Control device for a vehicle

Abstract

The present disclosure is a control device of a vehicle. In a battery input / output limit tightening scenario, a change in vehicle acceleration / deceleration due to turning on / off of an auxiliary machine operating using power from the battery can be suppressed. The control device of the vehicle controls a vehicle having a power transmission system including a battery and an electric motor operating using power from the battery, and is capable of using the electric motor as a generator to perform regenerative running when the vehicle decelerates; and an auxiliary machine operating using power from the battery. The control device has an electronic control unit that controls regenerative power of the electric motor during the regenerative running. In a first running condition in which a direction of a change in a battery input limit to the battery as an allowable maximum charge power of the battery becomes tight during the regenerative running, the electronic control unit performs first regenerative power control of adding consumption power of the auxiliary machine to the battery input limit as a negative value to calculate a regenerative input limit, and controlling the regenerative power in such a manner that the regenerative power does not exceed the regenerative input limit.

Description

Technical Field

[0001] This disclosure relates to a vehicle control device. Background Technology

[0002] Patent Document 1 discloses a regenerative control device for an electric vehicle. The regenerative control device monitors the state of charge (SOC) of the battery and calculates the regenerative current flowing through the battery based on a mapping according to the SOC. Then, the regenerative control device controls the regenerative torque in a manner that does not exceed the calculated regenerative current.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2013-027063 Summary of the Invention

[0006] The problem the invention aims to solve

[0007] In a vehicle that limits the charging / discharging power of the battery in a manner that does not exceed the battery's input / output limits and controls the regenerative power / power operation power of the electric motor, it is required to suppress changes in the vehicle's acceleration and deceleration caused by the switching on / off of auxiliary equipment that operates using power from the battery.

[0008] This disclosure was made in view of the aforementioned problems, and its object is to provide a vehicle control device that can suppress changes in vehicle acceleration and deceleration caused by the switching on / off of auxiliary equipment that operates using power from the battery, in scenarios where the input / output limits of the battery become strict.

[0009] Solution for solving the problem

[0010] The vehicle control device of the first aspect of this disclosure controls a vehicle comprising: a powertrain including a battery and an electric motor operating using power from the battery, wherein the powertrain can use the electric motor as a generator to perform regenerative driving when the vehicle decelerates; and an auxiliary motor operating using power from the battery. The control device includes an electronic control unit that controls the regenerative power of the electric motor during regenerative driving. Under a first driving condition in which the direction of the change in the battery input limit (which is the maximum allowable charging power of the battery) becomes strict during regenerative driving, the electronic control unit performs first regenerative power control, in which a regenerative input limit is calculated by adding the power consumed by the auxiliary motor to the battery input limit (which is a negative value), and the regenerative power is controlled in a manner that does not exceed the regenerative input limit.

[0011] The vehicle control device of the second aspect of this disclosure controls a vehicle comprising: a powertrain system including a battery and an electric motor operating using power from the battery, the powertrain system being capable of power-driven operation using the electric motor during vehicle acceleration; and an auxiliary motor operating using power from the battery. The control device includes an electronic control unit that controls the power-driven operating power of the electric motor during power-driven operation. Under a second driving condition where the output limit to the battery, which is the maximum permissible discharge power of the battery, becomes strictly controlled during power-driven operation, the electronic control unit performs first power-driven operating power control, in which a power-driven operating power limit is calculated by subtracting the power consumed by the auxiliary motor from the battery output limit (which is a positive value), and the power-driven operating power is controlled in a manner that does not exceed the power-driven operating power limit.

[0012] The effects of the invention

[0013] According to the first aspect of this disclosure, in scenarios where battery input limitations become strict, changes in vehicle deceleration caused by the switching on / off of an auxiliary machine operating using power from the battery can be suppressed. Furthermore, according to the second aspect, in scenarios where battery output limitations become strict, changes in vehicle acceleration caused by the switching on / off of an auxiliary machine operating using power from the battery can be suppressed. Attached Figure Description

[0014] Figure 1 This is a diagram that schematically illustrates the structure of the vehicle according to the implementation method.

[0015] Figure 2 This is a graph showing the basic relationship R0 between the maximum regenerative power, battery input limit, and auxiliary power, and the relationship R1 used in the first regenerative power control.

[0016] Figure 3 It is a timing diagram used to illustrate the issues and responses under the first driving condition.

[0017] Figure 4 This is a graph showing the basic relationship R0 between the maximum operating power, battery output limit, and auxiliary power, and the relationship R1 used in the first operating power control.

[0018] Figure 5 It is a timing diagram used to illustrate the issues and responses under the second driving condition.

[0019] Figure 6 It is a flowchart illustrating the processes associated with the control of regenerative power and power operation power in the implementation method.

[0020] Explanation of reference numerals in the attached figures

[0021] 1: Vehicle, 10: Powertrain, 12: Battery, 14: Electric motor, 16: Power control unit (PCU), 20: Electronic control unit (ECU), 22: Processor, 24: Storage device, 30: Sensor, 40: Auxiliary machine. Detailed Implementation

[0022] With the attached Figure 1 The embodiments of this disclosure will now be described.

[0023] 1. Example of vehicle structure

[0024] Figure 1 This is a diagram that schematically illustrates the structure of vehicle 1 according to the embodiment. Vehicle 1 includes a powertrain system 10, an electronic control unit (ECU) 20, various sensors 30, and auxiliary equipment 40.

[0025] The powertrain 10 includes a battery 12, an electric motor 14, and a power control unit (PCU) 16. The electric motor 14 operates using power from the battery 12. The PCU 16 is a power conversion device that includes an inverter for driving the electric motor 14. Based on instructions from the ECU 20, the PCU 16 controls the electric motor 14 using power from the battery 12. More specifically, under the control of the PCU 16, the electric motor 14 generates a power operating torque Tmd. Additionally, under the control of the PCU 16, the electric motor 14 also functions as a generator, generating regenerative torque (negative torque) Tmr by being driven by the rotation of the wheels during vehicle deceleration.

[0026] According to the aforementioned powertrain system 10, electric driving (EV driving) using the electric motor 14 is possible. More specifically, for example, when the vehicle decelerates, the electric motor 14 can be used as a generator for regenerative driving. Additionally, for example, when the vehicle accelerates, the electric motor 14 can be used for powered driving. The vehicle 1 is, for example, a battery electric vehicle (BEV). The "vehicle" of this disclosure only needs to have a powertrain system capable of performing electric driving; for example, it could also be a plug-in hybrid electric vehicle (PHEV).

[0027] ECU 20 is a computer that controls vehicle 1, equivalent to an example of the "vehicle control device" of this disclosure. ECU 20 includes a processor 22 and a storage device 24. The processor 22 performs various processes. These processes include those related to the control of the power operation and regenerative power of the electric motor 14, described later. The storage device 24 stores various information required for the processing of the processor 22. The various processes of ECU 20 are realized by executing a computer program through the processor 22. The computer program is stored in the storage device 24. Alternatively, the computer program may also be recorded on a computer-readable recording medium. It should be noted that ECU 20 can also be constructed by combining multiple ECUs.

[0028] Various sensors 30 include, for example, a temperature sensor for detecting the temperature of the battery 12, a current sensor for detecting the charging and discharging current of the battery 12, a vehicle speed sensor for detecting the speed of the vehicle 1, a rotation angle sensor for detecting the rotation angle of the electric motor 14, an accelerator pedal sensor, and a brake pedal sensor. The ECU 20 calculates the state of charge (SOC) of the battery 12 based on the charging and discharging current detected by the aforementioned current sensors.

[0029] Auxiliary unit 40 operates using power from battery 12. Auxiliary unit 40 is, for example, an air conditioning unit. The air conditioning unit performs air conditioning (e.g., cooling and heating) inside the vehicle 1. The "auxiliary unit" of this disclosure can also replace the air conditioning unit, for example, a DC / DC converter that steps down the voltage of battery 12 to supply power to devices such as ECU 20. Alternatively, the auxiliary unit can also be, for example, an AC power supply device that uses power from battery 12 to supply power to devices such as household appliances.

[0030] 2. Power control of electric motors

[0031] First, the basic operations in electric driving, including regenerative driving and power-operated driving, will be explained. The ECU 20 calculates the torque (motor torque) of the electric motor 14 required by the driver of vehicle 1, i.e., the required torque Treq. The required torque Treq is calculated, for example, based on the amount of pressure applied to the accelerator and brake pedals and the vehicle speed. In electric driving, the motor torque Tm is not limited to always maintaining a constant output equivalent to the calculated required torque Treq. That is, the motor torque Tm (regenerative torque Tmr or power-operated torque Tmd) can be limited as follows.

[0032] That is, the permissible power for charging the battery 12 during regenerative driving is determined, for example, based on the temperature of the battery 12 and its state of charge (SOC) upper limit (i.e., the maximum permissible charging power). Hereinafter, this upper limit is referred to as the "Battery Input Limit Winb". Similarly, the permissible power for discharging the battery 12 during powered driving is also determined, for example, based on the temperature of the battery 12 and its SOC (i.e., the maximum permissible discharging power). Hereinafter, this upper limit is referred to as the "Battery Output Limit Woutb". It should be noted that in this specification, the sign of the power is positive when the battery 12 is discharging and negative when it is charging. Therefore, the battery input limit Winb is a negative value, and the battery output limit Woutb is a positive value.

[0033] The limitation of the required torque Treq based on the battery input / output limits Winb and Woutb is basically as follows: That is, when the power (motor power) Pm of the motor 14, corresponding to the product of the required torque Treq and the rotational speed (motor speed) of the motor 14, is within the range of the battery input / output limits Winb or Woutb, the ECU 20 controls the PCU 16 to output the motor torque Tm corresponding to the required torque Treq from the motor 14. On the other hand, when the motor power Pm corresponding to the required torque Treq exceeds the battery input / output limits Winb or Woutb, the ECU 20 controls the PCU 16 to output the motor torque Tm corresponding to the motor power Pm that is limited to not exceeding the battery input / output limits Winb or Woutb from the motor 14.

[0034] Here, the battery input / output limits Winb and Woutb are not only statically changed according to the temperature and SOC of battery 12 as described above, but also sometimes... Figure 3 (A) and Figure 5 (A) together with the following description, gradually changes in the direction of becoming more stringent during vehicle acceleration and deceleration depending on the driving load. In such scenarios where the battery input / output limits Winb or Woutb become stringent, it is required to suppress changes in the acceleration and deceleration of vehicle 1 caused by the switching on / off of auxiliary machine 40, which operates using power from battery 12.

[0035] In view of the above-mentioned issues, in this embodiment, when the battery input limit Winb becomes strict, ECU 20 controls the regenerative power Pmr of motor 14 as follows (see Section 2-1). Furthermore, when the battery output limit Woutb becomes strict, ECU 20 controls the power operating power Pmd of motor 14 as follows (see Section 2-2). It should be noted that, instead of the examples described below, only the control of either the regenerative power Pmr or the power operating power Pmd may be performed.

[0036] 2-1. Control of regenerative power

[0037] In this embodiment, under the first driving condition where the directional change restricting Winb to the battery becomes strict during regenerative driving, the ECU 20 performs "first regenerative power control". (The last sentence appears to be incomplete and possibly refers to a different implementation.) Figure 6 As will be described later, whether the first driving condition is met is determined, for example, based on whether the battery input limit Winb, which is a negative value, is above the threshold TH1, which is also a negative value.

[0038] In the first regenerative power control, ECU 20 adds the value of the power consumption Pa of auxiliary machine 40 (positive value) Pa1 to the battery input limit Winb (negative value) to calculate the "regenerative input limit Winr (negative value)". Then, ECU 20 controls the regenerative power Pmr of motor 14 in a manner that does not exceed the calculated regenerative input limit Winr. The power consumption Pa of auxiliary machine 40 is also referred to as auxiliary machine power Pa.

[0039] Specifically, firstly Figure 2 (A) is a diagram showing the basic relationship R0 between the maximum regenerative power Pmrmax, the battery input limit Winb, and the auxiliary power Pa1. In vehicle 1, the regenerative power Pmr generated during regenerative driving is used for charging the battery 12 and operating the auxiliary machine 40. More specifically, the regenerative power Pmr is supplied to the battery 12. Furthermore, when the auxiliary machine 40 is operating, the regenerative power Pmr is supplied not only to the battery 12 but also to the auxiliary machine 40. Therefore, the maximum regenerative power Pmrmax (negative value) that can be generated when the auxiliary machine 40 is operating (auxiliary machine on) is as follows: Figure 2 As shown in (A), the absolute value is equal to the sum of the absolute value of the battery input limit Winb and the auxiliary power Pa1. On the other hand, the maximum regenerative power Pmrmax when the auxiliary machine 40 is not working (auxiliary machine disconnected) and the auxiliary power Pa is zero has an absolute value equal to the absolute value of the battery input limit Winb. It should be noted that in this embodiment, such a basic relationship R0 is used when the battery input limit Winb is not strict (i.e., when the first driving condition is not met) (see step S106 described later).

[0040] If, during regeneration operation, the regeneration power Pmr reaches its maximum (Pmrmax), and the auxiliary machine 40 changes from being switched on to being switched off, then... Figure 2 As shown in (A), the maximum regenerative power Pmrmax decreases by a corresponding amount to the auxiliary power Pa1. That is, the actual regenerative power Pmr that can be generated is limited to a smaller extent.

[0041] In more detail, Figure 3 (A) is a timing diagram used to illustrate the problem when using the basic relation R0 under the first driving condition. Figure 3 In (A), at time point t11, the accelerator pedal is disengaged by the driver. As a result, the vehicle speed decreases. Then, the absolute value of the battery input limit Winb decreases towards 0 as time passes due to the continued deceleration of vehicle 1. That is, the direction in which the battery input limit Winb becomes more stringent changes. Thus, Figure 3 Example (A) illustrates a deceleration scenario where the battery input limit Winb becomes strict. Furthermore, this deceleration begins when auxiliary unit 40 is engaged.

[0042] The required torque Treq becomes negative based on the deceleration requirement from the driver. As an example, the required torque Treq is set to decrease towards a negative value Treq1 over time. The motor 14 is controlled to generate a regenerative torque Tmr as the motor torque Tm corresponding to the required torque Treq.

[0043] Time point t12 corresponds to the point at which the absolute value of the regenerative power Pmr, corresponding to the product of the generated regenerative torque Tmr and the motor speed, reaches the sum of the absolute value of the battery input limit Winb at time point t12 and the auxiliary power Pa1 (i.e., the absolute value of the maximum regenerative power Pmrmax). As time point t12 passes, the regenerative power Pmr is limited in a way that ensures it does not exceed the maximum regenerative power Pmrmax. As a result, as... Figure 3 As shown in (A), the regenerative torque Tmr is limited relative to the required torque Treq.

[0044] Time point t13 corresponds to the point at which auxiliary machine 40 changes from being switched on to being switched off when the regenerative torque Tmr is limited. At time point t13, the received auxiliary machine power Pa becomes 0, as shown below. Figure 2 As shown in (A), the maximum regenerative power Pmrmax decreases sharply. Then, as a result of the sharp increase in the limit of the regenerative power Pmr due to this sharp decrease in the maximum regenerative power Pmrmax, the regenerative torque Tmr... Figure 3 As shown in (A), it decreases sharply. Such a sharp decrease in regenerative torque Tmr will cause a change in the deceleration of vehicle 1 due to the switching on / off of auxiliary machine 40.

[0045] on the other hand, Figure 2 (B) is a diagram showing the relationship R1 used in the first regenerative power control. According to this relationship R1, the battery input limit Winb is divided such that the absolute value of the battery input limit Winb is equal to the sum of the absolute value of the regenerative input limit Winr (equivalent to the maximum regenerative power Pmrmax) and the auxiliary power Pa1. That is, the absolute value of the regenerative input limit Winr is obtained by subtracting the auxiliary power Pa1 from the absolute value of the battery input limit Winb. Therefore, the sum of the battery input limit Winb (negative value) and the auxiliary power Pa1 is equivalent to the regenerative input limit Winr (negative value).

[0046] Figure 3 (B) is a timing diagram used to illustrate the actions when using relation R1 under the first driving condition. Figure 3 The action shown in (B) is in accordance with Figure 3 The same deceleration scenario (A) is used as an example of the object.

[0047] Figure 3In (B), time point t14 corresponds to the time point after deceleration begins at time point t11 ​​when the battery input limit Winb reaches the aforementioned threshold TH1. Thus, when the battery input limit Winb becomes above the threshold TH1, the first regenerative power control is executed. As a result, the regenerative input limit Winr (=Winb+Pa1) is calculated. Figure 3 The line representing the input limit Winr for regeneration is added to (B).

[0048] According to the first regenerative power control, the regenerative power Pmr is controlled (limited) in a manner that does not exceed the regenerative input limit Winr, and as a result, the regenerative torque Tmr is limited. More specifically, at time point t14, the input limit Win for controlling (limiting) the regenerative power Pmr switches from the battery input limit Winb to the regenerative input limit Winr. In other words, the auxiliary power Pa1 is excluded from the maximum regenerative power Pmrmax. Figure 3 (B) represents an example where the regenerative power Pmr at time point t14 is limited by the regenerative input limit Winr at that time point t14. Therefore, the regenerative torque Tmr after time point t14 is, for example, as... Figure 3 As shown in (B), the input limit Win is restricted. It should be noted that, for example, at the end of deceleration, the input limit Win returns from the regeneration input limit Winr to the battery input limit Winb.

[0049] As explained above, in this embodiment, in the scenario where the battery input limit Winb becomes strict (first driving condition), the first regenerative power control is used. Based on the first regenerative power control, the first regenerative power control is used. Figure 2 The relationship R1 is shown in (B). That is, the regeneration input limit Winr obtained by excluding auxiliary power Pa1 from the battery input limit Winb is used as the maximum regeneration power Pmrmax. Therefore, even at time point t13 after the start of the first regeneration power control (refer to...), Figure 3 When the auxiliary motor 40 (B) is switched on or off, there is no change in the maximum regenerative power Pmrmax caused by the switching on / off of the auxiliary motor 40. As a result, the abrupt change in the regenerative torque Tmr caused by the switching on / off of the auxiliary motor 40 can be avoided. Therefore, in scenarios where the battery input limit Winb becomes strict, the change in the deceleration of the vehicle 1 caused by the switching on / off of the auxiliary motor 40 can be suppressed.

[0050] In addition, Figure 3In the example shown by the thick solid line in (B), the switching from the battery input limit Winb to the regenerative input limit Winr is performed in steps at time point t14. Alternatively, the switching can be performed as indicated by curve C1 in the figure, gradually changing the input limit Win from the battery input limit Winb towards the regenerative input limit Winr. This gradual change method is not particularly limited; for example, it can be performed using a single delay process or a filtering process that does not allow changes exceeding a predetermined rate of change. By accompanying such a gradual change with the switching of the input limit Win, the first regenerative power control can be performed while smoothing the change in regenerative torque Tmr caused by the switching.

[0051] 2-2. Control of operating power

[0052] Furthermore, in this embodiment, under the second driving condition where the directional change restricting the output of Woutb to the battery becomes strict during powered operation, the ECU 20 executes "first powered operation power control". (And...) Figure 6 As will be described later, whether the second driving condition is met is determined, for example, based on whether the battery output limit Woutb, which is a positive value, is below the threshold TH2, which is also a positive value.

[0053] In the first power operation control, ECU20 calculates the "power operation output limit Woutd (positive value)" by subtracting the auxiliary power Pa value (positive value) Pa1 from the battery output limit Woutb (positive value). Then, ECU20 controls the power operation power Pmd of motor 14 in a manner that does not exceed the calculated power operation output limit Woutd.

[0054] Specifically, firstly Figure 4 (A) is a diagram showing the basic relationship R0 between the maximum power operating power Pmdmax, the battery output limit Woutb, and the auxiliary power Pa1. In vehicle 1, the power charged to battery 12 is output (discharged) during power operation to drive motor 14 and operate auxiliary equipment 40. Therefore, as... Figure 4 As shown in (A), when the auxiliary machine 40 is operating (auxiliary machine on), the battery output limit Woutb becomes the sum of the maximum power operating power Pmdmax that can be output and the auxiliary machine power Pa1. On the other hand, when the auxiliary machine 40 is not operating (auxiliary machine off), the battery output limit Woutb can be fully allocated to the power operating power Pmd. Therefore, the battery output limit Woutb is equal to the maximum power operating power Pmdmax. In this embodiment, this basic relationship R0 is used when the battery input limit Winb is not limited (i.e., when the second driving condition is not met) (see step S114 described later).

[0055] If, during power operation, the auxiliary machine 40 changes from disconnected to connected when the power operating power Pmd reaches the maximum power operating power Pmdmax, then... Figure 4 As shown in (A), the maximum operating power Pmdmax is reduced by the amount corresponding to the auxiliary power Pa1. That is, the actual operating power Pmd that can be generated is limited to a smaller extent.

[0056] In more detail, Figure 5 (A) is a timing diagram used to illustrate the problem when using the basic relation R0 under the second driving condition. Figure 5 (A) represents a scenario where vehicle 1 accelerates while the driver maintains a fixed amount of pressure on the accelerator pedal. Furthermore, the battery output limit Woutb decreases towards 0 over time due to the continued acceleration of vehicle 1. That is, it changes in the direction where the battery output limit Woutb becomes more stringent. Thus, Figure 5 Example (A) illustrates an acceleration scenario where the battery output limit of Woutb becomes strict. Furthermore, this acceleration begins with the auxiliary unit 40 disconnected.

[0057] The required torque Treq becomes positive based on the acceleration demand from the driver. For example, the required torque Treq becomes constant based on a fixed amount of accelerator pedal pressure. The motor 14 is controlled to generate a power operating torque Tmd as the motor torque Tm corresponding to the required torque Treq.

[0058] Time point t21 corresponds to the point at which the power operating power Pmd, corresponding to the product of the generated power operating torque Tmd and the motor speed, reaches the battery output limit Woutb at time point t21. As time point t21 passes, the power operating power Pmd is limited in a manner that ensures it does not exceed the battery output limit Woutb (i.e., the maximum power operating power Pmdmax). As a result, as... Figure 5 As shown in (A), the power operating torque Tmd is limited relative to the required torque Treq.

[0059] Time point t22 corresponds to the point at which auxiliary machine 40 changes from off to on under the condition that the power operating torque Tmd is limited. At time point t22, the received auxiliary machine power Pa increases to Pa1, as shown below. Figure 4 As shown in (A), the maximum operating power Pmdmax decreases sharply. Then, as a result of the sharp increase in the limiting amount of the operating power Pmd due to this sharp decrease in the maximum operating power Pmdmax, the operating torque Tmd... Figure 5The torque (A) decreases sharply. This sharp decrease in the operating torque Tmd leads to a change in the acceleration of vehicle 1 due to the switching on / off of auxiliary machine 40. It should be noted that... Figure 5 In one example shown in (A), the power operating torque Tmd after time point t22 is fixed at the value Tmd1 that has decreased sharply as described above.

[0060] on the other hand, Figure 4 (B) is a diagram representing the relationship R1 used in the first power operation power control. According to this relationship R1, the battery output limit Woutb is divided into the power operation output limit Woutd, which corresponds to the maximum power operation power Pmdmax, and the auxiliary power Pa1. Therefore, the difference obtained by subtracting the auxiliary power Pa1 from the battery output limit Woutb corresponds to the power operation output limit Woutd.

[0061] Figure 5 (B) is a timing diagram used to illustrate the actions when using relation R1 under the second driving condition. Figure 5 The action shown in (B) is in accordance with Figure 5 The same acceleration scenario as (A) is used as an instance of the object.

[0062] Figure 5 The time point t23 in (B) corresponds to the time point when the battery output limit Woutb reaches the aforementioned threshold TH2 during acceleration. Thus, when the battery output limit Woutb falls below the threshold TH2, the first power operation power control is executed. As a result, the power operation output limit Woutd (=Woutb-Pa1) is calculated. Figure 5 The line representing the output limit Woutd for power operation is added to (B).

[0063] According to the first power operation power control, the power operation power Pmd is controlled (limited) in a manner that does not exceed the power operation output limit Woutd, and as a result, the power operation torque Tmd is limited. More specifically, at time point t23, the output limit Wout used for controlling (limiting) the power operation power Pmd is switched from the battery output limit Woutb to the power operation output limit Woutd. In other words, the auxiliary power Pa1 is excluded from the battery output limit Woutb. Figure 5 (B) represents an example where the power operating power Pmd at time t23 is limited by the power operating output limit Woutd at that time t23. Therefore, the power operating torque Tmd after time t23 is, for example, as... Figure 5As shown in (B), it is limited. More specifically, for example, the power operating torque Tmd decreases due to the decrease in the power operating output limit Woutd associated with the decrease in the battery output limit Woutb relative to the elapsed time. It should be noted that the output limit Wout returns from the power operating output limit Woutd to the battery output limit Woutb, for example, at the end of acceleration.

[0064] As explained above, in this embodiment, in the scenario where the battery output limit Woutb becomes strict (second driving condition), the first power operation power control is used. Based on the first power operation power control, the following is used: Figure 4 The relationship R1 is shown in (B). That is, the power operation output limit Woutd obtained by excluding auxiliary power Pa1 from the battery output limit Woutb is used as the maximum power operation power Pmdmax. Therefore, even at time point t22 after the start of the first power operation power control (refer to...), Figure 5 When auxiliary machine 40 (B) changes from off to on, there is no change in the maximum power operating power Pmdmax caused by the on / off state of auxiliary machine 40. As a result, the abrupt change in power operating torque Tmd caused by the on / off state of auxiliary machine 40 can be avoided. Therefore, in scenarios where the battery output limit Woutb becomes strict, the change in vehicle 1's acceleration caused by the on / off state of auxiliary machine 40 can be suppressed.

[0065] In addition, Figure 5 In the example shown by the thick solid line in (B), the switching from the battery output limit Woutb to the power operation output limit Woutd is performed in steps at time point t23. However, this is different from the control of the regenerative power Pmr described above. Figure 3 Similarly, as shown in example (B), this switch can also be performed as follows: Figure 5 As indicated by curve C2 in (B), the output limit Wout is gradually changed from the battery output limit Woutb towards the power operation output limit Woutd. This allows for smoothing of the change in power operation torque Tmd caused by this switching while simultaneously performing the first power operation power control.

[0066] 2-3. ECU processing

[0067] Figure 6 This is a flowchart illustrating the processes associated with the control of the regenerative power Pmr and the power operating power Pmd in the implementation method. The processes shown in this flowchart are repeatedly executed during the system startup of vehicle 1.

[0068] In step S100, ECU20 (processor 22) determines whether vehicle 1 is in regenerative driving mode. If vehicle 1 is in regenerative driving mode (step S100; Yes), the process proceeds to step S102. Conversely, if vehicle 1 is not in regenerative driving mode (step S100; No), the process proceeds to step S108.

[0069] In step S102, ECU20 determines whether the battery input limit Winb is above a predetermined threshold TH1. As already explained, the battery input limit Winb is calculated, for example, as a value based on the temperature and charging rate of the battery 12 and is a value that varies, for example, according to the driving load of the vehicle 1 during deceleration.

[0070] If the battery input limit Winb is above the threshold TH1 (step S102; Yes), the process proceeds to step S104. In step S104, ECU20 performs the first regenerative power control. Specifically, ECU20 adds the auxiliary power Pa1 to the battery input limit Winb (negative value) calculated in step S102 to calculate the regenerative input limit Winr. Then, ECU20 controls the regenerative power Pmr in a manner that does not exceed the calculated regenerative input limit Winr.

[0071] The auxiliary power Pa1 used in the calculations in step S104 and step S112 (described later) is, for example, a "predetermined specification value". Specifically, if the auxiliary unit 40 is an air conditioning unit, this specification value is, for example, the maximum power consumption of using the air conditioning unit (e.g., 7kW). If the auxiliary unit 40 is the aforementioned DC / DC converter, this specification value is, for example, the maximum rated power of using the DC / DC converter. If the auxiliary unit 40 is the aforementioned AC power supply unit (e.g., an AC 100V power supply unit), this specification value is, for example, the maximum power consumption of using the AC power supply unit (e.g., 1.5kW). Furthermore, assuming that multiple auxiliary units operate as auxiliary unit 40, the auxiliary power Pa1 is equivalent to the sum of the power consumption of the multiple auxiliary units.

[0072] On the other hand, if the battery input limit Winb is less than the threshold TH1 (step S102; No), the process proceeds to step S106. In step S106, ECU20 performs the second regenerative power control. In the second regenerative power control, using Figure 2 The basic relationship R0 is shown in (A). That is, the battery input limit Winb is directly used as the input limit Win of the regenerative power Pmr. Therefore, in the second regenerative power control, ECU20 controls the regenerative power Pmr in a manner that does not exceed the battery input limit Winb.

[0073] In step S108, following step S104 or S106, ECU20 determines whether vehicle 1 is in powered driving mode. If vehicle 1 is in powered driving mode (step S108; Yes), the process proceeds to step S110. Conversely, if vehicle 1 is not in powered driving mode (step S108; No), the process returns to the previous state.

[0074] In step S110, ECU20 determines whether the battery output limit Woutb is below a predetermined threshold TH2. As already explained, the battery output limit Woutb is, for example, a value determined based on the temperature and charging rate of battery 12 and is calculated as a value that varies, for example, according to the driving load during acceleration of vehicle 1.

[0075] If the battery output limit Woutb is below the threshold TH2 (step S110; Yes), the process proceeds to step S112. In step S112, ECU 20 performs the first power operation power control. Specifically, ECU 20 calculates the power operation output limit Woutd by subtracting the auxiliary power Pa1 from the battery output limit Woutb calculated in step S110. Then, ECU 20 controls the power operation power Pmd in a manner that does not exceed the calculated power operation output limit Woutd.

[0076] On the other hand, if the battery output limit Woutb is greater than the threshold TH2 (step S110; No), the process proceeds to step S114. In step S114, ECU20 performs the second power operation power control. In the second power operation power control, using Figure 4 The basic relationship R0 is shown in (A). That is, the battery output limit Wout is directly used as the output limit Woutb for the power operating power Pmd. Therefore, in the second power operating power control, the ECU20 controls the power operating power Pmd in a manner that does not exceed the battery output limit Woutb.

[0077] As explained above, according to Figure 6 The processing shown applies when the battery input limit Winb is less than the threshold TH1 (the case where the first driving condition is not met). Figure 2 The basic relationship R0 is shown in (A). That is, the second regenerative power control is performed. Therefore, considering the relationship with Figure 3Compared to the example where the first regenerative power control is always used during regenerative driving, the issue described in (A) can be addressed by suppressing the regenerative torque Tmr to the required minimum while simultaneously handling such abrupt changes. This effect also applies to the second power control when the battery output limit Woutb is greater than the threshold TH2 (the second driving condition is not met).

[0078] In addition, according to Figure 6 The process shown uses a "predetermined specification value" such as the maximum power consumption of the auxiliary machine 40 as the auxiliary machine power Pa1 used to calculate the input limit Winr for regeneration and the output limit Woutd for power operation. However, the actual power consumption of the auxiliary machine 40 can be used instead of this specification value as the auxiliary machine power Pa1. However, the actual power consumption can always change during the operation of the auxiliary machine 40. When the auxiliary machine power Pa1 changes, the input limit Winr for regeneration and the output limit Woutd for power operation, calculated as described above, also change. This leads to changes in the regeneration torque Tmr and the power operation torque Tmd, as well as changes in the deceleration and acceleration of the vehicle 1. In contrast, by using a specification value such as the maximum power consumption (i.e., a fixed value) as the auxiliary machine power Pa1, it is possible to appropriately address changes in the acceleration and deceleration of the vehicle 1 caused by changes in the actual power consumption of the auxiliary machine 40 while utilizing the first regeneration power control and the first power operation power control. Furthermore, by using the value representing the maximum load of the auxiliary machine 40, such as the maximum power consumption, as the aforementioned specification value, the following effects can also be obtained. That is, regardless of the actual power consumption of the auxiliary machine 40 when it is switched on or off, or when it is switched on, the changes in the acceleration and deceleration of the vehicle 1 caused by the switching on / off of the auxiliary machine 40 can be appropriately suppressed by the first regenerative power control and the first power operation power control.

Claims

1. A vehicle control device that controls a vehicle having the following components: A powertrain system, including a battery and an electric motor operating using electricity from the battery, wherein the powertrain system is capable of using the electric motor as a generator to perform regenerative braking when the vehicle decelerates; and The auxiliary machine operates using power from the battery, wherein... The control device includes an electronic control unit that controls the regenerative power of the electric motor during the regenerative driving process. In the first driving condition where the direction of the change in direction during regenerative driving becomes stricter—specifically, the battery input limit, which is the maximum allowable charging power of the battery—the electronic control unit performs first regenerative power control. In this first regenerative power control, the regenerative input limit is calculated by adding the power consumed by the auxiliary equipment to the negative battery input limit, and the regenerative power is controlled in a manner that does not exceed the regenerative input limit. When the battery input limit is above the first threshold, the electronic control unit performs the first regenerative power control. If the battery input limit is less than the first threshold, the electronic control unit performs a second regenerative power control to control the regenerative power in a manner that does not exceed the battery input limit.

2. A vehicle control device that controls a vehicle having the following components: A powertrain system, including a battery and an electric motor operating using electricity from the battery, wherein the powertrain system is capable of using the electric motor to perform powered driving during vehicle acceleration; and The auxiliary machine operates using power from the battery, wherein... The control device includes an electronic control unit that controls the power output of the electric motor during the powered operation. Under a second driving condition where the direction of the change in power output becomes stricter than the battery's maximum permissible discharge power limit, the electronic control unit performs first power operation power control. In this first power operation power control, the power operation output limit is calculated by subtracting the power consumption of the auxiliary equipment from the battery output limit (which is a positive value), and the power operation power is controlled in a manner that does not exceed the power operation output limit. When the battery output is limited to below the second threshold, the electronic control unit performs the first power operation control. If the battery output limit is greater than the second threshold, the electronic control unit performs a second power operation power control to control the power operation power in a manner that does not exceed the battery output limit.

3. The vehicle control device according to claim 1 or 2, wherein, The power consumption of the auxiliary machine is a predetermined specification.

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