JP3094777B2 - Power generation control device for hybrid vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power generation control device for a hybrid vehicle for controlling a generator mounted on the hybrid vehicle.

[0002]

2. Description of the Related Art An electric vehicle is a vehicle driven by a motor. As an electric vehicle, for example, a configuration in which a generator is driven by an engine and a motor is driven by an output of the generator, that is, a so-called series hybrid vehicle is known.

FIG. 4 shows a system configuration of a series hybrid vehicle using an AC motor as a motor. The vehicle shown in this figure uses an AC induction motor 10 as a drive source. That is, the output of the motor 10 is transmitted to the drive wheels 14 via the transaxle 12 and the like, and becomes the driving force of the vehicle.

[0004] The vehicle is equipped with a chargeable / dischargeable battery 16 such as a lead battery. The discharge output of the battery 16 is converted into three-phase AC power by an inverter 18 including a plurality of switching elements, and supplied to the motor 10. At that time, the inverter 18 is controlled by an ECU (electronic control unit) 20. That is, EC
U20 calculates a torque command value indicating a torque to be output from the motor 10 in response to depression of an accelerator or a brake by the vehicle operator, and controls the inverter 18 according to the obtained torque command value. As a result, the electric power supplied to the motor 10 is controlled, and the motor 10 outputs a torque corresponding to the torque command value.

As means for supplying electric power to the motor 10 via the inverter 18, in addition to the battery 16,
Is installed. The generator 22 is connected to an engine 26 via a gearbox 24. That is, the ECU
When the engine 20 operates the engine 26, the output of the engine 26 is transmitted to the generator 22 via the gearbox 24.
When a field current is supplied to the generator 22 under the control of the ECU, generated power is obtained from the generator 22. The generator 22 shown in this figure is a three-phase AC generator, whose output is rectified by a rectifier 28 and supplied to the inverter 18 and the battery 15. Therefore, the motor 10 is
And the output of the generator 22, and the battery 16 can be charged not only by the regeneration of the motor 10 but also by the output of the generator 22. In addition,
The speed increaser 24 is a mechanism for increasing the rotation speed of the engine 26 to a value suitable for the generator 22.

[0006] When the engine 26 is operated, the ECU 20 controls the operating conditions of the engine 26 so that the engine 26 rotates in the best fuel consumption range, for example, as shown in FIG.
The operating conditions to be controlled include, for example, a fuel injection amount, an ignition timing, a throttle opening, and the like. The best fuel range is, for example, 1200 rpm to 2800 r for a four-cylinder engine.
pm. In this region, the engine 26
Emission is also good.

In order to obtain required power from the generator 22 while causing the engine 26 to perform such high-efficiency operation, for example, the ECU 20 controls the field current of the generator 22. By doing so, it is possible to control the amount of power generated from the generator 22 to the target value while driving the engine 26 in the best fuel consumption range. Such control is disclosed, for example, in Japanese Patent Application Laid-Open No. S51-39813.

[0008]

However, when the control of the power generation amount of the generator is executed by controlling the operating conditions of the engine and the control of the field current of the generator, the rotation speed of the engine always falls within the best fuel consumption range. May not be a value. That is, the individual characteristics of the engine and the generator vary in mass production and the like, and the individual difference between the engine and the generator changes due to a temporal factor. If such variations and changes over time occur, the engine speed varies even when the power generation amount corresponding to the target value is obtained from the generator by the field control.

FIGS. 6 and 7 show a system configuration of a series hybrid vehicle previously proposed by the present applicant. The system configurations of the first and second reference examples shown in these figures are disclosed in Japanese Patent Application Nos. Hei.
This is a configuration suitable for carrying out the invention according to No. 231714.

In the reference example shown in FIG. 6, a voltage sensor 46 and a current sensor 48 for detecting a voltage and a current supplied to the motor 10 are used for calculating a target power generation amount _PT described later. . Furthermore, in order to calculate the basic throttle angle S ₀ to be described later, a temperature sensor 36 for detecting an engine coolant temperature T _e is attached to the engine 26. Furthermore, for target control of the engine speed _Ne ,
Rotational speed sensor 38 for detecting the engine speed N _e are attached to engine 26, in order to target control amount of power generation of the generator 22, a voltage sensor 40 and detects the voltage and current output from the rectifier 28 A current sensor 42 is provided. The ECU 44 controls these sensors 30 and 3
Based on the outputs of 4 to 42, the control of FIG. 8 described later is executed.

In the reference example shown in FIG. 7, an SOC sensor 30 and a temperature sensor 34 are used instead of the voltage sensor 46 and the current sensor 48 used in the first reference example. The SOC sensor 30 detects a battery capacity (charge state: SOC). The temperature sensor 34 detects a catalyst bed temperature _Thw of a catalyst (not shown) provided in the exhaust pipe 32 of the engine 26. That is, in this reference example, in calculating the target power generation amount _PT , SOC or _Thw is used instead of the product of the output of the voltage sensor 46 and the output of the current sensor 48, that is, the load of the motor 10. Even in this case, the same effect as that of the first reference example can be suitably realized.

FIG. 8 shows the ECU 44 in the first reference example.
, Particularly the flow of the power generation control routine. This routine is a routine that is repeatedly executed at predetermined intervals within a period in which the engine 10 and the generator are driven.

In this routine, first, a target power generation amount _PT is calculated (100). As described above, the target power generation amount _PT is determined based on the voltage V and the current I of the motor 10. Next, a target engine speed _NT is calculated (102). This value is determined based on the target power generation amount _PT . Basic throttle angle S ₀ is calculated further based on the target power generation amount P _T and the engine coolant temperature T _e (104).
Also, at this point, the basic throttle opening S ₀ is substituted into the command value S of the throttle opening.

The ECU 44 further determines whether or not P _T -ΔP <P (106). When this determination is made, the ECU 44 further determines whether or not P <P _T + ΔP (108). Here, P is the voltage sensor 4
A power generation amount detection value obtained from 0 and the output of the current sensor 42, and ΔP is a value indicating an allowable error of the power generation amount. That is, steps 106 and 108 are for determining whether or not the detected power generation value P of the generator 22 is within a predetermined range with respect to the target generated power _PT . When the detected power generation value P substantially equal to the target generated power _PT is obtained, the conditions of steps 106 and 108 are all satisfied, and the subsequent steps 110 and 112 are executed.

In step 110, N _T -ΔN <
Whether N _e is satisfied is determined, and when this condition is satisfied, in step _{112, N e <N T +} ΔN
Is determined. Here, N _e is the engine rotational speed detection value detected by the speed sensor 38, .DELTA.N is a value indicating the number of revolutions of the tolerance of the engine 26. Therefore, steps 110 and 112 are for determining whether or not the engine speed _Ne is within a predetermined range with respect to the target engine speed _NT . At this time, the engine 26
If the became speed N _e is substantially equal to the target engine rotational speed N _T, neither the conditions of the steps 110 and 112 is established. In this case, the following step 114 is executed, and the throttle opening command value S is output.

It is assumed that the engine coolant temperature _Te changes in a state where the detected power generation value P and the detected engine speed _Ne are both controlled to the target values ( _PT and _NT ).
Then, the basic throttle opening S ₀ which is calculated in step 104 is changed. If the throttle opening S of the engine 26 is changed without changing the field current of the generator 22, the amount of power generated by the generator 22 changes, and the detected value P also changes. The condition of 108 is not satisfied. In this case, the throttle opening S
The field control is executed in response to the change (116).

In step 116, a field current command value is calculated so as to suppress a change in the detected power value P caused by a change in the throttle opening S. When this command value is given to the generator 22 as a field current, the amount of power generation of the generator 22 and, consequently, the detected value P changes to a value closer to the target power generation amount _PT . After execution of step 116, the process proceeds to step 114. When such a field current control is executed for a predetermined cycle, at some point, the conditions of Steps 106 and 108 are both satisfied, and both the power generation amount detection value P and the engine speed detection value _Ne are equal to the target values. The state matches the value (P _T , N _T ).

Further, if the change of the target power generation amount P _T is caused by the change of the voltage V and current I (100), the target engine speed N _T and the basic throttle angle S ₀ is changed due to this (102, 104). If the change in the target power generation amount _PT is remarkable, the condition of step 106 or 108 is not satisfied, and step 116 is executed. In step 116, control of the field current of the generator 22 is executed so that the power generation amount P of the generator 22 becomes closer to the target power generation amount _PT as described above. Thereafter, step 114 is executed, and the command value S of the throttle opening changed by the change of the voltage V or the current I is output. If this cycle is repeated, at some point step 10
Conditions 6 and 108 hold. If these conditions are satisfied, step 110 is executed. If the conditions are satisfied, step 112 is executed. At this time, if both of the conditions of steps 110 and 112 are satisfied, the routine proceeds to step 114, where both the detected power generation value P and the detected engine speed _Ne are set to the target values ( _PT , _NT ). However, if the change in the target engine speed _NT due to the change in the voltage V or the current I is large, the conditions of steps 110 and 112 are not necessarily satisfied. If the condition of step 110 is not satisfied, step 1 of increasing the throttle opening command value S
When step 18 is executed and the condition of step 112 is not satisfied, step 120 for reducing the throttle opening command value S is executed.

Here, the determination condition in step 110 is that the detected engine speed _Ne is equal to the target engine speed _NT.
Since the condition is a determination condition relating to whether or not the engine speed is shifted downward, the engine speed Ne is increased by increasing the throttle opening command value S in step 118, and the target engine speed _NT is increased. It is a value close to. Conversely, because the determination condition at step 112 it is judged whether the engine rotation speed detection value Ne is shifted above the target engine rotational speed N _T, the reduction of the engine speed N _e with the execution of step 120 Gradually, the determination condition of step 112 is gradually satisfied.

As described above, in this embodiment, the power generation amount and the engine speed are both controlled to be equal to the target values (P _T , N _T ). This control is effective in dealing with the deviation of the particular described next engine speed N _e. Figure 9 shows the characteristic control content in this embodiment.

As shown at 200 in this figure,
Target power generation amount P _T is the power generation amount of the generator 22 at some point
If the engine speed N _e of what is approximately equal to is not equal to the target engine speed N _T, Fig. 8
The throttle opening S and the field current _If are controlled such that the engine speed _Ne becomes the target engine speed _NT by executing the power generation control routine shown in FIG. You. Such displacement of the engine speed N _e, the engine 26 as described above
This is caused by the individual difference between the power generators and the generators 22 or the temporal change thereof.

Next, the contents of this control will be described according to the flow of FIG.

It is assumed that the control state at a certain point is point 200. In this state, since the engine speed _Ne is shifted downward with respect to the target engine speed _NT , step 1
The condition of 10 is not satisfied, and the command value S of the throttle opening is corrected upward in step 118. When the command value S of the throttle opening is output in step 114, the power generation amount P along the line of the large field current in FIG.
Increase. Then, the next time the power generation control routine is executed, the condition of step 108 is not satisfied, and therefore step 116 relating to the field current is executed. In this step 116, the field current is changed so that the power generation amount P becomes closer to the target power generation amount _PT . As a result of this control, when the power generation amount P becomes substantially equal to the target power generation amount _PT , the next time the power generation control routine is executed, the conditions of Steps 106 and 108 are satisfied, and the process proceeds to Steps 110 and 112. In this state, if the engine speed _Ne is not yet sufficiently close to the target engine speed _NT , step 118 is executed again, and the command value S of the throttle opening corrected upward is output in step 114. Is done. Then, along with this, the power generation amount of the generator 16 increases again. As a result of this increase, when the conditions of Steps 106 and 108 are not satisfied, Step 116 relating to the field control is executed again.

When such control is repeated, the point 200
, The power generation amount and the engine speed gradually change in a saw-tooth waveform. The power generation amount P is sufficiently close to the target power generation amount _PT , and the engine speed Ne is equal to the target engine speed N
_When the state becomes sufficiently close to _T , that is, when the point 202 is reached, all of the conditions of steps 106 to 112 are satisfied, and this control state is maintained.

[0025] Thus, the present according to the reference example, the deviation of the engine speed N _e caused by inter-individual differences as well as aging of the engine 10 and the generator 16 is inhibited, the target value with the power generation amount of the generator 16 Can be set to a value substantially equal to. Therefore, despite the fact that the target power generation amount _PT is obtained from the generator 16, it is less likely that the engine speed Ne will deviate from the best fuel consumption range and the emission will increase. Note that other operating conditions may be used as the operating conditions of the engine 10 to be controlled.

However, in these reference examples, no change in power generation characteristics due to the level of the load on the engine 26 is expected. That is, the rotation speed of the engine 26 increases when the field current of the generator 22 is small, and decreases when the field current is large. Further, when the engine speed _Ne changes, the output of the engine 26 and, consequently, the amount of power generated by the generator 22 also changes. However, this characteristic is different between when the load of the engine 26 is high and when it is low (for example, when the throttle opening S is large and small). For example, in gasoline engines, etc throttle engine output characteristics at high load, becomes right up to the engine speed N _e as shown in FIG. 10 (a),
At a low load, as shown in FIG.

When the load is high, that is, when the throttle opening S is large, when the field current is reduced, the amount of power generated by the generator 22 temporarily drops, and the engine speed _Ne increases. The amount of intake air to the engine 26 with an increase in the engine speed N _e is increased, the engine output increases. Also increase the power generation amount of the generator 22 with an increase in the engine speed N _e. Then, the rotation is continued in a state where the engine output and the power generation amount of the generator 22 are balanced.

When the field current is reduced at a low load, that is, in a state where the throttle opening S is almost fully closed, the generator 2 is temporarily stopped.
2 power generation amount P is dropped, the engine speed N _e is increased.
However, since the throttle opening S is almost fully closed, when the engine speed _Ne increases, the intake efficiency of the engine 26 decreases, and conversely, the engine output decreases. If the engine output and the power generation amount P of the generator 22 are balanced in this lowered state, the rotation continues in this state.

Therefore, as in each of the above-described embodiments, by changing the field current of the generator 22, the power generation amount P
Is controlled, the power generation amount P changes in a different tendency between when the load on the engine 26 is high and when it is low.

In order to avoid such a problem, the present applicant has already proposed a control method shown in FIG.
FIG. 11 shows the ECU 4 in the third reference example.
4 is a flow chart of a power generation control routine executed by Step 4.
As shown in this figure, in this routine, first, steps 100 and 102 are executed. continue,
The ECU 44 calculates the basic throttle opening S ₀ (1
22). This calculation In includes a target power generation amount P _T determined in step 100, the engine coolant temperature T _e detected by the temperature sensor 36, the table h is referred to. The ECU 22 then proceeds to the basic duty D ₀
Is calculated (134). That is, step 10
Table j shows the target engine speed _NT obtained in step 2.
, The basic duty D ₀ for controlling the field current is calculated. Note that ΔD described later is reset prior to or at the same time as step 134.

Next, the ECU 44 executes steps 110 and 112. The ECU 44 controls the field current of the generator 22 according to the result of this determination (12).
4,126). That is, FIG. 12 As shown in (a), in the case where the lower limit N _T -ΔN smaller than the detected engine speed N _e is the control target range (110), the generator 2
1 from the correction amount ΔD of the duty in order to reduce the second field current is subtracted (124), is greater than the upper limit N _T + .DELTA.N the speed N _e is the control target range (112), the generator 22 Duty correction amount Δ to increase field current
One is added to D (126). The magnitude of the field current can be controlled by the length of the ON period and the OFF period.

Further, as a result of the determination in steps 110 and 112, if the detected rotational speed _Ne is within the control target range determined in accordance with the target engine rotational speed _NT , then the power generation The determination relating to the power generation amount P of the machine 22 is executed (106, 108). As a result of this determination, when the detected power generation amount P is smaller than the lower limit P _T -ΔP of the control target range (104), as shown in FIG. One is added to ΔS (128), and conversely, the power generation amount P becomes the upper limit P _{T of the} control target range.
If it is determined to be larger than + ΔP (108), 1 is subtracted from the throttle opening correction amount ΔS (130).
Note that ΔS has been reset at the same time as or before the setting of S ₀ in step 102.

Thereafter, the ECU 44 executes step 132. In step 132, step 128
Alternatively, the throttle opening correction amount ΔS set in step 130 is added to the basic throttle opening degree S ₀ obtained in step 122, and in step 136, the duty correction amount ΔD set in step 124 or 126 is added. Is added to the basic duty D ₀ obtained in step 134. Next step 1
At 14, the throttle opening S obtained at step 132 is output to the engine 26, and at step 138
, The field current having the duty D is
Will be output to Thus, the throttle opening is corrected according to the determination result related to the power generation amount P.

[0034] Thus, in the present embodiment, in terms of control of the rotational speed N _e of the engine 26 is performed, the generator 22
Is controlled. Therefore, unlike the first and second reference example, a power generation amount P of the rotational speed N _e and the generator 22 of the engine 26, regardless of the level of load of the engine 26, both suitably can be targeted and control Become. That is, when the control of the power generation amount P is performed first, FIG.
As shown in (a) and (b), since the relationship between the rotational speed N _e of the engine 26 and its output is different at high load and low load, the control of the rotational speed N _e to be executed subsequently As a result, the power generation amount P of the generator 22 deviates from the target control range. In the present embodiment, the above-described target control of the rotation speed _Ne and the power generation amount P can be suitably performed without such a problem, that is, without being affected by the load of the engine 26.

However, even in such a configuration, there still remains a problem that knocking may occur as the intake air temperature rises. That is, since the knock limit the intake temperature of the engine is increased to move to the side of higher rotation by the engine speed N _e, the engine rotational speed at an earlier time point N _e and power generation amount P is the target value N _T
And _PT , knocking may occur.

As a technique for preventing knocking of the engine, a method of delaying the ignition timing of the engine is already known. When knocking is prevented in such a series hybrid vehicle as in each of the above-described reference examples by using such a method, the output of the engine 26 and, consequently, the power generation amount P of the generator 22 are reduced.

It is an object of the present invention to solve such a problem, and it is possible to perform knocking without retarding the ignition timing, that is, without causing a problem such as a decrease in power generation. while preventing, and an object thereof is to both suitably target braking Goka ability power generation amount of the rotational speed and generator of the engine.

[0038]

In order to achieve the above object, a power generation control apparatus for a hybrid vehicle according to the present invention includes a means for detecting knocking of an engine, and a method for rotating the engine when knocking is detected. Means for increasing and correcting the target value of the number, and controlling the field current of the generator so that the engine speed becomes substantially the target value, and adjusting the throttle opening of the engine so that the power generation amount of the generator becomes substantially the target value. and means for controlling, Ru comprising a.

When controlling the field current of the generator and the throttle opening of the engine, the engine speed and the power generation amount of the generator are detected, and the detected engine speed is set within a predetermined control target range. The field current of the generator is corrected to a smaller value when it is on the lower side and to a larger value when it is on the higher side, and the detected engine speed is adjusted to a predetermined control target. When the detected power generation amount is within the range, the engine load is higher when the detected power generation amount is smaller than the predetermined control target range, and conversely, when the detected power generation amount is larger than the predetermined control target range, the engine load is higher. By controlling the throttle opening of the engine so that the engine speed becomes lower, both the engine speed and the power generation amount of the generator are controlled within the control target range.

[0040]

According to the present invention, in performing the target control of the rotational speed and the amount of electric power generated by the generator of the engine by controlling the throttling opening of the field current and the engine of the generator, engine knocking is detected. For example, even in a state where the engine speed and the power generation amount of the generator are almost controlled to the respective target values, the knock limit of the engine moves to a higher rotation side when the intake air temperature of the engine increases,
It may be possible to knock. When knocking is detected as a result of such a state, the target value of the engine speed is increased and corrected in the present invention. As a result, the engine speed is controlled to a value at which knocking does not occur. At that time, the power generation amount of the generator can be controlled to the target value, and the optimum ignition timing under the current throttle opening and ignition timing of the engine (M
BT).

When the throttle opening of the engine is corrected in accordance with the target control of the power generation amount of the generator after the engine speed reaches a predetermined control target range, the load of the engine is reduced. Regardless of the height, the engine speed and the power generation amount of the generator are both controlled within the control target range.

[0042]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the drawings. The same components as those of the conventional example and the reference example shown in FIGS. 4 to 12 are denoted by the same reference numerals, and description thereof will be omitted.

FIG. 1 shows a system configuration of a series hybrid vehicle according to an embodiment of the present invention. In this embodiment, a knock sensor 50 for detecting knocking of the engine 26 is attached to the engine 26.
The knock sensor 50 has, for example, a built-in piezoelectric vibrator,
Knocking is detected by the resonance of the vibrator. The output of knock sensor 50 is supplied to ECU 44.

FIG. 2 shows a flow of a power generation control routine in this embodiment. In the routine shown in FIG.
It is determined whether or not is knocking (140).
Step 142 is executed if you knock, predetermined value of the correction amount .DELTA.N ₁ of the target engine rotational speed N _T0 alpha
Is added. Conversely, if the engine is not knocking, the step 144 is performed, the predetermined value α is subtracted from the correction amount .DELTA.N ₁ of the target engine rotational speed N _T0. The obtained correction amount .DELTA.N _1, the target engine rotational speed N _T is added in step 146. After execution of step 146, the operations of step 134 and thereafter are executed. In FIG. 2, the target engine speed set in step 102 is represented by _NT0 to distinguish it from the target engine speed _NT used after step 134.

That is, in this embodiment, when the engine 26 is knocking, the target engine speed _NT is controlled to increase. This way,
Etc. If the intake air temperature T _a of the engine 26 is increased, it is possible deal with the case where the knock limit of the engine 26 is shifted to the high speed side.

[0046] That is, when the intake air temperature T _a of the engine 26 is increased to 80 ° C., for example, from 20 ° C., the knock limit of the engine 26 as shown in FIG. 3 rises. here,
Engine 26 at elevated earlier this intake air temperature T _a is the point A
, That is, the rotation speed _Ne and the power generation amount P of the generator 22 are WOT (Wide Open Throttle).
If the target N _T and P _T on the characteristic were controlled,
With increasing of the intake air temperature T _a, may point A becomes a state as positioned in the low rotation side as seen from the knock limit, the engine 26 is likely to knock. In this embodiment, when such a situation occurs, step 142
, The target engine speed _NT is increased and controlled, so that the engine 2 is maintained while the power generation amount P is maintained at the target power generation amount _PT.
No. 6 knocking can be prevented. That is, the operation of the engine 26 at the point B can be executed. At this time, there is no need to change the ignition timing in the engine 26.

In this embodiment, it is determined whether ΔN ₁ ≦ 0 prior to step 146 (14).
8). If this condition is satisfied, step 146 is not executed and _NT0 is set as the target engine speed _NT (150), and then the routine proceeds to step 134. This is to prohibit the decrease correction of the engine speed.

The present invention is not limited to the configuration of the above embodiment. For example, step 100 of the present embodiment may be executed using SOC or _Thw as in the second reference example. Also, instead of the duty control of the field current,
Analog control of the amplitude may be performed.

[0049]

As described above, according to the power generation control device of the present invention, the field current of the generator and the engine current are controlled .
In performing target control of the engine speed and the power generation amount of the generator by controlling the rottle opening , the target value of the engine speed is increased and corrected when knocking of the engine is detected. The knock limit can be moved to the higher rotation side due to temperature rise, etc.
Knocking can be suitably prevented. At this time, the power generation amount of the generator can be controlled to the target value, and it is not necessary to retard the ignition timing of the engine.

Further, if the throttle opening of the engine according to the target control of the power generation amount of the generator is corrected after the engine speed reaches a predetermined control target range, the load of the engine is reduced. Regardless of the height, both the engine speed and the power generation amount of the generator can be controlled within the control target range.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a system configuration of a series hybrid vehicle according to one embodiment of the present invention.

FIG. 2 is a flowchart showing a flow of an operation of an ECU in this embodiment.

FIG. 3 is a diagram showing the possibility of knocking with an increase in intake air temperature and the control content of the embodiment.

FIG. 4 is a block diagram showing a system configuration of a series hybrid vehicle according to one conventional example.

FIG. 5 is an engine speed versus fuel efficiency rate characteristic diagram showing the best fuel efficiency control of the engine.

FIG. 6 is a block diagram showing a system configuration of a series hybrid vehicle according to a first reference example previously proposed by the present applicant.

FIG. 7 is a block diagram showing a system configuration of a series hybrid vehicle according to a second reference example previously proposed by the present applicant.

FIG. 8 is a flowchart showing a flow of an operation of the ECU in the first reference example.

FIG. 9 is a diagram showing control contents in the first reference example.

FIG. 10 is a diagram showing a difference between the engine output characteristics when the engine load is high and when the engine load is low, and FIG.
FIG. 10B is a diagram showing the relationship between the engine speed and the engine output at the time of low load.

FIG. 11 is a flowchart showing a flow of an operation of an ECU in a third reference example proposed earlier by the present applicant.

12A and 12B are diagrams showing setting of a control target range in a third reference example, where FIG. 12A shows a control target range of an engine speed, and FIG. 12B shows a control target of a power generation amount of a generator; It is a figure which shows a range respectively.

[Explanation of symbols]

10 tolerance of the motor 16 battery 18 inverter 22 detected value ΔP power generation of the generator 26 engine P generation amount error N _e of engine speed detection value ΔN engine speed tolerance S ₀ basic throttle S throttle ΔS throttle correction amount D ₀ Basic duty ΔD Correction amount of duty D Duty ΔN ₁ Correction amount of target engine speed when knocking is determined

Continuation of front page (56) References JP-A-51-39813 (JP, A) JP-A-59-187145 (JP, A) JP-A-3-281954 (JP, A) JP-A-60-35926 (JP) , A) (58) Field surveyed (Int. Cl. ⁷ , DB name) F02D 29/06 B60K 6/02 B60L 11/12 H02P 9/04 H02P 9/14

Claims (1)

(57) [Claims] 1. A hybrid vehicle having a motor as a driving source of a vehicle, a generator for supplying the motor with its power output, and an engine for driving the generator to rotate, wherein the number of revolutions of the engine is substantially equal to a target value. Means for detecting knocking of the engine in a power generation control device for a hybrid vehicle that controls the field current of the generator so that the amount of power generated by the generator is substantially equal to the target value, and that controls the throttle opening of the engine. Means for increasing and correcting the target value of the engine speed when knocking is detected , and a field current of the generator and a slot of the engine.
When controlling the opening degree of the engine , the engine speed and the power generation amount of the generator are detected, and the detected engine speed is out of a predetermined control target range.
If it is on the lower side, it will go to a smaller value,
In some cases, the field current of the generator is increased to a higher value.
Correct and the detected engine speed is within the specified control target range.
In some cases, the detected power generation of the generator
If the engine load is below the target range,
Engine on the larger side.
Engine load so that the engine load is lower
By compensating for both the engine speed and the power generation amount of the generator,
Power generation for hybrid vehicles characterized by control within the enclosure
Control device.