JP5762092B2 - Hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, a series hybrid system is known as a hybrid vehicle having a plurality of power sources. The series hybrid system is a system in which a generator is driven by an engine and the generated power is used as a drive source for a travel motor. That is, in this system, only the traveling motor turns the wheels, and the engine is used only to drive the generator.

  In such a series hybrid type vehicle, AC generated power generated by driving a generator by an engine is converted into DC power by a converter, and this DC power is converted back to AC power by a bidirectional inverter. And supplied to the traveling motor. The converter and the bidirectional inverter are connected by a high-voltage DC power line, and a high-voltage battery (for example, a terminal voltage of 300 V or more and 600 V or less) and a plurality of loads (vehicle equipment) are connected to the high-voltage DC power line.

  When the traveling motor is powered, for example, the generated power and the DC power from the high-voltage battery are converted into AC power by the bidirectional inverter and supplied to the traveling motor. When the traveling motor is regenerated, the regenerative power that is AC power is converted by the bidirectional inverter. The high-voltage battery is charged by being converted to DC power.

  By the way, at the time of regeneration of a traveling motor, when the charging rate of a high voltage battery is high, there exists a possibility that regenerative electric power may exceed the electric power which can charge a high voltage battery. In such a state, the DC voltage output from the bidirectional inverter rises excessively, exceeds the withstand voltage of the device connected to the high-voltage DC power line connecting the bidirectional inverter and the battery, and damages the device. there is a possibility. Conventionally, as a countermeasure, for example, it has been proposed to connect a resistor for overvoltage protection to a high-voltage DC power line so that an excessive amount of regenerative power is consumed by the resistor (see Patent Document 1).

JP-A-7-222498

  However, the method of installing an overvoltage protection resistor on the high-voltage DC power line is not preferable in terms of cost and in-vehicle performance.

  The present invention has been made in view of such circumstances, and an object thereof is to provide a hybrid vehicle capable of preventing an excessive voltage increase in a high-voltage DC power line without providing a resistance for overvoltage protection. And

In order to solve the above problems, the present invention employs the following means.
The present invention provides an engine, a traveling motor, a generator motor connected to the engine, and converts the generated power of the generator motor into DC power for output, and also converts the DC power into AC power for the generator motor. A first power conversion means for supplying to the first power conversion means, connected to the first power conversion means by a high-voltage DC power line, converting DC power transmitted by the high-voltage DC power line into AC power and outputting the AC power to the traveling motor; Second power conversion means for converting regenerative power of the travel motor to DC power and outputting it to the high-voltage DC power line, a main battery directly connected to the high-voltage DC power line, and a voltage of the high-voltage DC power line are preset. if it exceeds the first threshold value being, and control means to consume the charge surplus before Symbol generator motor the main battery by the power-running operation, said control hand Includes a power running torque command determining means for determining a power running torque command for matching the voltage of the high-voltage DC power line with a preset target voltage during power running, and a power running torque command correcting means for correcting the power running torque command. The power running torque command correcting means includes a correction coefficient determining means for determining a correction coefficient based on a charging rate and a vehicle speed of the main battery, a correction coefficient determined by the correction coefficient determining means, and an operation of a brake pedal. A torque correction value determining means for determining a torque correction value based on the amount; and a correction means for correcting the power running torque command using the torque correction value, wherein the power running torque corrected by the torque correction value is provided. A hybrid vehicle in which the first power conversion means operates based on a command is provided.

According to the hybrid vehicle described above, when the voltage of the high-voltage current power line exceeds a preset first threshold value, the regenerative power of the traveling motor is consumed by the generator motor. Need not be provided separately, and an excessive voltage rise in the high-voltage DC power line can be prevented with a simple configuration.
Further, the vehicle speed and the operation amount of the brake pedal are related to the regenerative operation of the traveling motor, and it is possible to detect early that the regenerative power is output to the high-voltage DC power line by grasping the vehicle speed or the brake operation amount. Further, by grasping the charging rate of the main battery, the voltage increase of the high-voltage DC power line can be predicted at an early stage. Therefore, by correcting the power running torque command based on these pieces of information, the power running torque command can be controlled in advance in anticipation of an increase in the voltage of the high-voltage DC power line. Furthermore, the amount of operation of the brake pedal is information directly related to the presence or absence of regeneration of the travel motor compared to the vehicle speed and the battery charging rate, and it is possible to detect regenerative power early and determine the torque correction value. It becomes important information. Accordingly, the power running torque command correction means is configured to change the correction coefficient determination means for determining a correction coefficient based on the charging rate and the vehicle speed, which are sub-information, and the torque correction value based on the correction coefficient and the operation amount of the brake pedal. Is divided into torque correction value determining means for determining Further, when a table in which the regenerative torque of the travel motor and the brake operation amount are associated is used in vehicle control, the torque correction value is determined based on the correction coefficient and the brake pedal operation amount. Therefore, it is possible to make it easy to match the information of both. Furthermore, for example, considering that it is implemented in vehicle control software, a table having three variables including brake pedal operation amount, vehicle speed, and battery charge rate is complicated. By dividing into two stages as described above, it is possible to facilitate software implementation.

In the hybrid vehicle, a target voltage before Symbol power running may me almost equal der and the first threshold value.

  By controlling the first power conversion means in this way, the voltage of the high-voltage DC power line can be made constant at a target voltage that is substantially the same value as the first threshold value. Here, “substantially the same as the first threshold value” means the same value as the first threshold value or a value obtained by adding a predetermined margin to the first threshold value. It is assumed that the margin can be determined by design, and the target voltage is set to be equal to or lower than the withstand voltage of the main battery or the load connected to the high-voltage DC power line.

  In the hybrid vehicle, the first threshold value may be determined according to a state of the main battery.

  For example, even if the voltage of the high-voltage DC power line is the same, the current flowing through the main battery varies depending on the state of the battery such as the battery charging rate and temperature. Accordingly, the first threshold value can be set to a more appropriate value by determining the voltage of the high-voltage DC power line so that the current flowing through the main battery does not exceed the upper limit value according to the state of the main battery at that time. It is possible to charge the main battery with more electric power, and the main battery can be used effectively.

In the hybrid vehicle, the control means, vehicle speed, amount of operation of the blanking Rekipedaru, and the main based on at least one of the state of the battery, the generator motor may determine the timing for the power-running operation.

The vehicle speed and the operation amount of the brake pedal are related to the regenerative operation of the traveling motor, and it is possible to detect early that the regenerative power is output to the high-voltage DC power line by grasping the vehicle speed and the brake operation amount. In addition, by grasping the charging rate of the main battery, the voltage increase of the high-voltage DC power line can be predicted at an early stage. Therefore, in anticipation that the voltage of the high-voltage DC power line rises based on these information, the voltage rise of the high-voltage DC power line is prevented from abruptly rising excessively by operating the generator motor in advance. be able to.
For example, in the state where the voltage of the high-voltage DC power line is equal to or lower than a first threshold value set in advance, the control means, when the torque correction value determined by the torque correction value determination means exceeds a predetermined value, The generator motor may be operated in a powering manner.

  The hybrid vehicle has a sub-battery connected to the high-voltage DC power line via a transformer, and the control means, when the voltage of the high-voltage DC power line exceeds a preset first threshold, The sub-battery may be charged with a part of the regenerative power of the traveling motor by operating the transformer.

  In this way, by charging the secondary battery with the regenerative voltage, it is possible to increase the number of receiving destinations of the regenerative power, and it is possible to more reliably suppress an excessive increase in the DC voltage due to the regenerative power.

  In the hybrid vehicle, a mechanical brake and a braking torque distribution unit that distributes a braking torque determined based on an operation amount of a brake pedal to the travel motor and the mechanical brake based on a preset distribution ratio; When the voltage of the high-voltage DC power line exceeds a predetermined threshold value set in advance, or when the charging rate of the main battery exceeds a predetermined threshold value set in advance, the distribution ratio of the mechanical brake is A braking torque correction unit that corrects the braking torque command of the travel motor and the braking torque command of the mechanical brake so as to increase may be provided.

  When the voltage of the high-voltage DC power line exceeds a predetermined threshold value, the distribution ratio of the mechanical brake is increased and the distribution ratio of the traveling motor is decreased, so that the regenerative power itself by the traveling motor can be suppressed. As a result, regenerative power flowing into the high-voltage DC power line can be reduced, and an excessive voltage rise in the high-voltage DC power line can be more reliably and efficiently suppressed. Further, power consumption by a generator motor or the like can be reduced.

  According to the present invention, it is possible to prevent an excessive voltage increase in the high-voltage DC power line without providing an overvoltage protection resistor.

1 is a diagram showing a schematic configuration of a hybrid vehicle according to a first embodiment of the present invention. It is a figure for demonstrating the outline of the control method of the hybrid vehicle which concerns on 1st Embodiment of this invention. It is the functional block diagram which expanded and showed the control element regarding a 1st power converter device among the functions with which the vehicle control apparatus which concerns on 1st Embodiment of this invention is equipped. It is the flowchart which showed the process performed by each part shown in FIG. It is the figure which showed the relationship between a DC voltage, a battery current, and a battery charging rate. It is a functional block diagram of the vehicle control apparatus which concerns on 2nd Embodiment of this invention. It is the figure which showed an example of the correction coefficient table. It is the figure which showed an example of the correction value table. It is a schematic functional block diagram showing components related to a case where a brake pedal is operated among various functions provided in the vehicle control device.

[First Embodiment]
Hereinafter, a hybrid vehicle according to a first embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a diagram showing a schematic configuration of a hybrid vehicle according to the first embodiment of the present invention. As shown in FIG. 1, the hybrid vehicle 1 has an engine 2 and a travel motor 3. A generator motor 4 is connected to the engine 2, and the generator motor 4 is controlled by a first power converter 5. Specifically, the first power converter 5 converts the generated power of the generator motor 4 into DC power and outputs it to the high-voltage DC power line L1, and also converts DC power transmitted through the high-voltage DC power line L1 into AC power. And supplied to the generator motor 4.

A second power converter 6 that controls the traveling motor 3 is connected to the high-voltage DC power line L1. In other words, the first power converter 5 and the second power converter 6 are connected by the high-voltage DC power line L1.
The second power converter 6 converts the DC power transmitted by the high-voltage DC power line L1 into AC power and outputs it to the traveling motor 3, and also converts the regenerative power of the traveling motor 3 into DC power to convert the high-voltage DC power line L1. Output to. The travel motor 3 is connected to the wheels directly or via a mechanical connection device such as a reduction gear or a differential gear.
The main battery 7 is connected directly to the high-voltage DC power line L1, that is, without going through a power converter for controlling the charge / discharge current of the main battery 7 or the like.
In addition, a load 8 is connected to the high-voltage DC power line L1, and a sub-battery 10 for supplying power to a vehicle-mounted auxiliary machine (load) or the like via a DC-DC converter (transformer means) 9 is provided. It is connected.

  In such a configuration, the engine 2, the first power conversion device 5, the second power conversion device 6, the main battery 7, and the DC-DC converter 9 are configured to be able to communicate with the vehicle control device 11. The high voltage DC power line L1 is provided with a voltage detection circuit 12 for detecting a voltage, and a voltage detection value detected at a predetermined time interval by the voltage detection circuit 12 is output to the vehicle control device 11. It is like that. The vehicle control device 11 is configured to be able to communicate with an accelerator pedal (not shown) or a brake pedal (not shown) of the vehicle. When the accelerator pedal or the brake pedal is operated by the driver, the operation is performed. The amount is detected and notified to the vehicle control device 11.

  In such a hybrid vehicle 1, the first power conversion device 5, the second power conversion device 6, and the like are controlled by the vehicle control device 11 based on the voltage of the high-voltage DC power line L1. Hereinafter, the control method according to the present embodiment will be briefly described with reference to FIG.

  First, when an instruction to start traveling is issued by depressing the accelerator pedal by the driver, first, DC power from the main battery 7 is converted into AC power by the second power converter 6 and supplied to the traveling motor 3. (Period from time t1 to t2 in FIG. 2). As the power supplied from the main battery 7 increases, the voltage of the high-voltage DC power line L1 (hereinafter referred to as “DC voltage”) also decreases. Then, when the DC voltage reaches a predetermined voltage A set in advance (time t2 in FIG. 2), it is determined that the discharge from the main battery 7 alone cannot cover the engine 2 and the first power converter 5. The generator motor 4 is rotated by the engine 2 to generate power, and the generated power is converted into DC power by the first power converter 5 and output to the high-voltage DC power line L1.

  As described above, when the discharge power from the main battery 7 is insufficient with respect to the required power amount of the traveling motor 3, the shortage is supplemented by the generated power of the generator motor 4. Further, at this time, the vehicle control device 11 causes the first power conversion device 5 so that the DC voltage matches the target voltage set to the same value as the voltage A or the target voltage set slightly lower than the voltage A. To control. Thereby, the DC voltage is kept constant at the target voltage.

  Next, when the deceleration is instructed by depressing the brake pedal, the traveling motor 3 performs a braking operation and generates regenerative power (time t3 in FIG. 2). The regenerative power is converted into DC power by the second power converter 5 and output to the high-voltage DC power line L1, and the main battery 7 is gradually charged. As the electric power charged by the brake operation increases, the DC voltage increases. When the DC voltage exceeds a preset voltage A, the vehicle control device 11 stops the first power conversion device 5. Thereby, the output of the generated power to the high-voltage DC power line L1 is stopped.

  When the charging current to the main battery due to regenerative power increases and the DC voltage reaches the voltage B (first threshold) (time t4 in FIG. 2), the vehicle control device 11 has a high voltage of the main battery 7, It is judged that charging to the main battery 7 beyond this is difficult, the 1st power converter device 5 is operated, and the generator motor 4 is regenerated. As a result, in the region where the DC voltage exceeds the voltage B, the surplus regenerative power is consumed by the generator motor 4 (period from time t4 to time t5 in FIG. 2). At this time, the engine 2 is stopped or the governor opening is reduced. Then, when the regenerative power gradually decreases and the DC voltage becomes equal to or lower than the voltage B (time t5 in FIG. 2), the vehicle control device 11 stops the operation of the first power conversion device 5. After that, the regenerative power also decreases as the vehicle speed gradually decreases, and as a result, the DC voltage decreases as the charging current to the main battery 7 decreases (from time t5 to t6 in FIG. 2). period).

  Next, the control method of the vehicle control device 11 during powering and regeneration described above will be described in detail with reference to the drawings. FIG. 3 is a functional block diagram in which control elements related to the first power conversion device 5 among the functions provided in the vehicle control device 11 according to the present embodiment are developed.

  The vehicle control device 11 includes a torque command determination unit (torque command determination means) 21 and a torque command switching unit 22. The torque command determination unit 21 is a first processing unit 31 that determines a power generation torque command that is a torque command at the time of power generation when the generator motor 4 operates as a power generator, and a torque command at the time of powering that the power generator motor 4 operates as a motor. A second processing unit 32 that determines a certain power running torque command, and a third processing unit 33 that outputs a non-operation torque command when the generator motor 4 is not operating as zero are provided.

  The first processing unit 31 includes a subtraction unit 41 that calculates a difference between the power generation target voltage A ′ and the DC voltage, a PI control unit 42 that performs PI control on the output from the subtraction unit 41 and generates a power generation torque command, And a limiter 43 for limiting the output of the PI control unit 42 within a preset upper and lower limit range. Here, the power generation target voltage A ′ may be the same value as the voltage A, or may be a value obtained by giving a predetermined margin to the voltage A. In this case, voltage A> power generation target voltage A ′. It is possible to arbitrarily set how much margin is provided. By setting the voltage A with a margin as the power generation target voltage A ′, hunting that frequently switches between power generation and non-operation can be suppressed.

The second processing unit 32 includes a subtracting unit 45 that calculates a difference between the power running target voltage B ′ and the DC voltage, a PI control unit 46 that performs PI control on the output from the subtracting unit 45 and generates a power running torque command, And a limiter 47 for limiting and outputting the output of the PI control unit 46 within a preset upper and lower limit range. Here, the powering target voltage B ′ may be the same value as the voltage B, or may be a value obtained by giving a predetermined margin to the voltage B. In this case, voltage B <power running target voltage B ′. It is possible to arbitrarily set how much margin is provided. By setting the value obtained by giving a margin to the voltage B as the power running target voltage B ′, it is possible to suppress hunting that frequently switches between non-operation and power running.
The power generation torque command, the power running torque command, and the non-operation torque command determined by the torque command determination unit 21 are output to the torque command switching unit 22.

  The torque command switching unit 22 switches the power generation torque command, the power running torque command, and the non-operation torque command based on the DC voltage, and outputs them to the first power conversion device 5 as a generator motor torque command. Specifically, the torque command switching unit 22 has a voltage A (for example, 650 V) and a voltage B (for example, 750 V), and selects the power generation torque command when the DC voltage is equal to or lower than the voltage A. When the generator motor 4 performs a power generation operation and the DC voltage exceeds the voltage B, the power running torque command is selected to cause the generator motor 4 to perform the power running operation, and the DC voltage is larger than the voltage A. In the case of B or less, the non-operation torque command is selected and the generator motor 4 is not operated, that is, stopped.

  FIG. 4 is a flowchart showing processing executed by each unit shown in FIG. First, it is determined whether or not the direct current voltage exceeds the voltage B (step SA1). If the direct current voltage exceeds the voltage B, the difference between the direct current voltage and the target voltage B ′ during powering is calculated (step SA2). Then, a power running torque command is determined by performing PI control (step SA3), the power running torque command is limited within a predetermined upper and lower limit range, and is output as a generator motor torque command (step SA4). On the other hand, if the DC voltage does not exceed the voltage B in step SA1, it is determined whether the DC voltage exceeds the voltage A (step SA5). As a result, when the DC voltage exceeds the voltage A, a non-operation torque command that is zero is output as the generator motor torque command (step SA6). As a result, the operation of the generator motor 4 is stopped.

If the DC voltage does not exceed the voltage A in step SA5, the difference between the DC voltage and the generation target voltage A ′ is calculated (step SA7), and PI control is performed on this difference to generate power. A torque command is determined (step SA8), the generated torque command is restricted within a predetermined upper and lower limit range, and is output as a generator motor torque command (step SA9).
Then, when the starter key of the vehicle is turned off, the above processing is repeatedly performed at predetermined time intervals until the vehicle control device 11 is stopped (step SA10).

  As described above, according to the hybrid vehicle 1 according to the present embodiment, when the DC voltage of the high-voltage current power line L1 exceeds the preset voltage B (first threshold), the first power conversion device. 5 is activated, and the regenerative electric power of the traveling motor is consumed by the generator motor 4. As described above, since regenerative power is consumed by the power running operation of the generator motor 4, it is not necessary to separately provide an overvoltage protection resistor or the like in the high-voltage current power line L1, and an excessive voltage rise in the high-voltage DC power line L1 is achieved with a simple configuration. Can be prevented.

  In the present embodiment, the voltage A and the voltage B may be changed according to the state of the main battery 7. Examples of the state of the main battery 7 include battery temperature and battery charge rate.

  For example, the voltage B is determined based on the upper limit value of the battery current flowing through the main battery 7, that is, the characteristics of the secondary battery (cell) constituting the main battery 7. Here, the relationship between the battery current and the DC voltage varies depending on the charging rate of the main battery 7 as shown in FIG. That is, the higher the charging rate, the higher the DC voltage for the same current value. Therefore, the voltage B may be determined by obtaining the DC voltage corresponding to the current upper limit value determined from the characteristics of the main battery 7 from the relationship between the charging rate, the battery current, and the DC voltage shown in FIG. In the characteristics illustrated in FIG. 5, when the charging rate is low, the voltage B is set to the value α, and when the charging rate is high, the voltage B is set to the value β (α <β).

  Further, when the battery temperature or the degree of deterioration of the battery is different, the slope of the characteristic shown in FIG. 5 is changed. In this case as well, as in the case of the charging rate, a DC voltage corresponding to the current upper limit value may be set as the voltage B in each characteristic.

[Second Embodiment]
Next, a hybrid vehicle according to a second embodiment of the present invention will be described with reference to the drawings.
FIG. 6 is a functional block diagram of the vehicle control device according to the present embodiment. As shown in FIG. 6, the hybrid vehicle according to the present embodiment is different from the first embodiment described above in that the switching timing of the power running operation in the vehicle control device depends on the vehicle speed, the operation amount of the brake pedal, and the state of the main battery. The power running torque command output from the PI control unit 46 of the second processing unit 32 ′ is corrected by a correction amount determined based on the vehicle speed, the brake pedal operation amount, and the state of the main battery. Is a point.

Hereinafter, the hybrid vehicle according to the present embodiment will be described in detail with reference to FIGS. 6 to 8.
As shown in FIG. 6, the vehicle control device according to the present embodiment provides a power running torque command based on the vehicle speed, the amount of operation of the brake pedal by the driving vehicle (hereinafter referred to as “brake operation amount”), and the state of the main battery 7. A power running torque command correcting unit (power running torque command correcting means) 60 for correcting the power running torque is provided.

  The power running torque command correction unit 60 includes a correction coefficient determination unit (correction coefficient determination unit) 61 that determines a correction coefficient based on the charging rate of the main battery 7 and the vehicle speed, and the correction coefficient determined by the correction coefficient determination unit 61. A torque correction value determination unit (torque correction value determination means) 62 that determines a correction value based on the operation amount of the brake pedal, and a power running torque command that outputs the correction value from the PI control unit 46 of the second processing unit 32 ′. Is provided with an adder 63 for adding to.

  For example, as shown in FIG. 7, the correction coefficient determination unit 61 has a correction coefficient table in which the vehicle speed, the charging rate SOC, and the correction coefficient K are associated with each other. The correction coefficient K is set to a larger value as the vehicle speed is higher and the charging rate SOC is higher. The correction coefficient determination unit 61 acquires a correction coefficient corresponding to the vehicle speed and the charging rate from the correction coefficient table shown in FIG. 7 and outputs the acquired correction coefficient to the torque correction value determination unit 62.

  For example, as shown in FIG. 8, the torque correction value determination unit 62 has a correction value table in which a brake operation amount, a correction coefficient, and a torque correction value are associated with each other, and is input from the correction coefficient determination unit 61. The torque correction value corresponding to the correction coefficient and the brake operation amount is acquired from the correction value table shown in FIG. The acquired torque correction value is output to the adding unit 63 and added to the power running torque command that is the output of the PI control unit 46 of the second processing unit 32 ′. The corrected power running torque command is output to the torque command switching unit 22 ′ via the limiter 47.

In addition, the torque correction value determination unit 62 converts the correction power running signal that is on to the torque when the torque correction value acquired from the correction value table is equal to or greater than a predetermined threshold (for example, 10 Nm). If the correction value is less than the predetermined threshold, a correction power running signal that is off is output to the torque command switching unit 22 ′.
When the correction power running signal that is ON is input, the torque command switching unit 22 ′ outputs the power running torque command to the first power conversion device 5 as a generator motor torque command. Thus, for example, even when the generator motor 4 is not in a power running operation because the DC voltage is equal to or lower than the voltage B, the generator motor 4 is not activated when a correction power running signal that is on is input. Can be started. In addition, when a correction power running signal that is off is input, the torque command switching unit 22 ′ switches between the power running operation, the non-operation, and the power generation operation based on the DC voltage, as in the first embodiment described above.

  As described above, according to the hybrid vehicle according to the present embodiment, the power running torque command is corrected and the timing for starting the power running operation is determined based on the vehicle speed, the brake operation amount, the battery state, and the like. That is, the vehicle speed and the brake operation amount are related to the regenerative operation of the travel motor, and it can be detected at an early stage that the regenerative power is output to the high-voltage DC power line L1 by grasping the vehicle speed and the brake operation amount. In addition, by grasping the charging rate of the main battery 7, it is possible to predict a voltage increase of the high-voltage DC power line L1. Therefore, in anticipation of the DC voltage rising based on these information, the power running torque command is corrected in the direction of increasing, and the generator motor 4 is powered in advance, thereby increasing the voltage of the high-voltage DC power line L1. Can be prevented from rising rapidly and excessively.

[Third Embodiment]
Next, a hybrid vehicle according to a third embodiment of the present invention will be described. In the first embodiment described above, surplus regenerative power that can no longer be charged to the main battery 7 is consumed by performing a power running operation of the generator motor. In the present embodiment, the DC-DC converter (transformer means) 9 is further operated to charge the secondary battery 10 with the extra regenerative power.
That is, when the direct-current power exceeds the voltage B, the generator motor 4 is powered and the DC-DC converter 9 is operated to charge the sub battery 10. Thereby, the receiving destination of regenerative electric power can be increased and the excessive raise of the DC voltage by regenerative electric power can be suppressed more reliably.

[Fourth Embodiment]
Next, a hybrid vehicle according to a fourth embodiment of the present invention will be described with reference to FIG. In addition to any of the first to third embodiments, the hybrid vehicle according to the present embodiment increases the ratio of the braking torque of a mechanical brake (not shown) provided along with the regenerative brake by the travel motor 3. This reduces the regenerative output.
Hereinafter, with respect to the hybrid vehicle according to the present embodiment, description of points that are common to the first to third embodiments will be omitted, and different points will be mainly described.

FIG. 9 is a schematic functional block diagram showing components related to a case where the brake pedal is operated among various functions provided in the vehicle control device. As shown in FIG. 9, the vehicle control device includes a braking torque distribution unit (braking torque distribution unit) 71 and a braking torque correction unit (braking torque correction unit) 72.
The braking torque distribution unit 71 determines a braking torque command required for the vehicle based on the operation amount of the brake pedal, and the braking motor command and the mechanical brake (illustrated) based on the distribution ratio set in advance. Abbreviation).

  The braking torque correction unit 72 is determined for each of the traveling motor 3 and the mechanical brake so that the ratio of the mechanical brake increases when the voltage of the high-voltage DC power line L1 exceeds a predetermined threshold C set in advance. Correct the braking torque command. For example, the braking torque correction unit 72 has a braking torque correction table in which a DC voltage and a correction coefficient are associated with each other for the traveling motor 3 and the mechanical brake. In the correction table of the travel motor 3, the correction coefficient K1 is set so as to gradually decrease at a predetermined rate when the DC voltage exceeds the predetermined voltage C. In the mechanical brake correction table, the DC voltage is set to the predetermined voltage. When C is exceeded, the correction coefficient K2 is set to gradually increase at a predetermined rate.

  According to such a configuration, each braking torque command of the traveling motor 3 and the mechanical brake output from the braking torque distribution unit 71 is multiplied by the respective correction coefficients K1 and K2 corresponding to the DC voltage, whereby each braking is performed. The torque command is corrected, and the corrected braking torque command is output to each of the mechanical brake and the traveling motor 3.

  As described above, according to the hybrid vehicle of the present embodiment, when the DC voltage increases and exceeds the predetermined threshold C, the distribution ratio of the mechanical brake is increased and the distribution ratio of the travel motor 3 is increased. Reduce. Thereby, when the DC voltage increases, the regenerative power by the traveling motor 3 can be suppressed, and the regenerative power output to the high-voltage DC power line L1 can be reduced. As a result, it is possible to more reliably and efficiently suppress an excessive voltage increase of the high-voltage DC power line L1.

  In the above example, the correction coefficients K1 and K2 are determined based on the DC voltage. Instead, the correction coefficients K1 and K2 may be determined based on the charging rate of the main battery 7. The braking torque correction table used in this case is the braking torque correction table shown in FIG. 9 with the horizontal axis representing the charging rate of the main battery. For example, the DC voltage of the high-voltage DC power line L1 may have a large fluctuation, but the charging rate of the main battery changes relatively slowly and the fluctuation is small. Therefore, a correction coefficient for the distribution ratio based on the charging rate of the main battery By determining this, it is possible to improve the distribution accuracy of the braking torque.

  The technical features of the hybrid vehicle according to the first to fourth embodiments can be arbitrarily combined.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 2 Engine 3 Traveling motor 4 Generator motor 5 1st power converter 6 Second power converter 7 Main battery 9 DC-DC converter 10 Sub battery 11 Vehicle control device 21 Torque command determination part 22,22 'Torque command switching Unit 31 First processing unit 32 Second processing unit 33 Third processing unit 41, 45 Subtraction unit 42, 46 PI control unit 43, 47 Limiter 60 Power running torque command correction unit 61 Correction coefficient determination unit 62 Torque correction value determination unit 63 Addition Unit 71 braking torque distribution unit 72 braking torque correction unit

Claims (6)

Engine,
A traveling motor;
A generator motor connected to the engine;
First power conversion means for converting the generated power of the generator motor into DC power and outputting it, and converting the DC power into AC power and supplying it to the generator motor;
Connected to the first power conversion means by a high-voltage DC power line, converts the DC power transmitted by the high-voltage DC power line into AC power and outputs it to the traveling motor, and converts the regenerative power of the traveling motor into DC power Second power conversion means for outputting to the high-voltage DC power line;
A main battery directly connected to the high-voltage DC power line;
Wherein when the voltage of the high voltage DC power line exceeds a first preset threshold, the pre-Symbol generator motor by power-running operation and a control means for consuming the charge surplus of the main battery,
The control means is a power running torque command determining means for determining a power running torque command for matching the voltage of the high-voltage DC power line with a preset target voltage during power running;
Power running torque command correcting means for correcting the power running torque command;
With
The power running torque command correction means is
Correction coefficient determining means for determining a correction coefficient based on the charging rate of the main battery and the vehicle speed;
Torque correction value determining means for determining a torque correction value based on the correction coefficient determined by the correction coefficient determining means and the operation amount of the brake pedal;
Correction means for correcting the power running torque command using the torque correction value;
Have
A hybrid vehicle in which the first power conversion means operates based on the power running torque command corrected by the torque correction value. The hybrid vehicle according to claim 1 target voltage before Symbol power running is Ru almost equal der and the first threshold value.   The hybrid vehicle according to claim 1, wherein the first threshold value is determined according to a state of the main battery. The control means, the vehicle speed, blanking operation amount of Rekipedaru, and based on at least one of the state of the main battery, claim 3 said generator motor claims 1 to determine when to power-running operation The hybrid vehicle described in 1. A secondary battery connected to the high-voltage DC power line via a transformer;
The control means operates the transformer means to charge the sub battery with a part of the regenerative power of the traveling motor when the voltage of the high-voltage DC power line exceeds a preset first threshold value. The hybrid vehicle according to any one of claims 1 to 4 . Mechanical brakes,
Braking torque distribution means for distributing a braking torque determined based on an operation amount of a brake pedal to the travel motor and the mechanical brake based on a preset distribution ratio;
When the voltage of the high-voltage DC power line exceeds a predetermined threshold value set in advance, or when the charging rate of the main battery exceeds a predetermined threshold value set in advance, the distribution ratio of the mechanical brake is The hybrid vehicle according to any one of claims 1 to 5 , further comprising braking torque correction means for correcting the braking torque command of the travel motor and the braking torque command of the mechanical brake so as to increase.

Images