JP6709113B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device applied to a vehicle including an engine and an electric motor.

In recent years, not only electric vehicles but also hybrid vehicles are increasingly being charged with an electric storage device by an external power supply. In addition, in order to improve convenience when charging using an external power source, a contactless charging system that does not use a charging cable or the like has been developed. As this non-contact charging system, charging systems such as an electromagnetic induction method, a magnetic resonance method, and a microwave method have been proposed. A charging system has also been proposed in which a power transmission coil or the like is embedded in a traveling lane to perform non-contact charging while the vehicle is traveling (see Patent Documents 1 to 3).

International Publication No. 2010/041312 JP, 2011-244532, A JP 2008-11681 A

By the way, in a charging system that performs non-contact charging while the vehicle is traveling, the opportunity to perform non-contact charging is often limited to a predetermined traveling section. Therefore, it is required to positively charge the power storage device in a traveling section where non-contact charging is possible to improve the state of charge of the power storage device.

An object of the present invention is to increase the state of charge of an electricity storage device.

The vehicle control device of the present invention is a vehicle control device applied to a vehicle equipped with an engine and an electric motor, and transmits power in a contactless manner from a power transmission facility in a traveling lane while the vehicle is traveling, An on-vehicle charger that charges an electricity storage device with electric power; a target output setting unit that sets a first target motor output of the electric motor and a first target engine output of the engine based on a required driving force for the vehicle; A second target motor output smaller than the first target motor output and a second target engine output larger than the first target engine output; If the state of charge of the electricity storage device, which is the ratio of the amount of electricity stored to the design capacity of the electricity storage device, exceeds a determination value under the situation where the electricity storage device is charged, the While the electric motor is controlled and the engine is controlled based on the first target engine output, the state of charge of the power storage device has a determination value under a situation where the onboard charger charges the power storage device. If it is below the range, the electric motor is controlled based on the second target motor output, and the engine is controlled based on the second target engine output.

According to the present invention, the target motor output is decreased and the target engine output is increased when the power storage device is charged by the vehicle-mounted charger. As a result, the state of charge of the power storage device can be increased.

It is a schematic diagram showing the composition of the charging system which performs non-contact charge to a hybrid vehicle. It is a block diagram showing an example of composition of a hybrid vehicle. It is a flow chart which shows an example of the execution procedure of motor output restriction processing. 6 is a timing chart showing an example of transitions of a charging state, a target motor output, and a target engine output in the motor output limiting process. It is a block diagram showing other examples of composition of a hybrid vehicle.

[Charging system]
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic diagram showing the configuration of a charging system 11 for non-contact charging the hybrid vehicle 10. As shown in FIG. 1, the charging system 11 includes a power transmission facility 13 provided in the traveling lane 12 and a power receiving device 14 provided in the hybrid vehicle 10.

The power transmission facility 13 of the traveling lane 12 is composed of a plurality of power transmission units 20 that are buried at predetermined intervals and a power transmission control device 21 that controls these power transmission units 20. Each power transmission unit 20 includes a power transmission coil unit 22 including a power transmission coil and a capacitor, and a high frequency power supply 23 connected to the power transmission coil unit 22. Further, the power transmission control device 21 includes a power transmission control unit 24 that controls each high-frequency power supply 23 and a communication device 25 that communicates information with the hybrid vehicle 10. A predetermined charging section is set in the traveling lane 12, and a plurality of power transmission units 20 are installed side by side in this charging section.

The power receiving device 14 of the hybrid vehicle 10 includes a power receiving coil unit 30 including a power receiving coil and a capacitor, an in-vehicle charger 31 connected to the power receiving coil unit 30, and a battery (electric storage device) 32 connected to the in-vehicle charger 31. And are equipped with. A charging controller 33, which is a control device, is connected to the vehicle-mounted charger 31, and a battery controller 34, which is a control device, is connected to the battery 32. A communication device 35 that communicates information with the power transmission facility 13 is connected to the charging controller 33.

When power is supplied from the power transmission equipment 13 to the power receiving device 14, alternating current is supplied to each power transmission unit 20 in synchronization with the passage of the hybrid vehicle 10. That is, when an alternating current is supplied from the high frequency power supply 23 to the power transmission coil unit 22, a magnetic field variation occurs in the power transmission coil unit 22 of the traveling lane 12. Since this magnetic field fluctuation is transmitted to the power receiving coil unit 30 of the hybrid vehicle 10 by the resonance phenomenon, an alternating current can be passed from the power receiving coil unit 30 to the vehicle-mounted charger 31. In this way, power can be transmitted from the power transmission facility 13 to the power receiving device 14 in a contactless manner, and the hybrid vehicle 10 that is running can be charged externally.

Whether or not to execute this contactless charging is determined by the charge controller 33 of the hybrid vehicle 10. For example, when the hybrid vehicle 10 approaches a predetermined charging section, the charge controller 33 determines whether or not the battery 32 can be charged based on the state of charge SOC of the battery 32, the temperature, and the like. When the battery 32 can be charged, a charging permission signal is transmitted from the hybrid vehicle 10 to the power transmission facility 13 via the communication devices 25 and 35, and an AC current is transmitted to each power transmission unit 20 of the power transmission facility 13. Supplied. On the other hand, when the battery 32 cannot be charged, a charging stop signal is transmitted from the hybrid vehicle 10 to the power transmission facility 13 via the communication devices 25 and 35, and the AC current of each of the power transmission units 20 of the power transmission facility 13 is transmitted. Supply is stopped.

Here, the case where the battery 32 can be charged is, for example, the case where the state of charge SOC of the battery 32 falls below a predetermined value and the temperature of the battery 32 falls within a predetermined range. The case where the battery 32 cannot be charged is, for example, a case where the state of charge SOC of the battery 32 exceeds a predetermined value, or a case where the temperature of the battery 32 is out of a predetermined range. The state of charge (SOC) of the battery 32 is the ratio of the amount of electricity stored to the design capacity of the battery 32. In other words, a high state of charge SOC means that the battery 32 has a large amount of electricity stored, and that the battery 32 has a small free capacity. On the other hand, a low state of charge SOC means that the battery 32 has a small amount of electricity stored, and means that the battery 32 has a large free capacity. The battery controller 34 also has a function of calculating the state of charge SOC of the battery 32 based on the charging/discharging current and the terminal voltage of the battery 32.

Note that the charging system 11 shown in FIG. 1 is a magnetic field resonance type charging system, but the charging system is not limited to this, and may be any type of charging system as long as it is a non-contact type charging system. .. For example, it may be an electromagnetic induction type charging system or a microwave type charging system.

[Hybrid vehicle]
Subsequently, the configuration of the hybrid vehicle 10 will be described. FIG. 2 is a block diagram showing an example of the configuration of the hybrid vehicle 10. As shown in FIG. 2, the hybrid vehicle (vehicle) 10 is equipped with a power unit 42 including an engine 40 and a motor generator (electric motor) 41. Wheels 45 are connected to the engine 40 via a transmission 43 and a reduction gear train 44, and wheels 45 are connected to the motor generator 41 via a reduction gear train 44. An inverter 47 is connected to the motor generator 41 via an energization line 46, and a battery 32 is connected to the inverter 47 via an energization line 48.

During vehicle acceleration in which the motor generator 41 is powered, the inverter 47 converts DC power into AC power, and the battery 32 supplies power to the motor generator 41. That is, the motor generator 41 uses the electric power of the battery 32 to drive the wheels 45. On the other hand, when the vehicle is decelerated to regenerate the motor generator 41, AC power is converted into DC power by the inverter 47, and power is supplied from the motor generator 41 to the battery 32. The inverter 47 is composed of a plurality of switching elements and the like, and has a function of mutually converting AC power and DC power.

As described above, the hybrid vehicle 10 is provided with the power receiving device 14 that receives power from the power transmission facility 13 during non-contact charging. That is, the vehicle-mounted charger 31 is connected to the battery 32 via the energization line 49, and the power receiving coil unit 30 is connected to the vehicle-mounted charger 31 via the energization line 50. When AC power is supplied from the power reception coil unit 30 to the vehicle-mounted charger 31 by non-contact charging, the vehicle-mounted charger 31 converts the AC power into DC power and charges the battery 32. The vehicle-mounted charger 31 is composed of a plurality of switching elements and the like, and has a function of converting AC power into DC power.

In order to control the power unit 42, the vehicle-mounted charger 31, etc., the hybrid vehicle 10 is provided with a control system 51 including a plurality of controllers. As a controller that constitutes the control system 51, an engine controller 52 that controls the operating state of the engine 40, a motor controller 53 that controls the operating state of the motor generator 41, a charging controller 33 that controls the operating state of the vehicle-mounted charger 31, and a battery There is a battery controller 34 that controls the operating state of the 32, and a hybrid controller 54 that collectively controls each controller. Each of the controllers 33, 34, 52 to 54 is composed of a microcomputer or the like and is communicably connected to each other via an in-vehicle network 55 such as CAN or LIN.

The hybrid controller 54 includes a required driving force calculation unit 60 and a target output setting unit 61 for setting target outputs of the engine 40 and the motor generator 41. The required driving force calculation unit 60 calculates the required driving force required for the hybrid vehicle 10 based on the depression amount of the accelerator pedal (hereinafter referred to as the accelerator opening degree) and the like. For example, when the accelerator pedal is depressed and the accelerator opening increases, the required driving force for hybrid vehicle 10 is calculated to be large. On the other hand, when the accelerator pedal is released and the accelerator opening decreases, the required driving force for hybrid vehicle 10 is calculated to be small. In the above description, the required driving force is calculated based on the accelerator opening, but the present invention is not limited to this, and based on other information indicating the acceleration request from the driver or various controllers, the hybrid driving force is calculated. The required driving force for the vehicle 10 may be calculated.

Further, the target output setting unit 61 of the hybrid controller 54, based on the required driving force calculated by the required driving force calculation unit 60, a target engine output (first target engine output) Pe1 which is an output target value of the engine 40, A target motor output (first target motor output) Pm1 which is an output target value of the motor generator 41 is set. That is, the target output setting unit 61 sets the target engine output Pe1 and the target motor output Pm1 necessary for outputting the required driving force from the wheels 45. When setting the target engine output Pe1 and the target motor output Pm1, the ratio between the target engine output Pe1 and the target motor output Pm1 may be changed based on information such as the vehicle speed, the state of charge SOC, and the gear ratio. good. For example, when the hybrid vehicle 10 travels in the low vehicle speed range, the target motor output Pm1 may be increased and the target engine output Pe1 may be decreased. Further, when the hybrid vehicle 10 travels in the high vehicle speed range, the target motor output Pm1 may be reduced and the target engine output Pe1 may be increased.

When the target engine output Pe1 and the target motor output Pm1 are set, the hybrid controller 54 transmits the target engine output Pe1 to the engine controller 52 and the target motor output Pm1 to the motor controller 53. The engine controller 52 controls the engine 40 toward the target engine output Pe1 by controlling an injector, a throttle valve, and the like (not shown). Further, the motor controller 53 controls the inverter 47 to control the motor generator 41 toward the target motor output Pm1. In this way, by controlling the engine 40 and the motor generator 41, the required driving force can be output from the wheels 45.

By the way, in a charging system such as the charging system 11 shown in FIG. 1 that performs non-contact charging while the vehicle is traveling, the opportunity to perform non-contact charging is limited to a predetermined charging section. Therefore, when the hybrid vehicle 10 travels in the charging section, it is required to positively store the electric power received by the power receiving coil unit 30 in the battery 32 and raise the state of charge SOC of the battery 32. Therefore, from the viewpoint of increasing the state of charge SOC of battery 32, hybrid vehicle 10 is provided with a vehicle control device 70 that is an embodiment of the present invention.

As shown in FIG. 2, the vehicle control device 70 includes a hybrid controller 54, a vehicle-mounted charger 31, and the like. The vehicle control device 70 suppresses the power consumption of the battery 32 by limiting the output of the motor generator 41 in order to increase the state of charge SOC after traveling in the charging section. In order to execute such a motor output limit process, the hybrid controller 54 corrects the limit start determination unit 62 that determines whether to start the output limit of the motor generator 41 and the target motor output Pm1 and the target engine output Pe1. And a target output correction unit 63 that does.

[Motor output limit processing (flow chart)]
Hereinafter, the motor output limiting process executed by the hybrid controller 54 will be described. FIG. 3 is a flowchart showing an example of an execution procedure of the motor output limiting process. As shown in FIG. 3, in step S10, it is determined whether the battery 32 is being contactlessly charged. Further, in step S11, it is determined whether or not the vehicle is traveling based on the vehicle speed, and in step S12, it is determined whether or not the state of charge SOC falls below a predetermined determination value Sa.

When it is determined in step S10 that non-contact charging is not performed, when it is determined in step S11 that the vehicle is stopped, or when it is determined in step S12 that the state of charge SOC is equal to or greater than the determination value Sa. Therefore, it is determined that the output limitation of the motor generator 41 is unnecessary. In this case, the process proceeds to step S13, and the target motor output Pm1 and the target engine output Pe1 are read. In subsequent step S14, the motor generator 41 is controlled based on the target motor output Pm1, and the engine 40 is controlled based on the target engine output Pe1. As described above, when the non-contact charging is not performed while the vehicle is traveling or when there is not enough free capacity to charge the battery 32, the output of the motor generator 41 is not limited and the target motor is not limited. The motor generator 41 is controlled based on the output Pm1.

On the other hand, when it is determined in step S10 that the non-contact charging is being performed, the vehicle is traveling in step S11, and the state of charge SOC is less than the determination value Sa in step S12, It is determined that the output of motor generator 41 needs to be limited. In this case, the process proceeds to step S15, and the correction processing of the target motor output Pm1 and the target engine output Pe1 is started in order to suppress the power consumption of the motor generator 41. First, in step S15, the target motor output Pm1 and the target engine output Pe1 are read. In the subsequent step S16, in order to reduce the target motor output Pm1, a predetermined upper limit output Pmax is subtracted from the target motor output Pm1, and the excess output ΔPm of the motor generator 41 is calculated. Further, in step S17, since the target engine output Pe1 is increased, the same value as the excess output ΔPm of the motor generator 41 is calculated as the increased output ΔPe of the engine 40.

In step S18, the corrected target motor output (second target motor output) Pm2 is calculated by subtracting the excess output ΔPm from the target motor output Pm1. That is, the target motor output of the motor generator 41 is reduced from Pm1 to Pm2 by the excess output (reduction amount) ΔPm. In the following step S19, the corrected target engine output (second target engine output) Pe2 is calculated by adding the increased output ΔPe to the target engine output Pe1. That is, the target engine output of the engine 40 is increased from Pe1 to Pe2 by the increased output (increase amount) ΔPe. Then, in step S20, the motor generator 41 is controlled based on the corrected target motor output Pm2, and the engine 40 is controlled based on the corrected target engine output Pe2.

Then, it progresses to step S21 and it is determined whether the non-contact charge with respect to the hybrid vehicle 10 was complete|finished. When it is determined in step S21 that the non-contact charging is continuing, the process returns to step S15, and the correction processing of the target motor output and the target engine output is continued. On the other hand, if it is determined in step S21 that the non-contact charging has ended, the correction processing of the target motor output and the target engine output ends and the routine exits.

As described above, when the contactless charging is performed while the vehicle is traveling and there is sufficient free capacity for charging the battery 32, the target motor output is reduced from Pm1 to Pm2. As a result, the power consumption of the motor generator 41 can be reduced, and the state of charge SOC of the battery 32 can be positively increased. In this way, by increasing the state of charge SOC during non-contact charging, the motor generator 41 can be positively used during traveling after non-contact charging, so that the engine 40 is actively stopped to reduce fuel consumption and fuel consumption. The amount of exhaust gas can be reduced.

Moreover, by increasing the target engine output from Pe1 to Pe2, the output decrease of the motor generator 41 can be compensated by the output increase of the engine 40. As a result, even if the output of the motor generator 41 is limited, the required driving force required for the hybrid vehicle 10 can be ensured, and the motor output limiting process can be performed without giving an occupant an uncomfortable feeling. You can

[Motor output limit processing (timing chart)]
The motor output limiting process described above will be described with reference to a timing chart. FIG. 4 is a timing chart showing an example of transitions of the state of charge SOC, the target motor output, and the target engine output in the motor output limiting process. The situation shown in FIG. 4 is a situation in which the required driving force for the hybrid vehicle 10 is kept constant, and both the target motor output Pm1 and the target engine output Pe1 are kept constant. ..

As shown at time t1 in FIG. 4, when the non-contact charging while the vehicle is traveling is started, it is determined whether or not the state of charge SOC falls below a predetermined determination value Sa. As indicated by the symbol a1, when the state of charge SOC is below the predetermined determination value Sa, the target motor output is lowered from Pm1 to Pm2 (reference number b1) in order to increase the state of charge SOC of the battery 32 (reference symbol b1). Is increased from Pe1 to Pe2 (reference numeral c1). Thereafter, as shown at time t2, when the non-contact charging while the vehicle is traveling is completed, the target motor output is increased from Pm2 to Pm1 (reference numeral b2), and the target engine output is decreased from Pe2 to Pe1 (reference numeral). c2).

As described above, when the contactless charging is performed while the vehicle is traveling and there is sufficient free capacity for charging the battery 32, the target motor output is reduced from Pm1 to Pm2. As a result, the power consumption of the motor generator 41 can be reduced, and the state of charge SOC of the battery 32 can be positively increased (reference numeral a2). That is, when the target motor output Pm1 is maintained during the non-contact charging, the power consumption of the motor generator 41 is maintained, so that the state of charge SOC after the non-contact charging is sufficient as indicated by the broken line α in FIG. Difficult to raise. On the other hand, by reducing the target motor output from Pm1 to Pm2, the state of charge SOC after non-contact charging can be increased.

Further, by increasing the target engine output from Pe1 to Pe2, the output decrease of the motor generator 41 can be compensated by the output increase of the engine 40. As a result, even if the output of the motor generator 41 is limited, the required driving force required for the hybrid vehicle 10 can be ensured, and the motor output limiting process can be performed without giving an occupant an uncomfortable feeling. You can In addition, even if the motor output limiting process is performed by equalizing the increase output (increase amount) ΔPe of the target engine output and the excess output (decrease amount) ΔPm of the target motor output to each other, Driving force fluctuation can be suppressed.

[Hybrid vehicle (series parallel system)]
In the above description, the vehicle control device 70 is applied to the parallel type hybrid vehicle 10, but the present invention is not limited to this, and the vehicle control device 70 may be applied to other types of hybrid vehicles. .. Here, FIG. 5 is a block diagram showing another example of the configuration of the hybrid vehicle. In FIG. 5, the same parts as those shown in FIG. 2 are designated by the same reference numerals, and the description thereof will be omitted.

As shown in FIG. 5, a hybrid vehicle (vehicle) 80 is equipped with a power unit 81 including two motor generators MG1 and MG2. The first motor generator (electric motor) MG1 is connected to the wheels 45 via the reduction gear train 44, and mainly functions as a traveling motor. The second motor generator MG2 is connected to the engine 40 and the wheels 45 via the power split mechanism 82, and mainly functions as a motor for power generation. Even in such a series-parallel hybrid vehicle 10, the vehicle control device 70 according to the embodiment of the present invention can be applied. That is, when non-contact charging is performed while the vehicle is traveling, the target motor output of the first motor generator MG1 is lowered and the target engine output of the engine 40 is increased to charge the battery 32 without giving an occupant an uncomfortable feeling. The state SOC can be increased.

It is needless to say that the present invention is not limited to the above-mentioned embodiment and can be variously modified without departing from the scope of the invention. Although the target motor output during non-contact charging is limited to the upper limit output Pmax or less in the above description, “0” may be adopted as the upper limit output Pmax, or the upper limit output Pmax may be changed. In the above description, the target output setting unit 61, the target output correction unit 63, and the like are provided in the hybrid controller 54, but the present invention is not limited to this, and the target output setting unit 61 and the target output correction unit may be provided in other controllers. The part 63 and the like may be provided. Further, in the above description, the vehicle control device 70 is applied to the hybrid vehicle 10 or 80 of the parallel system or the series parallel system, but the present invention is not limited to this, and the vehicle control device may be applied to the hybrid vehicle of the series system, for example. The device 70 may be applied. In the above description, the battery 32 is used as the electricity storage device, but the invention is not limited to this, and a capacitor may be used as the electricity storage device.

10 Hybrid vehicle (vehicle)
12 Driving lane 13 Power transmission equipment 31 In-vehicle charger 32 Battery (electric storage device)
40 engine 41 motor generator (electric motor)
45 wheels 54 hybrid controller 61 target output setting unit 63 target output correction unit 70 vehicle control device 80 hybrid vehicle (vehicle)
MG1 1st motor generator (electric motor)
Pe1, Pe2 Target engine output Pm1, Pm2 Target motor output ΔPe Increase output (increase amount)
ΔPm excess output (decrease amount)

Claims (3)

A vehicle control device applied to a vehicle including an engine and an electric motor,
An in-vehicle charger that is contactlessly transmitted from a power transmission facility in a traveling lane while the vehicle is running, and charges an electricity storage device with electric power from the power transmission facility,
A target output setting unit that sets a first target motor output of the electric motor and a first target engine output of the engine based on a required driving force for the vehicle;
A target output correction unit that sets a second target motor output smaller than the first target motor output and a second target engine output larger than the first target engine output;
Have
If the state of charge of the electricity storage device, which is the ratio of the amount of electricity stored to the design capacity of the electricity storage device, exceeds a determination value under the situation where the electricity storage device is charged by the vehicle-mounted charger, the first target The electric motor is controlled based on the motor output, and the engine is controlled based on the first target engine output,
Under a situation where the power storage device is charged by the on-vehicle charger, when the state of charge of the power storage device is below a determination value, the electric motor is controlled based on the second target motor output, 2 The engine is controlled based on the target engine output,
Vehicle control device. The vehicle control device according to claim 1,
Reduction amount from the first target motor output to the second target motor output lowered by the target output correction unit, and increase amount from the first target engine output to the second target engine output raised by the target output correction unit And are equal to each other,
Vehicle control device. The vehicle control device according to claim 1 or 2,
The electric motor drives wheels by electric power of the power storage device,
Vehicle control device.

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