vehicle

Abstract

To suppress a battery temperature.SOLUTION: A vehicle is a hybrid vehicle including a power division apparatus for dividing an output of an engine into a first MG and a second MG. The first MG is driven by the engine to generate electricity. The second MG drives a drive wheel with electricity generated by the first MG and discharge power of a battery and regenerates power at deceleration of the vehicle. The engine, first MG and second MG are controlled so that the battery is charged in a state where the drive power is maintained for a first given time, in a case where, the vehicle travels, and the battery is discharged for a first given period of time continuously, with a counter C1 exceeding a threshold s1 (at clock time t2). It is possible to eliminate a battery polarization to prevent an internal resistance from increasing, thus preventing a high temperature in the battery.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present disclosure relates to vehicles. [Background technology]

[0002] Japanese Patent Application Laid-Open Publication No. 2021-136810 (Patent Document 1) discloses a vehicle that can measure the internal resistance of an on-board battery while suppressing the effects of polarization. Patent Document 1 states that polarization occurs when the battery continues to discharge or charge, and that polarization that occurs during discharge, for example, can be eliminated by charging the battery. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-136810 Summary of the Invention [Problem to be solved by the invention]

[0004] When a battery is charged or discharged, polarization occurs, causing the battery's internal resistance to increase. The internal resistance due to polarization can increase depending on the duration of discharging or charging. If the internal resistance increases, the amount of heat generated by the battery during charging and discharging increases, raising the risk of the battery becoming too hot.

[0005] An object of the present disclosure is to prevent the battery from becoming too hot. [Means for solving the problem]

[0006] The vehicle disclosed herein includes a drive motor that drives the vehicle using power discharged from a battery, a charging means that charges the battery while the vehicle is running, and a control device. The control device includes a drive force calculation unit that calculates a target drive force for the vehicle based on an accelerator pedal position, a drive force control unit that controls the drive force so that the drive force of the vehicle becomes the target drive force, and a current control unit that controls the input / output current of the battery. The current control unit controls the input / output current of the battery to switch the direction of the current while the vehicle is running, during a first predetermined period when discharge from the battery has continued for a first predetermined period, or during a second predetermined period when charging of the battery has continued for a second predetermined period.

[0007] According to this configuration, when the battery continues to discharge for a first predetermined period while the vehicle is running, the current control unit controls the input / output current to charge the battery for the first predetermined period. Alternatively, when the battery continues to charge for a second predetermined period, the current control unit controls the input / output current to discharge the battery for the second predetermined period. When discharging continues for the first predetermined period or charging continues for the second predetermined period, internal resistance increases due to polarization. Then, the battery is charged for the first predetermined period or discharged for the second predetermined period, eliminating polarization and preventing the battery from becoming too hot. The driving force control unit controls the driving force to be the target driving force, so the driving force required for the vehicle can be ensured even when the direction of the battery current is switched.

[0008] Preferably, the charging means may be configured to be capable of charging the battery with regenerative power from the drive motor. The current control unit controls the input / output current so as to discharge the battery for a second set period when charging of the battery with regenerative power continues for a second set period during running.

[0009] With this configuration, while the vehicle is running, the battery is charged by regenerative power from the drive motor. If charging continues for a second predetermined period, polarization causes the internal resistance to increase. Then, the battery is discharged during the second set period to eliminate polarization, thereby preventing the battery from becoming too hot.

[0010] Preferably, the vehicle may further include an internal combustion engine, a motor generator, and a power split device. The power split device splits the output of the internal combustion engine between the motor generator and the drive motor. When the current control unit charges the battery for a first set period or when the battery discharges for a second set period, the driving force control unit controls the output torque of the internal combustion engine, the regenerative torque of the motor generator, and the power torque of the drive motor so that the driving force becomes a target driving force.

[0011] According to this configuration, by controlling the internal combustion engine, the motor generator, and the drive motor during the first set period or the second set period, it is possible to charge the battery and control the drive force to the target drive force.

[0012] Preferably, the charging means may be a generator driven by the internal combustion engine or a fuel cell. When the current control unit charges the battery during the first set period, the driving force control unit may control the driving force to become the target driving force by making the amount of power generated by the generator or the amount of power generated by the fuel cell greater than the amount of power required for the drive motor to output the target driving force. [Effects of the Invention]

[0013] According to the present disclosure, it is possible to prevent the battery from becoming too hot. [Brief explanation of the drawings]

[0014] [Figure 1] 1 is a diagram schematically showing the overall configuration of a vehicle according to an embodiment of the present invention; [Figure 2] 4 is a time chart of input / output current IB and the like when the vehicle is running. [Figure 3] 10A and 10B are diagrams for explaining an output current continuation flag F1 and an input current continuation flag F2. [Figure 4] 10A and 10B are nomographic diagrams of the power split device during vehicle acceleration. [Figure 5] 10(A) and 10(B) are diagrams illustrating a vehicle according to a first modification. [Figure 6] 10(A) and 10(B) are diagrams illustrating a vehicle according to a second modification. DETAILED DESCRIPTION OF THE INVENTION

[0015] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference numerals, and description thereof will not be repeated.

[0016] FIG. 1 is a diagram showing a schematic overall configuration of a vehicle 1 according to this embodiment. Vehicle 1 is a hybrid vehicle equipped with an internal combustion engine and an electric motor as power sources. Vehicle 1 includes an engine 10, a power split device 20, a first motor generator (hereinafter referred to as "first MG") 21, a second motor generator (hereinafter referred to as "second MG") 22, a PCU (Power Control Unit) 50, a battery 60, and drive wheels 80. Engine 10 is an internal combustion engine.

[0017] Power split device 20 includes, for example, a planetary gear mechanism having three rotation shafts: a sun gear, a carrier, and a ring gear. Power split device 20 splits the power output from engine 10 into power that drives first MG 21 and power that drives drive wheels 80. In this embodiment, the output shaft of engine 10 is connected to the carrier, first MG 21 is connected to the sun gear, and second MG 22 is connected to the ring gear. The output of the ring gear (power split device 20) is transmitted to drive wheels 80 via differential gear 24.

[0018] The first MG 21 and the second MG 22 are AC rotating electric machines, such as three-phase AC synchronous motors with permanent magnets embedded in the rotor. The first MG 21 is primarily used as a generator driven by the engine 10 via the power split device 20. The electric power generated by the first MG 21 is supplied to the second MG 22 or the battery 60 via the PCU 50. The first MG 21 corresponds to an example of a "motor generator" in the present disclosure.

[0019] The second MG 22 mainly operates as an electric motor to drive the drive wheels 80. The second MG 22 is driven by at least one of electric power from the battery 60 and electric power generated by the first MG 21, and the drive force of the second MG 22 is transmitted to the drive wheels 80 via the differential gear 24. On the other hand, when the vehicle 1 is braking or going downhill, the second MG 22 operates as a generator to perform regenerative power generation (regenerative braking). The electric power generated by the second MG 22 is recovered by the battery 60 via the PCU 50. The second MG 22 corresponds to an example of a "drive motor" in the present disclosure.

[0020] PCU (Power Control Unit) 50 converts DC power received from battery 60 into AC power for driving first MG 21 and second MG 22. PCU 50 also converts AC power generated by first MG 21 and second MG 22 into DC power for charging battery 60. PCU 50 is configured to include, for example, two inverters provided corresponding to first MG 21 and second MG 22, and a converter that boosts the DC voltage supplied to each inverter to a voltage equal to or higher than the voltage of battery 60.

[0021] Battery 60 is a rechargeable secondary battery, such as a lithium-ion battery or a nickel-metal hydride battery. Battery 60 is charged by receiving power generated by at least one of first MG 21 and second MG 22. Battery 60 then discharges the stored power and supplies it to PCU 50.

[0022] The battery 60 is provided with a monitoring unit 61. The monitoring unit 61 includes a voltage sensor, a current sensor, and a temperature sensor (none of which are shown) that detect the voltage VB, input / output current IB, and temperature TB of the battery 60, respectively. The monitoring unit 61 outputs the detected values ​​of each sensor (voltage VB, input / output current IB, and temperature TB) to the BAT-ECU 110. The input / output current IB detected by the current sensor has a positive or negative sign indicating the flow direction, with the current discharged from the battery 60 (output current) being detected as a positive (+) value and the current charged to the battery 60 (input current) being detected as a negative (-) value.

[0023] In this embodiment, the vehicle 1 is front-wheel drive, and the drive wheels 80 are the front wheels. The front wheels are provided with front wheel brakes Fb. The rear wheels (not shown) are provided with rear wheel brakes. Each wheel brake is a disc brake, and is composed of a rotor, a pair of pads that hold the rotor, a caliper including a piston that presses the pads against the rotor, and the like.

[0024] Each wheel brake is an electronically controlled brake (ECB (Electronically Controlled Brake System)) that uses an electrohydraulic hydrobooster to store high oil pressure in a pressure accumulator, detects the amount of brake pedal operation and the oil pressure in the master cylinder, and operates the oil pressure control valve of the brake actuator 30, thereby independently controlling the brake oil pressure of each wheel brake.

[0025] The vehicle 1 includes an HV-ECU (Electronic Control Unit) 100, a BAT-ECU 110, an E / G-ECU 120, and a B-ECU .

[0026] HV-ECU 100 includes a CPU (Central Processing Unit), ROM (Read Only Memory), RAM (Random Access Memory), input / output ports (not shown) for inputting and outputting various signals, and executes predetermined arithmetic processing based on information stored in the memory (ROM and RAM), information from various sensors, BAT-ECU 110, E / G-ECU 120, and B-ECU 130. HV-ECU 100 controls various devices such as PCU 50 based on the results of the arithmetic processing, and outputs commands to E / G-ECU 120 and B-ECU 130.

[0027] The BAT-ECU 110 also includes a CPU, a ROM, a RAM, input / output ports, etc. (none of which are shown). The BAT-ECU 110 calculates a SOC (State Of Charge) that indicates the amount of charge stored in the battery 60 based on the detected values ​​of the input / output current IB and / or voltage VB of the battery 60 from the monitoring unit 61. The BAT-ECU 110 then outputs the calculated SOC to the HV-ECU 100. The SOC may also be calculated in the HV-ECU 100.

[0028] E / G-ECU 120 also includes a CPU, ROM, RAM, input / output ports, etc. (none of which are shown). E / G-ECU 120 receives information from various sensors and commands from HV / ECU 100, executes predetermined calculations, and controls engine 10.

[0029] B-ECU 130 also includes a CPU, ROM, RAM, input / output ports, etc. (none of which are shown). B-ECU 120 receives information from various sensors and commands from HV / ECU 100, executes predetermined calculations, and controls brake actuator 30.

[0030] The vehicle 1 further includes various sensors. For example, the vehicle 1 includes an accelerator position sensor 71 that detects an accelerator position ACP, which is the amount of depression of the accelerator pedal, a brake sensor 72 that detects an operation amount of the brake pedal, a vehicle speed sensor 73 that detects a vehicle speed V, an acceleration sensor 74 that detects the longitudinal and lateral acceleration of the vehicle 1, etc. The detection signals of these various sensors may be input directly to the HV-ECU 100, the E / G-ECU 120, and the B-ECU 130, or the detection signals input to a predetermined ECU may be transmitted to other ECUs via communication between the ECUs.

[0031] For driving control of vehicle 1, HV-ECU 100 calculates target drive torque Tr based on, for example, accelerator pedal position ACP, vehicle speed V, etc., and multiplies target drive torque Tr by the rotation speed of drive wheels 80 to determine required power Pd. Required power Pe required of engine 10 is set by subtracting battery 60 charge / discharge power Pb (a positive value when battery 60 is discharged) from required power Pd. Then, target engine rotation speed Ne, target engine torque Te, command torque Tg for first MG 21, and command torque Tm for second MG 22 are set so that required power Pe is output from engine 10 and target drive torque Tr is output to drive wheels 80. HV-ECU 100 controls engine 10 so that engine 10 is operated at target engine rotation speed Ne and target engine torque Te, and controls PCU 50 so that first MG 21 and second MG 22 are driven at command torques Tg and Tm. The target drive torque Tr corresponds to the "target drive force" in this disclosure. (The drive force is the value obtained by dividing the drive torque by the radius of the drive wheels 80.)

[0032] When the vehicle 1 is traveling, polarization occurs due to charging and discharging of the battery 60, and the internal resistance of the battery 60 increases. The internal resistance due to polarization may increase depending on the duration of discharging or charging of the battery 60. If the internal resistance increases, the amount of heat generated by the battery 60 during charging and discharging increases, raising concerns that the battery 60 may become hot. In this embodiment, when the battery 60 continues to discharge while the vehicle 1 is traveling, charging is performed, and the direction of the input / output current IB is reversed to eliminate polarization. Also, when the battery 60 continues to charge, discharging is performed, and the direction of the input / output current IB is reversed to eliminate polarization. This reduces the amount of heat generated by the battery 60 during charging and discharging, and prevents the battery 60 from becoming hot.

[0033] Fig. 2 is a time chart of input / output current IB and the like while the vehicle 1 is running. In Fig. 2, the horizontal axis represents time. From the top, Fig. 2 shows time charts of vehicle speed V, driving force of the vehicle 1 (drive wheels 80), torque of the first MG 21 and the second MG 22 (MG torque), power of the first MG and the second MG (MG power), charge / discharge power of the battery 60 (battery power), input / output current IB of the battery 60, internal resistance of the battery 60, and temperature TB of the battery 60.

[0034] 3A and 3B are diagrams for explaining the output current continuation flag F1 and the input current continuation flag F2. FIG. 3A is a flowchart of a flag processing routine executed by the HV-ECU 100, and FIG. 3B is a time chart of the flag processing. The flag processing routine of FIG. 3A is repeatedly processed at predetermined time intervals when the power switch (ignition switch) of the vehicle 1 is ON.

[0035] 2 and 3, the input / output current IB of the present embodiment when the vehicle 1 is traveling will be described. Figures 2 and 3(B) are time charts showing a case where the accelerator pedal is depressed at time t1 to accelerate the vehicle, constant speed traveling begins at time t3, the accelerator pedal is released at time t4 to decelerate the vehicle, and the vehicle comes to a stop at time t7.

[0036] When the accelerator pedal is depressed, from time t1 to time t3, a target drive torque Tr is calculated based on the accelerator opening ACP, vehicle speed V, etc., and engine 10, first MG 21, and second MG 22 are controlled so that the drive force of vehicle 1 becomes the target drive force (so that the drive torque of drive wheels 80 becomes target drive torque Tr), and vehicle 1 accelerates. At this time, command torque Tg of first MG 21 is regenerative torque, and command torque Tm of second MG 22 is power running torque, so that electric power Pg of first MG 21 is generated electric power, and electric power Pm of second MG 22 is consumed electric power. In Figure 2, power running torque is shown as a positive value, regenerative torque is shown as a negative value, consumed electric power is shown as a positive value, and generated electric power is shown as a negative value.

[0037] FIG. 4 is a nomogram of the power split device 20 when the vehicle 1 is accelerating. FIG. 4(A) is a nomogram when the output current continuation flag F1 (hereinafter also simply referred to as flag F1) is OFF, and FIG. 4(B) is a nomogram when flag F1 is ON. As shown in FIGS. 4(A) and 4(B), the driving force during acceleration is equal to the sum of the command torque (powering torque) Tm of the second MG 22 and the reaction force of the command torque (regenerative torque) Tg of the first MG 21. When flag F1 is OFF, as shown in FIG. 4(A), the command torque (powering torque) Tm of the second MG 22 is greater than the command torque (regenerative torque) Tg of the first MG 21, and the power (power consumption) Pm of the second MG 22 is greater than the power (power generation) Pg of the first MG 21. Therefore, as shown in FIG. 2, the input / output current IB has a positive sign, and the battery 60 discharges.

[0038] While the vehicle 1 is traveling, the HV-ECU 100 repeatedly executes a flag processing routine. Referring to Fig. 3(A), in step (hereinafter, step will be abbreviated as "S") 10, it is determined whether the input / output current IB is equal to or greater than a predetermined value α. If the input / output current IB is less than the predetermined value α, a negative determination is made and the process proceeds to S11, whereas if the input / output current IB is equal to or greater than the predetermined value α, a positive determination is made and the process proceeds to S13.

[0039] In S11, it is determined whether the input / output current IB is equal to or less than a predetermined value -β. If the input / output current IB is greater than the predetermined value -β, a negative determination is made and the process proceeds to S12, but if the input / output current IB is equal to or less than the predetermined value -β, a positive determination is made and the process proceeds to S14.

[0040] In step 12, the counters C1 and C2 are reset (set to 0), and the current routine is terminated.

[0041] In S13, the counter C1 is incremented, and the process proceeds to S15. In S15, it is determined whether the counter C1 is equal to or greater than the threshold value s1. If the counter C1 is less than the threshold value s1, a negative determination is made, and the current routine is terminated. If the counter C1 is equal to or greater than the threshold value s1, a positive determination is made, and the process proceeds to S16. In S16, the output current continuation flag F1 is set to ON for a first predetermined time, and the counter C1 is reset, and the current routine is terminated. The flag F1 is set to OFF when the first predetermined time has elapsed since it was set to ON. The first predetermined time may be, for example, 0.3 to 0.6 seconds.

[0042] In S14, the counter C2 is incremented, and the process proceeds to S17. In S17, it is determined whether the counter C2 is equal to or greater than the threshold value s2. If the counter C2 is less than the threshold value s2, a negative determination is made, and the current routine is terminated. If the counter C2 is equal to or greater than the threshold value s2, a positive determination is made, and the process proceeds to S18. In S18, the input current continuation flag F2 (hereinafter also simply referred to as flag F2) is set to ON for a second predetermined time, the counter C2 is reset, and the current routine is terminated. When the second predetermined time has elapsed since flag F2 was set to ON, flag F2 is set to OFF. The second predetermined time may be, for example, 0.3 to 0.6 seconds.

[0043] When flag F1 is ON, HV-ECU 100 controls engine 10, first MG 21, and second MG 22 to control input / output current IB so as to charge battery 60 without changing the driving force of vehicle 1. As shown in the time chart of FIG. 4(B), when counter C1, which has been incremented since time t1, reaches or exceeds threshold value s1 at time t2, flag F1 is set ON for a first predetermined time. When flag F1 is set ON, as shown in the alignment chart of FIG. 4(B), target engine torque Te of engine 10 and command torque (regenerative torque) Tg of first MG 21 are increased, and command torque (powering torque) Tm of second MG 22 are decreased. Then, the torques (Te, Tg, Tm) are controlled so that the value (driving force) obtained by adding the command torque (powering torque) Tm of the second MG 22 to the reaction force of the command torque (regenerative torque) Tg of the first MG 21 becomes the same as the driving force (target driving force) when flag F1 is OFF. In this case, to control the input / output current IB so that the command torque (powering torque) Tm of the second MG 22 is made smaller than the command torque (regenerative torque) Tg of the first MG 21, and the electric power (power consumption) Pm of the second MG 22 becomes smaller than the electric power (generated power) Pg of the first MG 21. Therefore, as shown in FIG. 2, during the first predetermined time period from time t2 (while flag F1 is ON), the input / output current IB has a negative sign, and the battery 60 is charged.

[0044] When flag F1 turns OFF, counter C1 starts incrementing (see FIG. 3(B)), but when constant speed traveling begins at time t3, the driving force decreases to a value necessary to maintain constant speed traveling. In this embodiment, during constant speed traveling (time t3 to time t4), command torque Tg of first MG 21 and command torque Tm of second MG 22 are set to 0, and traveling is performed by the output of engine 10. As a result, during constant speed traveling (time t3 to time t4), input / output current IB becomes 0.

[0045] As shown in Figure 2, from time t1 to time t2, discharging continues and polarization occurs, so the internal resistance of battery 60 increases. When flag F1 turns ON at time t2, input / output current IB becomes negative, charging is performed for a first predetermined time, polarization is eliminated, and internal resistance decreases. When internal resistance decreases, the amount of heat generated by battery 60 during charging and discharging decreases, so it is possible to prevent temperature TB from becoming too high after time t2. Note that in Figure 2, the dashed lines for internal resistance and temperature TB show the changes in internal resistance and temperature TB when flags F1 and F2 are not set (not turned ON).

[0046] At time t4, when the accelerator pedal is released (accelerator opening ACP = 0) and deceleration begins, deceleration is performed using regenerative braking by the second MG 22. For example, a target deceleration may be calculated based on vehicle speed V, and the regenerative torque that achieves the target deceleration may be set as command torque (regenerative torque) Tm for the second MG 22. During deceleration of vehicle 1, engine 10 is stopped (target engine rotation speed NE = 0), and therefore bears the reaction force of the regenerative torque of the second MG 22, so that command torque Tg for the first MG 21 becomes power running torque. Due to the relationship between the numbers of teeth of the sun gear and ring gear of power split device 20 (relationship between speed ratio and speed ratio), command torque Tm (regenerative torque) for the second MG is greater than command torque Tg (power running torque) for the first MG. Therefore, power (generated power) Pm of the second MG 22 is greater than power (power consumption) Pg of the first MG 21. Therefore, as shown in FIG. 2, the input / output current IB has a negative sign, and the battery 60 is charged.

[0047] As shown in the time chart of FIG. 4(B), when counter C2, which has been incremented since time t4, reaches or exceeds threshold value s2 at time t5, flag F2 is set to ON for a second predetermined time. When flag F2 is set to ON, HV-ECU 100 increases command torque Tg (powering torque) of first MG 21 and decreases command torque Tm (regenerative torque) of second MG 22, as shown in the time chart of FIG. 2. In this case, to control input / output current IB so as to discharge battery 60, command torque (regenerative torque) Tm of second MG 22 is made smaller than command torque (powering torque) Tg of first MG 21, and electric power (generated electric power) Pm of second MG 22 is made smaller than electric power (powered electric power) Pg of first MG 21. Therefore, as shown in FIG. 2, from time t5 to the second predetermined time (while flag F2 is ON), input / output current IB has a positive sign, and battery 60 is discharged. In order to prevent the deceleration of the vehicle 1 from changing, the engine 10 may be cranked by the torque transmitted from the drive wheels 80, thereby activating the engine brake.

[0048] As shown in FIG. 2, from time t4 to time t5, charging continues and polarization occurs, so the internal resistance of battery 60 increases. When flag F2 turns ON at time t5, input / output current IB becomes positive, discharging occurs for a second predetermined time, polarization is eliminated, and internal resistance decreases. When internal resistance decreases, the amount of heat generated by battery 60 during charging and discharging decreases, so it is possible to prevent temperature TB from becoming too high after time t5. Note that while vehicle 1 is decelerating, the same operation is repeated, and in the time chart of FIG. 2, flag F2 is set ON for the second predetermined time at time t6.

[0049] (Variation 1) Fig. 5 is a diagram illustrating a vehicle 1A of Modification 1. Fig. 5(A) is a diagram illustrating the overall configuration of a vehicle 1A of Modification 1, and Fig. 5(B) is a time chart of input / output current IB and the like.

[0050] Vehicle 1A is a series hybrid vehicle and includes a first MG 21A driven by engine 10 and a second MG 22A that drives drive wheels 80. PCU 50 charges battery 60 with electric power generated by first MG 21A and supplies the electric power to second MG 22A. PCU 50 supplies electric power stored in battery 60 to second MG 22A and charges battery 60 with regenerated electric power of second MG 22A. PCU 50 can also supply electric power from battery 60 to first MG 21A.

[0051] For driving control of the vehicle 1, the HV-ECU 100 calculates a target driving force based on, for example, the accelerator opening ACP, the vehicle speed V, etc., determines a command torque Tma for the second MG 22A so that the driving force of the vehicle 1A becomes the target driving force, and controls the PCU 50 so that the second MG 22A is driven at the command torque Tma. Other configurations are substantially the same as those in the above-described embodiment.

[0052] 5(B), from the top, the time chart shows the driving force of vehicle 1A (drive wheels 80), the torque (MG torque) of first MG 21A and second MG 22A, input / output current IB of battery 60, flag F1, and flag F2. Times t1 to t7 are the same traveling states (driving states) as times t1 to t7 in the time chart (FIG. 3) in the above embodiment.

[0053] During acceleration from time t1 to t3, the command torque Tma (powering torque) of the second MG 22A is controlled to match the target driving force during acceleration. During steady-state running from time t3 to t4, the target driving force becomes smaller than during acceleration, and the command torque Tma (powering torque) of the second MG 22A also becomes smaller. In these states, the second MG 22A is powered by discharging from battery 60, and the command torque Tga of the first MG 21A is zero.

[0054] In Modification 1, the HV-ECU 100 also executes the flag processing routine of FIG. 3A. As in the above embodiment, when flag F1 is turned ON for a first predetermined time at time t2, the HV-ECU 100 controls the engine 10, the first MG 21A, and the second MG 22A to charge the battery 60 without changing the driving force of the vehicle 1A, thereby controlling the input / output current IB. In Modification 1, when flag F1 is ON, the command torque Tga of the first MG 21A is set to regenerative torque, and power is generated by the first MG 21A. The power generated by the first MG 21A is set to be greater than the power consumed by the second MG 22A (power required to output the target driving force). As a result, when flag F1 is ON, the input / output current IB has a negative sign, and the battery 60 is charged. Thereafter, the same control is executed each time flag F1 is turned ON.

[0055] From time t4 to t7, deceleration is performed using regenerative braking by the second MG 22A, and the command torque Tma (regenerative torque) of the second MG 22A is set so that the target deceleration is obtained. As a result, the battery 60 is charged by the regenerative power of the second MG 22A. When flag F2 is turned ON at time t5, the command torque Tma of the second MG 22A is set to 0, and the command torque Tga of the first MG 21A is set to power running torque. The first MG 21A, powered by the discharged power of the battery 60, motors the engine 10. Since the regenerative power of the second MG 22A becomes 0 and the first MG 21A is power running, when flag F2 is ON, the input / output current has a positive sign, and the battery 60 is discharged. When regeneration by the second MG 22A is stopped and there is a large sense of lack of deceleration, the sense of lack of deceleration may be suppressed by the braking force of the ECB when flag F2 is ON in order to eliminate this sense of lack of deceleration.

[0056] (Variation 2) Fig. 6 is a diagram illustrating a vehicle 1B according to Modification 2. Fig. 6(B) is a diagram illustrating the overall configuration of a vehicle 1B according to Modification 2, and Fig. 6(B) is a time chart of input / output current IB and the like.

[0057] The vehicle 1B is a fuel cell electric vehicle (FCEV) and includes a fuel cell (FC) 90 and an MG 25 that drives drive wheels 80. The FC 90 generates electricity using hydrogen stored in a hydrogen tank 91 and oxygen in the atmosphere. The PCU 50 charges the battery 60 with the electricity generated by the FC 90 and supplies it to the MG 25. The PCU 50 supplies the electricity stored in the battery 60 to the MG 25 and charges the battery 60 with regenerative electricity from the MG 25. A discharge resistor XR is connected to the PCU 50, and the electricity stored in the battery 60 can be discharged using the discharge resistor XR in response to a command from the control ECU 150.

[0058] For driving control of vehicle 1B, control ECU 150 calculates a target driving force based on, for example, accelerator opening ACP, vehicle speed V, etc., determines command torque Tmc for MG 25 so that the driving force of vehicle 1B becomes the target driving force, and controls PCU 50 so that MG 25 is driven with command torque Tmc. FC-ECU 160 controls the amount of power generation of FC 90 in response to a command from control ECU 150. Other configurations are substantially the same as those in the above-described embodiment.

[0059] 6(B) shows, from the top, the driving force of vehicle 1B (drive wheels 80), the power of MG 25 and FC 90, input / output current IB of battery 60, flag F1, flag F2, and the operating state of discharge resistor XR. Times t1 to t7 are the same as the running state (operating state) from times t1 to t7 in the time chart (FIG. 3) in the above embodiment.

[0060] From time t1 to t7, the command torque Tmc of MG 25 is controlled in the same way as the command torque Tma of Modification 2. Therefore, as shown in the time chart of FIG. 6(B), the electric power Pmc of MG 25 becomes power consumption from time t1 to t4, and becomes generated electric power from time t4 to t7. The FC90 generates electric power from time t1 to t4. During acceleration (time t1 to t3), in order to obtain a large driving force, the battery 60 is discharged, and the electric power Pmc (power consumption) of MG 25 is greater than the generated electric power Pfc of the FC90, and during steady running (time t3 to t4), the electric power Pmc (power consumption) and the generated electric power Pfc become the same magnitude.

[0061] In Modification 2, the control ECU 150 executes the flag processing routine of FIG. 3(A). As in the above embodiment, when flag F1 is turned ON for a first predetermined time at time t2, the control ECU 150 controls the FC90 and MG25 to control the input / output current IB so as to charge the battery 60 without changing the driving force of the vehicle 1B. In Modification 2, when flag F1 is ON, the generated power Pfc of the FC90 is set to be greater than the power consumption of the MG3a (power required to output the target driving force). As a result, when flag F1 is ON, the input / output current IB has a negative sign, and the battery 60 is charged. Thereafter, the same control is executed each time flag F1 is turned ON.

[0062] During deceleration (times t4 to t7), power generation by the FC 90 is stopped, and deceleration is performed using regenerative braking by the MG 25. The command torque Tma (regenerative torque) of the MG 25 is set so that the target deceleration is obtained. As a result, the battery 60 is charged by the power Pmc (regenerative power) of the MG 25. When flag F2 is turned ON at time t5, the command torque Tmc of the MG 25 is set to 0, and discharge to the discharge resistor XR is performed. When flag F2 is ON, the regenerative power of the MG 25 becomes 0, and discharge to the discharge resistor XR causes the input / output current to have a positive sign, and discharge is performed from the battery 60. Note that when regeneration by the second MG 22A is stopped and a sense of lack of deceleration is felt, the sense of lack of deceleration may be suppressed by the braking force of the ECB when flag F2 is ON in order to eliminate this sense of lack of deceleration.

[0063] In the above embodiment, battery 60 may be configured to be externally chargeable. Each ECU and PCU corresponds to an example of a "control device" in the present disclosure, and some of the functions of each ECU and PCU correspond to a "driving force calculation unit," a "driving force control unit," and a "current control unit" in the present disclosure.

[0064] In the above embodiment, when the vehicle is traveling between times t1 and t7, if charging of the battery 60 continues due to SOC control of the battery 60, the input current continuation flag F2 is turned ON, and the input / output current IB is controlled so that the battery 60 is discharged for a second predetermined time.

[0065] The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is defined by the claims, not by the description of the above embodiments, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0066] 1, 1A, 1B vehicle, 2 first MG, 3 second MG, 10 engine, 20 power split device, 21, 21A first MG, 22, 22A second MG, 22, 25 MG, 50 PCU, 60 battery, 100 HV-ECU, 120 E / G-ECU, 130 B-ECU, 150 control ECU, 160 FC-ECU.

Claims

1. a drive motor that drives the vehicle using power discharged from the battery; charging means for charging the battery while the vehicle is running; A vehicle equipped with a control device, The control device a driving force calculation unit that calculates a target driving force of the vehicle based on an accelerator opening degree; a driving force control unit that controls the driving force of the vehicle so that the driving force becomes the target driving force; a current control unit that controls an input / output current of the battery, The current control unit controls the input / output current to switch the direction of the battery current during the running of the vehicle, during a first set period when discharging from the battery continues for a first predetermined period, or during a second set period when charging of the battery continues for a second predetermined period.

2. the charging means is configured to be able to charge with regenerative power from the drive motor, 2. The vehicle according to claim 1, wherein, when charging of the battery by the regenerative power continues for the second predetermined period during the running, the current control unit controls the input / output current so as to discharge the battery for the second set period.

3. The vehicle further includes an internal combustion engine, a motor generator, and a power split device, the power split device splits the output of the internal combustion engine between the motor generator and the drive motor, the charging means is configured to be able to charge the generated power of the motor generator, 3. The vehicle according to claim 1, wherein when the current control unit charges the battery during the first set period or when the battery discharges during the second set period, the driving force control unit controls the output torque of the internal combustion engine, the regenerative torque of the motor generator, and the powering torque of the drive motor so that the driving force becomes the target driving force.

4. the charging means is a generator driven by an internal combustion engine, 2. The vehicle according to claim 1, wherein, when the current control unit charges the battery during the first set period, the driving force control unit controls the driving force to become the target driving force by making the amount of power generated by the generator greater than the electric power required for the traction motor to output the target driving force.

5. the charging means is configured to charge the battery with power generated by the fuel cell, 2. The vehicle according to claim 1, wherein, when the current control unit charges the battery during the first set period, the driving force control unit controls the driving force to become the target driving force by making the amount of power generated by the fuel cell greater than the electric power required for the drive motor to output the target driving force.

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