JP2013060175A - Control device for hybrid vehicle - Google Patents

Abstract

The drive power response is improved during traction control.
In a power generation control device for a hybrid vehicle, comprising a generator 5 driven by an engine 3 and a drive motor 11 for driving the vehicle, traction for detecting motor torque command value control according to slip of a wheel 13 is detected. From the control detection means 1, the required generated power calculation means 1 for calculating the generated power from the target drive power corresponding to the torque command value, and the generator rotational speed command value and the engine torque command value for the required generated power An operating point calculating means 1 for calculating an operating point or an operating point consisting of a generator torque command value and an engine speed command value, a control means 1 for controlling the generator and the engine from the operating point, an actual generated power and a motor Drive motor control means 1, 2 and 4 for controlling the torque so that the actual drive powers of the motors coincide with each other, giving priority to fuel consumption during traction control Instead of the rolling point, rotation speed variation of the generator is set to the operating point is below the predetermined value.
[Selection] Figure 1

Description

  The present invention relates to a control device for a hybrid vehicle.

  As an electric vehicle that executes traction control, a drive control device for an electric vehicle disclosed in Patent Document 1 is known. In this prior art, the vehicle controller calculates the acceleration of the wheel based on the rotational speed of the traveling motor, and the wheel acceleration is calculated from the calculated wheel acceleration and the vehicle body acceleration calculated based on the torque command value of the traveling motor. Determine if there is slip. When it is determined that there is slip, the torque command value to the traveling motor is decreased and a command is sent to the motor controller (hereinafter referred to as traction control). The torque command value is controlled so as to become a command value for normal travel corresponding to the accelerator pedal depression amount. This makes it possible to smoothly travel on a road surface with low frictional resistance.

JP-A-8-182118

  By the way, in the series hybrid vehicle, when the input / output power of the battery (hereinafter also referred to as chargeable / dischargeable power) is restricted due to a temperature drop or the like, the purpose is to prevent the battery from being charged / discharged. In addition, it is necessary to perform control (hereinafter referred to as direct power distribution control) that generates power in the generator according to the required value of the driving force and consumes the actual generated power generated by the generator with the driving power without excess or deficiency. .

  In the direct power distribution control, the generator is controlled by calculating the drive power necessary to realize a desired drive torque calculated from the input / output power of the battery, the accelerator opening, the vehicle speed, and the like. Then, a drive torque for consuming actual generated power generated as a result of controlling the generator to realize the generated power command value as drive power of the drive machine is calculated, and the drive machine is controlled.

  However, if the above-described conventional drive control is performed during traction control during direct power distribution, the drive power command value changes with high response in traction control, and thus drive power (= generated power) also changes sequentially. For this reason, even if the generated power is commanded to have a high response, the engine response depends on the response to move the engine inertia due to the change in the rotational speed, so the desired traction cannot be obtained and the desired acceleration can be obtained. However, in the worst case, there is a problem that the drive torque diverges. When the battery is charged beyond the chargeable / dischargeable power, the desired traction can be obtained, but an extreme increase in voltage may occur due to an increase in internal resistance due to excessive charging.

  The problem to be solved by the present invention is to improve the drive power response during traction control.

  The present invention solves the above-mentioned problem by setting the engine operating point control to control that prioritizes engine torque change from fuel efficiency priority control during traction control during direct power distribution of a hybrid vehicle.

  According to the present invention, during the traction control at the time of direct power distribution, by setting the control to give priority to the engine torque change, the responsiveness of the target driving power (= generated power) can be improved only by the engine torque change. Can do.

1 is a block diagram of a series hybrid vehicle to which an embodiment of the present invention is applied. It is a flowchart which shows the control procedure in the traction control at the time of the direct power distribution performed with the system controller of FIG. FIG. 3 is a control block diagram illustrating a procedure of required drive power calculation in step 1 of FIG. 2. It is an example of the torque map which shows the relationship between the rotational speed of a drive motor with respect to the accelerator opening used by step 1 of FIG. 2, and the output torque of a drive motor. It is a control block diagram which shows the procedure of the traction control performed with the system controller of FIG. It is an example of the map which shows the electric power which can be charged / discharged with respect to the temperature of the battery of FIG. It is an engine operating point map which shows the relationship between the rotational speed of an engine and a generator, and an engine torque (alpha line is an operating point map applied by direct power distribution). FIG. 6 is a control block diagram illustrating a procedure of driving motor torque calculation in step 5 of FIG. 2. It is a flowchart which shows the procedure of the electric power generation command value calculation subroutine of step 4 of FIG. FIG. 10 is a control map of generator rotation speed with respect to maximum output power used in step 405 of FIG. 9. FIG. FIG. 10 is a control map of a generator rotation speed command value immediately after the intervention used in step 407 of FIG. 9. FIG. It is a flowchart which shows the other procedure of the electric power generation command value calculation subroutine of step 4 of FIG. It is a time chart which shows control of a comparative example. It is a time chart which shows the example of control of FIG. It is a time chart which shows the example of control of FIG.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a series hybrid vehicle to which a power generation control device according to an embodiment of the present invention is applied. As drive system components, an engine (internal combustion engine) 3, a generator 5, and a generator inverter 6 are shown. A battery 8, a drive inverter 10, a drive motor 11, a speed reducer 12, and a drive wheel 13. As control system components, a system controller 1, an engine controller 2, a generator controller 4, a battery controller 7, a drive motor controller 9, a wheel speed sensor 14, a motor rotation sensor 15, and a current sensor 16 are provided. Is provided.

  In the series hybrid vehicle of this example, the power generated by the generator 5 is charged in the battery 8 or directly transmitted to the drive motor 11, and the drive motor 11 transmits the power charged in the battery 8 or directly from the generator 6. It is a vehicle which drives a driving wheel with the generated electric power. The power generation apparatus that supplies power to the battery 8 or the drive motor 11 is mainly composed of the engine 3 and the generator 5, and the engine 3 transmits a driving force for power generation to the generator 5. On the other hand, the generator 5 is rotated by the driving force of the engine 3 to generate three-phase AC power, cranks the engine 3 when the engine is started, and powers the engine 3 using the driving force of the generator 5. Electric power can be consumed by rotating.

  The generator inverter 6 is connected to each of the generator 5, the battery 8, and the drive inverter 10, converts the three-phase AC power generated by the generator 5 into direct current, and supplies it to the battery 8 or the drive inverter 10. Further, the DC power of the battery 8 is reversely converted into three-phase AC power and supplied to the generator 5.

  The battery 8 is composed of a chargeable / dischargeable secondary battery, and charges the power generated by the generator 5 and the regenerative power generated by the drive motor 11 or discharges the drive power to the generator 5 or the drive motor 11.

  The drive inverter 10 converts the DC power supplied from the battery 8 or the generator inverter 6 into a three-phase AC current that drives the drive motor 11, or reversely converts the regenerative AC power generated by the drive motor 11 into DC power. To do.

  The drive motor 11 generates a driving force and transmits the driving force to the left and right driving wheels 13 via the speed reducer 12. On the other hand, electric energy is regenerated by generating a regenerative driving force by being rotated by the drive wheels 13 and rotating when the vehicle is decelerated.

  In order to realize the engine torque command value commanded from the system controller 1, the engine controller 2 opens the throttle of the engine 3 in accordance with signals such as the engine speed (= the number of revolutions per unit time) and temperature. The ignition timing by the spark plug, the fuel injection amount from the injector, and the like are controlled.

  The generator controller 4 performs switching control of the generator inverter 6 in accordance with the state of the generator 5 such as the rotational speed and voltage in order to realize the rotational speed command value of the generator 5 that is commanded from the system controller 1. .

  The battery controller 7 measures the SOC (state of charge) based on the current and voltage charged / discharged to the battery 8 and outputs the measured value to the system controller 1. Further, the power that can be input and the power that can be output are calculated according to the temperature, internal resistance, and SOC of the battery 8, and output to the system controller 1.

  The drive motor controller 9 performs switching control of the drive inverter 10 in accordance with the rotational speed, voltage, and other states of the drive motor 11 in order to realize the drive torque command value of the drive motor 11 that is commanded from the system controller 1. Therefore, a motor rotation sensor 15 and a current sensor 16 are provided.

  The system controller 1 drives the drive motor 11 according to the driver's accelerator pedal operation amount, vehicle state such as vehicle speed and gradient, SOC from the battery controller 7, input power, output power, power generated by the generator 5, and the like. Command to drive torque command value. Further, a generated power command value for charging the battery 8 and supplying it to the drive motor 11 is calculated. A wheel speed sensor 14 for detecting the vehicle speed is provided.

  Next, the main operation of the system controller 1 will be described based on a control flowchart shown in FIG. 2 by taking as an example a case where slip of the wheel 13 occurs during direct power distribution and traction control is performed. The direct power distribution means that when charging / discharging of the battery 8 is restricted because the temperature of the battery 8 is lowered, that is, when the battery input possible power Pin is small and the battery output possible power Pout is small, Power control that generates electric power according to a drive request and consumes the drive power according to the generated power. Note that these calculations are executed in the system controller 1 every control calculation cycle, for example, every 10 msec.

  In the required drive power calculation in step 1, the required drive power PD0 is calculated from the accelerator opening required by the driver. The detailed operation for calculating the required drive power DP0 will be described with reference to the block diagram of FIG. 3. First, the relationship between the rotation speed of the drive motor 11 and the output torque of the drive motor 11 with respect to the accelerator opening is set in advance. A drive request torque TD0 is calculated using a drive motor torque map (see FIG. 4). The required drive shaft output is obtained by multiplying this drive request torque TD0 by the detected value of the rotational speed of the drive motor 11. Further, the drive loss is obtained using a drive loss map having a relationship of the drive inverter / motor loss with respect to the rotation speed of the drive motor 11 measured in advance, the drive request torque TD0, and the drive inverter DC voltage (or battery voltage), The required drive power PD0 is calculated by adding to the drive request output.

  Returning to FIG. 2, the traction control calculation in step 2 first determines the slip state (Slipon) of the drive wheels 13 based on the motor rotational speed ωm and the vehicle speed ωv, as shown in FIG. = 1 and slipon = 0 when traction is not involved. Next, at the time of traction intervention, a slip torque command value (target drive torque) Tslip for eliminating the slip is calculated. In the traction control calculation, when it is determined that there is slip, the required drive power PDslip is calculated from the slip torque command value Tslip calculated this time and the motor rotation speed ωm. When not slipping, the required driving power PD0 set in step 1 is used.

  In the required generated power calculation in step 3 of FIG. 2, the required drive power PD0 or the required drive power PDslip calculated by the traction control is generated by the generator 5, so that the required generated power PG * is set as the required drive power PD0 or PDslip.

  In the power generation command value calculation process in step 4, an engine torque command value TE * for the engine 3 and a generator rotation speed command value NG * for the generator 5 are calculated according to the required generated power PG * and various vehicle signals.

  Among these, the engine torque command value TE * is calculated by using the engine operating point map of FIG. 7 showing the relationship between the engine / generator rotation speed and the engine torque set in advance in consideration of fuel consumption and the like. Calculate according to Here, when the required generated power PG * is 0 kW or less, the generator 5 is caused to perform a power running operation to discharge the power. Therefore, after the fuel injection of the engine 3 is cut, the required generated (discharge) power PG The friction torque corresponding to * is calculated and set to the engine torque command value TE *. The engine torque command value TE * calculated in this way is transmitted to the engine controller 2.

  The generator rotational speed command value NG * is obtained as the generator rotational speed corresponding to the required generated power PG * from FIG. The generator rotation speed command value NG * calculated in this way is commanded to the generator controller 4. Also, the torque control TG * is performed to the generator controller 4 to perform torque control by the generator 5, and the rotational speed command NE * is performed to the engine controller 2 to perform the rotational speed control by the engine 3 and desired. You may generate electricity. The details of the calculation processing of the power generation command value calculation at the time of traction control will be described later.

  In the drive motor torque command value calculation in step 5, based on the drive torque command values (drive request torque) Tslip, TD0, battery input possible power Pin, battery output possible power Pout, actual power generation power Pg, and drive motor rotation speed ωm. The drive motor torque TD * is set from the control block diagram shown in FIG. The actual generated power Pg is the power generated by the generator 5 and is set to Pg. The chargeable / dischargeable powers Pin and Pout are values calculated by the battery controller 7, and a map of chargeable / dischargeable power at a temperature as shown in FIG. 6 is used. That is, by multiplying the measured generator inverter DC voltage (or battery voltage) and the generator inverter DC current, the generated power Pg actually generated is calculated, and the battery input / output possible power Pin and Pout are taken into account. The drive motor torque command value TD * is set.

  Next, processing contents in the drive motor controller 9, the generator controller 4, and the engine controller 2 will be described. First, in the current command value calculation process of the drive motor controller 9, the dq axis is calculated from the drive motor torque command value (TD *), the drive motor rotation speed (ωm), and the DC voltage value (Vdc) calculated in Step 5 of FIG. The target current values id * and iq * are obtained by referring to the table. In the current control, first, the dq axis current values id and iq are calculated from the three-phase current values iu, iv and iw and the drive motor rotational speed ωm. The dq-axis voltage command values vd and vq are calculated from the deviation between the dq-axis current target value id * and iq * calculated in the current command value calculation process and the dq-axis current id and iq. Note that non-interference control may be added to this portion.

  Next, the three-phase voltage command values vu, vv, vw are calculated from the dq axis voltage command values vd, vq and the drive motor rotational speed ωm. PWM signals (on duty) tu [%], tv [%], tw [%] are calculated from the three-phase voltage command values vu, vv, vw and the DC voltage Vdc. By controlling opening and closing of the switching element of the drive inverter 10 using the PWM signal thus obtained, the drive motor 11 can be driven with a desired torque indicated by the torque command value. Similarly, the generator controller 4 receives the target generated power (PG *) from the system controller 1 and performs the same current command value calculation processing and current control calculation as the drive motor controller 9. In order to realize the engine torque command value (TE *) commanded by the system controller 1, the engine controller 2 controls the throttle, ignition timing, fuel injection of the engine 3 in accordance with signals such as the rotational speed and temperature of the engine 3. Adjust the amount.

  Next, the power generation command value calculation process in step 4 of FIG. 2 will be described based on the flowchart shown in FIG. The generator controller 4 achieves the required generated power (PG *) commanded by the system controller, reduces the input / output power of the battery 8 as much as possible, and enables traction control with high response as follows. Proceed with the process.

  That is, during the traction control, the operating point (α line) used in the direct power distribution is removed and the specified generator rotational speed (NGmax) is set. However, the specified generator rotation speed (NGmax) needs to be constant at the specified generator rotation speed (NGmax) that can output the maximum output power (PGmax) required by the road surface μ estimation and the driving machine. Also, during traction control intervention, high-response traction control is performed while maintaining the direct power distribution running state, so that the generator rotation speed command value (NG * ) To the specified generator rotation speed (NGmax). Therefore, it is desirable to maintain the engine torque command value (TE *) at the time of traction control intervention and increase the generator rotational speed command value (NG *).

  Thereafter, current control and switching control are performed so as to realize the drive motor torque command value (TD *) while realizing the required generated power (PG *) based on such a concept.

  In step 401, based on the traction control flag slipon determined in step 2, the process proceeds to step 402 during traction control (slipon = 1), and to step 412 during non-traction control (slipon = 0). In step 412, since traction control is not executed, the engine torque command value (TE *) is calculated from the operating point (α line) used in the normal direct power distribution shown in FIG. 7 and the required generated power (PG *). Then, after calculating the generator rotational speed command value (NG *), the process proceeds to END and proceeds to step 5 in FIG.

  In step 402, the maximum output power (PGmax) that can be generated is calculated, and the process proceeds to step 403. In step 403, it is determined whether or not the road surface μ currently being traveled can be estimated. If the road surface μ can be estimated, the process proceeds to step 404. If the road surface μ cannot be estimated, the process of step 404 is not executed. The process proceeds to step 405.

  In step 404, the required maximum output power (PGmax = maximum driving power) is calculated on the road surface μ estimated in step 403, and the process proceeds to step 405. In step 405, the specified generator rotation speed (NGmax) is calculated from the maximum output power (PGmax) by using a map as shown in FIG.

  In step 406, if it is immediately after intervention in the traction control, the process proceeds to step 407.

  In step 407 immediately after intervention in the traction control, an increasing slope and time are calculated from the generator rotation speed command value (NG *) at the time of intervention according to a map as shown in FIG. Immediately after intervention in the traction control, the drive torque command value (TD0) by the driver's operation is changed to the slip control torque command (TDslip), so that the drive torque command value (TD *) works in the direction of decreasing. Therefore, immediately after the intervention, the drive power can be reduced transiently by increasing the generator rotational speed command value (NG *) while maintaining the engine torque command value (TE *). Therefore, it can be lowered in a short time to the drive power command value (PD *) required for traction control, and the rotational speed can be increased.

  In step 408, the generator rotational speed command value (NG *) is increased according to the inclination and time for increasing the rotational speed of the generator 5 calculated in step 407.

  On the other hand, in step 409 when a predetermined time has elapsed since intervention in the traction control, the specified generator rotational speed (NGmax) is compared with the current generator rotational speed command value (NG *), and the current generator rotational speed ( If (NG *) is less than the specified generator rotation speed (NGmax), the process proceeds to step 410. If it is equal to or higher than the specified generator rotation speed (NGmax), the process proceeds to step 411 without executing the process of step 410.

In step 410, the generator rotational speed command value (NG *) is increased in accordance with the vehicle speed (ωv) change that is slow in response. In step 411, the engine torque command value (TE *) is calculated from the generated power (PG *) and the generator rotational speed command value (NG * or NGmax) by the following formula, and then the process proceeds to END, and the step of FIG. Move to 5.
TE * = PG * / NG * or TE * = PG * / NGmax

  By executing the above processing, even when intervening in traction control during direct power distribution traveling, it is possible to achieve traction control as intended with high response.

  Next, the control of this example is compared with the conventional control. FIG. 13 is a time chart showing the problems of conventional control. FIG. 13 shows the state of power generation control and drive control during direct power distribution control. From the normal running, the occurrence of slip is recognized at T2, and at this time The state of intervening in traction control from T2 is shown.

  First, a slip occurs during acceleration at time T1, thereby causing a deviation between the actual motor rotational speed (ωm) and the vehicle speed (ωv). At time T2, it is determined that there is a slip from the motor rotation acceleration, slip ratio, slip amount (deviation between vehicle speed ωv and motor rotation speed), and the like. From here, the traction control is started, but the generated power is calculated from the engine torque and the generator rotational speed on the operating point (α line) used in the direct power distribution. In order to change the generator rotational speed, there is a response delay for moving the engine inertia, the generated power cannot be lowered early, and both the generated power and the driving power are slow in response. For this reason, it is understood that the torque (= drive power) required for the traction control cannot obtain a desired response and is oscillating at times T3 and T4. It is also understood that charging / discharging exceeds the chargeable / dischargeable power (Pin, Pout).

  On the other hand, FIG. 14 shows a control time chart of this example. FIG. 14 shows the state of power generation control and drive control during direct power distribution control, similar to the conventional control of FIG. 13, and recognizes the occurrence of slip at time T2 from normal travel and intervenes in traction control. It shows a state.

  First, slip occurs during acceleration at time T1, and the deviation between the actual motor rotational speed (ωm) and the vehicle speed (ωv) increases. At time T2, as described above, it is determined that there is a slip from the acceleration of the motor rotation, the slip ratio, the slip amount, and the like. At this time, if the generator rotational speed command value (NG *) is increased in the state where the engine torque command value (TE *) is held as described above in Step 4 of FIG. 2, the generated power is transiently changed. Decrease.

  At time T3, when a certain time has elapsed from time T2, the engine torque command value (TE *) is decreased and the increase in the generator rotation speed command value (NG *) is interrupted. Since the generator rotation speed at time T3 is not the specified generator rotation speed (NGmax) for the maximum output power, the generator rotation speed command value (NG *) starts to increase according to the vehicle speed toward time T4. To do. And since it became regular generator rotational speed (NGmax) at time T4, generator rotational speed command value (NG *) is kept constant.

  As a result, the traction control can be realized with high response even when intervening in the traction control in the direct power distribution running state.

  FIG. 12 is a flowchart showing another control example of step 4 in FIG. In addition, since the whole structure of the control apparatus of the hybrid vehicle which concerns on this example is the same as embodiment mentioned above, it uses here and the description is abbreviate | omitted. Also, the operation of the system controller 1 is the same as the above-described embodiment except for the power generation command value calculation process in step 4 of FIG. 2, and the contents other than the power generation command value calculation process in step 4 are incorporated herein. The description is omitted.

  In the power generation command value calculation of this example, the speed is increased to the specified generator rotational speed (NGmax) at the rotational speed increase timing before the traction control intervention. Therefore, it is not necessary to adjust the generator rotational speed command value (NG *) after the traction control intervention. This rotational speed increase timing is determined before traction intervention in consideration of the engine rotational speed increase time (dead time and time constant).

  The torque is controlled by the generator 5 by outputting a torque command (TG *) to the generator controller 4, and the engine 3 is rotated by outputting the rotational speed command (NE *) to the engine controller 2. Speed control may be performed to perform desired power generation.

In the control of this example, first, the current wheel speed deviation ωslip is calculated from the driving wheel speed ωm and the vehicle body speed ωv. The calculation formula is shown in the following formula (1).
[Equation 1]
Ωslip = ωm−ωv (1)

Next, the current wheel speed deviation ωslip, the current wheel speed deviation changing speed d (ωv) / dt, the time constant of the engine 3, and the foreseeing time T seconds considering the dead time, T seconds later A slip amount deviation (ωtslip) is predicted. The calculation formula is shown in the following formula (2).
[Equation 2]
ωtslip = ωmt−ωvt
ωtslip = ωslip + d (ωslip) / dt * T
ωmt−ωvt = ωslip + d (ωslip) / dt * T (2)

The predicted slip amount deviation after T seconds is compared with the traction intervention deviation threshold value, and the place where the predicted slip amount exceeds the intervention threshold value is set as the generator rotation speed increase timing. The comparative calculation formula is shown in the following formula (3).
[Equation 3]
ωtslip ≧ ωslipon (3)

  Here, ωm is the driving wheel speed, ωv is the driven wheel speed, T is calculated from the foreseeing time (engine response) dead time, time constant, etc.), ωmt is the driving wheel speed after the foreseeing time (T seconds), and ωvt is The vehicle speed after the foreseeing time (T seconds), ωslipon is the traction intervention deviation threshold, ωslip is the wheel deviation (slip amount), and ωtslip is the wheel deviation after the foreseeing time (T seconds).

  Next, a power generation command value calculation process according to another example of step 4 of FIG. 2 will be described based on the flowchart shown in FIG.

  In step 501, the current driving wheel speed (ωm), vehicle speed (ωv), prediction time T, and the like are stored. In step 502, the calculation processing described in the above equations (1) to (3) is performed, and the wheel speed difference (ωtslip) after the preview time is calculated.

  In step 503, if traction control is being performed (slipon = 1), the process proceeds to step 504. If traction non-control is being performed (slipon = 0), the process proceeds to step 507. In step 504 during traction control, the maximum output power (PGmax) of the generator is calculated, and the process proceeds to step 505. In step 505, the specified generator rotation speed (NGmax) is calculated from the maximum output power (PGmax) of the generator calculated in step 504 using a control map as shown in FIG. In step 506, the target torque (TE *) is calculated from the required generated power (PG *) calculated in step 3 of FIG. 2 and the specified generator rotational speed (NGmax), and then the process proceeds to END. Move to 5.

  In step 507 during traction non-control, the deviation threshold ωslipon of traction intervention is compared with the wheel speed difference ωtslip after the prediction time calculated in step 502. If ωtslip ≧ ωslipon, the process proceeds to step 504, and If YES, go to step 508. In step 508, the torque command value (TE *) and the target generator rotational speed (NG *) are calculated from the operating point (α line) used in the direct power distribution shown in FIG. 7 and the generated power (PG *). After that, the process proceeds to END and proceeds to step 5 in FIG.

  As a result, even when intervening in the traction control during direct power distribution traveling, the traction control is realized with a high response after the intervention by increasing the speed to the specified generator rotation speed (NGmax) before the intervention.

  FIG. 15 shows a control time chart of this example. FIG. 15 shows the state of power generation control and drive control during direct power distribution control, similar to the conventional control of FIG. 13, and recognizes the occurrence of slip at T2 from normal travel and intervenes in traction control. Is shown.

  First, slip occurs during acceleration at time T1, and the deviation between the actual motor rotational speed (ωm) and the vehicle speed (ωv) increases. The time T5 is a timing in consideration of the engine time constant and the dead time, and starts to increase the generator rotational speed at the timing of the time T5. At time T2, as described above, it is determined that there is a slip from the acceleration of the motor rotation, the slip ratio, the slip amount, and the like. At this time, the specified generator rotational speed (NGmax) has already been reached, and the generator rotational speed is kept constant.

  As a result, even when intervening in traction control in the direct power distribution running state, traction control is achieved by increasing the engine rotation speed in advance at a timing that takes into account the time constant and dead time for a constant generator rotation speed. Even at the timing of intervention, the traction control can be realized with high response while minimizing the charge / discharge power.

  As described above, according to the embodiment of the present invention, in the direct power distribution running state and during the traction control, the driving point giving priority to the fuel consumption of the engine 3, particularly the optimal fuel consumption line (α line in FIG. 7) is substituted. By setting the amount of change in the rotational speed of the generator 5 to be equal to or less than a predetermined value, it is possible to achieve the desired drive power (= generated power) with high response only by changing the torque. That is, if the fuel efficiency optimum line of the engine 3 is used during traction control, the rotational speed changes sequentially, so that the response for moving the engine inertia due to this change is slow and the traction control diverges. According to this, these problems are solved.

  Similarly, when the battery 8 is fully charged or the remaining amount is reduced, the battery 8 can be prevented from being overcharged or overdischarged by realizing the desired power generation with high response. The charge / discharge power to 8 can be minimized.

  Moreover, in embodiment of this invention, it sets to the minimum rotational speed which can implement | achieve the maximum generated electric power which can be output with the generator 5 during traction control. In general, the generator 5 has a higher accuracy of the actual generated power with respect to the generated power command value at a low speed than at a high speed. However, if the rotational speed command value is kept constant at a low speed, the generator 5 outputs the power. If it is impossible to generate power up to the maximum generated power, and it is constant at low rotation, a large increase and decrease in torque is required. Therefore, the constant value of the rotation speed during traction control can realize the maximum generated power that can be output by the power generation control device, and the maximum output power (PGmax) and the generated power by setting the minimum rotation speed as much as possible. The matching accuracy with the actual generated power with respect to the command can be increased.

  Also, the maximum generated power is calculated after estimating the frictional resistance of the road surface on which the hybrid vehicle travels, and the maximum generated power considering the frictional resistance of the generator is realized for the rotational speed command value during traction control. If the minimum rotational speed is set, the maximum output power that is closer to the actual situation in which the hybrid vehicle is running can be used to further improve the accuracy of matching the maximum output power and the actual generated power to the generated power command. it can.

  In the embodiment of the present invention, during the traction control, the rotational speed command value of the generator 5 is increased or decreased according to the change in the vehicle speed from the rotational speed when the traction control is started to the minimum rotational speed. Set to the command value. Before the start of the traction control, the rotational speed calculated from the fuel efficiency optimal line α is set. However, it is necessary to increase or decrease to a predetermined rotational speed simultaneously with the start of the traction control. In this case, if it is increased on the α line as before the start of the traction control, the response delay of the engine inertia affects, and the traction control cannot be performed with a high response while the operating point is moving. Therefore, in this example, the engine speed is increased or decreased from the rotational speed at the start of the traction control to the target constant rotational speed according to the slow vehicle body speed, so that the engine can be moved even while the operating point is moving after the traction control starts. There is almost no need to take into account the response delay of inertia, and high-response traction control can be satisfied.

  When the rotational speed of the generator 5 is changed from the rotational speed at the start of the traction control to a predetermined rotational speed, the rotational speed of the generator 5 is controlled while maintaining the torque of the engine 3, and the generator 5 generates power. By changing the rotational speed of the generator 5 so that the electric power changes at the fastest speed, the drive power (= generated power) can be transiently reduced to a high response and increased to a predetermined rotational speed. Can do.

  In the embodiment of the present invention, since the rotational speed of the generator 5 is increased to a predetermined rotational speed at the rotational speed increase timing before the traction control is started, the rotational speed is changed during the traction control. This eliminates the need for high-response traction control during direct distribution.

  In this case, if the rotational speed of the generator 5 is increased at the timing when the deviation of the slip amount after the prediction time considering the engine time constant and dead time becomes equal to or greater than a predetermined value, the rotational speed can be achieved at an appropriate timing. And the rotational speed need not be changed after the traction control is started. Further, during non-traction control, the fuel efficiency optimal line of the engine 3 can be used as much as possible, so that fuel efficiency is improved.

  The system controller 1 corresponds to traction control detection means, required generated power calculation means, operating point calculation means, drive motor control means and control means according to the present invention, and the engine controller 2 and generator controller 4 according to the present invention. It corresponds to the control means.

1: System controller 2: Engine controller 3: Engine 4: Generator controller 5: Generator 6: Generator inverter 7: Battery controller 8: Battery 9: Drive motor controller 10: Drive inverter 11: Drive motor 12: Reducer 13 : Driving wheel 14: Wheel speed sensor 15: Motor rotation sensor 16: Current sensor Pin: Battery input possible power, Pout: Battery output possible power PD0: Required driving power PDslip: Required driving power (during traction control)
TD0: Drive required torque ωm: Motor rotational speed ωv: Vehicle speed Tslip: Slip torque command value PG *: Required generated power TE *: Engine torque command value NG *: Generator rotational speed command value Pg: Actual generated power TD *: Drive Motor torque command value NGmax: Specified generator rotation speed PGmax: Maximum output power

Claims (8)

A hybrid vehicle comprising: a generator driven by an engine to generate electric power for driving a vehicle; a drive motor for driving the vehicle; and a chargeable / dischargeable battery connected to the generator and the drive motor. In a power generation control device for controlling a generator,
Traction control detection means for detecting traction control for controlling a torque command value to the drive motor in accordance with the presence or absence of slippage of the wheels of the hybrid vehicle;
Requested generated power calculating means for calculating required generated power to the generator based on a target drive power calculated according to a vehicle load or a torque command value calculated in the traction control,
An operating point consisting of the rotational speed command value of the generator and the torque command value of the engine or an operating point consisting of the torque command value of the generator and the rotational speed command value of the engine for generating the required generated power Operating point calculating means for calculating;
Control means for controlling the generator and the engine based on the operating point;
Drive motor control means for controlling the drive torque of the drive motor so that the actual generated power in the generator matches the actual drive power in the drive motor;
In the traction control, the control means replaces the operating point with priority on the fuel consumption of the engine calculated by the operating point calculating means with an operating point where the amount of change in the rotational speed of the generator is a predetermined value or less. A power generation control device for a hybrid vehicle to be set.   In the traction control, the control means replaces the engine fuel efficiency calculated by the operation point calculation means with the optimum operation point, and sets the operating point at which the amount of change in the rotational speed of the generator is a predetermined value or less. The power generation control device for a hybrid vehicle according to claim 1 to be set.   The control means sets the rotational speed command value of the generator to a rotational speed command value corresponding to a minimum rotational speed capable of realizing the maximum generated power that can be output by the generator during the traction control. The power generation control device for a hybrid vehicle according to 1 or 2.   The control means estimates the frictional resistance of the road surface on which the hybrid vehicle travels, calculates the maximum generated power required for each road surface based on the estimated road frictional resistance, and performs the power generation during the traction control. 4. The power generation control device for a hybrid vehicle according to claim 2, wherein a rotation speed command value of the machine is set to a rotation speed command value corresponding to a minimum rotation speed capable of realizing the maximum generated power.   The control means, during the traction control, the rotational speed command value for increasing or decreasing the rotational speed command value of the generator from the rotational speed when the traction control is started to the minimum rotational speed in accordance with a change in vehicle speed. The power generation control device for a hybrid vehicle according to any one of claims 2 to 4, which is set to a value.   During the traction control, the control means performs the rotational speed control of the generator while maintaining the torque of the engine from the rotational speed command value of the generator from the rotational speed when the traction control is started. The power generation control device for a hybrid vehicle according to any one of claims 2 to 4, wherein the power generation control device is set to a rotational speed command value that fluctuates the rotational speed of the generator so that the electric power generated by the generator changes at the highest speed.   The control means sets the rotational speed command value of the generator to a rotational speed command value that is increased to a predetermined rotational speed at the rotational speed increase timing before the traction control is started during the traction control. The power generation control device for a hybrid vehicle according to claim 1.   8. The hybrid according to claim 7, wherein the control means sets the rising timing of the rotational speed to a timing at which a deviation of a slip amount after a foreseeing time in consideration of a time constant and dead time of the engine becomes a predetermined value or more. Vehicle power generation control device.

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