JP2007296937A - Controller for hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To limit target driving force to be calculated on the basis of the acceleration request of a driver, and to achieve the controller of a hybrid car for preventing the revolving speed of two motor generators from exceeding an allowable revolving speed. <P>SOLUTION: This controller of a hybrid car equipped with a gear mechanism where four elements, i.e, a first motor generator, an engine, an output member and a second motor generator are connected in this order on a collinear figure is provided with an accelerator opening detecting means; a vehicle speed detecting means; a shift position detecting means; and a battery charging state detecting means. This controller of the hybrid car is provided with a target driving force setting means for setting the target driving force on the basis of the accelerator opening, the vehicle speed and the shift position, and a limiting means for limiting the target driving force to be set by the target driving force setting means when the vehicle travels backward. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a control device for a hybrid vehicle, and more particularly to a hybrid vehicle that limits a target driving force calculated based on a driver's accelerator request and prevents the rotational speeds of two motor generators from exceeding an allowable rotational speed. The present invention relates to a control device.

Conventionally, for the purpose of improving fuel consumption, a hybrid vehicle including a motor generator (also referred to as “electric motor” or simply “motor”) in addition to an engine has been proposed.
And as this hybrid vehicle, the vehicle as described in the below-mentioned patent document 1 is known.
In a vehicle as described in Patent Document 1, when the traveling mode selector operated by the driver is in the reverse mode, both the engine and the motor generator are in operation, and the driver's accelerator request and vehicle speed (simply When the new rotation speed of the motor generator calculated based on “vehicle speed” exceeds the allowable maximum rotation speed of the motor generator, the engine is controlled to stop.
Thus, even in the reverse mode, when the state of charge (SOC) of the battery is low, the engine can be operated to charge the battery, and even when the reverse vehicle speed increases, over-rotation of the motor generator can be prevented. It can be done.

JP 2003-83111 A JP 2004-153946 A

By the way, in the conventional hybrid vehicle control device, as described above, when the reverse vehicle speed increases and the rotational speed of the motor generator exceeds the allowable maximum rotational speed, the engine is controlled to stop.
However, when the state of charge (SOC) of the battery is low, there is an inconvenience that the state of charge (SOC) of the battery is reduced due to running of the motor, although it is necessary to charge the battery.

  An object of the present invention is to realize a control device for a hybrid vehicle capable of limiting a target driving force calculated based on a driver's accelerator request and preventing the rotation speeds of two motor generators from exceeding an allowable rotation speed. It is in.

  Therefore, in order to eliminate the above-described inconvenience, the present invention includes four elements including an engine, a first motor generator, a second motor generator, and an output member. In a hybrid vehicle control device including a gear mechanism that is connected in the order of an output member and a second motor generator, an accelerator opening detection unit that detects an accelerator opening is provided, and a vehicle speed detection unit that detects a vehicle speed is provided. A shift position detection means for detecting a shift position, a battery charge state detection means for detecting a charge state of the battery, an accelerator opening detected by the accelerator opening detection means, and a vehicle speed detection means The detected vehicle speed and the shift position detected by the shift position detecting means It includes a target drive force setting means for setting a target driving force Zui, when the vehicle backward, characterized in that it comprises limiting means for limiting the target driving force set by the target driving force setting means.

As described above in detail, according to the present invention, the four elements constituted by the engine, the first motor generator, the second motor generator, and the output member are arranged on the nomographic chart as the first motor generator, the engine, and the output. In a hybrid vehicle control device including a gear mechanism that is connected in the order of a member and a second motor generator, the hybrid vehicle control device includes an accelerator opening detection unit that detects an accelerator opening, and includes a vehicle speed detection unit that detects a vehicle speed. A shift position detection means for detecting the shift position, a battery charge state detection means for detecting the charge state of the battery, the accelerator opening detected by the accelerator opening detection means, and the vehicle speed detection means The target driving force based on the vehicle speed and the shift position detected by the shift position detecting means It includes a target drive force setting means for setting, when the vehicle backward, and a restricting means for restricting the target driving force set by the target driving force setting means.
As a result, a process for determining whether or not the calculated target driving force value can be used as it is when the vehicle is going backward is provided, so that the rotational speeds of the two motor generators can be prevented from exceeding the allowable rotational speed. .

  By inventing as described above, it is determined whether or not the calculated target driving force value can be used as it is when the vehicle moves backward, and the rotational speeds of the two motor generators are prevented from exceeding the allowable rotational speed.

  Embodiments of the present invention will be described below in detail with reference to the drawings.

1 to 9 show a first embodiment of the present invention.
In FIG. 2, reference numeral 1 denotes a drive control device for a hybrid vehicle (not shown).
The drive control device 1 controls driving of a vehicle using an output from an engine (also referred to as “E / G” and “ENG”) 2 and an electric motor.
First, as shown in FIG. 2, the system configuration of the hybrid vehicle is provided with a first planetary gear 4 and a second planetary gear 5 on the output shaft 3 of the engine 2, and a first motor is provided to the first planetary gear 4 and the second planetary gear 5. A generator (also referred to as “MG1” or “first motor”) 6 and a second motor generator (also referred to as “MG2” or “second motor”) 7 are provided.

At this time, the first planetary gear 4 has a first planetary carrier 4-1, a first ring gear 4-2, a first sun gear 4-3, and a first pinion gear 4-4, as shown in FIG. And an output gear 8 connected to a drive shaft (not shown).
Further, as shown in FIG. 2, the second planetary gear 5 has a second planetary carrier 5-1, a second ring gear 5-2, a second sun gear 5-3, and a second pinion gear 5-4. ing.
Then, as shown in FIG. 2, the first planetary carrier 4-1 of the first planetary gear 4 and the second sun gear 5-3 of the second planetary gear 5 are coupled and connected to the output shaft 3 of the engine 2.
Further, as shown in FIG. 2, the first ring gear 4-2 of the first planetary gear 4 and the second planetary carrier 5-1 of the second planetary gear 5 are coupled to communicate with a drive shaft (not shown). Connected to an output gear (also referred to as “OUT”) 8.

The first motor generator 6 includes a first motor rotor 6-1 and a first motor stator 6-2, and the second motor generator 7 includes a second motor rotor 7-1 and a second motor stator 7-. It consists of two.
Then, as shown in FIG. 2, the first motor rotor 6-1 of the first motor generator 6 is connected to the first sun gear 4-3 of the first planetary gear 4, and the second ring gear 5-2 of the second planetary gear 5 is connected. A second motor rotor 7-1 of the second motor generator 7 is connected.
That is, the hybrid vehicle drive control device 1 includes four elements including the engine 2, the first motor generator 6, the second motor generator 7, and the output gear 8 in a collinear diagram (FIGS. 7 and 8). (See above) The first motor generator 6, the output gear 8, and the second motor generator 7 are connected in this order.
Therefore, power is transferred between the engine 2, the first motor generator 6, the second motor generator 7, and a drive shaft (not shown).

Further, the first inverter 9 is connected to the first motor stator 6-2 of the first motor generator 6, and the second inverter 10 is connected to the second motor stator 7-2 of the second motor generator 7.
The first and second inverters 9 and 10 control the first and second motor generators 6 and 7, respectively.
The power terminals of the first and second inverters 9 and 10 are connected to the battery 11 that is a power storage device.

As shown in FIG. 1, the hybrid vehicle drive control device 1 includes accelerator opening detection means 12 including an accelerator opening sensor that detects an accelerator opening tvo, and a vehicle speed sensor that detects a vehicle speed Vs. The vehicle speed detection means 13 includes a shift position detection means 14 including a shift position sensor that detects a shift position (also referred to as “shift position”) SP, and detects a battery charge state SOC. 15 is provided.
The hybrid vehicle drive control device 1 includes target drive force setting means 16, restriction means 17, target charge / discharge power setting means 18, and target engine power calculation means 19.

The target driving force setting means 16 is detected by the accelerator opening degree tvo detected by the accelerator opening degree detecting means 12, the vehicle speed Vs detected by the vehicle speed detecting means 13, and the shift position detecting means 14. The target drive force Fdrv is set based on the shift position SP.
That is, the target driving force setting means 16 has a basic target driving force calculation unit 20 as shown in FIG. 1, and this basic target driving force calculation unit 20 detects the accelerator opening detected by the accelerator opening degree detection means 12. In accordance with the degree tvo, the vehicle speed Vs detected by the vehicle speed detecting means 13, and the shift position SP detected by the shift position detecting means 14, a basic target driving force is obtained by a basic target driving force search map shown in FIG. Determine Fdrv0.

The restricting means 17 has a function of restricting the target driving force Fdrv set by the target driving force setting means 16 when the vehicle moves backward.
More specifically, the limiting means 17 has a PI (“proportional integral”) controller 21 and a maximum value selector 22 as shown in FIG. 1, and subtracts the target MG1 rotational speed N1 from the MG1 limiting rotational speed N1lim. Then, PI compensation is performed by the PI controller 21, and the obtained signal is multiplied by "-1" to obtain the reverse minimum target driving force Fdvrmin.
In the maximum value selection unit 22, the basic target driving force Fdrv0 and the reverse minimum target driving force Fdrvmin are compared, and the larger one, that is, the maximum value (the smaller one when viewed as the driving force when the vehicle moves backward) is selected and the target driving is performed. The force Fdrv is set.
At this time, the limiting means 17 sets a limit value (an MG1 limit rotation speed N1lim, which will be described later) such that the first motor generator 6 or the second motor generator 7 does not over-rotate, and this limit value and the set target It has a function of comparing the driving force and determining the larger one as the target driving force Fdrv.

In other words, the MG1 limit rotational speed N1lim is set to a value smaller than the maximum allowable rotational speed N1max in the positive direction of the first motor generator 6, and the target MG1 rotational speed N1 is the first motor generator 6 even when the road surface gradient changes. It is desirable to set so as not to exceed the maximum allowable rotational speed N1max in the positive direction.
In the first embodiment, because of the combination of gear ratios, the maximum allowable rotational speed N1max in the positive direction of the first motor generator 6 is the limiting condition first at the time of reverse travel. Therefore, the rotational speed of the first motor generator 6 is reduced. Although feedback control is performed, when the combination of gear ratios is different and the rotational speed of the second motor generator 7 is a limiting condition, the rotational speed of the second motor generator 7 is feedback controlled. Can be dealt with.

Here, a change in the reverse minimum target driving force Fdvrmin when the MG1 rotational speed is increased will be described.
When the target MG1 rotational speed N1 increases due to an increase in the vehicle speed in the reverse direction during reverse travel in the R range, the reverse minimum target drive force Fdrvrmin increases (decreases as the reverse drive force) as shown in FIG.
When the reverse reverse minimum target driving force Fdrvmin becomes larger than the basic target driving force Fdrv0, the target driving force Fdrv is limited to the reverse reverse minimum target driving force Fdrvmin, so that an increase in the vehicle speed in the reverse direction is suppressed.
As a result, the increase in the target MG1 rotation speed N1 is suppressed, and the target MG1 rotation speed N1 can be matched with the MG1 limit rotation speed N1lim.
It is necessary to set the MG1 limit rotational speed N1lim so that the overshoot of the target MG1 rotational speed N1 at this time does not exceed the maximum allowable rotational speed N1max in the positive direction of the first motor generator 6.
The MG1 limit rotation speed N1lim, which is the limit value, is set constant as shown in FIG. 4, but may be a value that changes according to the rotation speed of the first motor generator 6.

Further, when the maximum value selection unit 22 selects a larger one of the basic target driving force Fdrv0 and the reverse minimum driving force Fdrvmin, that is, the maximum value,
max (Fdrv0, Fdvrmin)
Therefore, it means the larger one including the sign, not the one with the larger absolute value.
In other words, the driving force in the vehicle reverse direction means the smaller one.

  The target driving force Fdrv and the vehicle speed Vs detected by the vehicle speed detecting means 13 are multiplied to obtain a target driving power Pdrv.

The target charge / discharge power setting means 18 has a function of setting the target charge / discharge power based on at least the battery charge state SOC detected by the battery charge state detection means 15.
That is, the target charging / discharging power setting means 18 has a target charging / discharging power calculation unit 23 as shown in FIG. 1, and the target charging / discharging power calculation unit 23 charges the battery from the battery charging state detection means 15. According to the SOC and the vehicle speed Vs from the vehicle speed detecting means 13, the target charge / discharge power Pbat is calculated and set by the target charge / discharge power search map disclosed in FIG.

The target engine power calculation means 19 has a function of calculating the basic target engine power Peg0 from the target driving force setting means 16, the limiting means 17, and the target charge / discharge power setting means 18.
Specifically, the basic target engine power Peg0 is calculated by subtracting the target charge / discharge power Pbat from the target drive power Pdrv.

Then, the engine operating point calculation means 24, which is an engine operating point calculation unit, is based on the basic target engine power Peg0, and an engine operating point search map comprising the basic target engine speed Ne0 and the target engine torque Te disclosed in FIG. In other words, it can be referred to as an “engine operating point table”), and an operating point with good operating efficiency of the engine 2, that is, a basic target engine speed Ne0 and a target engine torque Te are determined.
At this time, the equi-efficiency line disclosed in FIG. 6 is a curve in which the operation efficiency of the engine 2 is constant, and the circled curve A indicates the region where the operation efficiency is the highest and reaches the outer periphery. As a result, driving efficiency decreases.
The equal power line is a curve in which the power from the engine 2 is constant, and the curve PB has a higher power than the curve PA.

The rotational speed limiting unit 25 is configured to calculate the maximum allowable rotational speed N1max in the positive direction of the first motor generator 6 based on a nomographic chart when the first motor generator 6 shown in FIG. 7 is operated at the maximum allowable rotational speed N1max in the positive direction. When the engine speed maximum value Nemax1 is calculated from the output shaft speed No, and the basic target engine speed Ne0 is larger than the engine speed maximum value Nemax1, the target engine speed Ne is set to
Ne = Nemax1
And
Here, k1 and k2 in FIG. 7 are defined as follows.
k1 = ZR1 / ZS1
k2 = ZS2 / ZR2
ZS1: Number of sun gear teeth of the first planetary gear 4
ZR1: Number of ring gear teeth of the first planetary gear 4
ZS2: number of sun gear teeth of the second planetary gear 5
ZR2: number of ring gear teeth of the second planetary gear 5
Further, the rotational speed limiting unit 25 is based on a nomographic chart when the first motor generator 6 shown in FIG. 8 is operated at the negative-direction allowable maximum rotational speed N1min. The engine speed minimum value Nemin1 is calculated from N1min and the output shaft speed No. When the basic target engine speed Ne0 is smaller than the engine speed minimum value Nemin1, the target engine speed Ne is
Ne = Nemin1
And
Similarly, the rotational speed limiting unit 25 calculates the engine rotational speed minimum value Nemin2 from the maximum allowable rotational speed N2max in the positive direction of the second motor generator 7 and the output shaft rotational speed No, and the basic target engine rotational speed Ne0 is the engine. When the rotational speed is smaller than the minimum value Nemin2, the target engine rotational speed Ne is set to
Ne = Nemin2
And
Further, the rotation speed limiter 25 calculates the engine rotation speed maximum value Nemax2 from the negative direction allowable maximum rotation speed N2min of the second motor generator 7 and the output shaft rotation speed No, and the basic target engine rotation speed Ne0 is the engine rotation speed. When it is larger than the maximum value Nemax2, the target engine speed Ne is set to
Ne = Nemax2
And
If the basic target engine speed Ne0 does not satisfy any of the above conditions, the target engine speed Ne is set to
Ne = Ne0
And

  That is, the target engine speed Ne is the basic target engine speed Ne0 calculated by the engine operating point calculation means 24, and the maximum allowable positive speed N1max in the positive direction of the first and second motor generators 6 and 7 made of electric motors. It is calculated using N2max and the negative direction allowable maximum rotational speeds N1min and N2min.

Next, the relationship between the above engine speed minimum values Nemin1 and Nemin2 and the “allowable minimum engine speed” disclosed in FIG. 9 will be described.
The engine speed minimum value Nemin is:
Nemin = max (Nemin1, Nemin2)
That is, the larger of the engine speed minimum values Nemin1 and Nemin2 of the first and second motor generators 6 and 7 is set as the engine speed minimum value Nemin.
The engine speed maximum value Nemax is
Nemax = min (Nemax1, Nemax2)
That is, the smaller one of the engine speed maximum values Nemax1 and Nemax2 of the first and second motor generators 6 and 7 is set as the engine speed maximum value Nemax.
Furthermore, the target engine speed Ne is
Ne = min (max (Ne0, Nemin) Nemax)
That is, the larger of the basic target engine speed Ne0 and the minimum engine speed Nemin and the maximum engine speed Nemax are compared, and the smaller one is set as the target engine speed Ne.
The “allowable minimum engine speed” disclosed in FIG. 9 is the minimum engine speed at which the engine 2 can be stably operated without causing an engine stall or the like.
Accordingly, the “allowable minimum engine speed” and the engine speed minimum values Nemin1 and Nemin2 are irrelevant.

  In the control block diagram of the drive control device 1 disclosed in FIG. 1, the process differs depending on whether the engine 2 is operated or stopped.

That is, when the engine 2 is operated, the target engine power calculation unit 26 receives the target engine torque Te from the engine operating point calculation means 24 that is an engine operating point calculation unit and the target engine speed Ne from the rotation speed limiting unit 25. From this, the target engine power Peg is calculated.
Then, the target engine power calculation means 19 calculates the target motor generator power Pmg by subtracting the target engine power Peg from the target drive power Pdrv.
At this time, the target MG rotational speed calculation unit 27 calculates the target MG1 rotational speed N1 and the target MG2 rotational speed N2 from the output shaft rotational speed No and the target engine rotational speed Ne from the rotational speed limiting unit 25.
Further, the MG torque calculation unit 28 has the total power of the first motor generator 6 and the second motor generator 7 as the target motor generator power Pmg, the MG1 rotation speed as the target MG1 rotation speed N1, and the MG2 rotation. The target MG1 torque T1 and the target MG2 torque T2 are calculated so that the number becomes the target MG2 rotation speed N2.

On the other hand, when the engine 2 is stopped, the target engine torque Te is
Te = 0
Therefore, the target engine power calculation unit 26 sets the target engine power Peg as
Peg = 0
And the target motor generator power Pmg is
Pmg = Pdrv (target drive power)
It becomes.
At this time, the target MG rotational speed calculation unit 27 calculates the target MG1 rotational speed N1 and the target MG2 rotational speed N2 from the output shaft rotational speed No and the target engine rotational speed Ne (= 0) from the rotational speed limiting unit 25. calculate.
Further, the MG torque calculation unit 28 has the total power of the first motor generator 6 and the second motor generator 7 as the target motor generator power Pmg, and the MG rotation speed is the target MG1 rotation speed N1 and the target MG2 rotation speed N2. The target MG1 torque T1 and the target MG2 torque T2 are calculated such that

  The hybrid vehicle drive control device 1 includes at least the vehicle speed Vs detected by the vehicle speed detection means 13, the battery charge state SOC detected by the battery charge state detection means 14, and the target drive power. When the condition for maintaining the operation of the engine 2 from the target drive power Pdrv set by the setting means 15 is satisfied, and the calculated target engine speed Ne is the set engine speed, When it is lower than the “allowable minimum speed”, the engine 2 is stopped.

In addition, when the engine 2 is stopped, whether or not the engine operation should be continued in consideration of the vehicle speed Vs, the state of charge of the battery SOC, the target drive power Pdrv, etc. This is a judgment.
Then, for example, it is determined that the engine 2 should be stopped when the vehicle speed Vs falls below the second predetermined vehicle speed Vs2 that is lower than the first predetermined vehicle speed Vs1, and the second vehicle speed Vs is lower than the first predetermined vehicle speed Vs1. It is determined that the engine operation should be continued when the vehicle speed exceeds the predetermined vehicle speed Vs2.
Further, when the state of charge SOC of the battery exceeds the second predetermined value SOC2 higher than the first predetermined value SOC1, it is determined that the engine 2 should be stopped, and the state of charge SOC of the battery is higher than the first predetermined value SOC1. When the value falls below the high second predetermined value SOC2, it is determined that the engine operation should be continued.
Further, when the target drive power Pdrv falls below the second drive power Pdrv2 that is smaller than the predetermined first drive power Pdrv1, it is determined that the engine 2 should be stopped, and the target drive power Pdrv is greater than the predetermined first drive power Pdrv1. When the small second drive power Pdrv2 is exceeded, it is determined that the engine operation should be continued.
That is, when the condition for maintaining the operation of the engine 2 is satisfied, when the calculated target engine speed Ne is lower than the “allowable minimum engine speed” that is the set engine speed, the engine 2 and the engine 2 is also stopped when the conditions for maintaining the operation of the engine 2 are not satisfied.
Then, the condition for maintaining the operation of the engine 2 is satisfied, and the calculated target engine speed Ne is higher than the “allowable minimum engine speed” which is the set engine speed. Only in this case, the operation of the engine 2 is maintained.

The hybrid vehicle drive control device 1 also has a function of operating the engine 2.
At this time, when the engine 2 is operated, whether the engine 2 should be operated is determined by considering the vehicle speed Vs, the state of charge of the battery SOC, the target drive power Pdrv, and the like. To do.
For example, when the vehicle speed Vs exceeds the first predetermined vehicle speed Vs1, it is determined that the engine 2 should be operated, and when the vehicle speed Vs falls below the first predetermined vehicle speed Vs1, the engine stop should be continued. Is determined.
Further, when the state of charge SOC of the battery falls below the first predetermined value SOC1, it is determined that the engine 2 should be operated, and when the state of charge SOC of the battery exceeds the first predetermined value SOC1, the engine stop is continued. Judge that it should be.
Further, when the target drive power Pdrv exceeds the predetermined first drive power Pdrv1, it is determined that the engine 2 should be operated, and when the target drive power Pdrv falls below the predetermined first drive power Pdrv1, the engine stop is continued. Judge that it should be.
That is, when the conditions for operating the engine 2 are satisfied, the engine is stopped when the calculated target engine speed Ne is lower than the “allowable minimum engine speed” that is the set engine speed. And the engine is stopped even when the conditions for operating the engine 2 are not satisfied.
When the condition for operating the engine 2 is satisfied, and the calculated target engine speed Ne is higher than the “allowable minimum engine speed” that is the set engine speed Only the engine 2 is operated.

Finally, the drive control device 1 includes the engine 2, the first motor generator 6, and the second motor generator so that the actual torque and the actual rotational speed of the engine 2 become the target engine torque Te and the target engine rotational speed Ne. 7 is controlled.
In the drive control device 1, the actual torque and the actual rotation speed of the first motor generator 6 and the second motor generator 7 are the target MG1 torque T1 and the target MG1 rotation speed N1, and the target MG2 torque T2 and the target MG2. The engine 2, the first motor generator 6, and the second motor generator 7 are controlled so that the rotation speed becomes N2.

  Next, the operation will be described along a flowchart for determining engine operation / stop in the hybrid vehicle drive control device 1 of FIG.

When the engine 2 operation / stop determination program starts (102), the process proceeds to determination (104) as to whether or not the engine is operating.
If the determination (104) is YES, considering the vehicle speed Vs, the state of charge of the battery SOC, the target drive power Pdrv, etc., the engine 2 should be continuously operated or the engine 2 is stopped and the first Then, in order to determine whether or not only the second motor generators 6 and 7 should be operated, the routine proceeds to a determination (106) as to whether or not the engine operation should be continued.
When the determination (104) is NO, the process proceeds to determination (108) as to whether or not the engine 2 should be operated in consideration of the vehicle speed Vs, the state of charge of the battery SOC, the target drive power Pdrv, and the like.

Considering the above-mentioned vehicle speed Vs, the state of charge of the battery SOC, the target drive power Pdrv, etc. In the determination (106) of whether or not to continue the engine operation, if this determination (106) is YES, the target engine The routine proceeds to judgment (110) as to whether or not the rotational speed Ne is equal to or greater than the set engine rotational speed, that is, the “allowable minimum rotational speed of the engine”.
When the determination (106) is NO, the process proceeds to a process (114) for stopping the engine 2 described later, and the process proceeds to return (122).

Further, in the determination (110) of whether or not the target engine speed Ne is equal to or greater than the set engine speed, that is, the “allowable minimum engine speed”, if the determination (110) is YES, engine operation is performed. The process proceeds to continuing processing (112), and then proceeds to return (122).
When judgment (110) is NO, it transfers to the process (114) which stops the engine 2, and transfers to a return (122).

Further, in the determination (108) of whether or not the engine 2 should be operated in consideration of the vehicle speed Vs, the battery state SOC, the target drive power Pdrv, etc., when the determination (108) is YES, The process proceeds to a determination (116) of whether or not the target engine speed Ne is equal to or greater than the set engine speed, that is, the “allowable minimum engine speed”.
If the determination (108) is NO, the process proceeds to a process (120) for continuing the engine stop described later, and the process proceeds to return (122).

Furthermore, in the determination (116) of whether or not the target engine speed Ne is equal to or greater than the set engine speed, that is, the “allowable minimum engine speed”, if the determination (116) is YES, the engine 2 The process shifts to a process (118) for driving and returns (122).
If the determination (116) is NO, the process proceeds to the process (120) for continuing the engine stop, and the process proceeds to the return (122).

  As a result, the drive control device 1 is provided with a process for determining whether or not the calculated value of the target driving force can be used as it is when the vehicle moves backward, so that the rotational speeds of the two motor generators exceed the allowable rotational speed. Can be prevented.

Further, the limiting means 17 sets a limit value (an MG1 limit rotation speed N1lim, which will be described later) so that the first motor generator 6 or the second motor generator 7 does not over-rotate, and this limit value and the set target drive By having the function of determining the larger one as the target driving force Fdrv by comparing the force with the force, the engine does not need to be stopped only by reducing the driving force in the reverse direction, so the state of charge of the battery The battery can be charged even when the SOC is low.
Thereby, the reliability of the system can be improved.

  Further, if the MG1 limit rotation speed N1lim, which is the limit value, is a value that changes according to the rotation speed of the first motor generator 6, limit control that follows the value of the motor rotation speed is performed. High motor generator protection control can be realized.

10 and 11 show a second embodiment of the present invention.
In the second embodiment, portions that perform the same functions as those of the first embodiment will be described with the same reference numerals.

  The feature of the second embodiment is that the limiting means 31 is provided with a function for determining the reverse minimum target driving force Fdvrmin by the reverse minimum target driving force search map.

That is, as shown in FIG. 10, the hybrid vehicle drive control device 1 includes an accelerator opening detecting means 12 including an accelerator opening sensor for detecting an accelerator opening tvo, and a vehicle speed for detecting a vehicle speed Vs. A battery charge state that includes a vehicle speed detection unit 13 that includes a sensor, includes a shift position detection unit 14 that includes a shift position sensor that detects a shift position (also referred to as “shift position”) SP, and detects a state of charge SOC of the battery. Detection means 15 is provided.
The hybrid vehicle drive control device 1 includes target drive force setting means 16, restriction means 31, target charge / discharge power setting means 18, and target engine power calculation means 19.

The limiting means 31 has a function of limiting the target driving force Fdrv set by the target driving force setting means 16 when the vehicle moves backward.
At this time, as shown in FIG. 10, the restricting means 31 includes a reverse minimum target driving force calculation unit 32 and a maximum value selection unit 33.
The reverse minimum target driving force calculation unit 32 of the limiting means 31 determines the reverse minimum target driving force Fdvrmin by the reverse minimum target driving force search map of FIG. 11 according to the MG1 rotation speed N1, and determines the maximum value. In the selection unit 33, the basic target driving force Fdrv0 and the reverse minimum target driving force Fdrvmin are compared, and the larger one, that is, the maximum value (the smaller one when viewed as the driving force when the vehicle moves backward) is selected, and the target driving force Fdrv is selected. Is set.

At this time, in the reverse minimum target driving force search map in FIG. 11, the curve is set so that the MG1 rotation speed N1 does not exceed the maximum allowable rotation speed N1max in the positive direction even when the road gradient changes. It is desirable.
In the second embodiment, because of the combination of gear ratios, the maximum allowable rotational speed N1max in the positive direction of the first motor generator is the limiting condition first at the time of reverse travel, so that it depends on the rotational speed of the first motor generator. The reverse minimum target driving force search map shown in FIG. 11 for determining the reverse minimum target driving force Fdvrmin is used. However, when the combination of gear ratios is different and the rotational speed of the second motor generator is a limiting condition. Can be dealt with by using a reverse minimum target driving force search map that determines the reverse minimum target driving force Fdvrmin according to the rotation speed of the second motor generator.

In addition, in the reverse minimum target driving force search map in FIG. 11, Nr indicates the MG1 rotational speed at which the reverse minimum target driving force Fdvrmin starts to increase.
In other words, the MG1 rotation speed N1 at which the reverse minimum target driving force Fdvrmin starts to increase depends on the allowable maximum rotation speed of the first motor generator. For example, if the allowable maximum rotation speed of the first motor generator is 9000 rpm, MG1 The rotation speed N1 is set to a value of 8000 rpm.

  In other words, as in the case of the first embodiment described above, the drive control device 1 is provided with a process for determining whether or not the calculated target driving force value can be used as it is when the vehicle moves backward. It is possible to prevent the rotation speed of one motor generator from exceeding the allowable rotation speed.

  12 and 13 show a third embodiment of the present invention.

  The feature of the third embodiment is that the target driving force Fdrv is directly determined by the target driving force calculating means 41 without calculating the reverse minimum target driving force Fdvrmin.

That is, as shown in FIG. 12, the drive control apparatus 1 for the hybrid vehicle includes an accelerator opening detecting means 12 including an accelerator opening sensor that detects an accelerator opening tvo, and a vehicle speed that detects a vehicle speed Vs. A battery charge state that includes a vehicle speed detection unit 13 that includes a sensor, includes a shift position detection unit 14 that includes a shift position sensor that detects a shift position (also referred to as “shift position”) SP, and detects a state of charge SOC of the battery. Detection means 15 is provided.
The hybrid vehicle drive control device 1 includes target drive force calculation means 41, target charge / discharge power setting means 18, and target engine power calculation means 19.

The target driving force calculation means 41 has a function of directly determining the target driving force Fdrv and limiting the target driving force Fdrv that is set when the vehicle is moving backward.
At this time, the target driving force calculating means 41 has a target driving force calculating section 42 as shown in FIG.
The target driving force calculation unit 42 includes an accelerator opening tvo detected by the accelerator opening detecting means 12, a vehicle speed Vs detected by the vehicle speed detecting means 13, and a shift detected by the shift position detecting means 14. A target driving force Fdrv for driving the vehicle is determined by the target driving force search map shown in FIG. 13 according to the position SP.
Note that FIG. 13 differs from FIG. 3 of the first embodiment in that when the reverse vehicle speed increases so that the rotation speed of the motor generator is equal to or less than the allowable rotation speed, the accelerator opening degree tvo and the shift position SP. Regardless, the target driving force Fdrv is limited.
In the target driving force search map of FIG. 13, the curve indicates that the rotation speed of the first motor generator is the allowable rotation even when the road surface gradient is changed or the engine speed is changed by changing the engine load. It is desirable to set it to be less than a few.

  In this case, in the drive control device 1, the reverse vehicle speed is suppressed when the vehicle reverses, so that the rotation speeds of the two motor generators can be prevented from exceeding the allowable rotation speed.

1 is a control block diagram of a control device for a hybrid vehicle showing a first embodiment of the present invention. FIG. It is a system block diagram of the control apparatus of a hybrid vehicle. It is a basic target driving force search map composed of a basic target driving force Fdrv0 and a vehicle speed Vs. It is a figure which shows the change of the reverse minimum target drive force at the time of a 1st motor generator rotation speed rise. It is the target charging / discharging power search map which consists of target charging / discharging power Pbat and vehicle speed Vs. It is an engine operating point search map consisting of target engine torque Te and basic target engine speed Ne0. FIG. 6 is a collinear diagram when the first motor generator is operating at a maximum allowable number of rotations in the positive direction. FIG. 6 is a collinear diagram when the first motor generator is operating at a maximum allowable number of rotations in the negative direction. It is a flowchart for determining the operation / stop of the engine of the control apparatus of a hybrid vehicle. It is a control block diagram of the control apparatus of the hybrid vehicle which shows 2nd Example of this invention. It is a reverse minimum target driving force search map composed of the reverse minimum target driving force Fdrvmin and the MG1 rotation speed N1. It is a control block diagram of the control apparatus of the hybrid vehicle which shows 3rd Example of this invention. It is a target driving force search map comprising basic target driving force Fdrv0 and vehicle speed Vs.

Explanation of symbols

1 Drive control device for hybrid vehicle
2 Engine (also described as “E / G” or “ENG”)
3 Output shaft
4 First planetary gear
5 Second planetary gear
6 First motor generator (also referred to as “MG1” or “first electric motor”)
7 Second motor generator (also referred to as “MG2” or “second electric motor”)
8 Output gear
9 First inverter
10 Second inverter
11 battery
12 Accelerator position detection means
13 Vehicle speed detection means
14 Shift position detection means
15 Battery charge state detection means
16 Target driving force setting means 17 Limiting means 18 Target charge / discharge power setting means
19 Target engine power calculation means
20 Basic target driving force calculation unit 21 PI (“proportional integral”) controller 22 Maximum value selection unit 23 Target charge / discharge power calculation unit
24 Engine operating point calculation means
25 Speed limit part
26 Target engine power calculation section
27 Target MG speed calculator
28 MG torque calculator

Claims (3)

  Four elements composed of an engine, a first motor generator, a second motor generator, and an output member are connected in order of the first motor generator, the engine, the output member, and the second motor generator on the alignment chart. In a hybrid vehicle control device including a gear mechanism, an accelerator opening detection unit that detects an accelerator opening, a vehicle speed detection unit that detects a vehicle speed, a shift position detection unit that detects a shift position, Battery charge state detection means for detecting the state of charge of the battery is provided, the accelerator opening detected by the accelerator opening detection means, the vehicle speed detected by the vehicle speed detection means, and detected by the shift position detection means Target driving force setting means for setting the target driving force based on the shifted shift position For example, when the vehicle backward, a control apparatus for a hybrid vehicle characterized in that it comprises limiting means for limiting the target driving force set by the target driving force setting means.   The limiting means sets a limit value that prevents the first motor generator or the second motor generator from over-rotating, and compares the limit value with the set target driving force to reduce the driving force when the vehicle is moving backward. The hybrid vehicle control device according to claim 1, wherein the direction is determined as a target driving force.   The control device for a hybrid vehicle according to claim 2, wherein the limit value is a value that changes in accordance with the number of rotations of the motor generator.

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