JP5011500B2 - Motor / generator control device for hybrid vehicle - Google Patents

Description

The present invention can be driven not only by the engine but also by power from the motor / generator, and by electric power (EV) mode in which the vehicle travels only by power from the motor / generator, and by power from both the engine and the motor / generator. The present invention relates to a hybrid vehicle having a hybrid traveling (HEV) mode capable of traveling, and in particular, aims at optimal torque control when generating power with a motor / generator.

Conventionally, various types of hybrid drive apparatuses used in the hybrid vehicle as described above have been proposed. As one of them, the one described in Patent Document 1 is known.
The hybrid drive device includes a first clutch that is coupled to a shaft that directs engine rotation to a transmission, includes a motor / generator between the engine and the transmission, and that removably couples the engine and the motor / generator. In addition, instead of the torque converter, the motor / generator and the transmission output shaft are detachably coupled to each other.

When the hybrid vehicle having such a hybrid drive device disengages the first clutch and engages the second clutch, the hybrid vehicle is in an electric travel (EV) mode that travels only by the power from the motor / generator, and the first clutch and the second clutch When both the clutches are engaged, a hybrid running (HEV) mode that can run with power from both the engine and the motor / generator can be set.

By the way, when the motor / generator operates as a motor, the motor / generator outputs torque. This torque is called drive torque. When the motor / generator operates as a generator, torque is input to the motor / generator. This torque is called regenerative torque. As a feature of the hybrid vehicle, energy can be recovered by performing traveling regenerative power generation that generates power by inputting regenerative torque to the motor / generator from the wheel side during traveling. If traveling regenerative power generation is appropriately performed, it is not necessary to drive the engine, and the fuel consumption rate is improved.
On the other hand, when power is required despite the driving scene where driving regenerative power generation should not be performed, such as during warm-up operation or traffic jams, regenerative torque is input from the engine to the motor / generator. By performing engine power generation to generate power, the power shortage is solved, or the battery storage state SOC (also referred to as charge rate) of the battery is increased. In this case, the engine consumes fuel.
Regardless of the traveling regenerative power generation or the engine power generation, the upper limit value of the regenerative torque is set to a certain constant value.
Japanese Patent Laid-Open No. 11-082260

However, in the hybrid vehicle that can recover the energy and improve the fuel consumption rate as in the conventional case, problems as described below still occur. That is, the inverter that converts the electromotive force of the motor / generator into direct current is subjected to a load proportional to the regenerative torque and the power generation time. For this reason, if an unnecessarily large regenerative torque is continuously input to the motor / generator for an extended period of time, an excessive burden is generated on the inverter, and eventually the durability of the inverter is impaired.
However, if the upper limit value of the regenerative torque is set low in a normal state, there may be a shortage of power.

  In view of the above circumstances, the present invention proposes a motor / generator control capable of generating power more appropriately in accordance with the driving state and traveling state of a hybrid vehicle without imposing an excessive burden on the inverter. .

For this purpose, a motor / generator control device for a hybrid vehicle according to the present invention comprises:
Engine power generation including an engine and a motor / generator as a power source, and generating power by inputting regenerative torque from the engine side to the motor / generator, and traveling regenerative power generation generating power by inputting regenerative torque from the wheel side to the motor / generator In the hybrid vehicle in which the electromotive force of the motor / generator is converted into direct current by an inverter and stored in a battery ,
The wheel side and the motor / generator are drivingly coupled with a stepped transmission,
It is determined whether the engine power generation is being performed or the traveling regenerative power generation is being performed, and when the traveling regenerative power generation is being performed, a regenerative torque upper limit value that defines an upper limit of the regenerative torque is set according to a gear position. When the engine power generation is performed, the regenerative torque upper limit value is set according to the vehicle speed .

  According to such a configuration of the present invention, since the upper limit value of the regenerative torque is made different between the engine power generation and the traveling regenerative power generation, the durability of the inverter is higher than that of the conventional example in which the upper limit value of the regenerative torque is normally set high. Will not be damaged. Further, compared with the conventional example in which the upper limit value of the regenerative torque is set to be low in a normal state, the power shortage can be solved.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 shows a power train of a front engine / rear wheel drive hybrid vehicle equipped with a hybrid drive device to which the motor / generator control device of the present invention can be applied, where 1 is an engine and 2 is a drive wheel (rear wheel). is there.
In the power train of the hybrid vehicle shown in FIG. 1, the automatic transmission 3 is arranged in tandem at the rear of the engine 1 in the longitudinal direction of the vehicle in the same manner as a normal rear wheel drive vehicle, and the engine 1 (crankshaft 1a) is rotated. A motor / generator 5 is provided in combination with the shaft 4 that transmits to the input shaft 3a of the automatic transmission 3.

The motor / generator 5 functions as a motor or a generator (generator), and is disposed between the engine 1 and the automatic transmission 3.
More specifically, a first clutch 6 is inserted between the motor / generator 5 and the engine 1 and, more specifically, between the shaft 4 and the engine crankshaft 1a, and the engine 1 and the motor / generator 5 are disconnected by the first clutch 6. Join as possible.
Here, the first clutch 6 is assumed to be capable of continuously changing the transmission torque capacity. For example, the first clutch 6 is a wet type engine that can change the transmission torque capacity by continuously controlling the clutch hydraulic oil flow rate and the clutch hydraulic pressure with a proportional solenoid. It consists of a plate clutch.

More specifically, a second clutch 7 is inserted between the motor / generator 5 and the automatic transmission 3 and more specifically between the shaft 4 and the transmission input shaft 3a. The second clutch 7 causes the motor / generator 5 and the automatic transmission to be inserted. 3 are separably connected.
Similarly to the first clutch 6, the second clutch 7 can be continuously changed in transmission torque capacity. For example, the proportional torque solenoid can continuously control the clutch hydraulic oil flow rate and clutch hydraulic pressure to change the transmission torque capacity. It consists of possible wet multi-plate clutch.

The automatic transmission 3 is the same as that described in pages C-9 to C-22 on the "Skyline New Car (CV35) Manual" issued by Nissan Motor Co., Ltd. in January 2003. By selectively engaging and releasing friction elements (such as clutches and brakes), the transmission system path (shift stage) is determined by the combination of engagement and release of these friction elements.
Therefore, the automatic transmission 3 shifts the rotation from the input shaft 3a at a gear ratio corresponding to the selected shift speed and outputs it to the output shaft 3b.
This output rotation is distributed and transmitted to the left and right rear wheels 2 by the differential gear device 8,
It is used for vehicle travel.
However, it is needless to say that the automatic transmission 3 is not limited to the stepped type as described above, and may be a transmission that can be continuously changed from the current shift stage to the target shift stage.

In the power train of FIG. 1 described above, low load /
When the electric travel (EV) mode used at the low vehicle speed is required, the first clutch 6 is released, the second clutch 7 is engaged, and the automatic transmission 3 is set in the power transmission state.

When the motor / generator 5 is driven in this state, only the output rotation from the motor / generator 5 reaches the transmission input shaft 3a, and the automatic transmission 3 changes the rotation to the input shaft 3a to the selected shift speed. The speed is changed according to the speed and output from the transmission output shaft 3b.
Then, the rotation from the transmission output shaft 3b reaches the rear wheel 2 via the differential gear device 8, and the vehicle can be electrically driven (EV traveling) only by the motor / generator 5.

When a hybrid travel (HEV travel) mode used for high speed travel or heavy load travel is required, the first clutch 6 is engaged, and the engine 1 is started using the motor / generator 5 as an engine starter. Then, with the first clutch 6 and the second clutch 7 both engaged, the automatic transmission 3 is brought into a power transmission state.
In this state, the output rotation from the engine 1, or both the output rotation from the engine 1 and the output rotation from the motor / generator 5 reach the transmission input shaft 3a, and the automatic transmission 3 is connected to the input shaft 3a. Is rotated according to the currently selected shift speed and output from the transmission output shaft 3b.
The rotation from the transmission output shaft 3b then reaches the rear wheel 2 via the differential gear device 8, and the vehicle can be hybrid-driven (HEV-driven) by both the engine 1 and the motor / generator 5.

  In such HEV traveling, when the engine 1 is operated with the optimal fuel efficiency, if the energy becomes surplus, the surplus energy is converted into electric power by operating the motor / generator 5 as a generator by this surplus energy, and this generated power is converted into electric power. By accumulating power to be used for driving the motor of the motor / generator 5, the fuel consumption of the engine 1 can be improved.

In FIG. 1, the first clutch 7 for releasably coupling the motor / generator 5 and the drive wheel 2 is interposed between the motor / generator 5 and the automatic transmission 3,
As shown in FIG. 2, even if the second clutch 7 is interposed between the automatic transmission 3 and the differential gear device 8, the same function can be achieved.

In addition, in FIG. 1 and FIG. 2, a dedicated second clutch 7 is added before or after the automatic transmission 3,
Instead, as the second clutch 7, as shown in FIG. 3, a friction element for selecting a forward shift stage or a friction element for selecting a reverse shift stage existing in the automatic transmission 3 may be used.
In this case, in addition to the second clutch 7 fulfilling the mode selection function described above, the automatic transmission is put into a power transmission state when engaged to fulfill this function, and a dedicated second clutch is not required and the cost is reduced. The top is very advantageous.

  The engine 1, the motor / generator 5, the first clutch 6, and the second clutch 7 constituting the power train of the hybrid vehicle shown in FIGS. 1 to 3 are controlled by a system as shown in FIG.

  The control system of FIG. 4 includes an integrated controller 20 that performs integrated control of the operating point (torque and rotation speed) of the power train. The operating point of the power train is set to the target engine torque tTe, the target motor / generator torque tTm, It is defined by the target transmission torque capacity tTc1 of the first clutch 6 and the target transmission torque capacity tTc2 of the second clutch 7.

In order to determine the operating point of the power train, the integrated controller 20
A signal from the engine rotation sensor 11 for detecting the engine speed Ne;
A signal from the motor / generator rotation sensor 12 for detecting the motor / generator rotation speed Nm;
A signal from the input rotation sensor 13 for detecting the transmission input rotation speed Ni,
A signal from the output rotation sensor 14 that detects the transmission output rotation speed No,
A signal from an accelerator opening sensor 15 that detects an accelerator pedal depression amount (accelerator opening APO) indicating a required driving force to the power train;
A signal from a storage state sensor 16 that detects a storage state SOC (carryable power) of the battery 9 that stores power for the motor / generator 5 is input.

Among the sensors described above, the engine rotation sensor 11, the motor / generator rotation sensor 12, the input rotation sensor 13, and the output rotation sensor 14 can be arranged as shown in FIGS.

The integrated controller 20 includes the accelerator opening APO, the battery charge state SOC,
In addition, the operation mode (EV mode, HEV mode) that can realize the driving force of the vehicle desired by the driver is selected from the transmission output speed No (vehicle speed VSP), and the target engine torque tTe, target motor / The generator torque tTm, the target first clutch transmission torque capacity tTc1, and the target second clutch transmission torque capacity tTc2 are respectively calculated to perform driving force control.

  FIG. 5 is a block diagram showing the control calculated by the integrated controller 20. Referring to FIG. 5, the target drive torque calculation unit 100 refers to the map illustrated in FIG. 6 and calculates the target drive from the vehicle speed VSP (proportional to the output speed No of the automatic transmission 3) and the accelerator opening APO. Calculate the torque. Further, referring to the map illustrated in FIG. 7, the motor / generator assist torque is calculated from the vehicle speed VSP (proportional to the output rotation speed No of the automatic transmission 3) and the accelerator opening APO.

The mode selection unit 200 refers to the engine start line map illustrated in FIG.
An operation mode (HEV traveling or EV traveling) is calculated from the vehicle speed VSP (proportional to the output rotational speed No of the automatic transmission 3) and the accelerator opening APO.

  The target power generation output calculation unit 300 calculates a target power generation output from the state of charge SOC by referring to the traveling power generation request output map illustrated in FIG. Further, from the current operating point to the best fuel consumption line indicated by a bold line in FIG. 10, the output necessary for increasing the engine torque Te while leaving the engine speed Ne is calculated, and compared with the target power generation output, Add less output as required output to engine output. As an example, if the current operating point is A in FIG. 10, a straight line indicated by an arrow in FIG. 10 is an output necessary for increasing the engine torque Te. And the required output which concerns on the said straight line and the target electric power generation output mentioned above are compared, and a small output is made into a request | requirement output.

  In the operating point command unit 400, with the accelerator opening APO, the target driving torque, the operation mode, the vehicle speed VSP, and the required output described above as the target of reaching the operating point, the transient target engine torque tTe, target motor / generator torque tTm, A target first clutch transmission torque capacity tTc1, a target second clutch transmission torque capacity tTc2, and a target gear stage are calculated.

  The shift control unit 500 calculates the current command of each solenoid valve provided in a control valve (not shown) of the automatic transmission 3 from the above-described target second clutch transmission torque capacity tTc2 and the target shift stage, and drives these solenoid valves. Control.

  In the control shown in the block diagram of FIG. 5 described above, when the target motor / generator torque tTm is a positive value, the motor / generator 5 operates as a motor and outputs drive torque to the wheel 2 side. On the other hand, when the target motor / generator torque tTm is a negative value, the absolute value of the target motor / generator torque tTm is the regenerative torque, so that the regenerative torque is applied to the wheel 2 side or the engine so that the motor / generator 5 operates as a generator. Input to the motor / generator 5 from at least one side.

However, unless the target regenerative torque is not input to the motor / generator 5 without limitation, it is not input over a long period of time without limiting the time limit. When the electromotive force of the motor / generator 5 is converted into direct current by the inverter 10, a load corresponding to the so-called magnitude × time = area obtained by multiplying the magnitude of the regenerative torque and the power generation time is applied to the inverter 10. . Therefore, if the regenerative torque that exceeds the performance of the inverter 10 is input to the motor / generator 5, or if the motor / generator 5 generates power for a long time that exceeds the performance of the inverter 10, the durability of the inverter 10 is increased. Will be damaged.
Therefore, the integrated controller 20 sets an upper limit value for the regenerative torque by the control program of FIG. 11, and limits power generation so that the above-described area does not increase.

  First, in step S1, engine power generation is performed by inputting regenerative torque from the engine 1 to the motor / generator 5, or running regenerative power generation is performed by inputting regenerative torque from the wheel 2 to the motor / generator 5 to generate electric power. Judgment is made.

  When traveling regenerative power generation is being performed, the process proceeds to step S2, and a regenerative torque upper limit value corresponding to the gear position of the automatic transmission 3 is set with reference to the chart shown in FIG. If not, set the lower limit of the negative motor / generator torque. For this reason, the lower limit value of the motor / generator torque is shown as a negative value in FIG.

  In addition to the chart of FIG. 12, when the first and second low gears are selected, the regenerative torque of the motor / generator 5 is increased by the automatic transmission 3 and becomes a large braking torque at the wheels 2. Set the regenerative torque upper limit in the second speed to 100 [Nm], and make it smaller than the regenerative torque upper limit in the third gear or higher high gear. Thereby, the load of the inverter 10 can be reduced. In addition, while selecting the 1st and 2nd low gears, the frequency of running regenerative power generation is generally high due to traffic jams, etc., so the upper limit of the regenerative torque for the 1st and 2nd speeds is set to the upper limit of the regenerative torque for 3rd and higher speeds. By making it smaller than the value, the load on the inverter 10 can be reduced.

  Set the 3rd and 5th speed regenerative torque upper limit to 150 [Nm], and make it smaller than the 4th speed regenerative torque upper limit. At 5th speed, the hybrid vehicle often travels on a highway, and the time for performing regenerative power generation is generally long. Therefore, the regenerative torque upper limit value for 5th speed should be smaller than the upper limit value for 4th speed regenerative torque. Thus, the load on the inverter 10 can be reduced. The third-speed regenerative torque upper limit value 150 [Nm] is set to an intermediate value between the second-speed regenerative torque upper limit value 100 [Nm] and the fourth-speed regenerative torque upper limit value 200 [Nm]. The reason why the upper limit value of the regenerative torque for the fourth speed is increased is that, since the time for running regenerative power generation is generally short at the fourth speed, it is considered that the durability of the inverter 10 is not impaired even if the upper limit value of the regenerative torque is increased. Because.

  Returning to FIG. After step S2, the process proceeds to step S3, and it is determined whether or not there is a gear change shift command for switching from the currently selected shift stage to another shift stage. If gear change is to be performed (YES), the process proceeds to step S4, and the set change rate limiting control for gradually changing is performed. For example, when downshifting from the 4th speed to the 3rd speed or upshifting from the 4th speed to the 5th speed, the regenerative torque upper limit value is set from 200 [Nm] in the time zone indicated by the arrow as shown in the time chart of FIG. Gradually change at a predetermined rate of change up to 150 [Nm]. When step S4 ends, the control program is exited.

In a hybrid vehicle, regenerative cooperative control is performed to reduce the speed by combining friction braking and traveling regenerative power generation so as to match the amount of brake operation input by the driver. When the upper limit of the regenerative torque changes, the regenerative torque before the change (= braking) Torque) must be compensated with a friction brake after the change. Then, if the regenerative torque suddenly changes stepwise as shown in the time chart of FIG. 14, the friction brake must also change rapidly. However, since the friction brake has a configuration in which the brake pad is pressed against the brake disc by a hydraulic cylinder, it is difficult to respond quickly, and there is a concern that the vehicle behavior deteriorates that the deceleration is momentarily lost during the gear change described above.
In the present embodiment, since the change rate limiting control is performed in step S4, the hydraulic cylinder of the friction brake can follow the change in the regenerative torque, and a stable deceleration can be realized.

  The description returns to step S3 in FIG. If there is no gear change during traveling regenerative power generation (NO), the process proceeds to step S5, whether the selected gear stage is the predetermined gear stage A and whether the actual regenerative torque is equal to or greater than the predetermined threshold value TrqLmt In other words, it is determined whether or not the actual motor / generator torque on the negative side is equal to or less than a predetermined threshold value. The actual regenerative torque can be calculated from the engine performance curve shown in FIG. If the actual regenerative torque is smaller than TrqLmt (NO) or not at the predetermined gear stage A, the control program is exited. Note that the threshold value TrqLmt is a precondition for time limit control, which will be described later.

  On the other hand, if the speed is the predetermined speed A in step S5 and the actual regenerative torque is greater than or equal to the threshold value TrqLmt (YES), the process proceeds to step S6, the timer starts counting down, and the running Regenerative power generation time is measured.

In the next step S7, it is determined whether or not the timer time being measured, that is, the time of traveling regenerative power generation, has reached a threshold TimeLmt or more. If traveling regenerative power generation to be measured is completed without reaching the threshold TimeLmt (NO), the control program is exited.
On the other hand, when the traveling regenerative power generation to be measured reaches the threshold TimeLmt or more (YES), the process proceeds to step S8, and time limit control is performed to gradually reduce the regenerative torque upper limit value set in step S2. When step S8 ends, the control program is exited.

  The time limit control will be described. Even if the actual regenerative torque is less than or equal to the regenerative torque upper limit value, the durability of the inverter 10 is impaired when the traveling regenerative power generation time exceeds the threshold TimeLmt for a long time. Therefore, by performing the time limit control described above, the actual regenerative torque can be reduced and the load on the inverter 10 can be reduced.

  The description returns to step S1. When engine power generation is being performed, the process proceeds from step S1 to step S9, and a regenerative torque upper limit value corresponding to the vehicle speed VSP is set with reference to the chart shown in FIG. If not, the lower limit value of the negative motor / generator torque is set according to the vehicle speed VSP. For this reason, FIG. 15 shows the lower limit value of the motor / generator torque as a negative value.

  In addition to the chart of FIG. 15, when the state of charge SOC falls to the extremely low side at a low vehicle speed of 0 to 20 [km / h] and cannot be lowered further, the second clutch 7 is slip-engaged to generate engine power. Will be performed. Further, when the state of charge SOC is lowered to the extremely low level and cannot be lowered any further while the engine 1 is warmed up, the second clutch 7 is released or slip-engaged to generate engine power. When the engine power generation described above is performed due to a traffic jam or the like, the power generation time increases extremely, so that the durability of the inverter 10 of the motor / generator 5 is impaired. Therefore, in this embodiment, the upper limit value of the regenerative torque when generating engine power at a low vehicle speed of 0 to 20 [km / h] is set to 100 [Nm] (the lower limit value of the negative motor / generator torque is set to -100 [Nm]). Set it to be less than 120 [Nm], which is the upper limit of regenerative torque when generating engine power at medium and high vehicle speeds of 20 [km / h] or higher. Thereby, the load of the inverter 10 can be reduced.

By the way, according to the above-described embodiment, the engine 1 and the motor / generator 5 are provided as power sources, the engine power generation is performed by inputting the regenerative torque from the engine 1 side to the motor / generator 5, and the motor is driven from the wheel 2 side. In a hybrid vehicle capable of selecting traveling regenerative power generation by generating regenerative torque by inputting regenerative torque to generator 5, the regenerative torque upper limit value that defines the upper limit of regenerative torque is set to 100 to 120 [ Nm], and in running regenerative power generation, it is set to 100 to 200 [Nm] as shown in FIG.
Unlike the conventional example in which the upper limit value of the regenerative torque is uniformly set to a high value of 200 [Nm], the durability of the inverter 10 is not impaired. Alternatively, there is no shortage of generated power unlike the conventional example in which the upper limit value of the regenerative torque is uniformly set to a low value of 100 [Nm].

Further, in a hybrid vehicle having a power train configured as shown in FIGS. 1 to 3, engine power generation is often performed during acceleration as shown by arrows in FIGS. In order to raise the operating point of the engine to the best fuel consumption range shown by the best fuel consumption line shown in FIG. 10 or the isoefficiency lines (a plurality of closed curves) in a relatively high state, the regenerative torque of the motor / generator may be small. On the other hand, in the traveling regenerative power generation, the energy when the vehicle decelerates is recovered by the motor / generator, so that the regenerative torque increases.
In this embodiment, as shown in FIGS. 12 and 15, the upper limit value of the regenerative torque in the traveling regenerative power generation is made larger than the upper limit value of the regenerative torque in the engine power generation, so that the driving force control suitable for the actual situation of the operation of the hybrid vehicle is performed. The engine power generation and the traveling regenerative power generation with good balance can be realized, and the fuel consumption rate of the engine 1 can be improved.
In addition, since engine power generation generally continues for a long time, by setting the regenerative torque upper limit value smaller than that during traveling regenerative power generation as in this embodiment, the current flowing through the inverter 10 is reduced and durability is increased. Can be improved. On the other hand, since traveling regenerative power generation, that is, decelerating traveling generally ends in a short time, even if the regenerative torque upper limit value of traveling regenerative power generation is increased, it is not large when considered as a so-called area of regenerative torque x time, It is possible to improve the fuel consumption rate by recovering the energy during deceleration of the vehicle without impairing the durability of the inverter 10.

In this embodiment, as shown in FIG. 12, since the regenerative torque upper limit value in the traveling regenerative power generation is individually set for each shift stage, the regenerative torque upper limit value that is suitable for the driving state and the driving state unique to each shift stage is set. Thus, the durability of the inverter 10 and the fuel consumption rate can be improved.
That is, in general, when the high gear is selected and traveling, the deceleration is stronger and the frequency of deceleration is higher than when the low gear is selected and traveling. More specifically, in the present embodiment, the regenerative torque upper limit value is set larger in the third gear and the fourth gear than in the first gear and the second gear.

Further, in this embodiment, as shown in FIG. 13, during the shift operation for switching the shift speed, the regenerative torque upper limit value is set from the regenerative torque upper limit value for the shift speed before the switch to the regenerative torque for the shift speed after the switch. Because it gradually changes with the time change rate of
In regenerative cooperative control that realizes braking torque with friction brake and running regenerative power generation, the regenerative torque of the motor generator can be changed at a change rate commensurate with the hydraulic response of the friction brake, avoiding the inconvenience that the deceleration is lost. Can do.

  In this embodiment, an upper limit value is set for the regenerative torque as shown in FIG. 12. Even if the actual regenerative torque is equal to or less than the upper limit value of the regenerative torque, the inverter 10 The durability of is impaired. Therefore, in step S8 in FIG. 11, when the traveling regenerative power generation continues for a predetermined time TimeLmt or longer during traveling in a state where the actual regenerative torque is larger than the predetermined value TrqLmt, the regenerative torque upper limit value of the gear stage is decreased. As a result, the actual regenerative torque can be reduced and the load on the inverter 10 can be reduced.

In this embodiment, as shown in FIG. 15, since the regenerative torque upper limit value in the engine power generation is set according to the vehicle speed, the regenerative torque upper limit value suitable for the traveling state and the driving state specific to each speed range is set, The durability of the inverter 10 and the fuel consumption rate can be improved.
More specifically, if engine power generation is performed in a low vehicle speed range such as a traffic jam, the power generation time is extremely increased and the durability of the inverter 10 of the motor / generator 5 is impaired. Therefore, in this embodiment, the upper limit value of the regenerative torque when generating engine power at a low vehicle speed of 0 to 20 [km / h] is set to 100 [Nm] (the lower limit value of the negative motor / generator torque is set to -100 [Nm]). Set it to be less than 120 [Nm], which is the upper limit of regenerative torque when generating engine power at medium and high vehicle speeds of 20 [km / h] or higher. Thereby, the load of the inverter 10 can be reduced.

  The above description is merely an example of the present invention, and the present invention can be variously modified without departing from the spirit of the present invention.

1 is a schematic plan view showing a power train of a hybrid vehicle to which a motor / generator control device of the present invention can be applied. It is a schematic plan view which shows the power train of the other hybrid vehicle which can apply the motor / generator control apparatus of this invention. FIG. 6 is a schematic plan view showing a power train of still another hybrid vehicle to which the motor / generator control device of the present invention can be applied. FIG. 4 is a block diagram showing a control system for the power train shown in FIGS. It is a block diagram which shows the control calculated by an integrated controller. It is a map which calculates target drive torque. It is a map which calculates the assist torque of a motor / generator. It is an engine starting line map for determining an operation mode. It is a driving | running | working electric power generation request output map for calculating a target electric power generation output. It is a map which shows the best fuel consumption line and the best fuel consumption area of an engine. 5 is a flowchart of a motor / generator control program executed by an integrated controller in the control system of FIG. 4 is a chart for setting an upper limit value of regenerative torque according to a gear position of the automatic transmission 3. It is a time chart which shows change rate restriction | limiting control of this invention. It is a time chart which shows the case where a regenerative torque upper limit is changed rapidly, without performing said change rate restriction | limiting control. It is a chart which sets up regenerative torque upper limit according to vehicle speed.

Explanation of symbols

1 Engine 2 Drive wheel (rear wheel)
3 Automatic transmission 4 Transmission shaft 5 Motor / generator 6 First clutch 7 Second clutch 8 Differential gear device 9 Battery
10 Inverter
11 Engine rotation sensor
12 Motor / generator rotation sensor
13 Transmission input rotation sensor
14 Transmission output rotation sensor
15 Accelerator position sensor
16 Battery charge sensor
20 Integrated controller
21 Engine controller
22 Motor / generator controller

Claims (6)

Engine power generation including an engine and a motor / generator as a power source, and generating power by inputting regenerative torque from the engine side to the motor / generator, and traveling regenerative power generation generating power by inputting regenerative torque from the wheel side to the motor / generator In the hybrid vehicle in which the electromotive force of the motor / generator is converted into direct current by an inverter and stored in a battery ,
The wheel side and the motor / generator are drivingly coupled with a stepped transmission,
It is determined whether the engine power generation is being performed or the traveling regenerative power generation is being performed, and when the traveling regenerative power generation is being performed, a regenerative torque upper limit value that defines an upper limit of the regenerative torque is set according to a gear position. When the engine power generation is being performed, the motor / generator control device for a hybrid vehicle sets the regenerative torque upper limit value according to the vehicle speed . The motor / generator control device for a hybrid vehicle according to claim 1,
The motor / generator control device for a hybrid vehicle , wherein a maximum value of the regenerative torque upper limit value in the traveling regenerative power generation is made larger than a maximum value of the regenerative torque upper limit value in the engine power generation. The motor / generator control device for a hybrid vehicle according to claim 2,
A motor / generator control device for a hybrid vehicle, wherein an upper limit value of the regenerative torque in the traveling regenerative power generation is individually set for each gear position according to a frequency of performing the traveling regenerative power generation . The motor / generator control device for a hybrid vehicle according to claim 3,
During the shift operation for switching the shift speed, the regenerative torque upper limit value is gradually changed from the regenerative torque upper limit value for the shift speed before switching to the regenerative torque for the shift speed after switching. Motor / generator control device. The hybrid vehicle motor / generator control device according to claim 3 or 4,
A motor / generator control device for a hybrid vehicle that reduces the upper limit value of the regenerative torque of the gear stage when the traveling regenerative power generation continues for a predetermined time or more while the vehicle is traveling with an actual regenerative torque larger than a predetermined value. . In the motor / generator control device for a hybrid vehicle according to any one of claims 1 to 5,
A motor / generator control device for a hybrid vehicle, wherein the regenerative torque upper limit value in the engine power generation is set so that the regenerative torque upper limit value in a low vehicle speed range is smaller than a regenerative torque upper limit value in a medium / high vehicle speed range .

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