Control method of series hybrid vehicle and series hybrid vehicle

Abstract

In the control method of the vehicle 1, the power consumed by the motor drive, i.e., the consumed power CP_M, includes: the consumed power CP of the motor drive determined by the friction of the internal combustion engine 2, i.e., the friction consumed power CP_A; and the power consumed due to the inertia torque used to change the rotational speed NE of the internal combustion engine 2, i.e., the inertial power CP_I.

Description

Technical Field

[0001] The present invention relates to a series hybrid vehicle. Background Art

[0002] JP2017-47821A discloses a technology that increases the power consumption of a motor used for motor driving when a large braking force is required, thereby reducing the battery charging power. JP2016-43908A discloses a hybrid vehicle having a gear position D and a gear position B that provides a stronger regenerative braking force than gear position D. Summary of the Invention

[0003] For example, when regenerative power exceeding the power that the battery can store is generated during regeneration, the internal combustion engine is driven by a motor, which can consume an amount of power exceeding the power that the battery can store.

[0004] However, the power consumption of the motor drive increases as the rotational speed of the motor drive approaches the target rotational speed. Therefore, during this period, the regeneration of the travel motor is limited based on the power consumption corresponding to the increasing rotational speed of the motor drive.

[0005] As a result, even if the target deceleration changes due to, for example, a gear shift, the vehicle's deceleration gradually changes as the motor's rotational speed changes. Therefore, the driver may be dissatisfied with the deceleration feeling obtained when the target deceleration changes.

[0006] The present invention has been made in view of such a problem, and an object of the present invention is to quickly obtain a sense of deceleration during regeneration accompanied by motor driving.

[0007] In a control method for a series hybrid vehicle according to a certain embodiment of the present invention, the series hybrid vehicle has a first forward gear and a second forward gear, and the driving wheels are driven by a driving motor using the electric power of the generator motor generated by the power of the internal combustion engine. When the driving motor generates regenerative power that exceeds the power that the battery can accommodate, the generator motor is used to drive the internal combustion engine, and the total power consumed by the motor drive and the power that the battery can accommodate is set as an upper limit to perform regeneration based on the driving motor. The power consumed by the motor drive includes: the power consumption of the motor drive determined by the friction of the internal combustion engine; and the power consumed due to the inertia torque used to change the rotational speed of the internal combustion engine, that is, the inertia power.

[0008] According to another aspect of the present invention, there is provided a control device for a series hybrid vehicle corresponding to the above-mentioned control method for a series hybrid vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 This is a schematic structural diagram showing the main parts of a vehicle.

[0010] Figure 2 This is an illustration of the gear positions and driving modes.

[0011] Figure 3 This is a block diagram showing the processing of the integrated controller.

[0012] Figure 4 This is an explanatory diagram of the second target motor torque.

[0013] Figure 5 This is a block diagram showing the processing of the power consumption calculation unit.

[0014] Figure 6 This is a diagram showing the processing of the inertial power reflection unit in the form of a flowchart.

[0015] Figure 7 This is a block diagram showing the processing of the power consumption change rate limiting unit.

[0016] Figure 8 This is a block diagram showing the processing of the inertial power change rate limiting unit.

[0017] Figure 9 This is a diagram showing a first example of a timing chart.

[0018] Figure 10 This is a diagram showing a second example of a timing chart.

[0019] Figure 11 This is a diagram showing the third example of the timing chart.

[0020] Figure 12 This is a diagram showing the fourth example of the timing chart.

[0021] Figure 13 This is a diagram showing the fifth example of the timing chart. DETAILED DESCRIPTION

[0022] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

[0023] Figure 1 1 is a schematic diagram showing the main structure of a vehicle 1. The vehicle 1 includes an internal combustion engine 2, a power generation motor 3, a travel motor 4, a battery 5, and drive wheels 6.

[0024] The internal combustion engine 2 can be either a gasoline engine or a diesel engine. The generator motor 3 is driven by the power of the internal combustion engine 2 to generate electricity. The traction motor 4 is driven by electricity from the battery 5 to drive the drive wheels 6. The traction motor 4 also has a so-called regenerative function. During deceleration, for example, it is driven by the rotation of the drive wheels 6, regenerating deceleration energy into electricity. The battery 5 is charged using the electricity generated by the generator motor 3 and the electricity regenerated by the traction motor 4.

[0025] The vehicle 1 includes a first power transmission path 21 and a second power transmission path 22. Power is transmitted between the traction motor 4 and the drive wheels 6 via the first power transmission path 21. Power is transmitted between the internal combustion engine 2 and the power generation motor 3 via the second power transmission path 22. The first power transmission path 21 and the second power transmission path 22 are independent power transmission paths, that is, power is not transmitted from one to the other.

[0026] The first power transmission path 21 is constructed to include: a first reduction gear 11, which is arranged on the rotating shaft 4a of the driving motor 4; a second reduction gear 12, which is engaged with the first reduction gear 11; a third reduction gear 13, which is arranged on the same axis relative to the second reduction gear 12 and is engaged with the differential gear 14; and a differential gear 14, which is arranged in the differential case 15.

[0027] The second power transmission path 22 is constructed to include: a fourth reduction gear 16, which is provided on the output shaft 2a of the internal combustion engine 2; a fifth reduction gear 17, which meshes with the fourth reduction gear 16; and a sixth reduction gear 18, which is provided on the rotating shaft 3a of the power generation motor 3 and meshes with the fifth reduction gear 17.

[0028] Neither the first power transmission path 21 nor the second power transmission path 22 has any element for interrupting power transmission. That is, the first power transmission path 21 and the second power transmission path 22 are each in a state of always transmitting power.

[0029] The second power transmission path 22 constitutes a power transmission path of a power transmission system 23. The power transmission system 23 includes the internal combustion engine 2 and the generator motor 3, and transmits power from the generator motor 3 to the internal combustion engine 2 when the motor of the internal combustion engine 2 is driven.

[0030] The vehicle 1 further includes a controller 30 . The controller 30 includes an engine controller 31 for controlling the internal combustion engine 2 , a generator motor controller 32 for controlling the generator motor 3 , a travel motor controller 33 for controlling the travel motor 4 , and an integrated controller 34 for overall control of the vehicle 1 .

[0031] The engine controller 31 is composed of a microcomputer equipped with a central processing unit (CPU), read-only memory (ROM), random access memory (RAM), and input / output interfaces (I / O interfaces). The same applies to the power generation motor controller 32, the travel motor controller 33, and the integrated controller 34. The engine controller 31, the power generation motor controller 32, and the travel motor controller 33 are connected to each other via the integrated controller 34 via a CAN bus, enabling communication with each other.

[0032] Signals from various sensors and switches, including a rotational speed sensor 81 for detecting the rotational speed NE of the internal combustion engine 2, an accelerator opening sensor 82 for detecting the accelerator opening APO, which is an indicator of the amount of depression of the accelerator pedal, a water temperature sensor 83 for detecting the water temperature THW of the internal combustion engine 2, and a vehicle speed sensor 84 for detecting the vehicle speed VSP, are input to the controller 30. These signals are input to the integrated controller 34 directly or via another controller such as the engine controller 31.

[0033] The vehicle 1 constitutes a series hybrid vehicle in which a driving motor 4 drives a driving wheel 6 using electric power generated by a generator motor 3 driven by the power of an internal combustion engine 2 .

[0034] Figure 2 1 is an explanatory diagram of the gear positions and driving modes. The vehicle 1 includes a gear shifter 91. The gear shifter 91 is a device for switching gear positions by a driver's operation, and the driver operates the gear lever or switch corresponding to each gear position.

[0035] The shifter 91 is a momentary shifter. When the shift lever is released by the driver, the momentary shifter 91 autonomously returns to its initial neutral position. The gear selected by the driver's operation is displayed along with the driving mode described below on a shift indicator located inside the vehicle. The selected gear can be visually confirmed on the shift indicator.

[0036] The gear positions selectable by the shifter 91 include, in addition to the P position (parking position), the R position (reverse position), and the N position (neutral position), the D position as a first forward gear position, and the B position as a second forward gear position.

[0037] The D and B positions are selected by operating the shift lever on the D / B gate, which is common to the above-mentioned operation. By operating the shift lever on the D / B gate, B position is selected when D position is selected, and D position is selected when B position is selected. When a position other than D and B position is selected, D position is selected by operating the shift lever on the D / B gate. D and B positions are described later.

[0038] The vehicle 1 includes a driving mode switch 92. The driving mode switch 92 is a switch for changing the driving mode by a driver's operation.

[0039] The driving modes include N mode, S mode, and ECO mode. N mode is a mode for acceleration by operating the accelerator pedal (normal mode). Therefore, in N mode, regenerative deceleration is not performed by operating the accelerator pedal. S mode and ECO mode are modes for acceleration and regenerative deceleration by operating the accelerator pedal (single-pedal mode), and ECO mode is a mode more suitable for fuel operation than S mode. Each time the driving mode switch 92 is pressed, the driving mode changes in the order of N mode, S mode, and ECO mode. After ECO mode, the driving mode returns to N mode.

[0040] Vehicle 1 , depending on the selected driving mode, can form an ND mode (D range and N mode), an SD mode (D range and S mode), or an ECO-D mode (D range and ECO mode). Similarly, the B range can form an NB mode, an SB mode, or an ECO-B mode depending on the selected driving mode.

[0041] The B range is set to a range in which the deceleration of vehicle 1 due to regeneration by the traction motor 4 is greater than that of the D range when the accelerator pedal is disengaged. In other words, a target deceleration is set for the B range, which is greater than that for the D range. A greater deceleration means a greater degree of deceleration (a greater absolute value of the deceleration). The same applies to the target deceleration. The absolute value of the regenerative power generated by the traction motor 4 is greater in the B range than in the D range, resulting in a greater deceleration.

[0042] The B range sets a higher target rotational speed NE_T of the internal combustion engine 2 driven by the generator motor 3 than the D range. Therefore, the motor drive power consumption CP is also higher in the B range than in the D range.

[0043] For example, the motor drive of the internal combustion engine 2 is performed when regenerative power exceeding the storable power P_IN of the battery 5 is generated during regeneration. The motor drive can consume power exceeding the storable power P_IN.

[0044] However, the motor drive power consumption CP increases as the motor drive rotational speed NE approaches the target rotational speed NE_T. Therefore, during this period, the regeneration of the travel motor 4 is limited based on the power consumption CP corresponding to the increasing motor drive rotational speed NE.

[0045] As a result, even when the target deceleration changes due to, for example, a gear shift, the deceleration of vehicle 1 gradually changes in accordance with the change in the rotational speed NE of the motor drive. Therefore, the driver may be dissatisfied with the deceleration feeling obtained when, for example, the target deceleration changes due to a gear shift to a gear with a higher deceleration rate.

[0046] In view of this situation, in this embodiment, the integrated controller 34 is configured as described below.

[0047] Figure 3 34 is a block diagram showing the processing of the integrated controller 34. Figure 3 , the calculation process of the target motor torque TQ_T of the traction motor 4 is shown. The integrated controller 34 includes a target driving force calculation unit 341, a driving force torque conversion calculation unit 342, a target power calculation unit 343, a target ENG operating point calculation unit 344, a power consumption calculation unit 345, a regenerative upper limit motor torque calculation unit 346, and a target motor torque determination unit 347.

[0048] The target driving force calculation unit 341 calculates the target driving force DP_T for the traction motor 4 based on the vehicle speed VSP and the accelerator opening APO. The target driving force DP_T can be pre-set based on the vehicle speed VSP and the accelerator opening APO using map data. The target driving force calculation unit 341 calculates the negative target driving force DP_T during regeneration, i.e., the target regenerative power. The calculated target driving force DP_T is input to the driving force torque conversion calculation unit 342 and the target electric power calculation unit 343.

[0049] The driving force torque conversion calculation unit 342 converts the target driving force DP_T into a first target motor torque TQ_T1 for the traction motor 4 . The first target motor torque TQ_T1 is a target motor torque TQ_T corresponding to the target driving force DP_T and is input to the target motor torque determination unit 347 .

[0050] The target power calculation unit 343 calculates the target power EP_T for power generation or discharge by the power generation motor 3 based on the target driving force DP_T. During power generation, the power generation motor 3 is driven by the internal combustion engine 2, and during discharge, the power generation motor 3 drives the internal combustion engine 2, i.e., drives the internal combustion engine 2, i.e., drives the motor.

[0051] When a positive target driving force DP_T is input, the target power calculation unit 343 calculates the target power for power generation EP_T. Corrections are added to the target power for power generation EP_T, such as the power corresponding to various power generation request flags. The target power for power generation EP_T is calculated using the upper limit charging power as the upper limit.

[0052] When a negative target driving force DP_T is input, the target power calculation unit 343 calculates the target discharge power EP_T. The target discharge power EP_T is calculated as an absolute value, with the upper limit of the upper discharge power as the upper limit. The calculated target power EP_T is input to the target ENG operating point calculation unit 344.

[0053] The target ENG operating point calculation unit 344 calculates the target operating point of the internal combustion engine 2 based on the target power EP_T. The target operating point can be pre-set based on the target power EP_T using map data. When discharging, i.e., motor driving, the target ENG operating point calculation unit 344 calculates the target rotational speed NE_T as the target operating point. The calculated target rotational speed NE_T is input to the power generation motor controller 32 and the power consumption calculation unit 345.

[0054] The generator motor controller 32 controls the generator motor 3 based on the input target rotational speed NE_T. This causes the internal combustion engine 2 to be driven by the motor, consuming power. The actual rotational speed NE_A is input from the generator motor controller 32 to the power consumption calculation unit 345. The actual rotational speed NE_A is the actual value (sensor value) of the rotational speed NE of the internal combustion engine 2, detected based on a signal from the rotational speed sensor 81. The water temperature THW of the internal combustion engine 2, based on a signal from the water temperature sensor 83, is also input to the power consumption calculation unit 345.

[0055] The power consumption calculation unit 345 calculates the power consumption CP_M caused by the motor drive. The power consumption CP_M is the power consumed by the motor drive and is an estimated value. For example, the power consumption CP_M is obtained by adding the inertial power CP_I to the friction power consumption CP_A.

[0056] Friction power consumption CP_A is stable motor drive power consumption CP corresponding to the friction of the internal combustion engine 2. Friction power consumption CP_A constitutes motor drive power consumption CP determined by the friction of the internal combustion engine 2, which varies according to the rotational speed NE of the internal combustion engine 2.

[0057] Inertial power CP_I is the power consumed by the inertial torque used to change the rotational speed NE of the internal combustion engine 2 and represents the transient motor drive power consumption CP. Inertial power CP_I is the power used to generate or eliminate changes in the inertial torque of the power transmission system 23. The power consumption calculation unit 345 will be described in more detail later.

[0058] The calculated power consumption CP_M is input to the regenerative upper limit motor torque calculation unit 346. Information on the storable power P_IN of the battery 5 is also input to the regenerative upper limit motor torque calculation unit 346.

[0059] The regenerative upper limit motor torque calculation unit 346 calculates a second target motor torque TQ_T2 as the regenerative upper limit motor torque for the traction motor 4. The second target motor torque TQ_T2 is a torque for limiting the amount of regenerative power exceeding the storable power P_IN to a level that can be consumed by motor driving, and is calculated as follows.

[0060] Figure 4 This is an explanatory diagram of the second target motor torque TQ_T2. Figure 4 In FIG, the change of the regenerative torque is shown together with the change of the rotation speed NE. Figure 4 In the figure, the regenerative torque is expressed as an absolute value.

[0061] Regenerative torque TQ_A represents the regenerative torque corresponding to frictional power consumption CP_A. Therefore, regenerative torque TQ_A changes slowly as rotational speed NE changes. Regenerative torque TQ_M represents the regenerative torque corresponding to power consumption CP_M. Regenerative torque TQ_M takes inertia into account. As a result, regenerative torque TQ_M increases rapidly once motor drive is initiated.

[0062] Regenerative torque TQ_M increases by exceeding target regenerative torque TQ_TA. Target regenerative torque TQ_TA is a regenerative torque corresponding to target rotational speed NE_TA. Target rotational speed NE_TA is a target rotational speed NE_T corresponding to target electric power EP_T for motor driving the generator motor 3. When the target electric power EP_T for discharge is calculated based on the target regenerative power during regeneration, the target rotational speed NE_TA becomes the rotational speed NE corresponding to the target regenerative power.

[0063] The motor is driven so that the rotational speed NE reaches the target rotational speed NE_TA. Therefore, the amount of regenerative power that can be consumed by the motor is limited to a value corresponding to the target rotational speed NE_TA. Therefore, the regenerative torque TQ_M must also be limited to the target regenerative torque TQ_TA corresponding to the target rotational speed NE_TA.

[0064] Therefore, the second target motor torque TQ_T2 is calculated by limiting the regenerative torque TQ_M based on the target rotational speed NE_T. The target rotational speed NE_T also includes the command rotational speed NE_TB. The command rotational speed NE_TB is preset as the transition target rotational speed NE_T until the rotational speed NE reaches the target rotational speed NE_TA.

[0065] As a result, the second target motor torque TQ_T2 is calculated so as to reach the destination regenerative torque TQ_TA after changing in accordance with the command rotational speed NE_TB after the start of motor driving.

[0066] Back to Figure 3 The second target motor torque TQ_T2 calculated by the regenerative upper limit motor torque calculation unit 346 is input to the target motor torque determination unit 347 .

[0067] The target motor torque determination unit 347 determines the target motor torque TQ_T. The target motor torque determination unit 347 determines the largest motor torque among the first target motor torque TQ_T1 , the second target motor torque TQ_T2 , and various limited motor torques as the target motor torque TQ_T.

[0068] The motor torque TQ of the traction motor 4 becomes negative during regeneration. Therefore, the maximum motor torque is the motor torque with the smallest absolute value during regeneration. Thus, the most strictly restricted motor torque is determined as the target motor torque TQ_T, which, as a result, satisfies another motor torque restriction.

[0069] When the second target motor torque TQ_T2 is most strictly limited during regeneration, the second target motor torque TQ_T2 is determined as the target motor torque TQ_T. The determined target motor torque TQ_T is input to the running motor controller 33. The running motor controller 33 performs regenerative control of the running motor 4 based on the target motor torque TQ_T during regeneration.

[0070] As a result, when the second target motor torque TQ_T2 is determined as the target motor torque TQ_T, even if regenerative power exceeding the storable power P_IN is generated, the motor is driven to consume power exceeding the storable power P_IN. In other words, regeneration based on the travel motor 4, such as regenerative deceleration, is performed with the total of the consumed power CP_M and the storable power P_IN set as the upper limit.

[0071] Next, the power consumption calculation unit 345 will be further described.

[0072] Figure 5This is a block diagram showing the processing of the power consumption calculation unit 345. The power consumption calculation unit 345 includes a destination power consumption calculation unit 41, a power consumption change rate limiting unit 42, a friction power consumption calculation unit 43, an upper limit selection unit 44, a previous value calculation unit 45, a difference calculation unit 46, an inertia power calculation unit 47, a valid / invalid selection unit 48, an inertia power change rate limiting unit 49, an inertia power reflecting unit 50, and a power consumption limiting unit 51.

[0073] The destination power consumption calculation unit 41 calculates the destination power consumption CP_TA for the motor drive. Destination power consumption CP_TA is the power consumption CP corresponding to the destination rotational speed NE_TA. Destination power consumption CP_TA is calculated based on the target rotational speed NE_T (destination rotational speed NE_TA) and the water temperature THW, using pre-set map data for power consumption CP corresponding to the rotational speed NE and the water temperature THW. Power consumption CP is assumed to be a positive value. The calculated destination power consumption CP_TA is input to the power consumption change rate limiting unit 42.

[0074] The power consumption change rate limiting unit 42 limits the change rate of the destination power consumption CP_TA. The power consumption change rate limiting unit 42 calculates the destination power consumption CP_TA with a limited degree of change, thereby rate-limiting the destination power consumption CP_TA.

[0075] The rate of destination power consumption CP_TA is limited under predetermined circumstances. The predetermined circumstances are when the destination rotational speed NE_TA decreases before the actual rotational speed NE_A reaches the destination rotational speed NE_TA. The power consumption change rate limiting unit 42 will be described further below. The rate-limited destination power consumption CP_TA is input to the upper limit selecting unit 44.

[0076] The friction-consumption power calculation unit 43 calculates friction-consumption power CP_A. Based on the map data of power consumption CP and the actual rotational speed NE_A and water temperature THW, friction-consumption power CP_A is calculated. The calculated friction-consumption power CP_A is input to the upper limit selection unit 44 and the inertia power reflection unit 50.

[0077] The upper limit selection unit 44 selects the larger of the destination power consumption CP_TA and the friction power consumption CP_A as the upper limit CP_MAX. The upper limit CP_MAX is the upper limit of the power consumption CP_M and is input to the power consumption restriction unit 51.

[0078] The previous value calculation unit 45 is an inverse calculation unit that stores the previous value of the target rotation speed NE_T. The previous value is set to be the value of one job cycle (calculation cycle) of the integrated controller 34 before.

[0079] The difference calculation unit 46 calculates a difference ΔNE_T by subtracting the previous value of the target rotational speed NE_T from the input target rotational speed NE_T, that is, the target rotational speed NE_T of the current job cycle. The calculated difference ΔNE_T is input to the inertia power calculation unit 47 .

[0080] The inertial power calculation unit 47 calculates the inertial power CP_I. The inertial power calculation unit 47 calculates the inertial torque, and the calculated inertial torque is further converted into the inertial power CP_I. The inertial torque is calculated based on the following mathematical formula 1.

[0081] [Mathematical formula 1]

[0082] Inertia torque = angular acceleration × inertia moment

[0083] The angular acceleration can be obtained by dividing the difference ΔNE_T by the job cycle. As the inertia moment, the inertia moment of the power transmission system 23 is used.

[0084] Validity / invalidity selection unit 48 selects validity or invalidity of inertial power CP_I based on various invalidation conditions, including not being in the B range, difference ΔNE_T being larger than a predetermined value ΔNE_T1, and difference ΔNE_T being smaller than zero.

[0085] In the enable / disable selection unit 48, if none of the various disabling conditions are met, the inertial power CP_I is selected, thereby enabling the inertial power CP_I. Alternatively, if none of the various disabling conditions are met, zero is selected, thereby disabling the inertial power CP_I. The various disabling conditions will be further described below.

[0086] The selected inertial power CP_I is input to the inertial power change rate limiting unit 49. The same applies to the case where zero is selected. For example, the inertial power CP_I may be input to the inertial power change rate limiting unit 49 after being filtered using a low-pass filter.

[0087] The inertial power change rate limiting unit 49 limits the change rate of the inertial power CP_I. The inertial power change rate limiting unit 49 calculates the inertial power CP_I with the degree of change limited, thereby rate-limiting the inertial power CP_I.

[0088] The rate of inertial power CP_I is limited under specified circumstances. These circumstances are the same as those for the power consumption change rate limiting unit 42, namely, when the target rotational speed NE_TA decreases before the actual rotational speed NE_A reaches the target rotational speed NE_TA. The inertial power change rate limiting unit 49 will be described further below. The rate-limited inertial power CP_I is input to the inertial power reflecting unit 50. This also applies when the enable / disable selector 48 selects zero.

[0089] When inertial power CP_I is valid, the inertial power reflection unit 50 adds the frictional power consumption CP_A to the inertial power CP_I to calculate the provisional power consumption CP_m. When inertial power CP_I is invalid, the inertial power CP_I is not reflected in the provisional power consumption CP_m. The processing of the inertial power reflection unit 50 is performed as follows.

[0090] Figure 6 This is a flowchart showing the processing of the inertial power reflection unit 50. Figure 6 , the processing of the inertial power reflecting unit 50 is shown together with the processing of the validity / invalidity selecting unit 48 .

[0091] The integrated controller 34 determines whether the gear position is the B gear position in step S1 , determines whether the difference ΔNE_T is less than or equal to a predetermined value ΔNE_T1 in step S2 , and determines whether the difference ΔNE_T is greater than or equal to zero in step S3 .

[0092] If all of steps S1 to S3 are determined to be positive, the process proceeds to step S4, and the integrated controller 34 adds the inertial power CP_I to the friction-consumed power CP_A. That is, in this case, the inertial power CP_I is made effective.

[0093] If a negative determination is made in any of steps S1 to S3 , the process proceeds to step S4 , where the integrated controller 34 does not add the inertial power CP_I to the friction-consumed power CP_A. In other words, in this case, the inertial power CP_I is made invalid.

[0094] If a negative determination is made in any of steps S1 to S3, it corresponds to a situation where any of the various invalidation conditions is satisfied. Steps S1 to S3 will be further described as follows.

[0095] If a negative determination is made in step S1 , that is, if the range is not the B range, inertial power CP_I is disabled to prevent the generation of regenerative torque corresponding to inertial power CP_I outside the B range and increase in deceleration.

[0096] In step S2, a determination is made as to whether the commanded rotational speed NE_TB has changed dramatically. The difference ΔNE_T represents the change in the target rotational speed NE_T per job cycle. The target rotational speed NE_T includes the commanded rotational speed NE_TB. Therefore, the difference ΔNE_T represents the commanded rotational acceleration, or the slope (degree of change) of the commanded rotational speed NE_TB. The predetermined value ΔNE_T1 is a preset value used to regulate the situation in which the commanded rotational speed NE_TB has changed dramatically.

[0097] If the determination in step S2 is negative, it is determined that the command rotational speed NE_TB has changed rapidly. Therefore, if the determination in step S2 is negative, that is, if the difference ΔNE_T is greater than the predetermined value ΔNE_T1, it corresponds to the case where the command rotational acceleration is greater than the predetermined value.

[0098] If a negative determination is made in step S2 , the inertial power CP_I is made invalid, thereby preventing the inertial power CP_I from changing suddenly in accordance with the regenerative torque when the command rotational speed NE_TB changes suddenly.

[0099] In step S3, it is determined whether the target rotational speed NE_T is decreasing. The difference ΔNE_T represents the slope of the target rotational speed NE_T. Therefore, a negative determination in step S3, that is, when the difference ΔNE_T is less than zero, indicates that the target rotational speed NE_T is decreasing.

[0100] If a negative determination is made in step S3 , the inertial power CP_I is made invalid, thereby preventing the regenerative torque from being reduced and the deceleration from being reduced due to the negative component of the inertial power CP_I.

[0101] Back to Figure 5 The provisional power consumption CP_m is input from the inertial power reflecting unit 50 to the power consumption limiting unit 51. The power consumption limiting unit 51 selects the smaller power consumption CP of the upper limit CP_MAX and the provisional power consumption CP_m as the power consumption CP_M.

[0102] When provisional power consumption CP_m is less than upper limit CP_MAX, provisional power consumption CP_m is selected and power consumption CP_M is set. When provisional power consumption CP_m is greater than or equal to upper limit CP_MAX, upper limit CP_MAX is selected and power consumption CP_M is set.

[0103] Next, the power consumption change rate limiting unit 42 and the inertial power change rate limiting unit 49 will be further described.

[0104] Figure 7: is a block diagram showing the processing of the power consumption change rate limiting unit 42. The power consumption change rate limiting unit 42 includes a previous value calculation unit 61, a rate limit value calculation unit 62, and a destination power consumption selection unit 63.

[0105] The previous value calculation unit 61 is an inverse calculator that stores the previous value of the destination power consumption CP_TA. As previously described, rate limiting of the destination power consumption CP_TA occurs when the destination power consumption CP_TA decreases before the actual rotational speed NE_A reaches the destination power consumption CP_TA. Therefore, the previous value of the destination power consumption CP_TA is the value immediately before the decrease.

[0106] The previous value of destination power consumption CP_TA is input to rate limit value calculation unit 62. The power consumption limit change rate α is also input to rate limit value calculation unit 62. The power consumption limit change rate α is the degree of change in destination power consumption CP_TA based on rate limiting and is predetermined. The power consumption limit change rate α is set to the degree of change per job cycle.

[0107] The rate limit value calculation unit 62 calculates the rate limit value of the destination power consumption CP_TA, that is, the destination power consumption CP_TA after rate limitation, by subtracting the power consumption limit change rate α from the previous value of the destination power consumption CP_TA.

[0108] The destination power consumption selecting unit 63 selects a larger value between the rate limit value of the destination power consumption CP_TA and the destination power consumption CP_TA input from the destination power consumption calculating unit 41 as the destination power consumption CP_TA.

[0109] The destination power consumption CP_TA when reduced is input from the destination power consumption calculation unit 41. Therefore, the rate limit value of the destination power consumption CP_TA is selected in the destination power consumption selection unit 63 as the destination power consumption CP_TA.

[0110] The selected destination power consumption CP_TA is output from the power consumption change rate limiting unit 42 and stored in the previous value calculation unit 61 as the previous value of the destination power consumption CP_TA. The stored previous value of the destination power consumption CP_TA is input to the rate limit value calculation unit 62 during the next calculation. As a result, the power consumption limit change rate α is again subtracted from the previous value of the destination power consumption CP_TA in the rate limit value calculation unit 62.

[0111] Specifically, the rate limit value calculation unit 62 subtracts the power consumption limit change rate α for each job cycle, thereby gradually reducing the rate limit value of the destination power consumption CP_TA. Furthermore, the destination power consumption selection unit 63 selects the rate limit value of the destination power consumption CP_TA as the destination power consumption CP_TA if the rate limit value of the destination power consumption CP_TA is not less than the destination power consumption CP_TA input from the destination power consumption calculation unit 41. This limits the rate of change of the destination power consumption CP_TA.

[0112] If the rate limit value of the destination power consumption CP_TA is smaller than the destination power consumption CP_TA input from the destination power consumption calculation unit 41 , the destination power consumption selection unit 63 selects the destination power consumption CP_TA input from the destination power consumption calculation unit 41 as the destination power consumption CP_TA.

[0113] Figure 8 2 is a block diagram showing the processing of the inertial power change rate limiting unit 49. The inertial power change rate limiting unit 49 includes a previous value calculation unit 71, a rate limit value calculation unit 72, and an inertial power selection unit 73.

[0114] The inertial power change rate limiting unit 49 targets the inertial power CP_I instead of the destination consumed power CP_TA. Figure 7 The power consumption change rate limiting unit 42 shown is configured similarly.

[0115] Therefore, the previous value calculation unit 71 stores the previous value of the inertial power CP_I, and the rate limit value calculation unit 72 subtracts the inertial power limit change rate β from the previous value during each job cycle, thereby gradually reducing the rate limit value of the inertial power CP_I. The inertial power limit change rate β is the degree of change in the inertial power CP_I obtained based on the rate limit and is predetermined.

[0116] In the inertial power selection unit 73, if the rate limit value of the inertial power CP_I is not less than the inertial power CP_I input from the enable / disable selection unit 48, the rate limit value of the inertial power CP_I is selected as the inertial power CP_I. Alternatively, if the rate limit value of the inertial power CP_I is less than the inertial power CP_I input from the enable / disable selection unit 48, the inertial power CP_I input from the enable / disable selection unit 48 is selected as the inertial power CP_I. The selected inertial power CP_I is output from the inertial power change rate limiting unit 49 and stored in the previous value calculation unit 71.

[0117] Next, use Figures 9 to 13 A timing chart corresponding to the control performed by the integrated controller 34 will be described.

[0118] Figure 9 The first example of the timing chart is shown. In the first example, the inertia power CP_I is not set to be invalid when the B range is not in progress.

[0119] At timing T1, during regenerative deceleration, a gear shift is performed from the D range to the B range. In the B range, the deceleration caused by regeneration of the traction motor 4 is greater than in the D range. As a result, in the first example, the gear shift to the B range generates regenerative power exceeding the accommodative power P_IN.

[0120] Therefore, at timing T1, motor drive begins, increasing the target rotational speed NE_TA and the command rotational speed NE_TB. Consequently, the actual rotational speed NE_A and friction-consumed power CP_A also begin to increase. Until the command rotational speed NE_TB reaches the target rotational speed NE_TA, the target rotational speed NE_T is determined by the command rotational speed NE_TB.

[0121] At time T1, the inertial power CP_I invalidation condition is lifted in response to the shift to the B range. Therefore, the power consumption CP_M is set to the value obtained by adding the inertial power CP_I (the upper shaded area in the diagram) to the friction power consumption CP_A (the lower shaded area in the diagram). As a result, the deceleration feel of vehicle 1 is enhanced in the B range.

[0122] like Figure 9 As shown in FIG. 1 , the command rotational speed NE_TB may fluctuate rapidly immediately after the start of motor driving. In this case, the inertial power CP_I fluctuates in accordance with the rapidly fluctuating command rotational speed NE_TB.

[0123] As a result, as shown by the dotted line, power consumption CP_M fluctuates dramatically between timings T1 and T2. Furthermore, regenerative power decreases dramatically at this time, resulting in a deceleration stall, where the deceleration rate decreases dramatically. This deceleration stall between timings T1 and T2 can be prevented as described below.

[0124] Figure 10 1 is a diagram showing a second example of a timing chart. Figure 9 As shown. Figure 9 In contrast, Figure 10 In the second example shown, the magnitude of the difference ΔNE_T being larger than a predetermined value ΔNE_T1 is further set as a condition for disabling the inertial power CP_I.

[0125] After motor drive begins at timing T1, the operating mode of internal combustion engine 2 transitions to motor drive mode during a transition period between timings T1 and T2, when command rotational speed NE_TB rapidly changes. The transition period is the transition period from stop mode to motor drive mode. In motor drive mode, actual rotational speed NE_A follows target rotational speed NE_T.

[0126] During the transition period, the magnitude of the difference ΔNE_T, that is, the slope of the command rotational speed NE_TB constituting the target rotational speed NE_T, is larger than a predetermined value ΔNE_T1.

[0127] Therefore, in the second example, the inertial power CP_I disabling condition is met during the transition period, and the inertial power CP_I is not reflected in the consumed power CP_M. As a result, the consumed power CP_M does not decrease sharply between timings T1 and T2, preventing deceleration stall. The changes after timing T2 are the same as in the first example.

[0128] Back to Figure 9 At time T4, the actual rotational speed NE_A reaches the target rotational speed NE_TA and becomes constant. In other words, the motor drive enters a stable state. The command rotational speed NE_TB is the transitional target rotational speed NE_T until the actual rotational speed NE_A reaches the target rotational speed NE_TA. Therefore, at time T4, the command rotational speed NE_TB becomes the target rotational speed NE_TA. Once the command rotational speed NE_TB reaches the target rotational speed NE_TA, the target rotational speed NE_T becomes the target rotational speed NE_TA.

[0129] From timing T4 onward, the actual rotational speed NE_A becomes constant, resulting in the inertial power CP_I becoming zero. Therefore, the consumed power CP_M becomes the friction consumed power CP_A. The consumed power CP_M will be described later with respect to the portion enclosed by the dotted line shown at timing T4.

[0130] At timing T5, regenerative power begins to decrease. As a result, the power required to drive the motor begins to decrease. Consequently, the target rotational speed NE_T begins to decrease, and the actual rotational speed NE_A also begins to decrease accordingly. For example, in single-pedal mode, regenerative power decreases as the accelerator pedal is depressed less frequently.

[0131] At timing T6, the regenerative power starts to increase. As a result, the power required to drive the motor starts to increase. Therefore, from timing T6, the target rotational speed NE_T starts to increase, and the actual rotational speed NE_A also starts to increase accordingly.

[0132] At time T7, the regenerative power starts to decrease again, and the target rotational speed NE_T and the actual rotational speed NE_A also start to decrease accordingly. In the first example, the change of the target rotational speed NE_T (destination rotational speed NE_TA) after time T5 is shown. Figure 12 The change in command rotational speed NE_TB in the fourth example shown is the same.

[0133] exist Figure 9 In the first example shown, the condition that the difference ΔNE_T is smaller than zero, that is, when the target rotational speed NE_T decreases, is not set as a condition for invalidating the inertial power CP_I.

[0134] Therefore, between timings T5 and T6, power consumption CP_M is equal to the value obtained by adding the negative component of inertia power CP_I to friction power consumption CP_A. As a result, power consumption CP_M decreases sharply at timing T5, as indicated by the dotted line, causing deceleration stall. This deceleration stall can be prevented as described below.

[0135] Figure 11 3 is a diagram showing a third example of a timing chart. Figure 10 As shown. Figure 10 In contrast, Figure 11 In the third example shown, the difference ΔNE_T being smaller than zero is further set as a disabling condition for the inertial power CP_I.

[0136] Between timings T5 and T6, the regenerative power decreases, resulting in a decrease in target rotational speed NE_T. Therefore, the difference ΔNE_T becomes less than zero. At this point, the actual rotational speed NE_A also decreases in accordance with the target rotational speed NE_T, causing the inertial power CP_I to become negative, as indicated by the dotted line.

[0137] In the case of the comparative example, the difference ΔNE_T being less than zero is not set as the invalidation condition of the inertial power CP_I. Therefore, at timing T5, the consumed power CP_M decreases rapidly, causing a deceleration stall.

[0138] In the third example, when the difference ΔNE_T is less than zero, the inertial power CP_I is negated. Therefore, the negative component of the inertial power CP_I does not reduce the power consumption CP_M between timings T5 and T6. As a result, a sudden decrease in the power consumption CP_M at timing T5 is avoided, preventing deceleration stall.

[0139] At timing T7, inertial power CP_I is also made invalid, thereby suppressing a rapid decrease in consumed power CP_M and improving deceleration stall. Timing T7 will be described in detail later.

[0140] As described above, the inertial power CP_I becomes zero from the timing T4, and as a result, the consumed power CP_M becomes the friction consumed power CP_A. Figure 9 As shown in the portion surrounded by the middle dotted line, the power consumption CP_M decreases rapidly at timing T4, causing a deceleration stall. This deceleration stall is prevented by the method described below.

[0141] Figure 12 4 is a diagram showing a fourth example of a timing chart. Figure 11 As shown. Figure 12 In the fourth example shown, the invalidation condition of the inertial power CP_I is set to Figure 11 The same situation.

[0142] In the fourth example, the case where the gear is set to the D range between timings T5 and T6, and after timing T7, through gear switching will be described. In the D range, the deceleration is reduced compared to the B range, and the regenerative power does not exceed the power that can be stored in the battery 5. Therefore, between timings T5 and T6, and after timing T7, in order to stop the motor drive, the target rotational speed NE_T of the motor drive, which is composed of the destination rotational speed NE_TA, is set to zero, and is set even lower in the case of the B range. As a result, the destination power consumption CP_TA becomes zero. After timing T5, the command rotational speed NE_TB changes so that it reaches the destination power consumption CP_TA to a predetermined extent, and the actual rotational speed NE_A also changes accordingly.

[0143] In the comparative example, as shown by the portion surrounded by the dotted line, the power consumption CP_M is equal to or greater than the destination power consumption CP_TA between the timings T3 and T4. As a result, a deceleration stall occurs at the timing T4.

[0144] In the fourth example, the larger of friction power consumption CP_A and destination power consumption CP_TA is set to upper limit CP_MAX of power consumption CP_M. Therefore, in the B range, destination power consumption CP_TA is set to upper limit CP_MAX, and in the D range, friction power consumption CP_A is set to upper limit CP_MAX.

[0145] As a result, in the fourth example, as shown by the dotted line, power consumption CP_M reaches the upper limit CP_MAX between timing T3 and timing T4. Therefore, a sudden decrease in power consumption CP_M does not occur at timing T4, and deceleration stall can be prevented.

[0146] In the fourth example, in order to explain the upper limit CP_MAX in the case of the D range, the case where the D range is selected after the timing T1 is explained. Figure 9 The same is true for the situation in which the accelerator pedal is depressed while the B gear is maintained after the timing T1.

[0147] The fourth example also reflects the prevention of deceleration stall described in the second and third examples. Even in this fourth example, the consumed power CP_M decreases sharply at timing T7, resulting in deceleration stall. This deceleration stall can be prevented as described below.

[0148] Figure 13 1 is a diagram showing a fifth example of a timing chart. Figure 12 As shown. Figure 13 In the fifth example shown, the invalidation condition of the inertial power CP_I and the change of the gear position are set to be the same as Figure 12 The same situation.

[0149] At time T7, the gear shift is performed from B range to D range, which has a lower deceleration than B range. Accordingly, the target rotational speed NE_TA decreases before the actual rotational speed NE_A reaches the target rotational speed NE_TA. In this case, the inertial power CP_I invalidation condition is satisfied, for example, because the difference ΔNE_T is less than zero. In the comparative example, as shown by the dotted line, the consumed power CP_M decreases sharply at time T7.

[0150] In the fifth example, if we use Figure 5 、 Figure 7 、 Figure 8 As described above, when the destination rotational speed NE_TA decreases before the actual rotational speed NE_A reaches the destination rotational speed NE_TA, the inertial power CP_I and the destination rotational speed NE_TA are changed while being rate-limited.

[0151] First, use Figure 13 FIG1 shows a case where the inertial power CP_I is rate-limited. In this case, the inertial power CP_I gradually decreases from timing T7 as shown by the circled portion due to the rate limitation.

[0152] FIG1 shows the destination rotational speed NE_TA (upper limit CP_MAX composed of destination power consumption CP_TA) before rate limitation between timing T6 and timing T7. The reason for rate limitation of the destination rotational speed NE_TA is as follows.

[0153] That is, after timing T7 when the gear position is changed to D, the friction power consumption CP_A reaches the upper limit CP_MAX as shown in Figure 1. Therefore, if the target rotational speed NE_TA is not rate-limited, the rate-limited inertial power CP_I is not reflected in the upper limit CP_MAX in the power consumption CP_M.

[0154] FIG2 shows the upper limit CP_MAX corresponding to the rate-limited destination rotational speed NE_TA (the upper limit CP_MAX consisting of the rate-limited destination power consumption CP_TA). The rate-limited destination power consumption CP_TA gradually decreases from timing T7. The degree of change in the destination power consumption CP_TA (the power consumption limit change rate α) can be set to be less than or equal to the degree of change in the power consumption CP_M that reflects the rate-limited inertial power CP_I.

[0155] As a result, destination power consumption CP_TA exceeds friction power consumption CP_A, forming the upper limit CP_MAX, and is also greater than rate-limited power consumption CP_M. As a result, rate-limited inertial power CP_I is reflected in power consumption CP_M, preventing power consumption CP_M from decreasing sharply at timing T7, thereby preventing deceleration stall.

[0156] The destination power consumption CP_TA is also rate-limited as shown by the dotted line between timings T5 and T6. However, since the friction power consumption CP_A is greater than the rate-limited destination power consumption CP_TA between timings T5 and T6, the upper limit CP_MAX does not change.

[0157] Next, the main effects of this embodiment will be described.

[0158] Vehicle 1 has a D range and a B range, and the drive wheels 6 are driven by the traction motor 4 using the power generated by the generator motor 3, which is driven by the power of the internal combustion engine 2. When the traction motor 4 generates regenerative power that exceeds the storable power P_IN, the vehicle 1 uses the generator motor 3 to drive the internal combustion engine 2. Vehicle 1 sets the total power of the consumed power CP_M and the storable power P_IN as the upper limit, thereby performing regeneration using the traction motor 4. The control method of vehicle 1 according to this embodiment is used in this vehicle 1, and the consumed power CP_M includes the friction consumed power CP_A and the inertia power CP_I.

[0159] According to this method, when the gear is in the B range, the inertial power CP_I is included in the consumed power CP_M, thereby increasing the deceleration in the B range. Therefore, the deceleration feeling due to the gear change can be quickly obtained during regeneration accompanied by motor drive.

[0160] In the present embodiment, the target rotational speed NE_T includes the destination rotational speed NE_TA and the command rotational speed NE_TB. When the difference ΔNE_T is larger than a predetermined value ΔNE_T1, the inertial power CP_I is not included in the consumed power CP_M.

[0161] According to this method, when command rotational speed NE_TB changes suddenly, the corresponding change in inertial power CP_I is not reflected in consumed power CP_M. Therefore, consumed power CP_M changes suddenly due to inertial power CP_I, preventing sudden changes in deceleration that are unexpected by the driver.

[0162] In the present embodiment, when the difference ΔNE_T is smaller than zero, that is, when the target rotation speed NE_T decreases, the inertial power CP_I is not included in the consumed power CP_M.

[0163] According to this method, the negative inertial power CP_I is not reflected in the consumed power CP_M, thereby preventing the negative inertial power CP_I from causing the consumed power CP_M to decrease rapidly and causing a deceleration stall.

[0164] In this embodiment, when the target rotational speed NE_T, which is formed by the destination rotational speed NE_TA, decreases before the actual rotational speed NE_A reaches the target rotational speed NE_T, the inertial power CP_I is changed while being rate-limited, and the destination power consumption CP_TA is changed while being rate-limited, so that the inertial power CP_I is gradually reflected in the power consumption CP_M.

[0165] This method, while rate-limiting the inertial power CP_I, prevents the inertial power CP_I from being reflected immediately in the consumed power CP_M when the target rotational speed NE_T decreases as described above. Furthermore, by rate-limiting the destination consumed power CP_TA, it also prevents the rate-limited inertial power CP_I from being reflected in the consumed power CP_M due to the upper limit CP_MAX. As a result, when the target rotational speed NE_T decreases as described above, it prevents the consumed power CP_M from rapidly decreasing and causing a deceleration stall.

[0166] In the present embodiment, destination power consumption CP_TA is set to the upper limit CP_MAX of the power consumption CP_M, which is the sum of the friction power consumption CP_A and the inertia power CP_I.

[0167] According to this method, it is possible to prevent the power consumption CP_M from being rapidly reduced due to the inertial power CP_I exceeding the destination power consumption CP_TA, thereby preventing the deceleration stall from occurring.

[0168] In the present embodiment, the inertial power CP_I is set as power for generating or canceling a change in the inertial torque of the power transmission system 23 .

[0169] According to this method, the inertial moment of the power transmission system 23 including the internal combustion engine 2 and the power-generating motor 3 is taken into consideration, and therefore the inertial power CP_I can be appropriately calculated.

[0170] While the embodiments of the present invention have been described above, the above embodiments merely illustrate a part of application examples of the present invention, and the technical scope of the present invention is not intended to be limited to the specific configurations of the above embodiments.

[0171] In the above embodiment, the friction power consumption CP_A is added to the inertia power CP_I to obtain the power consumption CP_M. However, the power consumption CP of the loss generated in the generator motor 3 may be further added to the power consumption CP_M.

[0172] In the above embodiment, the case where the inertial power CP_I is not included in the consumed power CP_M when the magnitude of the difference ΔNE_T is larger than the predetermined value ΔNE_T1 has been described.

[0173] However, when the magnitude of the difference ΔNE_T is larger than the predetermined value ΔNE_T1 , the inertial power CP_I may be changed while being rate-limited, thereby gradually reflecting the inertial power CP_I in the consumed power CP_M.

[0174] In this case, during the transition period between operating modes of the internal combustion engine 2, inertial power CP_I is gradually increased at a predetermined rate through rate limiting. This prevents a sudden decrease in power consumption CP_M caused by abrupt changes in inertial power CP_I, thereby preventing deceleration stall. When the transition to motor drive mode is made at a predetermined rate, inertial power CP_I, which is not rate limited, can be pre-set to not exceed the inertial power CP_I generated in motor drive mode. This also prevents deceleration stall during the transition to motor drive mode.

[0175] In the above embodiment, the target rotational speed NE_T is described as including the destination rotational speed NE_TA and the command rotational speed NE_TB. However, the target rotational speed NE_T may also be the destination rotational speed NE_TA. This includes cases where the target rotational speed NE_T changes by more than a predetermined value. This predetermined value may be pre-set to cover situations where the target rotational speed NE_T changes rapidly.

[0176] In the above embodiment, the control method and the calculation unit of the series hybrid vehicle are implemented by a single integrated controller 34. However, the control method and the calculation unit of the series hybrid vehicle may be implemented by a combination of a plurality of controllers.

Claims

1. A control method for a series hybrid vehicle, The driving wheels are driven by the driving motor using the power generated by the generator motor driven by the power of the internal combustion engine. When the driving motor generates regenerative power exceeding the power that can be stored in the battery, the internal combustion engine is driven by the power generation motor. The regeneration by the travel motor is performed with the total power consumed by driving the motor and the power that can be stored in the battery as an upper limit, wherein: The electric power consumed by the motor drive includes: the electric power consumed by the motor drive determined by the friction of the internal combustion engine; and the inertial power consumed by the inertial torque for changing the rotational speed of the internal combustion engine. When the change in the target rotation speed of the motor drive is greater than a predetermined value, the inertial power is not included in the power consumed by the motor drive. This series hybrid vehicle has a first forward gear position and a second forward gear position.

2. The control method of a series hybrid vehicle according to claim 1, wherein: The target rotational speed includes: a destination rotational speed corresponding to a target electric power of the power generating motor used for the motor drive; and a command rotational speed that is a transient target rotational speed until the rotational speed of the motor drive reaches the destination rotational speed. When the magnitude of the change in the command rotational speed, that is, the command rotational acceleration, is greater than a predetermined value, the inertial power is not included in the power consumed by driving the motor.

3. The control method of a series hybrid vehicle according to claim 1, wherein: When the target rotational speed decreases, the inertial power is not included in the power consumed by driving the motor.

4. The control method of a series hybrid vehicle according to claim 1, wherein: The target rotational speed includes: a destination rotational speed corresponding to a target electric power of the power generating motor used for the motor drive; and a command rotational speed that is a transient target rotational speed until the rotational speed of the motor drive reaches the destination rotational speed. When the magnitude of the change in the command rotational speed, ie, the command rotational acceleration, exceeds a predetermined value, the inertial power is changed while being rate-limited, thereby gradually reflecting the inertial power in the power consumed by driving the motor.

5. The control method of a series hybrid vehicle according to claim 1, wherein: When the target rotational speed decreases before the rotational speed of the motor drive reaches the target rotational speed, the inertial power is varied while rate-limited, and the destination power consumption estimated based on the target rotational speed is varied while rate-limited, thereby gradually reflecting the inertial power in the power consumed by the motor drive.

6. The control method of a series hybrid vehicle according to claim 1, wherein: The destination power consumption estimated based on the target rotational speed is set as an upper limit of the sum of the power consumption of the motor drive and the inertial power, which is determined by friction of the internal combustion engine.

7. The control method of a series hybrid vehicle according to claim 1, wherein: The inertial power is power used to generate or eliminate changes in inertial torque of a power transmission system including the internal combustion engine and the generator motor, and wherein power is transmitted from the generator motor to the internal combustion engine when the motor is driven.

8. A series hybrid vehicle, It has a first forward gear and a second forward gear. The driving motor uses the power generated by the internal combustion engine to drive the driving wheels. When the driving motor generates regenerative power exceeding the power that can be stored in the battery, the internal combustion engine is driven by the power generation motor. The regeneration by the travel motor is performed with the total power consumed by driving the motor and the power that can be stored in the battery as an upper limit, wherein: The series hybrid vehicle includes a computing unit, wherein the electric power consumed by the motor drive includes: the electric power consumed by the motor drive determined by the friction of the internal combustion engine; and the inertial power consumed by the inertial torque for changing the rotational speed of the internal combustion engine. When the change in the target rotation speed of the motor drive is greater than a predetermined value, the inertial power is not included in the power consumed by the motor drive.

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