだけ高速側にずらして形成することもできる。また、本実施の形態においては、第１、第２の直線ａ、ｂの傾きが１にされるが、１以外の傾きにすることもできる。
【０１１１】
そして、本実施の形態においては、前記車速・車両要求トルク線上のすべての領域について、車速Ｖに基づいて演算用車速Ｖｃを算出し、該演算用車速Ｖｃを前記車両要求トルク決定処理において使用するようにしているが、前記車速・車両要求トルク線上における領域Ａｒ３、Ａｒ４のような、ハイブリッド型車両の挙動に対して駆動モータ目標トルクＴＭ^* が敏感になり、しかも、運転者に不快感を与えてしまう領域だけについて、車速Ｖに基づいて演算用車速Ｖｃを算出し、該演算用車速Ｖｃを前記車両要求トルク決定処理において使用することもできる。
【０１１２】
その場合、前記演算用車速算出処理手段９１は、アクセルペダル位置ＡＰが閾（しきい）値ＡＰｔｈより小さいかどうか、及び車速Ｖが第１の閾値Ｖｔｈ１より低く、かつ、第２の閾値Ｖｔｈ２（＜Ｖｔｈ１）以上であるかどうかを判断し、アクセルペダル位置ＡＰが閾値ＡＰｔｈより小さく、しかも、車速Ｖが第１の閾値Ｖｔｈ１より低く、かつ、第２の閾値Ｖｔｈ２以上である場合に、車速Ｖに基づいて演算用車速Ｖｃを算出し、該演算用車速Ｖｃを前記車両要求トルク決定処理において使用することもできる。
【０１１３】
次にフローチャートについて説明する。
ステップＳ３−１ 前回の演算用車速Ｖｃ（ｎ−１）が値Ｖｃｕより小さいかどうかを判断する。前回の演算用車速Ｖｃ（ｎ−１）が値Ｖｃｕより小さい場合はステップＳ３−２に、前回の演算用車速Ｖｃ（ｎ−１）が値Ｖｃｕ以上である場合はステップＳ３−３に進む。
ステップＳ３−２ 演算用車速Ｖｃに値Ｖｃｕをセットし、リターンする。
ステップＳ３−３ 前回の演算用車速Ｖｃ（ｎ−１）が値Ｖｃｄより大きいかどうかを判断する。前回の演算用車速Ｖｃ（ｎ−１）が値Ｖｃｄより大きい場合はステップＳ３−４に、前回の演算用車速Ｖｃ（ｎ−１）が値Ｖｃｄ以上である場合はステップＳ３−５に進む。
ステップＳ３−４ 演算用車速Ｖｃに値Ｖｃｄをセットし、リターンする。
ステップＳ３−５ 演算用車速Ｖｃに前回の演算用車速Ｖｃ（ｎ−１）をセットし、リターンする。
【０１１４】
次に、図７のステップＳ７における急加速制御処理のサブルーチンについて説明する。
【０１１５】
図１７は本発明の実施の形態における急加速制御処理のサブルーチンを示す図である。
【０１１６】
まず、前記急加速制御処理手段は、車両要求トルクＴＯ^* を読み込むとともに、駆動モータ目標トルクＴＭ^* に駆動モータ最大トルクＴＭｍａｘをセットする。続いて、前記車両制御装置５１（図６）の図示されない発電機目標トルク算出処理手段は、発電機目標トルク算出処理を行い、前記車両要求トルクＴＯ^* と駆動モータ目標トルクＴＭ^* との差トルクΔＴを算出し、駆動モータ目標トルクＴＭ^* である駆動モータ最大トルクＴＭｍａｘでは不足する分を発電機目標トルクＴＧ^* として算出し、決定し、該発電機目標トルクＴＧ^* を発電機制御装置４７に送る。
【０１１７】
そして、前記駆動モータ制御処理手段は、駆動モータ制御処理を行い、駆動モータ目標トルクＴＭ^* に基づいて駆動モータ２５のトルク制御を行う。また、前記発電機制御装置４７の図示されない発電機トルク制御処理手段は、発電機トルク制御処理を行い、前記発電機目標トルクＴＧ^* に基づいて発電機１６のトルク制御を行う。
【０１１８】
次に、フローチャートについて説明する。
ステップＳ７−１ 車両要求トルクＴＯ^* を読み込む。
ステップＳ７−２ 駆動モータ目標トルクＴＭ^* に駆動モータ最大トルクＴＭｍａｘをセットする。
ステップＳ７−３ 発電機目標トルクＴＧ^* を算出する。
ステップＳ７−４ 駆動モータ制御処理を行う。
ステップＳ７−５ 発電機トルク制御処理を行い、リターンする。
【０１１９】
次に、図９のステップＳ２７、及び図１７のステップＳ７−４における駆動モータ制御処理のサブルーチンについて説明する。
【０１２０】
図１８は本発明の実施の形態における駆動モータ制御処理のサブルーチンを示す図である。
【０１２１】
まず、前記駆動モータ制御処理手段は、駆動モータ目標トルクＴＭ^* を読み込む。続いて、前記駆動モータ回転速度算出処理手段は、駆動モータロータ位置θＭを読み込み、該駆動モータロータ位置θＭの変化率ΔθＭを算出することによって駆動モータ回転速度ＮＭを算出する。そして、前記駆動モータ制御処理手段は、バッテリ電圧ＶＢを読み込む。
【０１２２】
次に、前記駆動モータ制御処理手段は、前記駆動モータ目標トルクＴＭ^* 、駆動モータ回転速度ＮＭ及びバッテリ電圧ＶＢに基づいて、前記駆動モータ制御装置４９（図６）の記録装置に記録された駆動モータ制御用の図示されない電流指令値マップを参照し、ｄ軸電流指令値ＩＭｄ^* 及びｑ軸電流指令値ＩＭｑ^* を算出し、決定する。なお、ｄ軸電流指令値ＩＭｄ^* 及びｑ軸電流指令値ＩＭｑ^* によって、駆動モータ２５用の交流電流指令値が構成される。
【０１２３】
また、前記駆動モータ制御処理手段は、電流センサ６８、６９から電流ＩＭＵ、ＩＭＶを読み込むとともに、該電流ＩＭＵ、ＩＭＶに基づいて電流ＩＭＷ
ＩＭＷ＝ＩＭＵ−ＩＭＶ
を算出する。なお、電流ＩＭＷを電流ＩＭＵ、ＩＭＶと同様に電流センサによって検出することもできる。
【０１２４】
続いて、前記駆動モータ制御処理手段の交流電流算出処理手段は、交流電流算出処理を行い、３相／２相変換を行い、電流ＩＭＵ、ＩＭＶ、ＩＭＷを、交流の電流であるｄ軸電流ＩＭｄ及びｑ軸電流ＩＭｑに変換することによってｄ軸電流ＩＭｄ及びｑ軸電流ＩＭｑを算出する。そして、前記駆動モータ制御処理手段の交流電圧指令値算出処理手段は、交流電圧指令値算出処理を行い、前記ｄ軸電流ＩＭｄ及びｑ軸電流ＩＭｑ、並びに前記ｄ軸電流指令値ＩＭｄ^* 及びｑ軸電流指令値ＩＭｑ^* に基づいて、電圧指令値ＶＭｄ^* 、ＶＭｑ^* を算出する。また、前記駆動モータ制御処理手段は、２相／３相変換を行い、電圧指令値ＶＭｄ^* 、ＶＭｑ^* を電圧指令値ＶＭＵ^* 、ＶＭＶ^* 、ＶＭＷ^* に変換し、該電圧指令値ＶＭＵ^* 、ＶＭＶ^* 、ＶＭＷ^* に基づいてパルス幅変調信号ＳＵ、ＳＶ、ＳＷを算出し、該パルス幅変調信号ＳＵ、ＳＶ、ＳＷを前記駆動モータ制御装置４９の図示されないドライブ処理手段に対して出力する。該ドライブ処理手段は、ドライブ処理を行い、パルス幅変調信号ＳＵ、ＳＶ、ＳＷに基づいて駆動信号ＳＧ２を前記インバータ２９に送る。なお、電圧指令値ＶＭｄ^* 、ＶＭｑ^* によって、駆動モータ２５用の交流電圧指令値が構成される。
【０１２５】
次に、フローチャートについて説明する。なお、この場合、ステップＳ２７及びステップＳ７−４において同じ処理が行われるので、ステップＳ７−４について説明する。
ステップＳ７−４−１ 駆動モータ目標トルクＴＭ^* を読み込む。
ステップＳ７−４−２ 駆動モータロータ位置θＭを読み込む。
ステップＳ７−４−３ 駆動モータ回転速度ＮＭを算出する。
ステップＳ７−４−４ バッテリ電圧ＶＢを読み込む。
ステップＳ７−４−５ ｄ軸電流指令値ＩＭｄ^* 及びｑ軸電流指令値ＩＭｑ^* を決定する。
ステップＳ７−４−６ 電流ＩＭＵ、ＩＭＶを読み込む。
ステップＳ７−４−７ ３相／２相変換を行う。
ステップＳ７−４−８ 電圧指令値ＶＭｄ^* 、ＶＭｑ^* を算出する。
ステップＳ７−４−９ ２相／３相変換を行う。
ステップＳ７−４−１０ パルス幅変調信号ＳＵ、ＳＶ、ＳＷを出力し、リターンする。
【０１２６】
次に、図１７のステップＳ７−５における発電機トルク制御処理のサブルーチンについて説明する。
【０１２７】
図１９は本発明の実施の形態における発電機トルク制御処理のサブルーチンを示す図である。
【０１２８】
まず、前記発電機トルク制御処理手段は、発電機目標トルクＴＧ^* を読み込み、発電機ロータ位置θＧを読み込むとともに、該発電機ロータ位置θＧに基づいて発電機回転速度ＮＧを算出し、続いて、バッテリ電圧ＶＢを読み込む。次に、前記発電機トルク制御処理手段は、前記発電機目標トルクＴＧ^* 、発電機回転速度ＮＧ及びバッテリ電圧ＶＢに基づいて、前記発電機制御装置４７（図６）の記録装置に記録された発電機制御用の図示されない電流指令値マップを参照し、ｄ軸電流指令値ＩＧｄ^* 及びｑ軸電流指令値ＩＧｑ^* を算出し、決定する。なお、ｄ軸電流指令値ＩＧｄ^* 及びｑ軸電流指令値ＩＧｑ^* によって、発電機１６用の交流電流指令値が構成される。
【０１２９】
また、前記発電機トルク制御処理手段は、電流センサ６６、６７から電流ＩＧＵ、ＩＧＶを読み込むとともに、電流ＩＧＵ、ＩＧＶに基づいて電流ＩＧＷ
ＩＧＷ＝ＩＧＵ−ＩＧＶ
を算出する。なお、電流ＩＧＷを電流ＩＧＵ、ＩＧＶと同様に電流センサによって検出することもできる。
【０１３０】
続いて、前記発電機トルク制御処理手段の交流電流算出処理手段は、交流電流算出処理を行い、３相／２相変換を行い、電流ＩＧＵ、ＩＧＶ、ＩＧＷをｄ軸電流ＩＧｄ及びｑ軸電流ＩＧｑに変換することによって、ｄ軸電流ＩＧｄ及びｑ軸電流ＩＧｑを算出する。そして、前記発電機トルク制御処理手段の交流電圧指令値算出処理手段は、交流電圧指令値算出処理を行い、前記ｄ軸電流ＩＧｄ及びｑ軸電流ＩＧｑ、並びに前記ｄ軸電流指令値ＩＧｄ^* 及びｑ軸電流指令値ＩＧｑ^* に基づいて、電圧指令値ＶＧｄ^* 、ＶＧｑ^* を算出する。また、前記発電機トルク制御処理手段は、２相／３相変換を行い、電圧指令値ＶＧｄ^* 、ＶＧｑ^* を電圧指令値ＶＧＵ^* 、ＶＧＶ^* 、ＶＧＷ^* に変換し、該電圧指令値ＶＧＵ^* 、ＶＧＶ^* 、ＶＧＷ^* に基づいてパルス幅変調信号ＳＵ、ＳＶ、ＳＷを算出し、該パルス幅変調信号ＳＵ、ＳＶ、ＳＷを発電機制御装置４７の図示されないドライブ処理手段に出力する。該ドライブ処理手段は、ドライブ処理を行い、パルス幅変調信号ＳＵ、ＳＶ、ＳＷに基づいて駆動信号ＳＧ１を前記インバータ２８に送る。なお、電圧指令値ＶＧｄ^* 、ＶＧｑ^* によって、発電機１６用の交流電圧指令値が構成される。
【０１３１】
次に、フローチャートについて説明する。
ステップＳ７−５−１ 発電機目標トルクＴＧ^* を読み込む。
ステップＳ７−５−２ 発電機ロータ位置θＧを読み込む。
ステップＳ７−５−３ 発電機回転速度ＮＧを算出する。
ステップＳ７−５−４ バッテリ電圧ＶＢを読み込む。
ステップＳ７−５−５ ｄ軸電流指令値ＩＧｄ^* 及びｑ軸電流指令値ＩＧｑ^* を決定する。
ステップＳ７−５−６ 電流ＩＧＵ、ＩＧＶを読み込む。
ステップＳ７−５−７ ３相／２相変換を行う。
ステップＳ７−５−８ 電圧指令値ＶＧｄ^* 、ＶＧｑ^* を算出する。
ステップＳ７−５−９ ２相／３相変換を行う。
ステップＳ７−５−１０ パルス幅変調信号ＳＵ、ＳＶ、ＳＷを出力し、リターンする。
【０１３２】
次に、図８のステップＳ１５におけるエンジン始動制御処理のサブルーチンについて説明する。
【０１３３】
図２０は本発明の実施の形態におけるエンジン始動制御処理のサブルーチンを示す図である。
【０１３４】
まず、エンジン始動制御処理手段は、図示されないスロットル開度センサによって検出されたスロットル開度θを読み込み、スロットル開度θが０〔％〕である場合に、前記車速算出処理手段によって算出された車速Ｖを読み込み、かつ、エンジン目標運転状態設定処理において決定されたエンジン１１（図６）の運転ポイントを読み込む。
【０１３５】
続いて、前記発電機目標回転速度算出処理手段は、前述されたように、発電機目標回転速度算出処理を行い、駆動モータロータ位置θＭを読み込み、該駆動モータロータ位置θＭ、及び前記ギヤ比γＲに基づいてリングギヤ回転速度ＮＲを算出するとともに、前記運転ポイントにおけるエンジン目標回転速度ＮＥ^* を読み込み、リングギヤ回転速度ＮＲ及びエンジン目標回転速度ＮＥ^* に基づいて、前記回転速度関係式によって、発電機目標回転速度ＮＧ^* を算出し、決定する。
【０１３６】
そして、前記エンジン制御装置４６は、エンジン回転速度ＮＥとあらかじめ設定された始動回転速度ＮＥｔｈ１とを比較し、エンジン回転速度ＮＥが始動回転速度ＮＥｔｈ１より高いかどうかを判断する。エンジン回転速度ＮＥが始動回転速度ＮＥｔｈ１より高い場合、エンジン始動制御処理手段は、エンジン１１において燃料噴射及び点火を行う。
【０１３７】
続いて、前記発電機回転速度制御処理手段は、発電機目標回転速度ＮＧ^* に基づいて発電機回転速度制御処理を行い、発電機回転速度ＮＧを高くし、それに伴ってエンジン回転速度ＮＥを高くする。そして、前記駆動モータ制御装置４９は、ステップＳ２５〜Ｓ２７において行われたように、駆動軸トルクＴＲ／ＯＵＴを推定し、駆動モータ目標トルクＴＭ^* を決定し、駆動モータ制御処理を行う。また、前記エンジン始動制御処理手段は、エンジン回転速度ＮＥがエンジン目標回転速度ＮＥ^* になるようにスロットル開度θを調整する。
【０１３８】
次に、前記エンジン始動制御処理手段は、エンジン１１が正常に駆動されているかどうかを判断するために、発電機トルクＴＧが、エンジン１１の始動に伴うモータリングトルクＴＥｔｈより小さいかどうかを判断し、発電機トルクＴＧがモータリングトルクＴＥｔｈより小さい状態で所定時間が経過するのを待機する。
【０１３９】
また、エンジン回転速度ＮＥが始動回転速度ＮＥｔｈ１以下である場合、前記発電機回転速度制御処理手段は、発電機目標回転速度ＮＧ^* に基づいて発電機回転速度制御処理を行い、続いて、前記駆動モータ制御装置４９は、ステップＳ２５〜Ｓ２７において行われたように、駆動軸トルクＴＲ／ＯＵＴを推定し、駆動モータ目標トルクＴＭ^* を決定し、駆動モータ制御処理を行う。
【０１４０】
次に、フローチャートについて説明する。
ステップＳ１５−１ スロットル開度θが０〔％〕であるかどうかを判断する。スロットル開度θが０〔％〕である場合はステップＳ１５−３に、０〔％〕でない場合はステップＳ１５−２に進む。
ステップＳ１５−２ スロットル開度θを０〔％〕にし、ステップＳ１５−１に戻る。
ステップＳ１５−３ 車速Ｖを読み込む。
ステップＳ１５−４ エンジン１１の運転ポイントを読み込む。
ステップＳ１５−５ 発電機目標回転速度ＮＧ^* を決定する。
ステップＳ１５−６ エンジン回転速度ＮＥが始動回転速度ＮＥｔｈ１より高いかどうかを判断する。エンジン回転速度ＮＥが始動回転速度ＮＥｔｈ１より高い場合はステップＳ１５−１１に、エンジン回転速度ＮＥが始動回転速度ＮＥｔｈ１以下である場合はステップＳ１５−７に進む。
ステップＳ１５−７ 発電機回転速度制御処理を行う。
ステップＳ１５−８ 駆動軸トルクＴＲ／ＯＵＴを推定する。
ステップＳ１５−９ 駆動モータ目標トルクＴＭ^* を決定する。
ステップＳ１５−１０ 駆動モータ制御処理を行い、ステップ１５−１に戻る。ステップＳ１５−１１ 燃料噴射及び点火を行う。
ステップＳ１５−１２ 発電機回転速度制御処理を行う。
ステップＳ１５−１３ 駆動軸トルクＴＲ／ＯＵＴを推定する。
ステップＳ１５−１４ 駆動モータ目標トルクＴＭ^* を決定する。
ステップＳ１５−１５ 駆動モータ制御処理を行う。
ステップＳ１５−１６ スロットル開度θを調整する。
ステップＳ１５−１７ 発電機トルクＴＧがモータリングトルクＴＥｔｈより小さいかどうかを判断する。発電機トルクＴＧがモータリングトルクＴＥｔｈより小さい場合はステップＳ１５−１８に進み、発電機トルクＴＧがモータリングトルクＴＥｔｈ以上である場合はステップＳ１５−１１に戻る。
ステップＳ１５−１８ 所定時間が経過するのを待機し、経過するとリターンする。
【０１４１】
次に、図９のステップＳ２３、及び図２０のステップＳ１５−７、Ｓ１５−１２における発電機回転速度制御処理のサブルーチンについて説明する。
【０１４２】
図２１は本発明の実施の形態における発電機回転速度制御処理のサブルーチンを示す図である。
【０１４３】
まず、前記発電機回転速度制御処理手段は、発電機目標回転速度ＮＧ^* を読み込み、発電機回転速度ＮＧを読み込むとともに、発電機目標回転速度ＮＧ^* と発電機回転速度ＮＧとの差回転速度ΔＮＧに基づいてＰＩ制御を行い、発電機目標トルクＴＧ^* を算出する。この場合、差回転速度ΔＮＧが大きいほど、発電機目標トルクＴＧ^* は大きくされ、正負も考慮される。
【０１４４】
続いて、前記発電機トルク制御処理手段は、図１９の発電機トルク制御処理を行い、発電機１６（図２）のトルク制御を行う。
【０１４５】
次に、フローチャートについて説明する。なお、この場合、ステップＳ２３、及びステップＳ１５−７、Ｓ１５−１２において同じ処理が行われるので、ステップＳ１５−７について説明する。
ステップＳ１５−７−１ 発電機目標回転速度ＮＧ^* を読み込む。
ステップＳ１５−７−２ 発電機回転速度ＮＧを読み込む。
ステップＳ１５−７−３ 発電機目標トルクＴＧ^* を算出する。
ステップＳ１５−７−４ 発電機トルク制御処理を行い、リターンする。
【０１４６】
次に、図８のステップＳ１６におけるエンジン停止制御処理のサブルーチンについて説明する。
【０１４７】
図２２は本発明の実施の形態におけるエンジン停止制御処理のサブルーチンを示す図である。
【０１４８】
まず、前記発電機制御装置４７（図６）は、発電機ブレーキＢが解放されているかどうかを判断する。発電機ブレーキＢが解放されておらず、係合させられている場合、前記発電機ブレーキ解放制御処理手段は、発電機ブレーキ解放制御処理を行い、発電機ブレーキＢを解放する。
【０１４９】
また、前記発電機ブレーキＢが解放されている場合、前記エンジン停止制御処理手段は、エンジン１１における燃料噴射及び点火を停止させ、スロットル開度θを０〔％〕にする。
【０１５０】
続いて、前記エンジン停止制御処理手段は、前記リングギヤ回転速度ＮＲを読み込み、該リングギヤ回転速度ＮＲ及びエンジン目標回転速度ＮＥ^* （０〔ｒｐｍ〕）に基づいて、前記回転速度関係式によって、発電機目標回転速度ＮＧ^* を決定する。そして、前記発電機制御装置４７が図２１の発電機回転速度制御処理を行った後、駆動モータ制御装置４９は、ステップＳ２５〜Ｓ２７において行われたように、駆動軸トルクＴＲ／ＯＵＴを推定し、駆動モータ目標トルクＴＭ^* を決定し、駆動モータ制御処理を行う。
【０１５１】
次に、前記発電機制御装置４７は、エンジン回転速度ＮＥが停止回転速度ＮＥｔｈ２以下であるかどうかを判断し、エンジン回転速度ＮＥが停止回転速度ＮＥｔｈ２以下である場合、発電機１６に対するスイッチングを停止させ、発電機１６のシャットダウンを行う。
【０１５２】
次に、フローチャートについて説明する。
ステップＳ１６−１ 発電機ブレーキＢが解放されているかどうかを判断する。発電機ブレーキＢが解放されている場合はステップＳ１６−３に、解放されていない場合はステップＳ１６−２に進む。
ステップＳ１６−２ 発電機ブレーキ解放制御処理を行う。
ステップＳ１６−３ 燃料噴射及び点火を停止させる。
ステップＳ１６−４ スロットル開度θを０〔％〕にする。
ステップＳ１６−５ 発電機目標回転速度ＮＧ^* を決定する。
ステップＳ１６−６ 発電機回転速度制御処理を行う。
ステップＳ１６−７ 駆動軸トルクＴＲ／ＯＵＴを推定する。
ステップＳ１６−８ 駆動モータ目標トルクＴＭ^* を決定する。
ステップＳ１６−９ 駆動モータ制御処理を行う。
ステップＳ１６−１０ エンジン回転速度ＮＥが停止回転速度ＮＥｔｈ２以下であるかどうかを判断する。エンジン回転速度ＮＥが停止回転速度ＮＥｔｈ２以下である場合はステップＳ１６−１１に進み、エンジン回転速度ＮＥが停止回転速度ＮＥｔｈ２より大きい場合はステップＳ１６−５に戻る。
ステップＳ１６−１１ 発電機１６に対するスイッチングを停止させ、リターンする。
【０１５３】
次に、図９のステップＳ２２における発電機ブレーキ係合制御処理のサブルーチンについて説明する。
【０１５４】
図２３は本発明の実施の形態における発電機ブレーキ係合制御処理のサブルーチンを示す図である。
【０１５５】
まず、前記発電機ブレーキ係合制御処理手段は、発電機ブレーキＢ（図６）の係合を要求するための発電機ブレーキ要求をオフからオンにして、発電機目標回転速度ＮＧ^* に０〔ｒｐｍ〕をセットし、発電機制御装置４７が図２１の発電機回転速度制御処理を行った後、駆動モータ制御装置４９は、ステップＳ２５〜Ｓ２７において行われたように、駆動軸トルクＴＲ／ＯＵＴを推定し、駆動モータ目標トルクＴＭ^* を決定し、駆動モータ制御処理を行う。
【０１５６】
次に、前記発電機ブレーキ係合制御処理手段は、発電機回転速度ＮＧの絶対値が所定の第２の回転速度Ｎｔｈ２（例えば、１００〔ｒｐｍ〕）より小さいかどうかを判断し、発電機回転速度ＮＧの絶対値が第２の回転速度Ｎｔｈ２より小さい場合、発電機ブレーキＢを係合させる。続いて、前記駆動モータ制御装置４９は、ステップＳ２５〜Ｓ２７において行われたように、駆動軸トルクＴＲ／ＯＵＴを推定し、駆動モータ目標トルクＴＭ^* を決定し、駆動モータ制御処理を行う。
【０１５７】
そして、発電機ブレーキＢが係合させられた状態で所定時間が経過すると、前記発電機ブレーキ係合制御処理手段は、発電機１６に対するスイッチングを停止させ、発電機１６のシャットダウンを行う。
【０１５８】
次に、フローチャートについて説明する。
ステップＳ２２−１ 発電機目標回転速度ＮＧ^* に０〔ｒｐｍ〕をセットする。
ステップＳ２２−２ 発電機回転速度制御処理を行う。
ステップＳ２２−３ 駆動軸トルクＴＲ／ＯＵＴを推定する。
ステップＳ２２−４ 駆動モータ目標トルクＴＭ^* を決定する。
ステップＳ２２−５ 駆動モータ制御処理を行う。
ステップＳ２２−６ 発電機回転速度ＮＧの絶対値が第２の回転速度Ｎｔｈ２より小さいかどうかを判断する。発電機回転速度ＮＧの絶対値が第２の回転速度Ｎｔｈ２より小さい場合はステップＳ２２−７に進み、発電機回転速度ＮＧの絶対値が第２の回転速度Ｎｔｈ２以上である場合はステップＳ２２−２に戻る。
ステップＳ２２−７ 発電機ブレーキＢを係合させる。
ステップＳ２２−８ 駆動軸トルクＴＲ／ＯＵＴを推定する。
ステップＳ２２−９ 駆動モータ目標トルクＴＭ^* を決定する。
ステップＳ２２−１０ 駆動モータ制御処理を行う。
ステップＳ２２−１１ 所定時間が経過したかどうかを判断する。所定時間が経過した場合はステップＳ２２−１２に進み、経過していない場合はステップＳ２２−７に戻る。
ステップＳ２２−１２ 発電機１６に対するスイッチングを停止させ、リターンする。
【０１５９】
次に、図９のステップＳ２４における発電機ブレーキ解放制御処理のサブルーチンについて説明する。
【０１６０】
図２４は本発明の実施の形態における発電機ブレーキ解放制御処理のサブルーチンを示す図である。
【０１６１】
前記発電機ブレーキ係合制御処理において、発電機ブレーキＢ（図６）を係合している間、所定のエンジントルクＴＥが反力として発電機１６のロータ２１に加わるので、発電機ブレーキＢを単に解放すると、エンジントルクＴＥがロータ２１に伝達されるのに伴って、発電機トルクＴＧ及びエンジントルクＴＥが大きく変化し、ショックが発生してしまう。
【０１６２】
そこで、前記エンジン制御装置４６において、前記ロータ２１に伝達されるエンジントルクＴＥが推定又は算出され、前記発電機ブレーキ解放制御処理手段は、推定又は算出されたエンジントルクＴＥに相当するトルク、すなわち、エンジントルク相当分を読み込み、該エンジントルク相当分を発電機目標トルクＴＧ^* としてセットする。続いて、前記発電機トルク制御処理手段が図１９の発電機トルク制御処理を行った後、駆動モータ制御装置４９は、ステップＳ２５〜Ｓ２７において行われたように、駆動軸トルクＴＲ／ＯＵＴを推定し、駆動モータ目標トルクＴＭ^* を決定し、駆動モータ制御処理を行う。
【０１６３】
そして、発電機トルク制御処理が開始された後、所定時間が経過すると、前記発電機ブレーキ解放制御処理手段が、発電機ブレーキＢを解放し、発電機目標回転速度ＮＧ^* に０〔ｒｐｍ〕をセットした後、発電機回転速度制御処理手段は図２１の発電機回転速度制御処理を行う。続いて、前記駆動モータ制御装置４９は、ステップＳ２５〜Ｓ２７において行われたように、駆動軸トルクＴＲ／ＯＵＴを推定し、駆動モータ目標トルクＴＭ^* を決定し、駆動モータ制御処理を行う。なお、前記エンジントルク相当分は、エンジントルクＴＥに対する発電機トルクＴＧのトルク比を学習することによって推定又は算出される。
【０１６４】
次に、フローチャートについて説明する。
ステップＳ２４−１ エンジントルク相当分を発電機目標トルクＴＧ^* にセットする。
ステップＳ２４−２ 発電機トルク制御処理を行う。
ステップＳ２４−３ 駆動軸トルクＴＲ／ＯＵＴを推定する。
ステップＳ２４−４ 駆動モータ目標トルクＴＭ^* を決定する。
ステップＳ２４−５ 駆動モータ制御処理を行う。
ステップＳ２４−６ 所定時間が経過したかどうかを判断する。所定時間が経過した場合はステップＳ２４−７に進み、経過していない場合はステップＳ２４−２に戻る。
ステップＳ２４−７ 発電機ブレーキＢを解放する。
ステップＳ２４−８ 発電機目標回転速度ＮＧ^* に０〔ｒｐｍ〕をセットする。
ステップＳ２４−９ 発電機回転速度制御処理を行う。
ステップＳ２４−１０ 駆動軸トルクＴＲ／ＯＵＴを推定する。
ステップＳ２４−１１ 駆動モータ目標トルクＴＭ^* を決定する。
ステップＳ２４−１２ 駆動モータ制御処理を行い、リターンする。
【０１６５】
なお、本発明は前記実施の形態に限定されるものではなく、本発明の趣旨に基づいて種々変形させることが可能であり、それらを本発明の範囲から排除するものではない。
【０１６６】
【発明の効果】
以上詳細に説明したように、本発明によれば、電動車両駆動制御装置においては、電動機械と、車速を検出する車速検出部と、前記車速に基づいて、ヒステリシスが設定された演算用車速を算出する演算用車速算出処理手段と、エンジン負荷を検出するエンジン負荷検出部と、前記演算用車速及びエンジン負荷に基づいて前記電動機械を駆動するために、車両要求トルクを算出し、該車両要求トルクに基づいて駆動モータ目標トルクを算出して演算処理を行う演算処理手段とを有する。
そして、前記ヒステリシスは、車速が高くなる際に使用され、検出された車速の変化に対応して変化する増速用変換線と、車速が低くなる際に使用され、検出された車速の変化に対応して変化する減速用変換線との間に設定される。
【０１６７】
この場合、ヒステリシスが設定された演算用車速が算出され、エンジン負荷が検出され、前記演算用車速及びエンジン負荷に基づいて電動機械を駆動するために、車両要求トルクが算出され、該車両要求トルクに基づいて駆動モータ目標トルクが算出されて演算処理が行われるので、車速が微小変動を繰り返しても、電動車両の挙動に対して電動機械を駆動するための目標値が敏感にならない。その結果、電動機械に振動が発生するのを防止することができ、運転者に不快感を与えることがない。
【図面の簡単な説明】
【図１】本発明の実施の形態における電動車両駆動制御装置の機能ブロック図である。
【図２】本発明の実施の形態におけるハイブリッド型車両の概念図である。
【図３】本発明の実施の形態におけるプラネタリギヤユニットの動作説明図である。
【図４】本発明の実施の形態における通常走行時の車速線図である。
【図５】本発明の実施の形態における通常走行時のトルク線図である。
【図６】本発明の実施の形態におけるハイブリッド型車両駆動制御装置の概念図である。
【図７】本発明の実施の形態におけるハイブリッド型車両駆動制御装置の動作を示す第１のメインフローチャートである。
【図８】本発明の実施の形態におけるハイブリッド型車両駆動制御装置の動作を示す第２のメインフローチャートである。
【図９】本発明の実施の形態におけるハイブリッド型車両駆動制御装置の動作を示す第３のメインフローチャートである。
【図１０】本発明の実施の形態における第１の車両要求トルクマップを示す図である。
【図１１】本発明の実施の形態における第２の車両要求トルクマップを示す図である。
【図１２】本発明の実施の形態におけるエンジン目標運転状態マップを示す図である。
【図１３】本発明の実施の形態におけるエンジン駆動領域マップを示す図である。
【図１４】車両要求トルクの特性を示す図である。
【図１５】本発明の実施の形態における演算用車速算出処理のサブルーチンを示す図である。
【図１６】本発明の実施の形態における車速を演算用車速に変換する方法を示す図である。
【図１７】本発明の実施の形態における急加速制御処理のサブルーチンを示す図である。
【図１８】本発明の実施の形態における駆動モータ制御処理のサブルーチンを示す図である。
【図１９】本発明の実施の形態における発電機トルク制御処理のサブルーチンを示す図である。
【図２０】本発明の実施の形態におけるエンジン始動制御処理のサブルーチンを示す図である。
【図２１】本発明の実施の形態における発電機回転速度制御処理のサブルーチンを示す図である。
【図２２】本発明の実施の形態におけるエンジン停止制御処理のサブルーチンを示す図である。
【図２３】本発明の実施の形態における発電機ブレーキ係合制御処理のサブルーチンを示す図である。
【図２４】本発明の実施の形態における発電機ブレーキ解放制御処理のサブルーチンを示す図である。
【符号の説明】
１１ エンジン
１３ プラネタリギヤユニット
１６ 発電機
２５ 駆動モータ
３７ 駆動輪
３９ 駆動モータロータ位置センサ
５１ 車両制御装置
５５ アクセルスイッチ
９１ 演算用車速算出処理手段
９２ 演算処理手段
ＣＲ キャリア
Ｒ リングギヤ
Ｓ サンギヤ[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an electric vehicle drive control device, an electric vehicle drive control method, and a program thereof.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, in a vehicle drive device that is mounted on an electric vehicle as an electric vehicle, generates torque of the drive motor as an electric machine, that is, drive motor torque, and transmits the drive motor torque to the drive wheels. Is driven by receiving a direct current from the battery during power running (driving), and generates the drive motor torque, and during regeneration (power generation), it receives torque by the inertia of the electric vehicle to generate a direct current, Current is supplied to the battery.
[0003]
Further, in a vehicle drive device that is mounted on a hybrid type vehicle as an electric vehicle and transmits a part of the engine torque, that is, a part of the engine torque to a generator (generator motor) and the rest to drive wheels, A planetary gear unit including a sun gear, a ring gear, and a carrier, wherein the carrier is connected to an engine, the ring gear is connected to a drive wheel, and the sun gear is connected to a generator; The driving force is generated by transmitting.
[0004]
By the way, in any of the vehicle drive devices, when the electric vehicle is driven by driving the drive motor, the mechanical output of the drive motor represented by the product of the drive motor rotation speed and the drive motor torque is constant. The electric output supplied from the battery to the drive motor is made constant to protect the battery. In that case, the accelerator pedal position indicating the accelerator pedal position (depression amount) is made constant. A torque required for the vehicle, that is, a vehicle required torque, is set so that the driving force of the vehicle is inversely proportional or inversely proportional to the vehicle speed, and the target of the drive motor torque is further set based on the vehicle required torque. A drive motor target torque representing a value is set, and the drive motor is driven.
[0005]
[Problems to be solved by the invention]
However, in the conventional vehicle drive device, if the drive motor target torque becomes sensitive to the behavior of the electric vehicle due to the environment around the electric vehicle, etc., the drive motor target torque repeatedly fluctuates slightly and vibrates in the drive motor. Will cause the driver to feel uncomfortable.
[0006]
For example, as shown in FIG. 14, the driving force of the electric vehicle with respect to the vehicle speed V is, for example, the vehicle speed V and the vehicle required torque TO when each accelerator pedal position AP is constant. ^* The vehicle required torque TO is in an inversely proportional relationship in the regions Ar2 and Ar4 so that it is in an inversely proportional relationship in the regions Ar1 and Ar3 on the vehicle speed / vehicle required torque line. ^* Is set, and the vehicle required torque TO ^* Further drive motor target torque TM ^* Is set, and the drive motor 25 is driven.
[0007]
In the areas Ar1 and Ar3, as the vehicle speed V fluctuates due to some vehicle speed fluctuation factor, the vehicle required torque TO ^* Fluctuates in an inversely proportional relationship, and the drive motor target torque TM ^* Also fluctuate. In the areas Ar2 and Ar4, as the vehicle speed V fluctuates due to some vehicle speed fluctuation factor, the vehicle required torque TO ^* Fluctuates to have an inversely proportional relationship, and the drive motor target torque TM ^* Also fluctuate.
[0008]
In the regions Ar3 and Ar4, the accelerator pedal position AP is relatively small, so that the drive motor target torque TM is based on a minute change in the vehicle speed V. ^* Vibrates slightly, and the drive motor target torque TM ^* Becomes sensitive and vibrations are generated in the drive motor.
[0009]
In addition, when the vehicle speed V is low, the driver feels vibration generated in the drive motor, which makes the driver uncomfortable.
[0010]
The present invention solves the problems of the conventional vehicle drive device, and does not generate vibrations in the electric machine and does not cause discomfort to the driver, and an electric vehicle drive control method. And to provide the program.
[0011]
[Means for Solving the Problems]
Therefore, in the electric vehicle drive control device of the present invention, an electric machine, a vehicle speed detection unit for detecting the vehicle speed, and a calculation vehicle speed calculation processing means for calculating a calculation vehicle speed in which hysteresis is set based on the vehicle speed. An engine load detecting unit for detecting the engine load; and a vehicle request torque for driving the electric machine based on the calculation vehicle speed and the engine load; and a drive motor target torque based on the vehicle request torque And an arithmetic processing means for performing arithmetic processing.
The hysteresis is used when the vehicle speed increases, and is used to increase the conversion line that changes in response to the detected change in the vehicle speed, and when the vehicle speed decreases, to detect the change in the detected vehicle speed. It is set between the deceleration conversion line that changes correspondingly.
[0013]
In another electric vehicle drive control device of the present invention, the calculation vehicle speed of the deceleration conversion line is set higher than the calculation vehicle speed of the acceleration conversion line.
[0014]
In still another electric vehicle drive control device of the present invention, the speed increasing conversion line is represented by a straight line in which the vehicle speed and the calculation vehicle speed are made equal.
[0015]
In still another electric vehicle drive control device of the present invention, the deceleration conversion line is configured such that the calculation vehicle speed is zero when the vehicle speed is zero (0) in a region lower than a predetermined vehicle speed. Converge.
[0017]
In still another electric vehicle drive control device of the present invention, the calculation vehicle speed calculation processing means calculates the calculation vehicle speed in a predetermined region when the engine load is constant.
[0019]
In still another electric vehicle drive control device of the present invention, the electric machine is mechanically coupled to an engine.
[0020]
Still another electric vehicle drive control device of the present invention further includes a first electric machine mechanically connected to the engine and a second electric machine mechanically connected to the drive wheels. Then, the arithmetic processing means drives the second electric machine based on the calculation result.
[0021]
In still another electric vehicle drive control device of the present invention, the electric vehicle drive control device further includes at least first to third gear elements, wherein the first gear element is the first electric machine, and the second gear element is the first gear element. And a third gear element having a planetary gear unit connected to the engine.
[0022]
In the electric vehicle drive control method of the present invention, a vehicle speed is detected by a vehicle speed detection unit, a calculation vehicle speed in which hysteresis is set is calculated based on the vehicle speed, an engine load is detected, and the calculation vehicle speed and engine In order to drive the electric machine based on the load, a vehicle request torque is calculated, and a drive motor target torque is calculated based on the vehicle request torque to perform arithmetic processing.
The hysteresis is used when the vehicle speed increases, and is used to increase the conversion line that changes in response to the detected change in the vehicle speed, and when the vehicle speed decreases, to detect the change in the detected vehicle speed. It is set between the deceleration conversion line that changes correspondingly.
[0023]
In the electric vehicle drive control method program of the present invention, the computer detects a calculation vehicle speed calculation processing means for calculating a calculation vehicle speed in which hysteresis is set based on the vehicle speed detected by the vehicle speed detection unit, and detects an engine load. In order to drive the electric machine based on the engine load detection unit, the calculation vehicle speed and the engine load, the vehicle request torque is calculated, the drive motor target torque is calculated based on the vehicle request torque, and the calculation process is performed. It is made to function as the arithmetic processing means to perform.
The hysteresis is used when the vehicle speed increases, and is used to increase the conversion line that changes in response to the detected change in the vehicle speed, and when the vehicle speed decreases, to detect the change in the detected vehicle speed. It is set between the deceleration conversion line that changes correspondingly.
[0024]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[0025]
FIG. 1 is a functional block diagram of an electric vehicle drive control device according to an embodiment of the present invention.
[0026]
In the figure, 25 is a drive motor as an electric machine, 39 is a drive motor rotor position sensor as a vehicle speed detecting unit for detecting the vehicle speed, and 91 is a calculation for calculating a calculation vehicle speed in which hysteresis is set based on the vehicle speed. A vehicle speed calculation processing unit 92 is a calculation processing unit that performs a calculation process for driving the drive motor 25 based on the calculation vehicle speed.
[0027]
Next, a hybrid vehicle as an electric vehicle including an engine, a drive motor, and a generator will be described. Note that the present invention is applied to an electric vehicle that does not include an engine and a generator and includes only a drive motor, a parallel hybrid vehicle that does not include a generator and includes an engine and a drive motor, and the like as an electric vehicle. You can also.
[0028]
FIG. 2 is a conceptual diagram of a hybrid vehicle according to the embodiment of the present invention.
[0029]
In the figure, 11 is an engine (E / G) disposed on the first axis, 12 is disposed on the first axis, and outputs the rotation generated by driving the engine 11. An output shaft 13 is disposed on the first axis, and a planetary gear unit as a differential gear device that performs a shift with respect to rotation input via the output shaft 12, and 14 is the first shaft. An output shaft arranged on a line and for outputting rotation after shifting in the planetary gear unit 13, 15 is a first counter drive gear as an output gear fixed to the output shaft 14, and 16 is the first shaft. A generator (G) as a first electric machine which is arranged on a line, is connected to the planetary gear unit 13 via the transmission shaft 17 and is further differentially rotatable and mechanically connected to the engine 11. A.
[0030]
The output shaft 14 has a sleeve shape and is disposed so as to surround the output shaft 12. The first counter drive gear 15 is disposed closer to the engine 11 than the planetary gear unit 13.
[0031]
The planetary gear unit 13 includes at least a sun gear S as a first gear element, a pinion P that meshes with the sun gear S, a ring gear R as a second gear element that meshes with the pinion P, and A carrier CR as a third gear element that rotatably supports the pinion P is provided, the sun gear S is connected to the generator 16 via the transmission shaft 17, and the ring gear R is connected to the output shaft 14 and a predetermined gear train. Thus, the drive motor (M) 25 as the second electric machine and the carrier CR are connected to the engine 11 via the output shaft 12. The drive motor 25 is disposed on a second axis parallel to the first axis, is mechanically connected to the engine 11 and the generator 16 so as to be differentially rotatable and is further driven. 37 and mechanically connected. Further, a one-way clutch F is disposed between the carrier CR and a case 10 of a hybrid type vehicle drive device as a vehicle drive device, and the one-way clutch F is transmitted from the engine 11 to the carrier CR in the forward direction. When the rotation of the reverse direction is transmitted from the generator 16 or the drive motor 25 to the carrier CR, it is locked so that the rotation of the reverse direction is not transmitted to the engine 11.
[0032]
The generator 16 is fixed to the transmission shaft 17 and is rotatably provided with a rotor 21, a stator 22 provided around the rotor 21, and a coil 23 wound around the stator 22. Consists of. The generator 16 generates electric power by the rotation transmitted through the transmission shaft 17. The coil 23 is connected to a battery (not shown) and supplies a direct current to the battery. A generator brake B is disposed between the rotor 21 and the case 10, and the rotor 21 is fixed by engaging the generator brake B to mechanically stop the rotation of the generator 16. it can.
[0033]
Reference numeral 26 denotes an output shaft that is arranged on the second axis and outputs the rotation of the drive motor 25. Reference numeral 27 denotes a second counter drive gear as an output gear fixed to the output shaft 26. is there. The drive motor 25 includes a rotor 40 fixed to the output shaft 26 and rotatably arranged, a stator 41 disposed around the rotor 40, and a coil 42 wound around the stator 41. .
[0034]
The drive motor 25 generates a drive motor torque TM by U-phase, V-phase, and W-phase currents that are alternating currents supplied to the coil 42. For this purpose, the coil 42 is connected to the battery, and a direct current from the battery is converted into a current of each phase and supplied to the coil 42.
[0035]
In order to rotate the driving wheel 37 in the same direction as the rotation of the engine 11, a counter shaft 30 is disposed on a third axis parallel to the first and second axes, and the counter shaft 30 The first counter driven gear 31 and the second counter driven gear 32 having more teeth than the first counter driven gear 31 are fixed. The first counter driven gear 31 and the first counter drive gear 15 are engaged with each other, and the second counter driven gear 32 and the second counter drive gear 27 are engaged with each other. The rotation of 15 is reversed and the rotation of the second counter drive gear 27 is reversed and transmitted to the second counter driven gear 32 to the first counter driven gear 31.
[0036]
Further, a differential pinion gear 33 having a smaller number of teeth than the first counter driven gear 31 is fixed to the counter shaft 30.
[0037]
A differential device 36 is disposed on a fourth axis parallel to the first to third axes, and the differential ring gear 35 of the differential device 36 and the differential pinion gear 33 are engaged with each other. Therefore, the rotation transmitted to the differential ring gear 35 is distributed by the differential device 36 and transmitted to the drive wheels 37. Thus, not only can the rotation generated by the engine 11 be transmitted to the first counter driven gear 31, but also the rotation generated by the drive motor 25 can be transmitted to the second counter driven gear 32. Therefore, the hybrid vehicle can be driven by driving the engine 11 and the drive motor 25.
[0038]
Reference numeral 38 denotes a position of the rotor 21, that is, a generator rotor position sensor such as a resolver that detects the generator rotor position θG. Reference numeral 39 denotes a position of the rotor 40, that is, a drive motor rotor position such as a resolver that detects the drive motor rotor position θM. It is a sensor. The detected generator rotor position θG is sent to a vehicle control device (not shown) and a generator control device (not shown), and the drive motor rotor position θM is sent to the vehicle control device and a drive motor control device (not shown). Reference numeral 52 denotes an engine rotation speed sensor as an engine rotation speed detection unit that detects the rotation speed of the engine 11, that is, the engine rotation speed NE.
[0039]
Next, the operation of the planetary gear unit 13 will be described.
[0040]
FIG. 3 is a diagram for explaining the operation of the planetary gear unit according to the embodiment of the present invention, FIG. 4 is a vehicle speed diagram during normal traveling in the embodiment of the present invention, and FIG. 5 is torque during normal traveling in the embodiment of the present invention. FIG.
[0041]
In the planetary gear unit 13 (FIG. 2), the carrier CR is connected to the engine 11, the sun gear S is connected to the generator 16, and the ring gear R is connected to the drive motor 25 and the drive wheels 37 via the output shaft 14, respectively. The rotation speed of the ring gear R, that is, the ring gear rotation speed NR, and the rotation speed output to the output shaft 14, that is, the output shaft rotation speed are equal, the rotation speed of the carrier CR and the engine rotation speed NE are equal, and the sun gear S Is equal to the rotational speed of the generator 16, that is, the generator rotational speed NG. When the number of teeth of the ring gear R is ρ times (twice in the present embodiment) the number of teeth of the sun gear S,
(Ρ + 1) ・ NE = 1 ・ NG + ρ ・ NR
The relationship is established. Therefore, the engine rotational speed NE is based on the ring gear rotational speed NR and the generator rotational speed NG.
NE = (1 · NG + ρ · NR) / (ρ + 1) (1)
Can be calculated. In addition, the rotational speed relational expression of the planetary gear unit 13 is comprised by the said Formula (1).
[0042]
The engine torque TE, the torque generated in the ring gear R, that is, the ring gear torque TR, and the torque of the generator 16, that is, the generator torque TG as the electric machine torque are:
TE: TR: TG = (ρ + 1): ρ: 1 (2)
And receive reaction forces from each other. In addition, the torque relational expression of the planetary gear unit 13 is constituted by the expression (2).
[0043]
During normal driving of the hybrid type vehicle, the ring gear R, the carrier CR, and the sun gear S are all rotated in the forward direction, and as shown in FIG. 4, the ring gear rotation speed NR, the engine rotation speed NE, and the generator rotation. The speed NG is a positive value. Further, the ring gear torque TR and the generator torque TG are obtained by dividing the engine torque TE by a torque ratio determined by the number of teeth of the planetary gear unit 13, so that the torque diagram shown in FIG. In the above, the engine torque TE is obtained by adding the ring gear torque TR and the generator torque TG.
[0044]
Next, a hybrid vehicle drive control device as an electric vehicle drive control device that controls the hybrid vehicle drive device will be described.
[0045]
FIG. 6 is a conceptual diagram of a hybrid type vehicle drive control device according to the embodiment of the present invention.
[0046]
In the figure, 10 is a case, 11 is an engine (E / G), 13 is a planetary gear unit, 16 is a generator (G), B is a generator brake for fixing the rotor 21 of the generator 16, and 25 is a drive. Motor (M), 28 is an inverter as a generator inverter for driving the generator 16, 29 is an inverter as a drive motor inverter for driving the drive motor 25, 37 is a drive wheel, 38 is a generator A rotor position sensor, 39 is a drive motor rotor position sensor, and 43 is a battery. The inverters 28 and 29 are connected to a battery 43 via a power switch SW. The battery 43 supplies a direct current to the inverters 28 and 29 when the power switch SW is on.
[0047]
A generator inverter voltage sensor 75 serving as a first DC voltage detection unit for detecting a DC voltage applied to the inverter 28, that is, a generator inverter voltage VG, and an inverter on the inlet side of the inverter 28 A generator inverter current sensor 77 serving as a first DC current detection unit is provided to detect a DC current supplied to 28, that is, a generator inverter current IG. In addition, a drive motor inverter voltage sensor 76 as a second DC voltage detection unit for detecting a DC voltage applied to the inverter 29, that is, a drive motor inverter voltage VM, and an inverter on the inlet side of the inverter 29 A drive motor inverter current sensor 78 serving as a second DC current detection unit is provided to detect a DC current supplied to 29, that is, a drive motor inverter current IM. The generator inverter voltage VG and the generator inverter current IG are supplied to the vehicle control device 51 and the generator control device 47, and the drive motor inverter voltage VM and the drive motor inverter current IM are supplied to the vehicle control device 51 and the drive motor control device 49. Sent. A smoothing capacitor C is connected between the battery 43 and the inverters 28 and 29.
[0048]
The vehicle control device 51 includes a CPU (not shown), a recording device, and the like, performs overall control of the vehicle drive device, and functions as a computer based on a predetermined program, data, and the like. The vehicle control device 51 is connected to an engine control device 46, a generator control device 47 and a drive motor control device 49. The engine control device 46 includes a CPU, a recording device, and the like (not shown), and sends an instruction signal such as a throttle opening θ and a valve timing to the engine 11 in order to control the engine 11. The generator control device 47 includes a CPU, a recording device, and the like (not shown), and sends a drive signal SG1 to the inverter 28 in order to control the generator 16. The drive motor control device 49 includes a CPU, a recording device, and the like (not shown), and sends a drive signal SG2 to the inverter 29 in order to control the drive motor 25. The engine control device 46, the generator control device 47, and the drive motor control device 49 all function as a computer. The engine control device 46, the generator control device 47, and the drive motor control device 49 serve as a first control device, and the vehicle control device 51 serves as a second control device that is positioned above the first control device. Composed.
[0049]
The inverter 28 is driven in accordance with the drive signal SG1, receives a direct current from the battery 43 during power running, generates currents IGU, IGV, and IGW for each phase, and generates currents IGU, IGV, and IGW for each phase as the generator 16. In response to the currents IGU, IGV, and IGW of each phase from the generator 16 during regeneration, a direct current is generated and supplied to the battery 43.
[0050]
The inverter 29 is driven according to the drive signal SG2, receives a direct current from the battery 43 during power running, generates currents IMU, IMV, and IMW of each phase, and drives the currents IMU, IMV, and IMW of each phase to the drive motor 25. , And receives the currents IMU, IMV, and IMW of each phase from the drive motor 25 during regeneration, generates a direct current, and supplies it to the battery 43.
[0051]
44 is a state of the battery 43, that is, a battery remaining amount detecting device for detecting the remaining amount SOC of the battery, 52 is an engine rotation speed sensor, 53 is a position of a shift lever (not shown) as speed selection operation means. That is, a shift position sensor that detects the shift position SP, 54 is an accelerator pedal, 55 is an engine load detection unit that detects an accelerator pedal position AP that represents the position (depression amount) of the accelerator pedal 54, and an accelerator operation detection unit. An accelerator switch, 61 is a brake pedal, 62 is a brake switch as a brake operation detection unit that detects a brake pedal position BP indicating the position (depression amount) of the brake pedal 61, and 63 is an engine temperature that detects a temperature tmE of the engine 11. Sensor, 64 is the temperature of the generator 16 For example, a generator temperature sensor for detecting the temperature tmG coil 23 (FIG. 2), 65 the temperature of the drive motor 25, for example, a drive motor temperature sensor for detecting the temperature tmM coil 42. The engine temperature sensor 63, the generator temperature sensor 64, and the drive motor temperature sensor 65 constitute a temperature detection unit. Note that a load on the engine 11, that is, an engine load is represented by the accelerator pedal position AP.
[0052]
Reference numerals 66 to 69 denote current sensors as alternating current detection parts for detecting the currents IGU, IGV, IMU, and IMV of the respective phases, and 72 denotes a voltage detection part for the battery 43 that detects the battery voltage VB as the battery state. As a battery voltage sensor. The battery voltage VB is sent to the generator control device 47, the drive motor control device 49, and the vehicle control device 51. Moreover, a battery current, a battery temperature, etc. can also be detected as a battery state. The battery state detecting unit 44, the battery voltage sensor 72, a battery current sensor (not shown), a battery temperature sensor (not shown), and the like constitute a battery state detection unit. The currents IGU and IGV are sent to the generator control device 47 and the vehicle control device 51, and the currents IMU and IMV are sent to the drive motor control device 49 and the vehicle control device 51.
[0053]
The vehicle control device 51 sends an engine control signal to the engine control device 46, and the engine control device 46 sets start / stop of the engine 11. Further, a vehicle speed calculation processing unit (not shown) of the vehicle control device 51 performs a vehicle speed calculation process, reads the drive motor rotor position θM, calculates a change rate ΔθM of the drive motor rotor position θM, calculates the change rate ΔθM, and the output The vehicle speed V is calculated based on the gear ratio γV in the torque transmission system from the shaft 26 to the drive wheel 37.
[0054]
The vehicle control device 51 then sets the target engine speed NE that represents the target value of the engine speed NE. ^* , The generator target torque TG representing the target value of the generator torque TG ^* And drive motor target torque TM ^* The generator control device 47 sets the generator target rotational speed NG representing the target value of the generator rotational speed NG. ^* The drive motor control device 49 sets a drive motor torque correction value δTM representing a correction value of the drive motor torque TM.
[0055]
A generator rotation speed calculation processing means (not shown) of the generator control device 47 performs a generator rotation speed calculation process, reads the generator rotor position θG, and calculates a change rate ΔθG of the generator rotor position θG. By doing so, the generator rotational speed NG is calculated.
[0056]
A drive motor rotation speed calculation processing means (not shown) of the drive motor control device 49 performs a drive motor rotation speed calculation process, reads the drive motor rotor position θM, and calculates a change rate ΔθM of the drive motor rotor position θM. To calculate the drive motor rotational speed NM.
[0057]
Since the generator rotor position θG and the generator rotational speed NG are proportional to each other, and the drive motor rotor position θM, the drive motor rotational speed NM, and the vehicle speed V are proportional to each other, the generator rotor position sensor 38 and the generator The rotation speed calculation processing means functions as a generator rotation speed detection unit that detects the generator rotation speed NG, or the drive motor rotor position sensor 39 and the drive motor rotation speed calculation processing means detect the drive motor rotation speed NM. It can also function as a drive motor rotation speed detection unit or a vehicle speed detection unit that detects the vehicle speed V.
[0058]
In the present embodiment, the engine speed NE is detected by the engine speed sensor 52, but the engine speed NE can also be calculated by the engine control unit 46. In the present embodiment, the vehicle speed V is calculated based on the drive motor rotor position θM by the vehicle speed calculation processing means. However, the ring gear rotational speed NR is detected, and the vehicle speed V is detected based on the ring gear rotational speed NR. The vehicle speed V can also be calculated, or the vehicle speed V can be calculated based on the rotational speed of the drive wheels 37, that is, the drive wheel rotational speed. In this case, a ring gear rotation speed sensor, a drive wheel rotation speed sensor, and the like are disposed as the vehicle speed detection unit.
[0059]
Next, the operation of the hybrid vehicle drive control device having the above-described configuration will be described.
[0060]
FIG. 7 is a first main flowchart showing the operation of the hybrid type vehicle drive control apparatus according to the embodiment of the present invention. FIG. 8 is a second main flowchart showing the operation of the hybrid type vehicle drive control apparatus according to the embodiment of the present invention. FIG. 9 is a third main flowchart showing the operation of the hybrid vehicle drive control apparatus according to the embodiment of the present invention, and FIG. 10 is a diagram showing a first vehicle required torque map according to the embodiment of the present invention. 11 is a diagram showing a second vehicle required torque map in the embodiment of the present invention, FIG. 12 is a diagram showing an engine target operating state map in the embodiment of the present invention, and FIG. 13 is an engine in the embodiment of the present invention. It is a figure which shows a drive region map. 10 and 11, the horizontal axis represents the calculation vehicle speed Vc, and the vertical axis represents the vehicle required torque TO. ^* 12, the horizontal axis represents the engine rotation speed NE, the vertical axis represents the engine torque TE, the horizontal axis represents the vehicle speed V, and the vertical axis represents the vehicle required torque TO. ^* Is adopted.
[0061]
First, initialization processing means (not shown) of the vehicle control device 51 (FIG. 6) performs initialization processing to set various variables to initial values.
[0062]
Next, the vehicle control device 51 reads the accelerator pedal position AP from the accelerator switch 55 and the brake pedal position BP from the brake switch 62. The vehicle speed calculation processing means reads the drive motor rotor position θM from the drive motor rotor position sensor 39, calculates the change rate ΔθM of the drive motor rotor position θM, and calculates the vehicle speed V based on the change rate ΔθM and the gear ratio γV. calculate.
[0063]
Subsequently, the calculation vehicle speed calculation processing means 91 (FIG. 1) of the vehicle control device 51 performs calculation vehicle speed calculation processing, reads the vehicle speed V calculated in the vehicle speed calculation processing, and based on the vehicle speed V, Vehicle required torque TO ^* The vehicle speed for calculation necessary for calculating the vehicle speed, that is, the vehicle speed Vc for calculation is calculated.
[0064]
Next, vehicle request torque determination processing means (not shown) of the vehicle control device 51 performs vehicle request torque determination processing, and when the accelerator pedal 54 is depressed, it is recorded in the recording device of the vehicle control device 51 as shown in FIG. When the brake pedal 61 is depressed by referring to the first vehicle required torque map, the accelerator pedal position AP and the brake pedal are referred to with reference to the second vehicle required torque map of FIG. 11 recorded in the recording device. Vehicle required torque TO preset in correspondence with position BP and calculation vehicle speed Vc ^* Is calculated and determined.
[0065]
Subsequently, the vehicle control device 51 receives the vehicle required torque TO ^* Is greater than the drive motor maximum torque TMmax set in advance as the rating of the drive motor 25. Vehicle required torque TO ^* Is greater than the drive motor maximum torque TMmax, the vehicle control device 51 determines whether or not the engine 11 is stopped. If the engine 11 is stopped, the vehicle control device 51 has a sudden acceleration control processing means (not shown). Performs a rapid acceleration control process and drives the drive motor 25 and the generator 16 to drive the hybrid vehicle.
[0066]
Also, vehicle required torque TO ^* Is less than the drive motor maximum torque TMmax, and the vehicle required torque TO ^* Is larger than the drive motor maximum torque TMmax and the engine 11 is being driven, driver request output calculation processing means (not shown) of the vehicle control device 51 performs driver request output calculation processing, and the vehicle request torque TO ^* And the vehicle speed V are multiplied by the driver request output PD
PD = TO ^* ・ V
Is calculated.
[0067]
Next, a battery charge / discharge request output calculation processing unit (not shown) of the vehicle control device 51 performs a battery charge / discharge request output calculation process, reads the battery remaining amount SOC from the battery remaining amount detecting device 44, and A battery charge / discharge request output PB is calculated based on the SOC.
[0068]
Subsequently, a vehicle request output calculation processing unit (not shown) of the vehicle control device 51 performs a vehicle request output calculation process, and adds the driver request output PD and the battery charge / discharge request output PB to obtain a vehicle request output. PO
PO = PD + PB
Is calculated.
[0069]
Next, an engine target operation state setting processing unit (not shown) of the vehicle control device 51 performs an engine target operation state setting process, and the engine target operation state map of FIG. 12 recorded in the recording device of the vehicle control device 51 is displayed. Referring to the lines PO1, PO2,... Representing the vehicle required output PO and points A1 to A3, Am where the optimum fuel consumption curve L at which the efficiency of the engine 11 at each accelerator pedal position AP1 to AP6 becomes highest is intersected. An engine target torque TE that is determined as an operation point of the engine 11 that is in the engine target operation state, and the engine torques TE1 to TE3 and TEm at the operation point represent target values of the engine torque TE. ^* The engine rotational speed NE1 to NE3, NEm at the operating point is determined as the engine target rotational speed NE. ^* The engine target rotational speed NE ^* Is sent to the engine control unit 46.
[0070]
Then, the engine control device 46 refers to the engine drive region map of FIG. 13 recorded in the recording device of the engine control device 46 to determine whether or not the engine 11 is placed in the drive region AR1. In FIG. 13, AR1 is a drive region where the engine 11 is driven, AR2 is a stop region where the drive of the engine 11 is stopped, and AR3 is a hysteresis region. Further, LE1 is a line where the stopped engine 11 is driven, and LE2 is a line where the drive of the driven engine 11 is stopped. The line LE1 is moved to the right in FIG. 13 as the remaining battery charge SOC is increased, and the drive area AR1 is narrowed. The line LE1 is moved to the left in FIG. 13 as the remaining battery charge SOC is decreased. AR1 is widened.
[0071]
When the engine 11 is not driven even though the engine 11 is placed in the drive area AR1, engine start control processing means (not shown) of the engine control device 46 performs engine start control processing, and the engine 11 Start. Further, when the engine 11 is driven even though the engine 11 is not placed in the drive area AR1, an engine stop control processing unit (not shown) of the engine control device 46 performs an engine stop control process, and the engine 11 Stop driving. When the engine 11 is not placed in the drive area AR1 and the engine 11 is not driven, drive motor target torque calculation processing means (not shown) of the vehicle control device 51 performs drive motor target torque calculation processing, The vehicle required torque TO ^* Drive motor target torque TM ^* And the drive motor target torque TM ^* Is sent to the drive motor controller 49. Drive motor control processing means (not shown) of the drive motor control device 49 performs drive motor control processing and performs torque control of the drive motor 25. The vehicle required torque determination processing means and the drive motor target torque calculation processing means constitute arithmetic processing means 92, and arithmetic processing for driving the drive motor 25 is performed by the arithmetic processing means 92.
[0072]
Further, when the engine 11 is placed in the drive area AR1 and the engine 11 is driven, an engine control processing unit (not shown) of the engine control device 46 performs an engine control process and performs a predetermined method. Control.
[0073]
Next, a generator target rotation speed calculation processing unit (not shown) of the generator control device 47 performs a generator target rotation speed calculation process, specifically, reads the drive motor rotor position θM from the drive motor rotor position sensor 39, and The ring gear rotation speed NR is calculated based on the drive motor rotor position θM and the gear ratio γR from the output shaft 26 (FIG. 2) to the ring gear R, and the engine target rotation speed NE determined in the engine target operation state setting process. ^* , Ring gear speed NR and engine target speed NE ^* Based on the rotational speed relational expression, the generator target rotational speed NG ^* Is calculated and determined.
[0074]
By the way, when the hybrid vehicle having the above-described configuration is driven in the motor / engine drive mode, if the generator rotational speed NG is low, the power consumption increases, the power generation efficiency of the generator 16 decreases, and the hybrid type The fuel consumption of the vehicle will be reduced accordingly. Therefore, the generator target rotational speed NG ^* When the absolute value of is smaller than a predetermined rotational speed, the generator brake B is engaged, the generator 16 is mechanically stopped, and the fuel consumption is improved.
[0075]
For this purpose, the generator control device 47 is connected to the generator target rotational speed NG. ^* Is determined to be equal to or higher than a predetermined first rotation speed Nth1 (for example, 500 [rpm]). Generator target rotational speed NG ^* When the absolute value of is not less than the first rotation speed Nth1, the generator control device 47 determines whether or not the generator brake B is released. When the generator brake B is released, a generator rotation speed control processing unit (not shown) of the generator control device 47 performs a generator rotation speed control process and controls the torque of the generator 16. When the generator brake B is not released, a generator brake release control processing unit (not shown) of the generator control device 47 performs a generator brake release control process to release the generator brake B.
[0076]
Incidentally, in the vehicle control device 51, the generator target torque TG ^* Is determined, and the generator target torque TG ^* When the torque control of the generator 16 is performed based on the above and a predetermined generator torque TG is generated, the engine torque TE, the ring gear torque TR and the generator torque TG receive reaction forces with each other as described above. Therefore, the generator torque TG is converted into the ring gear torque TR and output from the ring gear R.
[0077]
As the ring gear torque TR is output from the ring gear R, the generator rotational speed NG fluctuates. When the ring gear torque TR fluctuates, the fluctuating ring gear torque TR is transmitted to the drive wheels 37, and the hybrid vehicle The driving feeling will be reduced. Therefore, the ring gear torque TR is calculated in consideration of the torque corresponding to the inertia of the generator 16 (inertia of the rotor 21 and the rotor shaft) accompanying the fluctuation of the generator rotational speed NG.
[0078]
For this purpose, a ring gear torque calculation processing means (not shown) of the vehicle control device 51 performs a ring gear torque calculation process to generate the generator target torque TG. ^* And the generator target torque TG ^* The ring gear torque TR is calculated based on the ratio of the number of teeth of the ring gear R to the number of teeth of the sun gear S.
[0079]
That is, when the inertia of the generator 16 is InG and the angular acceleration (rotational change rate) of the generator 16 is αG, the torque applied to the sun gear S, that is, the sun gear torque TS is the generator target torque TG. ^* Inertia InG equivalent torque component (inner torque) TGI
TGI = InG ・ αG
Is obtained by adding

become. The torque equivalent component TGI normally takes a negative value with respect to the acceleration direction during acceleration of the hybrid vehicle, and takes a positive value with respect to the acceleration direction during deceleration of the hybrid vehicle. The angular acceleration αG is calculated by differentiating the generator rotational speed NG.
[0080]
When the number of teeth of the ring gear R is ρ times the number of teeth of the sun gear S, the ring gear torque TR is ρ times the sun gear torque TS.

become. Thus, the generator target torque TG ^* The ring gear torque TR can be calculated from the torque equivalent component TGI.
[0081]
Therefore, a drive shaft torque estimation processing means (not shown) of the drive motor control device 49 performs a drive shaft torque estimation process to generate the generator target torque TG. ^* Based on the torque equivalent component TGI, the torque in the output shaft 26, that is, the drive shaft torque TR / OUT is estimated. That is, the drive shaft torque estimation processing means estimates and calculates the drive shaft torque TR / OUT based on the ring gear torque TR and the ratio of the number of teeth of the second counter drive gear 27 to the number of teeth of the ring gear R. .
[0082]
When the generator brake B is engaged, the generator target torque TG ^* Is made zero (0), the ring gear torque TR is proportional to the engine torque TE. Therefore, when the generator brake B is engaged, the drive shaft torque estimation processing means reads the engine torque TE from the engine control device 46, and calculates the ring gear torque TR based on the engine torque TE by the torque relational expression. The drive shaft torque TR / OUT is estimated based on the ring gear torque TR and the ratio of the number of teeth of the second counter drive gear 27 to the number of teeth of the ring gear R.
[0083]
Subsequently, the drive motor target torque calculation processing means performs a drive motor target torque calculation process, and the vehicle request torque TO ^* By subtracting the drive shaft torque TR / OUT from the drive motor target torque TM ^* Calculate and determine as
[0084]
The drive motor control processing means performs drive motor control processing and determines the determined drive motor target torque TM. ^* Based on the above, torque control of the drive motor 25 is performed to control the drive motor torque TM.
[0085]
Also, generator target rotational speed NG ^* Is smaller than the first rotation speed Nth1, the generator control device 47 determines whether or not the generator brake B is engaged. Then, when the generator brake B is not engaged, the generator brake engagement control processing means (not shown) of the generator control device 47 performs the generator brake engagement control processing and engages the generator brake B. Let
[0086]
Next, the flowcharts of FIGS. 7 to 9 will be described.
Step S1 An initialization process is performed.
Step S2: The accelerator pedal position AP and the brake pedal position BP are read, and the vehicle speed V is calculated.
Step S3 A calculation vehicle speed calculation process is performed.
Step S4 Vehicle required torque TO ^* To decide.
Step S5: Vehicle required torque TO ^* Is greater than the drive motor maximum torque TMmax. Vehicle required torque TO ^* Is larger than the drive motor maximum torque TMmax, the vehicle request torque TO ^* Is less than or equal to the drive motor maximum torque TMmax, the process proceeds to step S8.
Step S6: It is determined whether the engine 11 is stopped. If the engine 11 is stopped, the process proceeds to step S7, and if not stopped (driven), the process proceeds to step S8.
Step S7: A sudden acceleration control process is performed.
Step S8: The driver request output PD is calculated.
Step S9: The battery charge / discharge request output PB is calculated.
Step S10 The vehicle request output PO is calculated.
Step S11 The operating point of the engine 11 is determined.
Step S12: It is determined whether or not the engine 11 is placed in the drive area AR1. If the engine 11 is placed in the drive area AR1, the process proceeds to step S13. If the engine 11 is not placed in the drive area AR1, the process proceeds to step S14.
Step S13: It is determined whether or not the engine 11 is being driven. If the engine 11 is driven, the process proceeds to step S17. If not, the process proceeds to step S15.
Step S14: It is determined whether or not the engine 11 is being driven. If the engine 11 is driven, the process proceeds to step S16. If not, the process proceeds to step S26.
Step S15 The engine start control process is performed and the process is terminated.
Step S16 The engine stop control process is performed and the process is terminated.
Step S17 An engine control process is performed.
Step S18 Generator target rotational speed NG ^* To decide.
Step S19 Generator target rotational speed NG ^* It is determined whether the absolute value of is greater than or equal to the first rotational speed Nth1. Generator target rotational speed NG ^* Is greater than or equal to the first rotational speed Nth1, the generator target rotational speed NG is determined in step S20. ^* When the absolute value of is smaller than the first rotation speed Nth1, the process proceeds to step S21.
Step S20: It is determined whether the generator brake B is released. If the generator brake B is released, the process proceeds to step S23, and if not, the process proceeds to step S24.
Step S21: It is determined whether or not the generator brake B is engaged. If the generator brake B is engaged, the process ends. If not, the process proceeds to step S22.
Step S22 The generator brake engagement control process is performed and the process is terminated.
Step S23: The generator rotational speed control process is performed.
Step S24: The generator brake release control process is performed and the process is terminated.
Step S25 Estimate the drive shaft torque TR / OUT.
Step S26: Drive motor target torque TM ^* To decide.
Step S27 A drive motor control process is performed and the process is terminated.
[0087]
Next, a subroutine for calculation vehicle speed calculation processing in step S3 of FIG. 7 will be described.
[0088]
FIG. 14 is a diagram showing the characteristics of the required vehicle torque, FIG. 15 is a diagram showing a subroutine for calculation vehicle speed calculation processing in the embodiment of the present invention, and FIG. 16 is a conversion of the vehicle speed in the embodiment of the present invention into calculation vehicle speed. It is a figure which shows the method to do. In FIG. 14, the horizontal axis represents the vehicle speed V, and the vertical axis represents the vehicle required torque TO. ^* 16, the horizontal axis represents the vehicle speed V, and the vertical axis represents the calculation vehicle speed Vc.
[0089]
By the way, in the hybrid type vehicle drive device, when the hybrid type vehicle is driven by driving the drive motor 25 (FIG. 6), the drive motor is represented by the product of the drive motor rotational speed NM and the drive motor torque TM. The electrical output supplied from the battery 43 to the drive motor 25 is made constant by making the mechanical output of 25 constant, and the battery 43 is protected. In this case, as shown in FIG. In addition, when the accelerator pedal position AP is made constant, the driving force of the hybrid type vehicle with respect to the vehicle speed V is, for example, in the regions Ar2, Ar3, so as to have an inversely proportional relationship in the regions Ar1, Ar3 on the vehicle speed / vehicle required torque line. The vehicle required torque TO is in an inversely proportional relationship at Ar4. ^* Is set, and the vehicle required torque TO ^* Further drive motor target torque TM ^* Is set, and the drive motor 25 is driven.
[0090]
In the area Ar1 among the areas Ar1 to Ar4, as the vehicle speed V fluctuates due to some vehicle speed fluctuation factor, such as when the hybrid vehicle passes through the unevenness of the road surface, the vehicle required torque TO ^* Fluctuates in an inversely proportional relationship, and the drive motor target torque TM ^* Also fluctuate. However, since the accelerator pedal position AP is large in the area Ar1, the vehicle speed V usually increases in a short time, and the hybrid vehicle drive device exits the area Ar1 in a short time. Therefore, in the region Ar1, the vehicle speed V does not increase or decrease within a narrow range, and minute fluctuations are not repeated. Therefore, the drive motor target torque TM is determined with respect to the behavior of the hybrid type vehicle. ^* Will not be sensitive.
[0091]
Also in the region Ar2, the vehicle required torque TO increases as the vehicle speed V fluctuates due to some vehicle speed fluctuation factor. ^* Fluctuates to have an inversely proportional relationship, and the drive motor target torque TM ^* Therefore, if the vehicle speed V increases or decreases within a narrow range in the region Ar2 and repeats minute fluctuations, the drive motor target torque TM with respect to the behavior of the hybrid type vehicle. ^* Becomes sensitive, and vibration is generated in the drive motor 25. However, since the vehicle speed V is high in the region Ar2, the driver does not feel the vibration generated in the drive motor 25 and does not give the driver an unpleasant feeling.
[0092]
On the other hand, in the area Ar3, as the vehicle speed V varies due to some vehicle speed variation factor, the vehicle required torque TO ^* Fluctuates in an inversely proportional relationship, and the drive motor target torque TM ^* Also fluctuate.
[0093]
For example, when the accelerator pedal position AP is a predetermined opening degree, if the vehicle speed V slightly increases due to some vehicle speed fluctuation factor, the vehicle required torque TO ^* Becomes smaller and the drive motor target torque TM ^* As a result, the driving force of the hybrid vehicle is reduced. Then, when the vehicle speed V decreases as the driving force of the hybrid type vehicle decreases, the vehicle required torque TO corresponds accordingly. ^* Increases and the drive motor target torque TM ^* As a result, the driving force of the hybrid vehicle increases and the vehicle speed V increases again. In this way, the drive motor target torque TM is based on the minute fluctuation of the vehicle speed V. ^* Drive motor target torque TM for the behavior of hybrid vehicles ^* Becomes sensitive, and vibration is generated in the drive motor 25.
[0094]
Since the accelerator pedal position AP is relatively small, the vehicle speed V normally increases moderately, and the hybrid vehicle drive device does not leave the area Ar3 in a short time. Moreover, since the vehicle speed V is low, the driver feels the vibration generated in the drive motor 25 and gives the driver unpleasant feeling.
[0095]
Further, in the region Ar4, the vehicle required torque TO is increased as the vehicle speed V fluctuates due to some vehicle speed fluctuation factor. ^* Fluctuates to have an inversely proportional relationship, and the drive motor target torque TM ^* Also fluctuate. Moreover, as the vehicle speed V varies, the vehicle required torque TO ^* Takes positive and negative values.
[0096]
For example, when the accelerator pedal position AP is 0 [%] as in the creep running state, if the vehicle speed V slightly increases due to some vehicle speed fluctuation factor, the vehicle request torque TO ^* Becomes smaller and the drive motor target torque TM ^* As a result, the driving force of the hybrid vehicle is reduced. Then, when the vehicle speed V decreases as the driving force of the hybrid type vehicle decreases, the vehicle required torque TO corresponds accordingly. ^* Increases and the drive motor target torque TM ^* As a result, the driving force of the hybrid vehicle increases and the vehicle speed V increases again. In this way, the drive motor target torque TM is based on the minute fluctuation of the vehicle speed V. ^* Drive motor target torque TM for the behavior of hybrid vehicles ^* Becomes sensitive, and vibration is generated in the drive motor 25. This state occurs not only when the accelerator pedal position AP is 0%, but also when it is close to 0%.
[0097]
In the area Ar4, since the accelerator pedal position AP is 0%, the vehicle speed V is always low, and the hybrid vehicle drive device does not leave the area Ar4 in a short time. Moreover, since the vehicle speed V is low, the driver feels the vibration generated in the drive motor 25 and gives the driver unpleasant feeling.
[0098]
In addition to the case where the hybrid-type vehicle passes through the road surface unevenness, the vehicle speed fluctuation factor includes a case where the engine 11 is ignited or stopped, a fuel cut of the engine 11 is performed, a drive motor A case where a transient state occurs when the torque TM is generated is included.
[0099]
In the region where the vehicle speed V is lower than the regions Ar1, Ar3, Ar4, the vehicle required torque TO ^* Is almost independent of the vehicle speed V, and the value does not change, so that the drive motor 25 does not vibrate. Further, when the resolution of the vehicle speed V in the vehicle speed calculation processing means is low, the drive motor 25 is significantly vibrated.
[0100]
Therefore, in the present embodiment, the calculation vehicle speed Vc is calculated by the conversion method shown in FIGS. 15 and 16 based on the vehicle speed V calculated in the vehicle speed calculation process for all regions on the vehicle speed / vehicle required torque line. The calculated vehicle speed Vc is used in the vehicle required torque determination process.
[0101]
Therefore, as shown in FIG. 16, at the calculation vehicle speed Vc, the acceleration conversion line Ln1 used when the vehicle speed V increases, and the deceleration conversion line L2 used when the vehicle speed V decreases. Is set, and a hysteresis Vh is set between the acceleration conversion line Ln1 and the deceleration conversion line L2. In this case, the calculation vehicle speed Vc of the deceleration conversion line L2 is set higher than the calculation vehicle speed Vc of the acceleration conversion line Ln1.
[0102]
The acceleration conversion line Ln1 passes through the origin (0), has an inclination of 1, and is represented by a first straight line a in which the vehicle speed V and the calculation vehicle speed Vc are equal. The deceleration conversion line Ln2 In a region (section) where the absolute value of V is greater than or equal to the value Vx, the slope is 1, a second straight line b formed in parallel with the acceleration conversion line Ln1 and shifted to the low speed side by the hysteresis Vh, In a region lower than the predetermined vehicle speed V, that is, in a region (section) where the value of the vehicle speed V is less than Vx, the inclination is greater than 1, passes through the origin, and connects the end of the second straight line b on the origin side. It consists of the 3rd straight line c formed. Therefore, when the vehicle speed V is zero, the calculation vehicle speed Vc is converged to be zero.
[0103]
The value Vcu on the acceleration conversion line Ln1 for the vehicle speed V and the value Vcd on the deceleration conversion line L2 for the vehicle speed V are calculated in advance and recorded in the conversion table in the recording device of the vehicle control device 51. A map can be used instead of the conversion table. It can also be calculated by calculating the values Vcu and Vcd with a predetermined calculation formula.
[0104]
Then, the calculation vehicle speed calculation processing means 91 (FIG. 1) refers to the conversion table to calculate values Vcu and Vcd (> Vcu) corresponding to the calculated vehicle speed V, and the value Vcu is calculated the previous time. Higher than the vehicle speed Vc (n-1),
Vcd>Vcu> Vc (n-1)
In other words, that is, when the vehicle speed V fluctuates so as to increase simply, the calculation vehicle speed Vc is set to the value Vcu. That is, the calculation vehicle speed Vc changes as indicated by the arrow q1.
[0105]
Further, the value Vcd is lower than the previous calculation vehicle speed Vc (n−1),
Vc (n-1)>Vcd> Vcu
In other words, that is, when the vehicle speed V fluctuates so as to simply become low, the calculation vehicle speed calculation processing means 91 sets the calculation vehicle speed Vc to a value Vcd. That is, the calculation vehicle speed Vc changes as indicated by an arrow q3.
[0106]
The value Vcu is equal to or lower than the previous calculation vehicle speed Vc (n−1), the value Vcd is equal to or higher than the previous calculation vehicle speed Vc (n−1),
Vcd ≧ Vc (n−1) ≧ Vcu
In other words, that is, when the vehicle speed V slightly fluctuates within a narrow range, the calculation vehicle speed calculation processing means 91 makes the calculation vehicle speed Vc equal to the previous calculation vehicle speed Vc (n−1). That is, the calculation vehicle speed Vc does not change as indicated by the arrows q2 and q4. Therefore, even if the vehicle speed V fluctuates slightly, the vehicle required torque TO ^* Drive motor target torque TM ^* However, the drive motor target torque TM is not affected by the behavior of the hybrid type vehicle. ^* Does not become sensitive. As a result, it is possible to prevent the drive motor 25 from generating vibrations.
[0107]
The hysteresis Vh is set to a value that does not affect the running feeling and the like, and is set in consideration of the specification allowable value required for the hybrid vehicle, the control allowable value of each element of the hybrid vehicle, and the like. .
[0108]
Further, as described above, in the region where the vehicle speed V is lower than the regions Ar1, Ar3, Ar4, the vehicle required torque TO ^* Is almost independent of the vehicle speed V, and the value does not change, so that the drive motor 25 does not vibrate. Therefore, the hysteresis Vh is set as indicated by the third straight line c.
[0109]
In the present embodiment, the calculation vehicle speed Vc is used only when the vehicle required torque determination process is performed, but the engine control device 46, the generator control device 47, the drive motor control device 49, and the vehicle control device 51 When used also when performing various processes, the calculation vehicle speed Vc is displayed on the vehicle speed display meter. In this case, the hysteresis Vh is set so that the difference between the calculation vehicle speed Vc and the vehicle speed V falls within a range that conforms to traffic regulations.
[0110]
In the present embodiment, the second straight line b is formed so as to be shifted from the first straight line a to the low speed side by the hysteresis Vh. However, the second straight line b is hysteresis Vh from the first straight line a. It can also be formed by shifting to the high speed side. In the present embodiment, the slopes of the first and second straight lines a and b are set to 1, but a slope other than 1 can be used.
[0111]
In the present embodiment, the calculation vehicle speed Vc is calculated based on the vehicle speed V for all regions on the vehicle speed / vehicle request torque line, and the calculation vehicle speed Vc is used in the vehicle request torque determination process. However, the drive motor target torque TM with respect to the behavior of the hybrid type vehicle, such as the areas Ar3 and Ar4 on the vehicle speed / vehicle required torque line. ^* It is also possible to calculate the calculation vehicle speed Vc based on the vehicle speed V only in a region that makes the driver uncomfortable and causes discomfort to the driver, and uses the calculation vehicle speed Vc in the vehicle required torque determination process. it can.
[0112]
In this case, the calculation vehicle speed calculation processing means 91 determines whether or not the accelerator pedal position AP is smaller than the threshold value APth, the vehicle speed V is lower than the first threshold value Vth1, and the second threshold value Vth2 ( <Vth1) is determined, and if the accelerator pedal position AP is smaller than the threshold value APth and the vehicle speed V is lower than the first threshold value Vth1 and equal to or higher than the second threshold value Vth2, the vehicle speed V It is also possible to calculate the calculation vehicle speed Vc based on the above and use the calculation vehicle speed Vc in the vehicle required torque determination process.
[0113]
Next, a flowchart will be described.
Step S3-1: It is determined whether or not the previous calculation vehicle speed Vc (n-1) is smaller than the value Vcu. If the previous calculation vehicle speed Vc (n-1) is smaller than the value Vcu, the process proceeds to step S3-2. If the previous calculation vehicle speed Vc (n-1) is greater than or equal to the value Vcu, the process proceeds to step S3-3.
Step S3-2: The value Vcu is set to the calculation vehicle speed Vc, and the process returns.
Step S3-3: It is determined whether or not the previous calculation vehicle speed Vc (n-1) is greater than the value Vcd. If the previous calculation vehicle speed Vc (n-1) is greater than the value Vcd, the process proceeds to step S3-4. If the previous calculation vehicle speed Vc (n-1) is greater than or equal to the value Vcd, the process proceeds to step S3-5.
Step S3-4: Set the value Vcd to the calculation vehicle speed Vc, and return.
Step S3-5: Set the previous calculation vehicle speed Vc (n-1) to the calculation vehicle speed Vc, and return.
[0114]
Next, a subroutine for the rapid acceleration control process in step S7 in FIG. 7 will be described.
[0115]
FIG. 17 is a diagram showing a subroutine of rapid acceleration control processing in the embodiment of the present invention.
[0116]
First, the sudden acceleration control processing means includes a vehicle required torque TO ^* Drive motor target torque TM ^* Is set to the drive motor maximum torque TMmax. Subsequently, a generator target torque calculation processing means (not shown) of the vehicle control device 51 (FIG. 6) performs a generator target torque calculation process, and the vehicle required torque TO ^* And drive motor target torque TM ^* The difference torque ΔT is calculated and the drive motor target torque TM is calculated. ^* The drive motor maximum torque TMmax is insufficient for the generator target torque TG. ^* Is calculated and determined as the generator target torque TG ^* Is sent to the generator controller 47.
[0117]
The drive motor control processing means performs a drive motor control process to generate a drive motor target torque TM. ^* Based on the above, torque control of the drive motor 25 is performed. A generator torque control processing means (not shown) of the generator control device 47 performs a generator torque control process, and generates the generator target torque TG. ^* Based on the above, torque control of the generator 16 is performed.
[0118]
Next, a flowchart will be described.
Step S7-1 Vehicle required torque TO ^* Is read.
Step S7-2 Drive motor target torque TM ^* Is set to the drive motor maximum torque TMmax.
Step S7-3 Generator target torque TG ^* Is calculated.
Step S7-4 A drive motor control process is performed.
Step S7-5: Perform the generator torque control process and return.
[0119]
Next, the subroutine of the drive motor control process in step S27 in FIG. 9 and step S7-4 in FIG. 17 will be described.
[0120]
FIG. 18 is a diagram showing a subroutine of drive motor control processing in the embodiment of the present invention.
[0121]
First, the drive motor control processing means is provided with a drive motor target torque TM. ^* Is read. Subsequently, the drive motor rotation speed calculation processing means reads the drive motor rotor position θM, and calculates the change rate ΔθM of the drive motor rotor position θM, thereby calculating the drive motor rotation speed NM. The drive motor control processing means reads the battery voltage VB.
[0122]
Next, the drive motor control processing means is configured to output the drive motor target torque TM. ^* Based on the drive motor rotational speed NM and the battery voltage VB, a d-axis current command is referred to by referring to a current command value map (not shown) for controlling the drive motor recorded in the recording device of the drive motor control device 49 (FIG. 6). Value IMd ^* And q-axis current command value IMq ^* Is calculated and determined. D-axis current command value IMd ^* And q-axis current command value IMq ^* Thus, an alternating current command value for the drive motor 25 is configured.
[0123]
The drive motor control processing means reads the currents IMU and IMV from the current sensors 68 and 69, and based on the currents IMU and IMV, the current IMW
IMW = IMU-IMV
Is calculated. The current IMW can be detected by a current sensor in the same manner as the currents IMU and IMV.
[0124]
Subsequently, the AC current calculation processing means of the drive motor control processing means performs AC current calculation processing, performs three-phase / two-phase conversion, and converts the currents IMU, IMV, and IMW into the d-axis current IMd that is an AC current. Then, the d-axis current IMd and the q-axis current IMq are calculated by converting into the q-axis current IMq. Then, the AC voltage command value calculation processing means of the drive motor control processing means performs AC voltage command value calculation processing, and the d-axis current IMd and q-axis current IMq, and the d-axis current command value IMd. ^* And q-axis current command value IMq ^* Based on the voltage command value VMd ^* , VMq ^* Is calculated. The drive motor control processing means performs a two-phase / three-phase conversion, and a voltage command value VMd. ^* , VMq ^* The voltage command value VMU ^* , VMV ^* , VMW ^* And the voltage command value VMU ^* , VMV ^* , VMW ^* The pulse width modulation signals SU, SV, SW are calculated based on the above, and the pulse width modulation signals SU, SV, SW are output to drive processing means (not shown) of the drive motor control device 49. The drive processing means performs drive processing and sends a drive signal SG2 to the inverter 29 based on the pulse width modulation signals SU, SV, SW. Voltage command value VMd ^* , VMq ^* Thus, an AC voltage command value for the drive motor 25 is configured.
[0125]
Next, a flowchart will be described. In this case, since the same processing is performed in step S27 and step S7-4, step S7-4 will be described.
Step S7-4-1 Drive Motor Target Torque TM ^* Is read.
Step S7-4-2 Reads the drive motor rotor position θM.
Step S7-4-3: The drive motor rotational speed NM is calculated.
Step S7-4-4: The battery voltage VB is read.
Step S7-4-5 d-axis current command value IMd ^* And q-axis current command value IMq ^* To decide.
Step S7-4-6 Read the currents IMU and IMV.
Step S7-4-7 Three-phase / two-phase conversion is performed.
Step S7-4-8 Voltage command value VMd ^* , VMq ^* Is calculated.
Step S7-4-9 Two-phase / 3-phase conversion is performed.
Step S7-4-10: Output the pulse width modulation signals SU, SV, SW, and return.
[0126]
Next, the generator torque control process subroutine in step S7-5 in FIG. 17 will be described.
[0127]
FIG. 19 is a diagram showing a subroutine of the generator torque control process in the embodiment of the present invention.
[0128]
First, the generator torque control processing means includes a generator target torque TG. ^* , The generator rotor position θG is read, the generator rotational speed NG is calculated based on the generator rotor position θG, and then the battery voltage VB is read. Next, the generator torque control processing means is configured to generate the generator target torque TG. ^* Based on the generator rotational speed NG and the battery voltage VB, the d-axis current command value is referred to by referring to a current command value map (not shown) for generator control recorded in the recording device of the generator control device 47 (FIG. 6). IGd ^* And q-axis current command value IGq ^* Is calculated and determined. D-axis current command value IGd ^* And q-axis current command value IGq ^* Thus, an alternating current command value for the generator 16 is configured.
[0129]
Further, the generator torque control processing means reads the currents IGU and IGV from the current sensors 66 and 67, and the current IGW based on the currents IGU and IGV.
IGW = IGU-IGV
Is calculated. The current IGW can also be detected by a current sensor in the same manner as the currents IGU and IGV.
[0130]
Subsequently, the AC current calculation processing means of the generator torque control processing means performs AC current calculation processing, performs three-phase / two-phase conversion, and converts the currents IGU, IGV, and IGW into the d-axis current IGd and the q-axis current IGq. Are converted into the d-axis current IGd and the q-axis current IGq. Then, the AC voltage command value calculation processing means of the generator torque control processing means performs AC voltage command value calculation processing, and the d-axis current IGd and q-axis current IGq, and the d-axis current command value IGd. ^* And q-axis current command value IGq ^* Based on the voltage command value VGd ^* , VGq ^* Is calculated. Further, the generator torque control processing means performs two-phase / three-phase conversion to generate a voltage command value VGd. ^* , VGq ^* The voltage command value VGU ^* , VGV ^* , VGW ^* And the voltage command value VGU ^* , VGV ^* , VGW ^* The pulse width modulation signals SU, SV, SW are calculated based on the above, and the pulse width modulation signals SU, SV, SW are output to drive processing means (not shown) of the generator controller 47. The drive processing means performs drive processing and sends a drive signal SG1 to the inverter 28 based on the pulse width modulation signals SU, SV, SW. Voltage command value VGd ^* , VGq ^* Thus, an AC voltage command value for the generator 16 is configured.
[0131]
Next, a flowchart will be described.
Step S7-5-1 Generator target torque TG ^* Is read.
Step S7-5-2: The generator rotor position θG is read.
Step S7-5-3: The generator rotational speed NG is calculated.
Step S7-5-4 The battery voltage VB is read.
Step S7-5-5 d-axis current command value IGd ^* And q-axis current command value IGq ^* To decide.
Step S7-5-6 Read the currents IGU and IGV.
Step S7-5-7 Performs three-phase / two-phase conversion.
Step S7-5-8 Voltage command value VGd ^* , VGq ^* Is calculated.
Step S7-5-9 2-phase / 3-phase conversion is performed.
Step S7-5-10: Output the pulse width modulation signals SU, SV, SW, and return.
[0132]
Next, a subroutine for engine start control processing in step S15 in FIG. 8 will be described.
[0133]
FIG. 20 is a diagram showing a subroutine of engine start control processing in the embodiment of the present invention.
[0134]
First, the engine start control processing means reads the throttle opening θ detected by a throttle opening sensor (not shown), and the vehicle speed calculated by the vehicle speed calculation processing means when the throttle opening θ is 0%. V is read, and the operating point of the engine 11 (FIG. 6) determined in the engine target operating state setting process is read.
[0135]
Subsequently, as described above, the generator target rotation speed calculation processing means performs the generator target rotation speed calculation process, reads the drive motor rotor position θM, and based on the drive motor rotor position θM and the gear ratio γR. To calculate the ring gear rotational speed NR and the engine target rotational speed NE at the operating point. ^* , Ring gear speed NR and engine target speed NE ^* Based on the rotational speed relational expression, the generator target rotational speed NG ^* Is calculated and determined.
[0136]
Then, the engine control device 46 compares the engine rotational speed NE with a preset starting rotational speed NEth1, and determines whether or not the engine rotational speed NE is higher than the starting rotational speed NEth1. When the engine rotational speed NE is higher than the starting rotational speed NEth1, the engine start control processing means performs fuel injection and ignition in the engine 11.
[0137]
Subsequently, the generator rotational speed control processing means generates the generator target rotational speed NG. ^* Is performed to increase the generator rotational speed NG and accordingly increase the engine rotational speed NE. Then, the drive motor control device 49 estimates the drive shaft torque TR / OUT and performs the drive motor target torque TM as performed in steps S25 to S27. ^* And drive motor control processing is performed. Further, the engine start control processing means is configured such that the engine speed NE is equal to the engine target speed NE. ^* The throttle opening θ is adjusted so that
[0138]
Next, the engine start control processing means determines whether the generator torque TG is smaller than the motoring torque TEth accompanying the start of the engine 11 in order to determine whether the engine 11 is normally driven. Then, it waits for a predetermined time to elapse while the generator torque TG is smaller than the motoring torque TEth.
[0139]
When the engine rotational speed NE is equal to or lower than the starting rotational speed NEth1, the generator rotational speed control processing means generates the generator target rotational speed NG. ^* Then, the drive motor control device 49 estimates the drive shaft torque TR / OUT and performs the drive motor target torque TM as performed in steps S25 to S27. ^* And drive motor control processing is performed.
[0140]
Next, a flowchart will be described.
Step S15-1: It is determined whether or not the throttle opening θ is 0 [%]. If the throttle opening θ is 0 [%], the process proceeds to step S15-3, and if not 0 [%], the process proceeds to step S15-2.
Step S15-2: Set the throttle opening θ to 0 [%], and return to Step S15-1.
Step S15-3 The vehicle speed V is read.
Step S15-4 Read the operating point of the engine 11.
Step S15-5 Generator target rotational speed NG ^* To decide.
Step S15-6: It is determined whether the engine rotational speed NE is higher than the starting rotational speed NEth1. If the engine rotational speed NE is higher than the starting rotational speed NEth1, the process proceeds to step S15-11. If the engine rotational speed NE is equal to or lower than the starting rotational speed NEth1, the process proceeds to step S15-7.
Step S15-7 A generator rotational speed control process is performed.
Step S15-8: The drive shaft torque TR / OUT is estimated.
Step S15-9 Drive Motor Target Torque TM ^* To decide.
Step S15-10 Perform drive motor control processing, and return to Step 15-1. Step S15-11 Fuel injection and ignition are performed.
Step S15-12 A generator rotational speed control process is performed.
Step S15-13 Estimate the drive shaft torque TR / OUT.
Step S15-14 Drive Motor Target Torque TM ^* To decide.
Step S15-15 A drive motor control process is performed.
Step S15-16 Adjust the throttle opening θ.
Step S15-17: It is determined whether the generator torque TG is smaller than the motoring torque TEth. When the generator torque TG is smaller than the motoring torque TEth, the process proceeds to step S15-18, and when the generator torque TG is equal to or greater than the motoring torque TEth, the process returns to step S15-11.
Step S15-18 Waits for a predetermined time to elapse, and returns when it elapses.
[0141]
Next, the subroutine of the generator rotational speed control process in step S23 of FIG. 9 and steps S15-7 and S15-12 of FIG. 20 will be described.
[0142]
FIG. 21 is a diagram showing a subroutine of the generator rotational speed control process in the embodiment of the present invention.
[0143]
First, the generator rotational speed control processing means generates a generator target rotational speed NG. ^* Is read, the generator rotational speed NG is read, and the generator target rotational speed NG ^* PI control based on the difference rotational speed ΔNG between the generator and the generator rotational speed NG, and the generator target torque TG ^* Is calculated. In this case, the larger the rotational speed difference NG, the higher the generator target torque TG. ^* Is increased and positive and negative are taken into account.
[0144]
Subsequently, the generator torque control processing means performs the generator torque control processing of FIG. 19 and performs torque control of the generator 16 (FIG. 2).
[0145]
Next, a flowchart will be described. In this case, since the same processing is performed in step S23, and steps S15-7 and S15-12, step S15-7 will be described.
Step S15-7-1 Generator target rotational speed NG ^* Is read.
Step S15-7-2 The generator rotational speed NG is read.
Step S15-7-3 Generator target torque TG ^* Is calculated.
Step S15-7-4 A generator torque control process is performed, and the process returns.
[0146]
Next, a subroutine for engine stop control processing in step S16 in FIG. 8 will be described.
[0147]
FIG. 22 is a diagram showing a subroutine of engine stop control processing in the embodiment of the present invention.
[0148]
First, the generator control device 47 (FIG. 6) determines whether or not the generator brake B is released. When the generator brake B is not released and is engaged, the generator brake release control processing means performs a generator brake release control process to release the generator brake B.
[0149]
When the generator brake B is released, the engine stop control processing means stops the fuel injection and ignition in the engine 11 and sets the throttle opening θ to 0 [%].
[0150]
Subsequently, the engine stop control processing means reads the ring gear rotational speed NR, and the ring gear rotational speed NR and the engine target rotational speed NE. ^* (0 [rpm]), the generator target rotational speed NG is determined by the rotational speed relational expression. ^* To decide. Then, after the generator control device 47 performs the generator rotational speed control process of FIG. 21, the drive motor control device 49 estimates the drive shaft torque TR / OUT as performed in steps S25 to S27. Drive motor target torque TM ^* And drive motor control processing is performed.
[0151]
Next, the generator control device 47 determines whether or not the engine speed NE is equal to or lower than the stop speed NEth2. If the engine speed NE is equal to or lower than the stop speed NEth2, switching to the generator 16 is stopped. The generator 16 is shut down.
[0152]
Next, a flowchart will be described.
Step S16-1: It is determined whether or not the generator brake B is released. If the generator brake B is released, the process proceeds to step S16-3, and if not, the process proceeds to step S16-2.
Step S16-2: A generator brake release control process is performed.
Step S16-3 Stop fuel injection and ignition.
Step S16-4: The throttle opening θ is set to 0 [%].
Step S16-5: Generator target rotational speed NG ^* To decide.
Step S16-6: The generator rotational speed control process is performed.
Step S16-7 The drive shaft torque TR / OUT is estimated.
Step S16-8 Drive Motor Target Torque TM ^* To decide.
Step S16-9 A drive motor control process is performed.
Step S16-10: It is determined whether the engine rotational speed NE is equal to or lower than the stop rotational speed NEth2. If the engine rotational speed NE is equal to or lower than the stop rotational speed NEth2, the process proceeds to step S16-11. If the engine rotational speed NE is greater than the stop rotational speed NEth2, the process returns to step S16-5.
Step S16-11: The switching to the generator 16 is stopped and the process returns.
[0153]
Next, the subroutine of the generator brake engagement control process in step S22 of FIG. 9 will be described.
[0154]
FIG. 23 is a diagram showing a subroutine of the generator brake engagement control process in the embodiment of the present invention.
[0155]
First, the generator brake engagement control processing means turns the generator brake request for requesting the engagement of the generator brake B (FIG. 6) from OFF to ON, and generates the generator target rotational speed NG. ^* Is set to 0 [rpm], and after the generator controller 47 performs the generator rotation speed control process of FIG. 21, the drive motor controller 49 performs the drive shaft torque as performed in steps S25 to S27. Estimate TR / OUT and drive motor target torque TM ^* And drive motor control processing is performed.
[0156]
Next, the generator brake engagement control processing means determines whether or not the absolute value of the generator rotational speed NG is smaller than a predetermined second rotational speed Nth2 (for example, 100 [rpm]), and the generator rotational speed is determined. When the absolute value of the speed NG is smaller than the second rotational speed Nth2, the generator brake B is engaged. Subsequently, the drive motor control device 49 estimates the drive shaft torque TR / OUT and performs the drive motor target torque TM as performed in steps S25 to S27. ^* And drive motor control processing is performed.
[0157]
When a predetermined time elapses with the generator brake B engaged, the generator brake engagement control processing unit stops switching the generator 16 and shuts down the generator 16.
[0158]
Next, a flowchart will be described.
Step S22-1 Generator target rotational speed NG ^* To 0 [rpm].
Step S22-2: A generator rotational speed control process is performed.
Step S22-3: Estimate the drive shaft torque TR / OUT.
Step S22-4 Drive Motor Target Torque TM ^* To decide.
Step S22-5 A drive motor control process is performed.
Step S22-6: It is determined whether or not the absolute value of the generator rotational speed NG is smaller than the second rotational speed Nth2. If the absolute value of the generator rotational speed NG is smaller than the second rotational speed Nth2, the process proceeds to step S22-7. If the absolute value of the generator rotational speed NG is greater than or equal to the second rotational speed Nth2, step S22-2 is performed. Return to.
Step S22-7 The generator brake B is engaged.
Step S22-8: The drive shaft torque TR / OUT is estimated.
Step S22-9 Drive Motor Target Torque TM ^* To decide.
Step S22-10 Drive motor control processing is performed.
Step S22-11: It is determined whether a predetermined time has elapsed. If the predetermined time has elapsed, the process proceeds to step S22-12, and if not, the process returns to step S22-7.
Step S22-12 Stops the switching for the generator 16 and returns.
[0159]
Next, the subroutine of the generator brake release control process in step S24 of FIG. 9 will be described.
[0160]
FIG. 24 is a diagram showing a subroutine of the generator brake release control process in the embodiment of the present invention.
[0161]
In the generator brake engagement control process, since the predetermined engine torque TE is applied as a reaction force to the rotor 21 of the generator 16 while the generator brake B (FIG. 6) is engaged, the generator brake B is When the engine torque TE is simply released, the generator torque TG and the engine torque TE change greatly as the engine torque TE is transmitted to the rotor 21 and a shock occurs.
[0162]
Therefore, in the engine control device 46, the engine torque TE transmitted to the rotor 21 is estimated or calculated, and the generator brake release control processing means is a torque corresponding to the estimated or calculated engine torque TE, that is, Read the engine torque equivalent, and use the engine torque equivalent TG ^* Set as. Subsequently, after the generator torque control processing means performs the generator torque control process of FIG. 19, the drive motor control device 49 estimates the drive shaft torque TR / OUT as performed in steps S25 to S27. Drive motor target torque TM ^* And drive motor control processing is performed.
[0163]
Then, when a predetermined time has elapsed after the generator torque control process is started, the generator brake release control processing means releases the generator brake B and the generator target rotational speed NG. ^* After setting [rpm] to 0 [rpm], the generator rotational speed control processing means performs the generator rotational speed control process of FIG. Subsequently, the drive motor control device 49 estimates the drive shaft torque TR / OUT and performs the drive motor target torque TM as performed in steps S25 to S27. ^* And drive motor control processing is performed. The engine torque equivalent is estimated or calculated by learning the torque ratio of the generator torque TG to the engine torque TE.
[0164]
Next, a flowchart will be described.
Step S24-1: Equivalent engine torque to generator target torque TG ^* Set to.
Step S24-2: A generator torque control process is performed.
Step S24-3: Drive shaft torque TR / OUT is estimated.
Step S24-4 Drive Motor Target Torque TM ^* To decide.
Step S24-5: Drive motor control processing is performed.
Step S24-6: It is determined whether a predetermined time has elapsed. If the predetermined time has elapsed, the process proceeds to step S24-7, and if not, the process returns to step S24-2.
Step S24-7: The generator brake B is released.
Step S24-8 Generator target rotational speed NG ^* To 0 [rpm].
Step S24-9: Perform generator speed control processing.
Step S24-10 Estimate the drive shaft torque TR / OUT.
Step S24-11 Drive Motor Target Torque TM ^* To decide.
Step S24-12: A drive motor control process is performed, and the process returns.
[0165]
In addition, this invention is not limited to the said embodiment, It can change variously based on the meaning of this invention, and does not exclude them from the scope of the present invention.
[0166]
【The invention's effect】
As described above in detail, according to the present invention, in the electric vehicle drive control device, the electric machine, the vehicle speed detection unit for detecting the vehicle speed, and the calculation vehicle speed in which hysteresis is set based on the vehicle speed are provided. A calculation vehicle speed calculation processing means for calculating, an engine load detection unit for detecting engine load, a vehicle request torque for driving the electric machine based on the calculation vehicle speed and the engine load, and calculating the vehicle request Arithmetic processing means for calculating a drive motor target torque based on the torque and performing arithmetic processing.
The hysteresis is used when the vehicle speed increases, and is used to increase the conversion line that changes in response to the detected change in the vehicle speed, and when the vehicle speed decreases, to detect the change in the detected vehicle speed. It is set between the deceleration conversion line that changes correspondingly.
[0167]
In this case, the calculation vehicle speed in which hysteresis is set is calculated, the engine load is detected, the vehicle request torque is calculated to drive the electric machine based on the calculation vehicle speed and the engine load, and the vehicle request torque Therefore, the target value for driving the electric machine is not sensitive to the behavior of the electric vehicle even if the vehicle speed repeatedly fluctuates slightly. As a result, vibrations can be prevented from occurring in the electric machine, and the driver is not uncomfortable.
[Brief description of the drawings]
FIG. 1 is a functional block diagram of an electric vehicle drive control device according to an embodiment of the present invention.
FIG. 2 is a conceptual diagram of a hybrid vehicle according to an embodiment of the present invention.
FIG. 3 is an operation explanatory diagram of the planetary gear unit in the embodiment of the present invention.
FIG. 4 is a vehicle speed diagram during normal running in the embodiment of the present invention.
FIG. 5 is a torque diagram during normal running in the embodiment of the present invention.
FIG. 6 is a conceptual diagram of a hybrid type vehicle drive control device according to an embodiment of the present invention.
FIG. 7 is a first main flowchart showing the operation of the hybrid vehicle drive control apparatus according to the embodiment of the present invention.
FIG. 8 is a second main flowchart showing the operation of the hybrid vehicle drive control apparatus according to the embodiment of the present invention.
FIG. 9 is a third main flowchart showing the operation of the hybrid vehicle drive control apparatus according to the embodiment of the present invention.
FIG. 10 is a diagram showing a first vehicle request torque map in the embodiment of the present invention.
FIG. 11 is a diagram showing a second vehicle required torque map in the embodiment of the present invention.
FIG. 12 is a diagram showing an engine target operation state map in the embodiment of the present invention.
FIG. 13 is a diagram showing an engine drive region map in the embodiment of the present invention.
FIG. 14 is a diagram illustrating characteristics of vehicle required torque.
FIG. 15 is a diagram illustrating a subroutine of calculation vehicle speed calculation processing in the embodiment of the present invention.
FIG. 16 is a diagram showing a method for converting the vehicle speed into the calculation vehicle speed in the embodiment of the present invention.
FIG. 17 is a diagram showing a subroutine of rapid acceleration control processing in the embodiment of the present invention.
FIG. 18 is a diagram showing a subroutine of drive motor control processing in the embodiment of the present invention.
FIG. 19 is a diagram showing a subroutine of generator torque control processing in the embodiment of the present invention.
FIG. 20 is a diagram showing a subroutine of engine start control processing in the embodiment of the present invention.
FIG. 21 is a diagram showing a subroutine of generator rotational speed control processing in the embodiment of the present invention.
FIG. 22 is a diagram showing a subroutine of engine stop control processing in the embodiment of the present invention.
FIG. 23 is a diagram showing a subroutine of generator brake engagement control processing in the embodiment of the present invention.
FIG. 24 is a diagram showing a subroutine of generator brake release control processing in the embodiment of the present invention.
[Explanation of symbols]
11 Engine
13 Planetary gear unit
16 Generator
25 Drive motor
37 Drive wheels
39 Drive motor rotor position sensor
51 Vehicle control device
55 Accelerator switch
91 Calculation vehicle speed calculation processing means
92 Arithmetic processing means
CR carrier
R ring gear
S Sungear

Claims (10)

  An electric machine; a vehicle speed detection unit that detects a vehicle speed; a calculation vehicle speed calculation processing unit that calculates a calculation vehicle speed in which hysteresis is set based on the vehicle speed; an engine load detection unit that detects an engine load; Computation processing means for calculating a vehicle required torque to drive the electric machine based on a calculation vehicle speed and an engine load, calculating a drive motor target torque based on the vehicle request torque, and performing calculation processing. In addition, the hysteresis is used when the vehicle speed is increased, and the acceleration conversion line that changes in response to the detected change in the vehicle speed, and the hysteresis is used when the vehicle speed is decreased to detect the change in the detected vehicle speed. An electric vehicle drive control device, characterized in that it is set between a corresponding deceleration conversion line.   The electric vehicle drive control device according to claim 1, wherein the calculation vehicle speed of the deceleration conversion line is set higher than the calculation vehicle speed of the acceleration conversion line. The electric vehicle drive control device according to claim 1, wherein the acceleration conversion line is represented by a straight line in which the vehicle speed and the calculation vehicle speed are equal.   2. The electric vehicle drive control device according to claim 1, wherein the deceleration conversion line is converged so that the calculation vehicle speed becomes zero when the vehicle speed is zero in a region lower than a predetermined vehicle speed.   The electric vehicle drive control device according to claim 1, wherein the calculation vehicle speed calculation processing means calculates the calculation vehicle speed in a predetermined region when the engine load is fixed.   The electric vehicle drive control device according to claim 1, wherein the electric machine is mechanically coupled to an engine.   A first electric machine mechanically connected to the engine and a second electric machine mechanically connected to the drive wheel; and the arithmetic processing means is configured to output the second electric machine based on a calculation result. The electric vehicle drive control device according to claim 1 which drives a machine.   At least first to third gear elements, wherein the first gear element is connected to the first electric machine, the second gear element is connected to the second electric machine, and the third gear element is connected to the engine The electric vehicle drive control device according to claim 7, further comprising a planetary gear unit.   In order to detect the vehicle speed by the vehicle speed detector, calculate the calculation vehicle speed with hysteresis set based on the vehicle speed, detect the engine load, and drive the electric machine based on the calculation vehicle speed and the engine load The vehicle request torque is calculated, the drive motor target torque is calculated based on the vehicle request torque, and calculation processing is performed. The hysteresis is used when the vehicle speed increases, and corresponds to the detected change in the vehicle speed. And an acceleration conversion line that changes when the vehicle speed decreases and is set between a deceleration conversion line that changes in response to the detected change in the vehicle speed. Drive control method.   Based on the vehicle speed detected by the vehicle speed detection unit, the computer calculates a calculation vehicle speed calculation processing means for calculating a calculation vehicle speed in which hysteresis is set, an engine load detection unit for detecting an engine load, and the calculation vehicle speed and the engine. In order to drive the electric machine based on the load, the vehicle request torque is calculated, and the drive motor target torque is calculated based on the vehicle request torque to function as an arithmetic processing means for performing arithmetic processing. Used when the vehicle speed increases and the conversion line for acceleration that changes in response to the detected change in vehicle speed, and deceleration that changes in response to the detected change in vehicle speed that is used when the vehicle speed decreases. A program for an electric vehicle drive control method, characterized in that the program is set between a conversion line for an electric vehicle.

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