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JP6733385B2 - Control device for hybrid vehicle - Google Patents
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JP6733385B2 - Control device for hybrid vehicle - Google Patents

Control device for hybrid vehicle Download PDF

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JP6733385B2
JP6733385B2 JP2016142311A JP2016142311A JP6733385B2 JP 6733385 B2 JP6733385 B2 JP 6733385B2 JP 2016142311 A JP2016142311 A JP 2016142311A JP 2016142311 A JP2016142311 A JP 2016142311A JP 6733385 B2 JP6733385 B2 JP 6733385B2
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vehicle speed
power generation
generation amount
accelerator opening
predetermined
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JP2018012386A (en
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敦司 堀内
敦司 堀内
雄生 安部
雄生 安部
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Suzuki Motor Corp
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Suzuki Motor Corp
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Priority to JP2016142311A priority Critical patent/JP6733385B2/en
Priority to FR1756705A priority patent/FR3054188B1/en
Priority to DE102017212129.7A priority patent/DE102017212129B4/en
Priority to CN201710590786.0A priority patent/CN107640146B/en
Publication of JP2018012386A publication Critical patent/JP2018012386A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/086—Power
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Description

本発明は、ハイブリッド車両の制御装置に関する。 The present invention relates to a control device for a hybrid vehicle.

従来、シリーズハイブリッド方式のハイブリッド車両として特許文献１に記載されたものが知られている。特許文献１に記載のハイブリッド車両の制御装置は、アクセルペダルのアクセル開度と車両速度とに基づいて運転者の要求発電量を決定している。 Conventionally, a hybrid vehicle of a series hybrid system is known as disclosed in Patent Document 1. The control device for a hybrid vehicle described in Patent Document 1 determines the amount of power generation required by the driver based on the accelerator opening degree of the accelerator pedal and the vehicle speed.

また、従来のハイブリッド車両の制御装置は、アクセル開度に基づく要求発電量に、バッテリの充電状態に基づく発電補正量を加算して、発電機の発電量および発電のための内燃機関の運転状態を決定している。このハイブリッド車両の制御装置では、要求発電量に対して発電補正量をバイアスとして作用させることにより、バッテリの充電状態を所定の範囲内に収めるようにしている。 Further, the conventional control apparatus for a hybrid vehicle adds the power generation correction amount based on the battery charge state to the required power generation amount based on the accelerator opening degree to generate the power generation amount of the generator and the operating state of the internal combustion engine for power generation. Has been decided. In this hybrid vehicle control device, the amount of power generation correction is applied as a bias to the required amount of power generation, so that the state of charge of the battery is kept within a predetermined range.

また、従来のハイブリッド車両の制御装置は、アクセル開度と内燃機関の運転状態との乖離により運転者に与える違和感を最少とするように、発電補正量を設定している。 Further, the conventional control device for a hybrid vehicle sets the power generation correction amount so as to minimize the discomfort given to the driver due to the difference between the accelerator opening and the operating state of the internal combustion engine.

特開２０１２−６６６２４号号公報JP 2012-66624A

このようなハイブリッド車両において、駆動モータには、駆動モータが低速で回転しているときの消費電力より高速で回転しているときの消費電力の方が大きいという特性がある。このため、駆動モータの消費電力は、低車速域のときより高車速域のときの方が大きい。 In such a hybrid vehicle, the drive motor has a characteristic that the power consumption when the drive motor is rotating at a high speed is larger than the power consumption when the drive motor is rotating at a low speed. Therefore, the power consumption of the drive motor is higher in the high vehicle speed range than in the low vehicle speed range.

しかしながら、従来のハイブリッド車両の制御装置にあっては、高車速域で加速のために大きなアクセル開度に操作された場合、発電機の発電量が大きくなるとともに駆動モータの消費電力も大きくなるが、発電機の発電量よりも駆動モータの消費電力の方が大きくなるため、バッテリの充電状態が低下する。 However, in the conventional hybrid vehicle control device, when the accelerator opening is operated at a large accelerator opening in a high vehicle speed range, the power generation amount of the generator increases and the power consumption of the drive motor also increases. Since the power consumption of the drive motor is larger than the power generation amount of the generator, the state of charge of the battery is lowered.

一方、高車速域で減速のために小さなアクセル開度に操作された場合、運転者の違和感を最少にするために駆動モータの消費電力および発電機の発電量が何れも低く設定されるため、加速時に低下した分の充電状態を回復し難い。 On the other hand, when a small accelerator opening is operated for deceleration in the high vehicle speed range, both the power consumption of the drive motor and the power generation amount of the generator are set low in order to minimize the driver's discomfort. It is difficult to recover the state of charge that was reduced during acceleration.

したがって、従来のハイブリッド車両の制御装置は、高車速域で複数の先行車両を１台ずつ追い越すような運転状態になった場合、加速と減速が交互に繰り返されるため、バッテリの充電状態が徐々に低下する可能性があった。 Therefore, the conventional control apparatus for a hybrid vehicle gradually accelerates and decelerates alternately in the high vehicle speed range in a driving state in which a plurality of preceding vehicles are overtaken one by one. It could be reduced.

また、バッテリの充電状態が所定の下限値まで大きく低下した場合、充電状態が下限値から更に低下するのを回避するように制御が行われるが、この制御が実施されることで車両の動力性能が制限される可能性があった。 In addition, when the state of charge of the battery is significantly reduced to the predetermined lower limit value, control is performed so as to prevent the state of charge from further decreasing from the lower limit value. Could be restricted.

このため、従来のハイブリッド車両の制御装置は、高車速域でのこのような加減速反復走行時にバッテリの充電状態が低下することを抑制するように改善する余地を残していた。 For this reason, the conventional control apparatus for a hybrid vehicle has room for improvement so as to suppress the deterioration of the state of charge of the battery during repeated acceleration/deceleration running in the high vehicle speed range.

そこで、本発明は、高車速域での加減速反復走行時にバッテリの充電状態が低下することを抑制することができるハイブリッド車両の制御装置を提供することを目的としている。 Therefore, an object of the present invention is to provide a control device for a hybrid vehicle that can suppress a decrease in the state of charge of a battery during repeated acceleration/deceleration running in a high vehicle speed range.

上記課題を解決するハイブリッド車両の制御装置の発明の一態様は、内燃機関によって駆動されることで電力を発電する発電機と、前記発電機の発電した電力を充電可能、かつ、充電状態を検出可能なバッテリと、前記バッテリに充電された電力、または前記発電機により発電された電力によって駆動される車両推進用の駆動モータと、を備えたハイブリッド車両の制御装置であって、アクセルペダルの操作量をアクセル開度として検出するアクセル開度検出部と、車速を検出する車速検出部と、前記アクセル開度と前記車速とに基づいて、前記発電機の発電量を決定する制御部とを備え、前記制御部は、前記車速が所定車速以上の場合と所定車速未満の場合とで前記発電量を変更し、前記車速が所定車速以上のときの前記発電量が、前記車速が所定車速未満のときの前記発電量以上になるように、前記発電量を決定し、前記アクセル開度が所定アクセル開度以上の場合は、前記車速が所定車速以上のときの前記発電量と所定車速未満のときの前記発電量を同一の値に決定し、前記アクセル開度が所定アクセル開度未満の場合は、前記車速が所定車速以上のときの前記発電量と所定車速未満のときの前記発電量との差が、前記アクセル開度が０になるまで前記アクセル開度の減少に伴って大きくなるように、前記発電量を決定することを特徴とする。 One aspect of the invention of a control device for a hybrid vehicle that solves the above-mentioned problems is a generator that generates electric power by being driven by an internal combustion engine, and the electric power generated by the generator can be charged, and a state of charge is detected. A control device for a hybrid vehicle, comprising: a possible battery and a drive motor for vehicle propulsion driven by electric power charged in the battery or electric power generated by the generator, wherein an accelerator pedal is operated. An accelerator opening detection unit that detects the amount as an accelerator opening, a vehicle speed detection unit that detects a vehicle speed, and a control unit that determines the power generation amount of the generator based on the accelerator opening and the vehicle speed. the control unit, the vehicle speed and changes the amount of power generation in the case of less than if the predetermined vehicle speed higher than a predetermined vehicle speed, the power generation amount when the vehicle speed is less than a predetermined vehicle speed, the vehicle speed is less than the predetermined vehicle speed as the greater than or equal to the power generation amount of time, to determine the amount of power generation, when the accelerator opening is equal to or larger than a predetermined accelerator opening when the vehicle speed is less than the power generation amount and the predetermined vehicle speed at a speed above a predetermined speed Of the power generation amount is determined to be the same value, when the accelerator opening is less than a predetermined accelerator opening, between the power generation amount when the vehicle speed is equal to or higher than a predetermined vehicle speed and the power generation amount when the vehicle speed is less than a predetermined vehicle speed. It is characterized in that the power generation amount is determined such that the difference increases with a decrease in the accelerator opening until the accelerator opening becomes zero .

本発明の一態様によれば、高車速域での加減速反復走行時にバッテリの充電状態が低下することを抑制することができる。 According to one aspect of the present invention, it is possible to suppress a decrease in the state of charge of a battery during repeated acceleration/deceleration running in a high vehicle speed range.

図１は、本発明の一実施例に係るハイブリッド車両の制御装置を示す図であり、ハイブリッド車両の構成図である。FIG. 1 is a diagram showing a control device for a hybrid vehicle according to an embodiment of the present invention, and is a configuration diagram of the hybrid vehicle. 図２は、本発明の一実施例に係るハイブリッド車両の制御装置を説明する図であり、ハイブリッド車両の制御装置の構成図である。FIG. 2 is a diagram illustrating a control device for a hybrid vehicle according to an embodiment of the present invention, and is a configuration diagram of the control device for the hybrid vehicle. 図３は、本発明の一実施例に係るハイブリッド車両の制御装置を説明する図であり、コースト走行時における車速と最低発電量との関係示す図である。FIG. 3 is a diagram illustrating a control device for a hybrid vehicle according to an embodiment of the present invention, and is a diagram illustrating a relationship between a vehicle speed and a minimum power generation amount during coast traveling. 図４は、本発明の一実施例に係るハイブリッド車両の制御装置を説明する図であり、アクセル開度と運転者要求発電量との相関を定めた運転者要求発電量決定マップを示す図である。FIG. 4 is a diagram illustrating a control device for a hybrid vehicle according to an embodiment of the present invention, and is a diagram illustrating a driver-requested power generation amount determination map that defines a correlation between an accelerator opening and a driver-requested power generation amount. is there. 図５は、本発明の一実施例に係るハイブリッド車両の制御装置を説明する図であり、制御部により実施される発電量決定動作を説明するフローチャートである。FIG. 5 is a diagram illustrating a control device for a hybrid vehicle according to an embodiment of the present invention, and is a flowchart illustrating a power generation amount determination operation performed by the control unit. 図６は、本発明の一実施例に係るハイブリッド車両の制御装置を説明する図であり、発電量決定動作により決定された発電量を説明する図である。FIG. 6 is a diagram for explaining the control device for the hybrid vehicle according to the embodiment of the present invention, and is a diagram for explaining the power generation amount determined by the power generation amount determination operation. 図７は、本発明の一実施例に係るハイブリッド車両の制御装置を説明する図であり、高車速域での加減速反復走行時でも充電状態が維持されることを示す図である。FIG. 7 is a diagram illustrating a control device for a hybrid vehicle according to an embodiment of the present invention, and is a diagram illustrating that a charged state is maintained even during repeated acceleration/deceleration running in a high vehicle speed range. 図８は、従来のハイブリッド車両における、高車速域での加減速反復走行時の充電状態の経時変化を示す図である。FIG. 8 is a diagram showing a time-dependent change in state of charge of a conventional hybrid vehicle during repeated acceleration/deceleration in a high vehicle speed range.

本発明の一実施の形態に係るハイブリッド車両の制御装置は、内燃機関によって駆動されることで電力を発電する発電機と、発電機の発電した電力を充電可能、かつ、充電状態を検出可能なバッテリと、バッテリに充電された電力、または発電機により発電された電力によって駆動される車両推進用の駆動モータと、を備えたハイブリッド車両の制御装置であって、アクセルペダルの操作量をアクセル開度として検出するアクセル開度検出部と、車速を検出する車速検出部と、アクセル開度と車速とに基づいて、発電機の発電量を決定する制御部とを備え、制御部は、車速が所定車速以上の場合と所定車速未満の場合とで発電機の発電量を変更し、車速が所定車速以上のときの発電量が、車速が所定車速未満のときの発電量以上になるように、発電量を決定し、アクセル開度が所定アクセル開度以上の場合は、車速が所定車速以上のときの発電量と所定車速未満のときの発電量を同一の値に決定し、アクセル開度が所定アクセル開度未満の場合は、車速が所定車速以上のときの発電量と所定車速未満のときの発電量との差が、アクセル開度が０になるまでアクセル開度の減少に伴って大きくなるように、発電量を決定することを特徴とする。これにより、本発明の一実施の形態に係るハイブリッド車両の制御装置は、高車速域での加減速反復走行時にバッテリの充電状態が低下することを抑制することができる。 A control device for a hybrid vehicle according to an embodiment of the present invention is capable of charging a generator that generates power by being driven by an internal combustion engine, charging the power generated by the generator, and detecting a charging state. A control device for a hybrid vehicle, comprising: a battery; and a drive motor for vehicle propulsion driven by the electric power charged in the battery or the electric power generated by a generator. The vehicle speed detection unit that detects the vehicle speed, the control unit that determines the power generation amount of the generator based on the accelerator opening and the vehicle speed, the control unit, Change the power generation amount of the generator between the case where the vehicle speed is equal to or higher than the predetermined vehicle speed and the case where the vehicle speed is lower than the predetermined vehicle speed, so that the power generation amount when the vehicle speed is equal to or higher than the predetermined vehicle speed is equal to or higher than the power generation amount when the vehicle speed is lower than the predetermined vehicle speed. When the power generation amount is determined and the accelerator opening is equal to or larger than the predetermined accelerator opening, the power generation amount when the vehicle speed is equal to or higher than the predetermined vehicle speed and the power generation amount when the vehicle speed is lower than the predetermined vehicle speed are set to the same value. When the accelerator opening is less than the predetermined accelerator opening, the difference between the power generation amount when the vehicle speed is equal to or higher than the predetermined vehicle speed and the power generation amount when the vehicle speed is less than the predetermined vehicle speed increases with the decrease of the accelerator opening until the accelerator opening becomes zero. The power generation amount is determined so that As a result, the control device for a hybrid vehicle according to the embodiment of the present invention can suppress a decrease in the state of charge of the battery during repeated acceleration/deceleration running in the high vehicle speed range.

以下、図面を参照して、本発明の実施例について詳細に説明する。図１に示すように、本発明の実施例に係る制御装置を搭載したハイブリッド車両（以下、単に「車両」という）１は、内燃機関１３と、発電機１４と、バッテリ１５と、車両推進用の駆動モータ１６とを備えている。 Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. As shown in FIG. 1, a hybrid vehicle (hereinafter simply referred to as “vehicle”) 1 equipped with a control device according to an embodiment of the present invention includes an internal combustion engine 13, a generator 14, a battery 15, and a vehicle propulsion unit. Drive motor 16 of

内燃機関１３は、例えば、吸気行程、圧縮行程、膨張行程及び排気行程からなる一連の４行程を行う４サイクルのエンジンによって構成されている。内燃機関１３の図示しない出力軸は、発電機１４に連結されている。 The internal combustion engine 13 is composed of, for example, a four-cycle engine that performs a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. An output shaft (not shown) of the internal combustion engine 13 is connected to the generator 14.

発電機１４は、内燃機関１３によって駆動されることで電力を発電する。 The generator 14 is driven by the internal combustion engine 13 to generate electric power.

バッテリ１５は、電力を充電可能な二次電池からなる。バッテリ１５には、高電圧ケーブル１７を介して発電機１４が電気的に接続されている。バッテリ１５は、発電機１４の発電した電力を充電可能に構成されている。 The battery 15 is a secondary battery that can be charged with electric power. A generator 14 is electrically connected to the battery 15 via a high voltage cable 17. The battery 15 is configured to be able to charge the electric power generated by the generator 14.

また、バッテリ１５には、高電圧ケーブル１７を介して駆動モータ１６が接続されている。バッテリ１５は、電力を駆動モータ１６に供給可能に構成されている。 A drive motor 16 is connected to the battery 15 via a high voltage cable 17. The battery 15 is configured to be able to supply electric power to the drive motor 16.

また、バッテリ１５には、電装品等からなる電気負荷１８が高電圧ケーブル１７を介して電気的に接続されている。バッテリ１５は、電気負荷１８にも電力を供給する。 An electric load 18, which is an electric component, is electrically connected to the battery 15 via a high voltage cable 17. The battery 15 also supplies electric power to the electric load 18.

バッテリ１５は充電状態検出部１５Ａを備えており、この充電状態検出部１５Ａは、バッテリ１５の充電状態（ＳＯＣ：State Of Charge）を検出する。このように、バッテリ１５は、その充電状態を検出可能に構成されている。 The battery 15 includes a state-of-charge detection unit 15A, and the state-of-charge detection unit 15A detects the state of charge (SOC) of the battery 15. In this way, the battery 15 is configured to be able to detect its charge state.

駆動モータ１６は、バッテリ１５に充電された電力、または発電機１４により発電された電力によって駆動される。駆動モータ１６は、左右の駆動軸１９を介して左右の駆動輪２０に連結されており、駆動輪２０を回転させることで車両１を推進させる。 The drive motor 16 is driven by the electric power charged in the battery 15 or the electric power generated by the generator 14. The drive motor 16 is connected to the left and right drive wheels 20 via the left and right drive shafts 19, and drives the vehicle 1 by rotating the drive wheels 20.

また、車両１は、図１、図２に示すように、アクセル開度検出部２２と、車速検出部２３と、制御部２１とを備えている。 Further, the vehicle 1 includes an accelerator opening degree detection unit 22, a vehicle speed detection unit 23, and a control unit 21, as shown in FIGS. 1 and 2.

アクセル開度検出部２２は、アクセルペダル２２Ａの操作量をアクセル開度として検出する。車速検出部２３は車速を検出する。 The accelerator opening detector 22 detects the operation amount of the accelerator pedal 22A as the accelerator opening. The vehicle speed detector 23 detects the vehicle speed.

制御部２１は、ＣＰＵ（Central Processing Unit）と、ＲＡＭ（Random Access Memory）と、ＲＯＭ（Read Only Memory）と、バックアップ用のデータなどを保存するフラッシュメモリと、入力ポートと、出力ポートとを備えたコンピュータユニットによってそれぞれ構成されている。 The control unit 21 includes a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory for storing backup data, an input port, and an output port. Each is composed of a computer unit.

コンピュータユニットのＲＯＭには、各種定数や各種マップ等とともに、当該コンピュータユニットを制御部２１としてそれぞれ機能させるためのプログラムが格納されている。 The ROM of the computer unit stores various constants, various maps, and the like, as well as programs for causing the computer unit to function as the control unit 21.

すなわち、ＣＰＵがＲＡＭを作業領域としてＲＯＭに格納されたプログラムを実行することにより、これらのコンピュータユニットは、本実施例における制御部２１としてそれぞれ機能する。 That is, when the CPU executes the program stored in the ROM using the RAM as a work area, these computer units respectively function as the control unit 21 in the present embodiment.

本実施例では、制御部２１は、アクセル開度と車速とに基づいて、発電機１４の発電量を決定する。詳しくは、制御部２１は、車速が所定車速以上の場合と所定車速未満の場合とで発電機１４の発電量を変更する。 In this embodiment, the control unit 21 determines the power generation amount of the generator 14 based on the accelerator opening and the vehicle speed. Specifically, the control unit 21 changes the power generation amount of the generator 14 when the vehicle speed is equal to or higher than the predetermined vehicle speed and when the vehicle speed is lower than the predetermined vehicle speed.

具体的には、制御部２１は、図４に示す運転者要求発電量決定マップを参照して、アクセル開度に基づいて運転者要求発電量を決定する。運転者要求発電量決定マップは、アクセル開度と運転者要求発電量との相関が定められている。運転者要求発電量決定マップは、予め実験等により求められたものであり、制御部２１のＲＯＭに記憶されている。 Specifically, the control unit 21 refers to the driver-requested power generation amount determination map shown in FIG. 4 to determine the driver-requested power generation amount based on the accelerator opening. The driver-requested power generation amount determination map defines the correlation between the accelerator opening and the driver-requested power generation amount. The driver-requested power generation amount determination map is obtained in advance by experiments or the like and is stored in the ROM of the control unit 21.

この運転者要求発電量決定マップは、車速が所定車速未満の低車速域のときに参照される発電量マップＡと、車速が所定車速以上の高車速域のときに参照される発電量マップＢとからなる。 This driver-requested power generation amount determination map is a power generation amount map A referred to when the vehicle speed is in a low vehicle speed region below a predetermined vehicle speed, and a power generation amount map B referred to when the vehicle speed is in a high vehicle speed region equal to or higher than the predetermined vehicle speed. It consists of and.

運転者要求発電量決定マップは、発電量マップＢの発電量が発電量マップＡの発電量以上なるように、発電量が定められている。 In the driver-requested power generation amount determination map, the power generation amount is set so that the power generation amount of the power generation amount map B is equal to or more than the power generation amount of the power generation amount map A.

この運転者要求発電量決定マップを参照することで、制御部２１は、車速が所定車速以上のときの発電量が、車速が所定車速未満のときの発電量以上になるように、発電量を決定する。 By referring to this driver-requested power generation amount determination map, the control unit 21 sets the power generation amount so that the power generation amount when the vehicle speed is equal to or higher than the predetermined vehicle speed is equal to or higher than the power generation amount when the vehicle speed is lower than the predetermined vehicle speed. decide.

また、運転者要求発電量決定マップは、アクセル開度が所定アクセル開度以上の場合は、発電量マップＢの発電量が発電量マップＡの発電量と同一の値に定められている。 Further, in the driver-requested power generation amount determination map, the power generation amount of the power generation amount map B is set to the same value as the power generation amount of the power generation amount map A when the accelerator opening amount is equal to or larger than the predetermined accelerator opening amount.

この運転者要求発電量決定マップを参照することで、制御部２１は、アクセル開度が所定アクセル開度以上の場合は、車速が所定車速以上のときの発電量と所定車速未満のときの発電量を同一の値に決定する。 By referring to this driver-requested power generation amount determination map, the control unit 21 controls the power generation amount when the vehicle speed is equal to or higher than the predetermined vehicle speed and the power generation amount when the vehicle speed is lower than the predetermined vehicle speed when the accelerator opening is equal to or higher than the predetermined accelerator opening. Determine the amount to the same value.

また、運転者要求発電量決定マップにおいて、アクセル開度が所定アクセル開度未満の場合は、発電量マップＢの発電量と発電量マップＡの発電量との差が、アクセル開度の減少に伴って大きくなるように、発電量が定められている。 In addition, in the driver-requested power generation amount determination map, when the accelerator opening is less than the predetermined accelerator opening, the difference between the power generation amount of the power generation amount map B and the power generation amount of the power generation amount map A causes a decrease in the accelerator opening amount. The amount of power generation is set so as to increase accordingly.

この運転者要求発電量決定マップを参照することで、制御部２１は、アクセル開度が所定アクセル開度未満の場合は、車速が所定車速以上のときの発電量と所定車速未満のときの発電量との差が、アクセル開度の減少に伴って大きくなるように、発電量を決定する。 By referring to this driver-requested power generation amount determination map, the control unit 21 controls the power generation amount when the vehicle speed is equal to or higher than the predetermined vehicle speed and the power generation when the vehicle speed is lower than the predetermined vehicle speed when the accelerator opening is less than the predetermined accelerator opening. The amount of power generation is determined so that the difference from the amount increases as the accelerator opening decreases.

また、運転者要求発電量決定マップでは、発電量マップＢの発電量と発電量マップＡの発電量との差が、アクセル開度が０％のとき（コースト走行時）に最も大きくなるように、発電量が定められている。 Further, in the driver-requested power generation amount determination map, the difference between the power generation amount of the power generation amount map B and the power generation amount of the power generation amount map A is set to be the largest when the accelerator opening is 0% (when coasting). , The amount of power generation is fixed.

この運転者要求発電量決定マップを参照することで、制御部２１は、車速が所定車速以上のときの発電量と所定車速未満のときの発電量との差が、アクセルペダルが操作されていない場合に最も大きくなるように、発電量を決定する。 By referring to this driver-requested power generation amount determination map, the control unit 21 determines that the accelerator pedal is not operated for the difference between the power generation amount when the vehicle speed is equal to or higher than the predetermined vehicle speed and the power generation amount when the vehicle speed is lower than the predetermined vehicle speed. In this case, the amount of power generation is determined so that it becomes the largest.

また、運転者要求発電量決定マップでは、発電量マップＢおよび発電量マップＡの両方とも、アクセル開度が増加するに連れて発電量が増加するように、発電量が定められている。 Further, in the driver-requested power generation amount determination map, both the power generation amount map B and the power generation amount map A define the power generation amount so that the power generation amount increases as the accelerator opening increases.

この運転者要求発電量決定マップを参照することで、制御部２１は、アクセル開度が増加するに連れて発電量が増加するように、発電量を決定する。 By referring to this driver-requested power generation amount determination map, the control unit 21 determines the power generation amount so that the power generation amount increases as the accelerator opening increases.

ここで、「所定車速以上の高車速域」とは、例えば、タイヤのロードノイズや風切り騒音が相対的に大きい車速域である。なお、本実施例では１つの所定車速を閾値として発電量マップＢまたは発電量マップＡの２つのマップの何れかを参照して発電量を決定しているが、複数の閾値を用いて発電量マップを細かく多段階に設定してもよい。 Here, the “high vehicle speed range equal to or higher than a predetermined vehicle speed” is, for example, a vehicle speed range in which tire road noise and wind noise are relatively large. In the present embodiment, the power generation amount is determined by referring to either of the two maps, the power generation amount map B or the power generation amount map A, with one predetermined vehicle speed as the threshold value. The map may be set in multiple stages in detail.

ここで、図４の運転者要求発電量決定マップにおいて、アクセル開度が０％のとき（コースト走行時）の発電量が最低発電量となる。この最低発電量と車速との関係は、図３に示すものとなる。 Here, in the driver-requested power generation amount determination map of FIG. 4, the power generation amount when the accelerator opening is 0% (during coasting) is the minimum power generation amount. The relationship between the minimum power generation amount and the vehicle speed is shown in FIG.

図３において、所定車速としての中速未満の領域、すなわち低車速域では、発電量マップＡが適用されるため、最低発電量が５ｋＷとなっている。また、図３において、所定車速としての中速以上の領域、すなわち高車速域では、発電量マップＢが適用されるため、最低発電量が５ｋＷより大きな値となっている。 In FIG. 3, since the power generation amount map A is applied in a region where the predetermined vehicle speed is lower than the medium speed, that is, in the low vehicle speed region, the minimum power generation amount is 5 kW. Further, in FIG. 3, in the region of medium speed or higher as the predetermined vehicle speed, that is, in the high vehicle speed region, since the power generation amount map B is applied, the minimum power generation amount becomes a value larger than 5 kW.

また、図４の運転者要求発電量決定マップにおいて、アクセル開度が０％のとき（コースト走行時）の発電量（最低発電量）と、アクセル開度が１００％のときの発電量との関係は、図６に示すものとなる。 In addition, in the driver-requested power generation amount determination map of FIG. 4, the power generation amount (minimum power generation amount) when the accelerator opening is 0% (during coasting) and the power generation amount when the accelerator opening is 100%. The relationship is as shown in FIG.

図６において、アクセル開度が１００％のときの発電量は、本実施例および従来とで、発電機１４の発電能力の上限である３０ｋＷに設定されている。一方、アクセル開度が０％のときの発電量は、本実施例では３０ｋＷより小さな値ではあるが、従来より大きく設定されている。本実施例において、アクセル開度が０％のときの発電量（最低発電量）は、高車速域であってもバッテリ１５の充電状態を好ましい値（例えば３０％）に維持できる発電量に設定されている。 In FIG. 6, the power generation amount when the accelerator opening is 100% is set to 30 kW which is the upper limit of the power generation capacity of the generator 14 in the present embodiment and the conventional one. On the other hand, the power generation amount when the accelerator opening is 0% is set to be larger than the conventional value, although it is a value smaller than 30 kW in the present embodiment. In this embodiment, the power generation amount (minimum power generation amount) when the accelerator opening is 0% is set to a power generation amount that can maintain the state of charge of the battery 15 at a preferable value (for example, 30%) even in a high vehicle speed range. Has been done.

以上のように構成された本実施例に係るハイブリッド車両の制御装置において制御部２１が実施する発電量決定動作について、図５のフローチャートを参照して説明する。この発電量決定動作は、制御部２１の起動とともに開始され、所定の制御周期で繰り返し実行される。また、発電量決定動作は、バッテリ１５の充電状態が所定の下限値以上であるときに実行される。 The power generation amount determination operation performed by the control unit 21 in the control device for a hybrid vehicle according to the present embodiment configured as described above will be described with reference to the flowchart in FIG. This power generation amount determination operation is started when the control unit 21 is activated, and is repeatedly executed at a predetermined control cycle. The power generation amount determination operation is executed when the state of charge of the battery 15 is equal to or higher than a predetermined lower limit value.

図５のフローチャートにおいて、制御部２１は、車速検出部２３により車速Ｖを検出する（ステップＳ１）。 In the flowchart of FIG. 5, the control unit 21 detects the vehicle speed V by the vehicle speed detection unit 23 (step S1).

次いで、制御部２１は、車速Ｖが所定車速Ｖｔｈ以上であるか否かを判別する（ステップＳ２）。 Next, the control unit 21 determines whether the vehicle speed V is equal to or higher than the predetermined vehicle speed Vth (step S2).

ステップＳ２で車速Ｖが所定車速Ｖｔｈ未満であると判別した場合、制御部２１は発電量マップＡを適用する（ステップＳ３）。 When it is determined in step S2 that the vehicle speed V is lower than the predetermined vehicle speed Vth, the control unit 21 applies the power generation amount map A (step S3).

ステップＳ２で車速Ｖが所定車速Ｖｔｈ以上であると判別した場合、制御部２１は発電量マップＢを適用する（ステップＳ４）。 When it is determined in step S2 that the vehicle speed V is equal to or higher than the predetermined vehicle speed Vth, the control unit 21 applies the power generation amount map B (step S4).

ステップＳ３またはステップＳ４の後、制御部２１は、アクセル開度検出部２２によりアクセル開度を検出する（ステップＳ５）。 After step S3 or step S4, the controller 21 detects the accelerator opening by the accelerator opening detector 22 (step S5).

次いで、制御部２１は、ステップＳ３で適用された発電量マップＡ、またはステップＳ４で適用された発電量マップＢに基づいて、発電機１４の発電トルクを決定する（ステップ６）。すなわち、このステップＳ６では、制御部２１は、発電量マップＡまたは発電量マップＢに基づいて、アクセル開度に応じて発電機１４の発電量を決定する。 Next, the control unit 21 determines the power generation torque of the generator 14 based on the power generation amount map A applied in step S3 or the power generation amount map B applied in step S4 (step 6). That is, in this step S6, the control unit 21 determines the power generation amount of the generator 14 according to the accelerator opening based on the power generation amount map A or the power generation amount map B.

次いで、制御部２１は、ステップＳ６で決定された発電トルクを発生するよう、発電機１４による発電を実施し（ステップＳ７）、図５のフローチャートの１回の動作を終了する。なお、ステップＳ７では、制御部２１は、発電トルクに対応するエンジントルクを発生するよう内燃機関１３を制御する。 Next, the control unit 21 causes the generator 14 to generate electric power so as to generate the electric power generation torque determined in step S6 (step S7), and ends one operation of the flowchart of FIG. In step S7, the control unit 21 controls the internal combustion engine 13 to generate the engine torque corresponding to the power generation torque.

以上のように、本実施例のハイブリッド車両の制御装置は、アクセルペダル２２Ａの操作量をアクセル開度として検出するアクセル開度検出部２２と、車速を検出する車速検出部２３と、アクセル開度と車速とに基づいて、発電機１４の発電量を決定する制御部２１とを備えている。 As described above, the control device for a hybrid vehicle according to the present embodiment includes the accelerator opening degree detection unit 22 that detects the operation amount of the accelerator pedal 22A as the accelerator opening degree, the vehicle speed detection unit 23 that detects the vehicle speed, and the accelerator opening degree. And a control unit 21 that determines the amount of power generation of the generator 14 based on the vehicle speed.

そして、制御部２１は、車速が所定車速以上の場合と所定車速未満の場合とで発電機１４の発電量を変更し、車速が所定車速以上のときの発電量が、車速が所定車速未満のときの発電量以上になるように、発電量を決定する。 Then, the control unit 21 changes the power generation amount of the generator 14 depending on whether the vehicle speed is equal to or higher than the predetermined vehicle speed or lower than the predetermined vehicle speed, and the power generation amount when the vehicle speed is equal to or higher than the predetermined vehicle speed is less than the predetermined vehicle speed. The power generation amount is determined so as to be equal to or greater than the current power generation amount.

この構成により、所定車速以上の高車速域では、所定車速未満の低車速域のときより発電量が大きくなるので、複数の先行車両を１台ずつ追い越す等のために高車速域で加速を減速を交互に繰り返すような運転状態になった場合であっても、バッテリ１５の充電状態が徐々に低下することを抑制できる。 With this configuration, in the high vehicle speed range above the predetermined vehicle speed, the amount of power generation is greater than in the low vehicle speed range below the predetermined vehicle speed, so the acceleration is decelerated in the high vehicle speed range to overtake a plurality of preceding vehicles one by one. Even when the operation state is repeated alternately, it is possible to prevent the charge state of the battery 15 from gradually decreasing.

具体的には、図７に示すように、高車速域での加減速反復走行時は、アクセル開度が１００％に操作されて車速が１００ｋｍ／ｈから１２０ｋｍ／ｈに加速するときは、大きな電力が駆動モータ１６で消費されるため、バッテリ１５の充電状態（図中、ＳＯＣと記す）が当初の３０％から低下する。 Specifically, as shown in FIG. 7, during repeated acceleration/deceleration running in a high vehicle speed range, when the accelerator opening is operated to 100% and the vehicle speed is accelerated from 100 km/h to 120 km/h, it is large. Since the electric power is consumed by the drive motor 16, the state of charge of the battery 15 (denoted by SOC in the figure) is reduced from the initial 30%.

その後、アクセル開度が０％に操作されて車速が１２０ｋｍ／ｈから１００ｋｍ／ｈに減速するとき（コースト時）は、高車速に対応した発電量マップＢに基づいて発電量が決定される。そして、アクセル開度が０％の場合に対応する最低発電量は、バッテリ１５の充電状態を回復するのに十分な大きな値であるため、充電状態を３０％に回復することができる。 After that, when the accelerator opening is operated to 0% and the vehicle speed decelerates from 120 km/h to 100 km/h (during coast), the power generation amount is determined based on the power generation amount map B corresponding to the high vehicle speed. Then, the minimum power generation amount corresponding to the case where the accelerator opening is 0% is a value large enough to restore the state of charge of the battery 15, so the state of charge can be restored to 30%.

この結果、本実施例のハイブリッド車両の制御装置は、高車速域での加減速反復走行時にバッテリ１５の充電状態が低下することを抑制することができる。 As a result, the control device for a hybrid vehicle according to the present embodiment can suppress deterioration of the state of charge of the battery 15 during repeated acceleration/deceleration running in the high vehicle speed range.

なお、本実施例では、アクセル開度が０％の場合でも発電量を増加させるために内燃機関１３の運転状態が従来よりも高回転、高負荷側になるが、高車速域では大きなロードノイズが発生しているため、内燃機関１３の運転音を運転者は騒音と認識しなくなる。このため、アクセル開度と内燃機関の運転状態とが一致していなくても運転者に違和感を与えることがない。 It should be noted that in the present embodiment, the operating state of the internal combustion engine 13 is at a higher rotation speed and a higher load side than in the past in order to increase the amount of power generation even when the accelerator opening is 0%, but in the high vehicle speed range there is a large road noise. Is generated, the driver does not recognize the driving sound of the internal combustion engine 13 as noise. Therefore, even if the accelerator opening and the operating state of the internal combustion engine do not match, the driver does not feel uncomfortable.

一方、従来の車両では、高車速域でアクセル開度が０％のときの発電量は、低車速域のときと同じ小さな発電量のままである。このため、従来の車両では、図８に示すように、高車速域での加減速反復走時は、アクセル開度が０％に操作されて車速が１２０ｋｍ／ｈから１００ｋ／ｈに減速するとき（コースト時）の発電量が小さい。 On the other hand, in the conventional vehicle, the power generation amount when the accelerator opening is 0% in the high vehicle speed range remains the same as the low power generation amount in the low vehicle speed range. Therefore, in the conventional vehicle, as shown in FIG. 8, during repeated acceleration/deceleration in a high vehicle speed range, when the accelerator opening is operated to 0% and the vehicle speed is reduced from 120 km/h to 100 k/h. The amount of power generated (on the coast) is small.

したがって、従来の車両では、高車速域で加減速反復走行が行われることで、充電状態（図中、ＳＯＣと記す）が徐々に低下してしまう。また、従来の車両では、充電状態が所定の下限値まで低下して充電状態の更なる低下を防止する制御が実施されるまで、充電状態が低下し続けてしまう。 Therefore, in the conventional vehicle, the state of charge (indicated by SOC in the drawing) gradually decreases due to the repeated acceleration/deceleration running in the high vehicle speed range. Further, in the conventional vehicle, the charge state continues to decrease until the charge state decreases to a predetermined lower limit value and control is performed to prevent the charge state from further decreasing.

また、本実施例のハイブリッド車両の制御装置において、制御部２１は、アクセル開度が所定アクセル開度以上の場合は、車速が所定車速以上のときの発電量と所定車速未満のときの発電量を同一の値に決定し、アクセル開度が所定アクセル開度未満の場合は、車速が所定車速以上のときの発電量と所定車速未満のときの発電量との差が、アクセル開度の減少に伴って大きくなるように、発電量を決定する。 Further, in the control device for a hybrid vehicle of the present embodiment, when the accelerator opening is equal to or greater than the predetermined accelerator opening, the control unit 21 generates power when the vehicle speed is equal to or higher than the predetermined vehicle speed and when the vehicle speed is lower than the predetermined vehicle speed. If the accelerator opening is less than the predetermined accelerator opening, the difference between the power generation amount when the vehicle speed is equal to or higher than the predetermined vehicle speed and the power generation amount when the vehicle speed is lower than the predetermined vehicle speed is the decrease of the accelerator opening degree. The power generation amount is determined so as to increase with

この構成により、アクセル開度が所定アクセル開度以上の場合は、車速によらず発電量が同一の値となるため、アクセル開度が同一であれば車速によって発電量および内燃機関１３の運転状態が異なることがない。 With this configuration, when the accelerator opening is equal to or larger than the predetermined accelerator opening, the power generation amount becomes the same value regardless of the vehicle speed. Therefore, if the accelerator opening is the same, the power generation amount and the operating state of the internal combustion engine 13 depend on the vehicle speed. Can never be different.

このため、アクセル開度に対する発電量および内燃機関１３の運転状態の関係を、運転者の感覚に一致させることができ、運転者に違和感を与えてしまうのを防止できる。 Therefore, the relationship between the amount of power generation and the operating state of the internal combustion engine 13 with respect to the accelerator opening can be matched to the driver's sense, and it is possible to prevent the driver from feeling uncomfortable.

また、本実施例のハイブリッド車両の制御装置において、制御部２１は、車速が所定車速以上のときの発電量と所定車速未満のときの発電量との差が、アクセルペダルが操作されていない場合に最も大きくなるように、発電量を決定する。 Further, in the hybrid vehicle control device according to the present embodiment, the control unit 21 determines that the difference between the power generation amount when the vehicle speed is equal to or higher than the predetermined vehicle speed and the power generation amount when the vehicle speed is lower than the predetermined vehicle speed is when the accelerator pedal is not operated. Determine the amount of power generation to be the largest.

この構成により、アクセルペダルが操作されておらずアクセル開度が０％であっても、所定車速以上のときは、所定車速未満のときの発電量との差が最も大きくなるように発電量が増加される。このため、所定車速以上の高車速域において、加速によって低下した充電状態を、アクセル開度が０％のときの発電量の増加により回復でき、充電状態が低下することを抑制できる。 With this configuration, even if the accelerator pedal is not operated and the accelerator opening is 0%, when the vehicle speed is equal to or higher than the predetermined vehicle speed, the power generation amount is maximized so that the difference from the power generation amount when the vehicle speed is lower than the predetermined vehicle speed is the largest. Will be increased. For this reason, in a high vehicle speed range equal to or higher than a predetermined vehicle speed, the charging state lowered due to acceleration can be recovered by the increase in the amount of power generation when the accelerator opening is 0%, and the reduction of the charging state can be suppressed.

また、本実施例のハイブリッド車両の制御装置において、制御部２１は、アクセル開度が増加するに連れて発電量が増加するように、発電量を決定する。 Further, in the control device for a hybrid vehicle of the present embodiment, the control unit 21 determines the power generation amount such that the power generation amount increases as the accelerator opening increases.

この構成により、アクセル開度の変化に対する発電量および内燃機関１３の運転状態の変化を整合できるため、ドライバビリティを向上させることができる。 With this configuration, it is possible to match the amount of power generation and the change in the operating state of the internal combustion engine 13 with respect to the change in the accelerator opening, so that drivability can be improved.

本発明の実施例を開示したが、当業者によっては本発明の範囲を逸脱することなく変更が加えられうることは明白である。すべてのこのような修正及び等価物が次の請求項に含まれることが意図されている。 While an embodiment of this invention has been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of this invention. It is intended that all such modifications and equivalents be covered by the following claims.

１ 車両（ハイブリッド車両）
１３ 内燃機関
１４ 発電機
１５ バッテリ
１６ 駆動モータ
２１ 制御部
２２ アクセル開度検出部
２２Ａ アクセルペダル
２３ 車速検出部 1 vehicle (hybrid vehicle)
13 Internal Combustion Engine 14 Generator 15 Battery 16 Drive Motor 21 Control Unit 22 Accelerator Opening Detection Unit 22A Accelerator Pedal 23 Vehicle Speed Detection Unit

Claims (3)

内燃機関によって駆動されることで電力を発電する発電機と、
前記発電機の発電した電力を充電可能、かつ、充電状態を検出可能なバッテリと、
前記バッテリに充電された電力、または前記発電機により発電された電力によって駆動される車両推進用の駆動モータと、を備えたハイブリッド車両の制御装置であって、
アクセルペダルの操作量をアクセル開度として検出するアクセル開度検出部と、
車速を検出する車速検出部と、
前記アクセル開度と前記車速とに基づいて、前記発電機の発電量を決定する制御部とを備え、
前記制御部は、
前記車速が所定車速以上の場合と所定車速未満の場合とで前記発電量を変更し、
前記車速が所定車速以上のときの前記発電量が、前記車速が所定車速未満のときの前記発電量以上になるように、前記発電量を決定し、
前記アクセル開度が所定アクセル開度以上の場合は、前記車速が所定車速以上のときの前記発電量と所定車速未満のときの前記発電量を同一の値に決定し、
前記アクセル開度が所定アクセル開度未満の場合は、前記車速が所定車速以上のときの前記発電量と所定車速未満のときの前記発電量との差が、前記アクセル開度が０になるまで前記アクセル開度の減少に伴って大きくなるように、前記発電量を決定することを特徴とするハイブリッド車両の制御装置。 A generator that generates electric power by being driven by an internal combustion engine,
A battery capable of charging the power generated by the generator, and capable of detecting the charging state,
A control device for a hybrid vehicle, comprising a drive motor for vehicle propulsion driven by electric power charged in the battery, or electric power generated by the generator,
An accelerator opening detection unit that detects the operation amount of the accelerator pedal as the accelerator opening,
A vehicle speed detector for detecting the vehicle speed,
Based on the accelerator opening and the vehicle speed, a control unit that determines the amount of power generation of the generator,
The control unit is
The vehicle speed is changed to the power generation amount in the case of less than not less than a predetermined vehicle speed and a predetermined vehicle speed,
The power generation amount when the vehicle speed is less than a predetermined vehicle speed, as the vehicle speed becomes equal to or higher than the power generation amount when less than a predetermined vehicle speed, determines the amount of power generation,
When the accelerator opening is equal to or greater than a predetermined accelerator opening, the power generation amount when the vehicle speed is equal to or higher than a predetermined vehicle speed and the power generation amount when the vehicle speed is lower than a predetermined vehicle speed are determined to be the same value,
When the accelerator opening is less than the predetermined accelerator opening, the difference between the power generation amount when the vehicle speed is equal to or higher than the predetermined vehicle speed and the power generation amount when the vehicle speed is lower than the predetermined vehicle speed is until the accelerator opening becomes 0. A control device for a hybrid vehicle , wherein the power generation amount is determined so as to increase as the accelerator opening decreases . 前記制御部は、
前記車速が所定車速以上のときの前記発電量と所定車速未満のときの前記発電量との差が、前記アクセルペダルが操作されていない場合に最も大きくなるように、前記発電量を決定することを特徴とする請求項１に記載のハイブリッド車両の制御装置。 The control unit is
To determine the power generation amount such that the difference between the power generation amount when the vehicle speed is equal to or higher than a predetermined vehicle speed and the power generation amount when the vehicle speed is lower than the predetermined vehicle speed becomes the largest when the accelerator pedal is not operated. The control device for a hybrid vehicle according to claim 1, wherein: 前記制御部は、
前記アクセル開度が増加するに連れて前記発電量が増加するように、前記発電量を決定することを特徴とする請求項１または請求項２に記載のハイブリッド車両の制御装置。 The control unit is
The control device for a hybrid vehicle according to claim 1 or 2 , wherein the power generation amount is determined so that the power generation amount increases as the accelerator opening increases .
JP2016142311A 2016-07-20 2016-07-20 Control device for hybrid vehicle Active JP6733385B2 (en)

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DE102017212129.7A DE102017212129B4 (en) 2016-07-20 2017-07-14 Control device for a hybrid vehicle
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