Electric vehicle control system

Abstract

To provide a control system of an electric vehicle taking into consideration internal loss caused in a battery that inputs and outputs electric power to and from a rotary electric machine.SOLUTION: A control system of an electric vehicle comprises: a rotary electric machine that is mounted on the vehicle; an electric instrument different from the rotary electric machine; a first battery which outputs and inputs electric power to and from the rotary electric machine and the electric instrument, and to which electric power generated by the rotary electric machine is inputted; and a control device that controls first electric power that is inputted and outputted between the first battery and the rotary electric machine and second electric power that is outputted from the first battery to the electric instrument. The control device determines the first electric power in priority to the second electric power, calculates third electric power that is inputted to and outputted from the first battery on the basis of the first electric power, and determines the second electric power on the basis of the third electric power.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a control system for an electric vehicle. [Background technology]

[0002] Conventionally, control systems for electric vehicles having a drive battery, a rotating electric machine such as a motor or a generator, and electric equipment are known (see, for example, Patent Document 1 and Patent Document 2). Patent Document 1 discloses a control system for an electric vehicle that is equipped with a DC-DC converter that converts the voltage of direct current power flowing from the drive battery as the electric equipment, and maximizes the power converted by the DC-DC converter when the motor is in regenerative mode. Patent Document 2 discloses a control system for an electric vehicle that controls the DC-DC converter based on a low-voltage battery that stores the power converted by the DC-DC converter.

[0003] For example, Patent Document 2 discloses a control system for an electric vehicle that starts an internal combustion engine when the change in output from the accelerator pedal during EV driving is equal to or greater than a predetermined value within a predetermined time period. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2014-23294 A [Patent Document 2] JP 2010-136495 A Summary of the Invention [Problem to be solved by the invention]

[0005] A traction battery has internal resistance. For this reason, as the power input and output to and from the traction battery increases, the power loss caused by the internal resistance (hereinafter referred to as internal loss in the specification) also increases. Therefore, the power input and output between the motor and the traction battery, and the power output from the traction battery to electrical equipment, must be controlled taking into account the internal loss of the traction battery. Patent Document 1 and Patent Document 2 do not disclose a control system for an electric vehicle that takes into account the internal loss.

[0006] An object of the present disclosure is to provide a control system for an electric vehicle that takes into account internal losses that occur in a battery that inputs and outputs electric power to a rotating electric machine. [Means for solving the problem]

[0007] A control system for an electric vehicle according to the present disclosure includes a rotating electric machine mounted on a vehicle, an electric device different from the rotating electric machine, a first battery that outputs electric power to the rotating electric machine and the electric device and receives electric power generated by the rotating electric machine, and a control device that controls a first electric power input / output between the first battery and the rotating electric machine and a second electric power output from the first battery to the electric device. The control device determines the first electric power with priority over the second electric power, calculates a third electric power input / output to / from the first battery based on the first electric power, and determines the second electric power based on the third electric power.

[0008] According to this control system for an electric vehicle, the first power is determined with priority over the second power, a third power input / output to / from the first battery is calculated based on the first power, and the second power is determined based on the third power. The third power is related to the internal loss of the first battery. According to this control system for an electric vehicle, control that takes into account the internal loss of the first battery is possible. Effect of the Invention

[0009] According to the present disclosure, it is possible to provide a control system for an electric vehicle that takes into account internal losses generated in a battery that inputs and outputs electric power to a rotating electric machine. [Brief description of the drawings]

[0010] [Figure 1] 1 is a system diagram of an electric vehicle according to an embodiment of the present disclosure. [Diagram 2] 4 is a flowchart showing a control procedure of a control device for an electric vehicle according to an embodiment of the present disclosure. [Diagram 3] FIG. 2 is a schematic diagram illustrating power flow according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, an embodiment of the present disclosure will be described with reference to the drawings. In the following description, the longitudinal direction of a vehicle is indicated as Q in the drawings, the front is indicated as F, the width direction of the vehicle is indicated as P in the drawings, and the right side as viewed from the rear of the vehicle is indicated as R.

[0012] 1, the electric vehicle control system 1 according to the present embodiment is a control system for a four-wheel drive hybrid vehicle. The electric vehicle control system 1 includes an internal combustion engine (ENG) 2, a generator (an example of a first rotating electric machine: GEN) 4, a front motor (an example of a second rotating electric machine: FrM) 6, a generator (an example of a first rotating electric machine: GEN) 6, a rear motor (RM) 8, a drive battery (an example of a first battery: BT) 10, a control device (HVECU) 20, an accelerator pedal 22, a DC-DC converter (an example of an electric device: DCDC) 24, electrical components 26, and a low-voltage battery (an example of a second battery) 28.

[0013] In the electric vehicle control system 1 of this embodiment, the front motor 6 drives the front wheel drive shaft 12a of the front wheels 12 via a transaxle 16. The rear motor 8 drives the rear wheel drive shaft 14a of the rear wheels 14 via a reduction gear 8c. The front motor 6 is connected to the drive battery 10 via a front inverter 18, and is supplied with power from the drive battery 10.

[0014] The front inverter 18 has a generator control device (GCU) 4a that controls the generator 4, a front motor control device (FrMCU) 6a, and a generator control device (GCU) 4a that controls the generator 4. The front motor control device 6a receives signals from the control device 20 and controls the regeneration and power running of the front motor 6 so that the front motor 6 is in a desired operating state. The rear motor 8 is similarly connected to the drive battery 10 via the rear inverter 8b, and is supplied with power from the drive battery 10. The rear inverter 8b has a rear motor control device (RMCU) 8a. The rear motor control device 8a receives signals from the control device 20 and controls the regeneration and power running of the rear motor 8 so that the rear motor 8 is in a desired operating state.

[0015] The internal combustion engine 2 drives the generator 4 via the transaxle 16. The internal combustion engine 2 is driven by the combustion of fuel supplied from a fuel tank (Fuel TANK) 23. Various devices and sensors of the internal combustion engine 2 are electrically connected to an engine control device (ENG-ECU) 2a. The engine control device 2a acquires a signal from the control device 20 and controls the internal combustion engine 2 to be in a desired operating state. The transaxle 16 amplifies the rotation speed of the internal combustion engine 2 and transmits it to the generator 4. The transaxle 16 of this embodiment also has a clutch 16a. The clutch 16a transmits and cuts off power between the internal combustion engine 2 and the front motor 6 and between the internal combustion engine 2 and the front wheel drive shaft 12a. The internal combustion engine 2 is connected to the front wheel drive shaft 12a via the clutch 16a of the transaxle 16 and drives the front wheel drive shaft 12a.

[0016] The generator 4 is connected to the internal combustion engine 2 and generates electricity by being driven by the internal combustion engine 2. The electric power generated by the generator 4 can charge the drive battery 10 and can be supplied to each motor via the front inverter 18 and the rear inverter 8b. In this embodiment, the generator 4 is a motor generator, and in addition to generating electricity, it can crank or motor the internal combustion engine 2 by rotating and driving the internal combustion engine 2. When driven by the internal combustion engine 2, the generator 4 generates electricity by applying a load to the generator 4. On the other hand, the generator 4 is supplied with electric power from the drive battery 10 and powers the internal combustion engine 2 to crank or motor it. The generator 4 is controlled by a generator control device 4a provided in the front inverter 18. The generator control device 4a is electrically connected to the control device 20, receives a signal from the control device 20, and controls the power generation and power running so that the generator 4 is in a desired operating state.

[0017] The driving battery 10 outputs power to each motor and generator 4, and also receives power generated by each motor and generator 4. The driving battery 10 of this embodiment is composed of secondary batteries such as lithium ion batteries, and has a battery module (not shown) that is composed of multiple battery cells. The driving battery 10 functions as a power source for each motor. The driving battery 10 also has a battery monitoring unit (BMU) 10a. The battery monitoring unit (BMU) 10a calculates the charging rate (State Of Charge, hereinafter referred to as SOC) of the battery module, and detects the deterioration state (State Of Health, hereinafter referred to as SOH) of the battery module, the voltage Bv of the battery module, and the battery temperature Btmp. The battery monitoring unit 10a acquires the voltage Bv, charging rate SOC, deterioration state SOH, and battery temperature Btmp of the driving battery 10, and transmits them to the control device 20. Connected to the terminal 10b of the driving battery 10 are a high-voltage cable that is connected to the front motor 6 and the generator 4 via the front inverter 18, a high-voltage cable that is connected to the rear motor 8 via the rear inverter 8b, and a high-voltage cable that leads to the DC-DC converter 24.

[0018] The control device 20 executes at least the following: control for switching the driving mode; start-up control for motoring and starting the internal combustion engine 2 using the generator 4 in each driving mode; power generation control for causing the generator 4 to generate power; and control for executing regeneration and powering of each motor.

[0019] In this embodiment, the control device 20 switches the driving mode to one of a series driving mode (series mode), a parallel driving mode (parallel mode), and an EV driving mode (EV mode) by controlling the clutch 16a based on information such as the speed V, the charging rate SOC, and the accelerator opening Th.

[0020] In the EV driving mode, the control device 20 releases the clutch 16a and stops the internal combustion engine 2, and supplies (outputs) the electric power of the drive battery 10 to each motor, which drives the front wheel drive shaft 12a and the rear wheel drive shaft 14a (hereinafter referred to as each drive shaft in the specification). In the series driving mode, the control device 20 releases the clutch 16a, drives the generator 4 with the internal combustion engine 2, and supplies (outputs) the electric power generated by the generator 4 to each motor. At this time, a part of the electric power generated by the generator 4 is input to the drive battery 10 for charging. In the parallel driving mode, the control device 20 connects the clutch 16a and drives the front wheel drive shaft 12a with both the internal combustion engine 2 and the front motor 6. At this time, the surplus of the output of the internal combustion engine 2 is used for the electric power generation of the generator 4. Therefore, the electric power generated by the generator 4 is input to the drive battery 10.

[0021] Furthermore, when braking the electric vehicle C by causing each motor to regenerate electricity in each driving mode, the control device 20 inputs the electric power generated by the regeneration of each motor to the driving battery 10.

[0022] In each traveling mode, the control device 20 controls the main engine input / output power (an example of a first power) Mp input / output between each motor and generator 4 and the driving battery 10, and the auxiliary engine output power (an example of a second power) Sp output from the driving battery 10 to the DC-DC converter 24. The control device 20 determines the main engine input / output power Mp as a priority over the auxiliary engine output power Sp, and calculates the battery input / output power Bp (an example of a third power) which is the balance of power input / output to the driving battery 10 based on the main engine input / output power Mp. The control device 20 then determines the auxiliary engine output power Sp based on the battery input / output power Bp. For example, when the main engine input / output power Mp is output from the driving battery 10, the control device 20 may set the main engine input / output power Mp to a negative value. When the main engine input / output power Mp is input to the driving battery 10, the control device 20 may set the main engine input / output power Mp to a positive value.

[0023] The control device 20 is actually configured by a microcomputer including an arithmetic unit, a memory, an input / output buffer, etc. The control device 20 controls each device based on signals from each sensor and various devices, and maps and programs stored in the memory, so that the electric vehicle control system 1 is in a desired operating state.

[0024] In this embodiment, various control devices including the engine control device 2a, the generator control device 4a, the front motor control device 6a, the rear motor control device 8a, and the battery monitoring unit 10a are provided separately from the control device 20. The various control devices are electrically connected to the control device 20. However, the various control devices may be provided integrally with the control device 20. Like the control device 20, the various control devices are configured by microcomputers including a calculation device, a memory, an input / output buffer, and the like.

[0025] The accelerator pedal 22 is a pedal that is depressed by the driver of the electric vehicle C to control the acceleration and deceleration of the electric vehicle C. An accelerator position sensor 22a that detects the depression position of the accelerator pedal 22 is provided on the accelerator pedal 22. The accelerator position sensor 22a is electrically connected to the control device 20 and transmits the accelerator depression position (accelerator opening degree Th) to the control device 20.

[0026] The DC-DC converter 24 is a device that steps down the direct current supplied from the generator 4 or the drive battery 10 to a voltage that can be used by the electrical components 26. The electrical components 26 are components that can be driven at a lower voltage than the front motor 6. In this embodiment, the electrical components 26 are devices such as audio equipment in the vehicle cabin and cooling equipment for cooling the internal combustion engine 2 and the front motor 6 that can be driven by a low-voltage power source (e.g., a 12 V power source). The electrical components 26 may be various types of control devices, such as the control device 20 and the engine control device 2a.

[0027] The low-voltage battery 28 is a device that stores the electric power converted by the DC-DC converter 24. In this embodiment, the low-voltage battery 28 is a battery that stores electric power of a voltage that can be used by the electrical components 26.

[0028] Next, the control procedure of the control device 20 of this embodiment will be described with reference to the flowchart of Fig. 2 and the schematic diagram of Fig. 3. The control device 20 starts a control operation when an ignition switch (not shown) is turned on. In this embodiment, since the electric vehicle C has a rear motor 8, the second electric power flowing through the second electric power system is actually distributed to the front motor 6 and the rear motor 8, but the distribution of electric power to the rear motor 8 will not be described below. Therefore, the rear motor 8 is also omitted in Fig. 3.

[0029] In step S1, the control device 20 determines the main engine input / output power Mp. The main engine input / output power Mp may be determined, for example, according to the power required by each motor. The control device 20 may calculate the available output power of the driving battery 10 based on the driving battery 10 voltage Bv, charging rate SOC, state of health SOH, and battery temperature Btmp, for example, and determine the main engine input / output power Mp based on the available output power and the power required by the motor. Once the control device 20 has determined the main engine input / output power Mp, the process proceeds to step S2.

[0030] In step S2, the control device 20 determines whether or not the vehicle is in the EV driving mode. If the control device 20 determines that the vehicle is in the EV driving mode (YES in step S2), the process proceeds to step S3. In step S3, the control device 20 calculates the battery input / output power Bp based on the main engine input / output power Mp. As shown in FIG. 3(a), in the EV driving mode, the main engine input / output power Mp is the motor power Fp flowing from the driving battery 10 to each motor. Therefore, the control device 20 sets the main engine input / output power Mp to a negative value and calculates the battery input / output power Bp of the driving battery 10. In addition, the control device 20 acquires the reference auxiliary output power Sp0 in a state in which the main engine input / output power Mp is not input to or output from the driving battery 10 (the main engine input / output power Mp is plus or minus zero). The reference auxiliary output power Sp0 is a negative value because it is power output from the driving battery 10. The control device 20 adds the reference auxiliary output power Sp0 to the main engine input / output power Mp to calculate the battery input / output power Bp. After calculating the battery input / output power Bp, the control device 20 advances the process to step S4.

[0031] In step S4, the control device 20 obtains the state of charge SOC2 of the low-voltage battery 28 and determines whether the state of charge SOC2 is equal to or greater than a first predetermined state of charge SOCt1. The first predetermined state of charge SOCt1 may be any state of charge at which the power supplied from the low-voltage battery 28 to the electrical components 26 is not insufficient.

[0032] When the control device 20 determines in step S4 that the charging rate SOC2 is equal to or higher than the first predetermined charging rate SOCt1 (step S4: YES), the control device 20 proceeds to step S5. In step S5, the control device 20 determines whether the charging rate SOC2 is equal to or higher than the second predetermined charging rate SOCt2. The second predetermined charging rate SOCt2 is a charging rate higher than the first predetermined charging rate SOCt1. The second predetermined charging rate SOCt2 may be a value determined depending on whether the power supplied from the low-voltage battery 28 to the electrical components 26 is sufficient. When the control device 20 determines in step S4 that the charging rate SOC2 is lower than the first predetermined charging rate SOCt1 (step S4: NO), the control device 20 proceeds to step S1.

[0033] If the control device 20 determines in step S5 that the storage rate SOC2 is less than the second predetermined storage rate SOCt2 (step S5 NO), the process proceeds to step S6. In step S6, the control device 20 executes an output suppression mode (an example of a first mode) that suppresses the output to the DC-DC converter 24. The output suppression mode is a mode in which the auxiliary output power Sp is suppressed below the reference auxiliary output power Sp0. In the EV driving mode, both the main engine input / output power Mp and the reference auxiliary output power Sp0 are negative values. That is, both the main engine input / output power Mp and the reference auxiliary output power Sp0 are output from the driving battery 10.

[0034] In such a case, the current flowing through the drive battery 10 increases, and the internal resistance of the drive battery 10 increases. For this reason, the control device 20 uses the output reduction mode to reduce the auxiliary output power Sp below the reference auxiliary output power Sp0, thereby reducing the internal loss of the drive battery 10. On the other hand, reducing the main engine input / output power Mp reduces the power performance of the electric vehicle C. For this reason, the control device 20 determines that the main engine input / output power Mp takes priority over the auxiliary output power Sp. When the control device 20 switches to the output reduction mode, the process proceeds to step S1.

[0035] When the control device 20 determines in step S4 that the storage rate SOC2 is less than the first predetermined storage rate SOCt1 (NO in step S4), the control device 20 advances the process to step S1.

[0036] When the control device 20 determines that the storage rate SOC2 is equal to or higher than the second predetermined storage rate SOCt2 (YES in step S5), the process proceeds to step S7. In step S7, the control device 20 stops the output of the auxiliary output power Sp to the DC-DC converter 24. This allows the control device 20 to further reduce the internal loss of the driving battery 10. After stopping the output of the auxiliary output power Sp, the control device 20 proceeds to step S1.

[0037] If the control device 20 determines in step S2 that the mode is not the EV driving mode (step S2: NO), the process proceeds to step S8. In step S8, the control device 20 determines whether the mode is the series driving mode. If the control device 20 determines that the mode is the series driving mode (step S8: YES), the process proceeds to step S9. In step S9, the control device 20 calculates the battery input / output power Bp based on the main engine input / output power Mp. As shown in FIG. 3(b), in the series driving mode, the main engine input / output power Mp is the difference between the power generated by the generator 4 and the motor power Fp flowing to each motor. The control device 20 controls the generator 4 so that the power generated Gp is ​​greater than the motor power Fp. Therefore, a part of the power generated Gp becomes the main engine input / output power Mp and is input from the generator 4 to the driving battery 10. Therefore, the control device 20 sets the main engine input / output power Mp to a positive value and calculates the battery input / output power Bp of the driving battery 10. The control device 20 also acquires the reference auxiliary output power Sp0. The control device 20 subtracts the reference auxiliary output power Sp0 from the main input / output power Mp to calculate the battery input / output power Bp. After calculating the battery input / output power Bp, the control device 20 advances the process to step S10.

[0038] In step S10, the control device 20 obtains the state of charge SOC2 of the low-voltage battery 28 and determines whether the state of charge SOC2 is equal to or lower than a third predetermined state of charge SOCt3. The third predetermined state of charge SOCt3 may be any state of charge at which the power supplied from the low-voltage battery 28 to the electrical components 26 becomes insufficient.

[0039] When the control device 20 determines in step S10 that the storage rate SOC2 is equal to or lower than the third predetermined storage rate SOCt3 (YES in step S10), the control device 20 proceeds to step S11. In step S11, the control device 20 executes an output boost mode (an example of a second mode) in which the output to the DC-DC converter 24 is increased. The output boost mode is a mode in which the auxiliary output power Sp is increased to be greater than the reference auxiliary output power Sp0. When executing the output boost mode, the control device 20 of this embodiment increases the auxiliary output power Sp in multiple stages according to the traveling mode. In the series traveling mode, the generated power Gp is ​​used for the motor power Fp as described above. Therefore, the main input / output power Mp input to the driving battery 10 is smaller than in the parallel traveling mode. As a result, the control device 20 executes a first output boost mode in which the auxiliary output power Sp is smaller than in the parallel traveling mode described later.

[0040] In this way, by increasing the accessory output power Sp, a portion of the main engine input / output power Mp becomes accessory output power Sp and flows from the terminal 10b of the driving battery 10 to the DC-DC converter 24. This reduces the power input to the driving battery 10. As a result, the internal loss of the driving battery 10 is reduced.

[0041] When the control device 20 determines that the storage rate SOC2 is greater than the third predetermined storage rate SOCt3 (NO in step S10), the control device 20 advances the process to step S1.

[0042] If the control device 20 determines in step S8 that the mode is not the series traveling mode (step S8 NO), the process proceeds to step S12. In step S12, the control device 20 determines whether the mode is the parallel traveling mode. If the control device 20 determines that the mode is the parallel traveling mode (step S12 YES), the process proceeds to step S13. In step S13, the control device 20 calculates the battery input / output power Bp based on the main engine input / output power Mp. As shown in FIG. 3(c), in the parallel traveling mode, the front wheel drive shaft 12a is driven by the internal combustion engine 2. During this time, the control device 20 increases the load on the internal combustion engine 2 by having the internal combustion engine 2 drive the generator 4. As a result, the control device 20 operates the internal combustion engine 2 at the best fuel consumption point. The generated power Gp generated by the generator 4 becomes the main engine input / output power Mp and is input to the driving battery 10. Therefore, the main engine input / output power Mp becomes a positive value. Therefore, the control device 20 sets the main engine input / output power Mp to a positive value and calculates the battery input / output power Bp of the driving battery 10. The control device 20 also acquires the reference auxiliary output power Sp0. The control device 20 subtracts the reference auxiliary output power Sp0 from the main engine input / output power Mp to calculate the battery input / output power Bp. After calculating the battery input / output power Bp in step S13, the control device 20 proceeds to step S14.

[0043] In step S14, the control device 20 acquires the charging rate SOC2 of the low-voltage battery 28 and determines whether the charging rate SOC2 is equal to or lower than a third predetermined charging rate SOCt3. If the control device 20 determines that the charging rate SOC2 is equal to or lower than the third predetermined charging rate SOCt3 (YES in step S14), the process proceeds to step S15. In step S15, the control device 20 executes an output boost mode (an example of a second mode) that increases the output to the DC-DC converter 24. In the parallel traveling mode, the generated power Gp becomes the main engine input / output power Mp as described above. Therefore, the main engine input / output power Mp input to the driving battery 10 is greater than in the series traveling mode. As a result, the control device 20 executes a second output boost mode in which the auxiliary output power Sp is greater than in the series traveling mode. As a result, a portion of the main engine input / output power Mp becomes the auxiliary output power Sp, which is greater than in the series traveling mode, and flows from the terminal 10b of the driving battery 10 to the DC-DC converter 24. As a result, the control device 20 can charge the low-voltage battery 28 in a short time while reducing internal losses.

[0044] When the control device 20 determines that the storage rate SOC2 is greater than the third predetermined storage rate SOCt3 (NO in step S14), the control device 20 advances the process to step S1.

[0045] If the control device 20 determines in step S12 that the parallel driving mode is not in effect (NO in step S12), the process proceeds to step S16. In step S16, the control device 20 determines whether each motor is regenerating. The control device 20 may determine whether each motor is regenerating using a brake stroke sensor of a brake pedal or a brake switch (not shown). If the control device 20 determines that each motor is regenerating (YES in step S16), the process proceeds to step S17, where the control device 20 calculates the battery input / output power Bp based on the main engine input / output power Mp. As shown in FIG. 3(d), when each motor is regenerating, the motor power Fp becomes the main engine input / output power Mp and is input to the driving battery 10. Therefore, the main engine input / output power Mp becomes a positive value. Therefore, the control device 20 sets the main engine input / output power Mp to a positive value and calculates the battery input / output power Bp of the driving battery 10. The control device 20 also acquires the reference auxiliary output power Sp0. The control device 20 subtracts the reference auxiliary output power Sp0 from the main engine input / output power Mp to calculate the battery input / output power Bp. After calculating the battery input / output power Bp, the control device 20 proceeds to step S15. Steps after S15 are the same as those in the parallel traveling mode, and therefore will not be described.

[0046] In addition, when each motor is regenerating, the control device 20 may set the auxiliary output power Sp to be larger than that in the second output increase mode. When the control device 20 determines that each motor is not regenerating (NO in step S16), the control device 20 proceeds to step S1. The control device 20 repeats such a control procedure at predetermined intervals.

[0047] As described above, according to the control system 1 for the electric vehicle C of the present disclosure, the control device 20 determines the main engine input / output power Mp as a priority over the auxiliary equipment output power Sp, calculates the battery input / output power Bp input to and output from the driving battery 10 based on the main engine input / output power Mp, and determines the auxiliary equipment output power Sp based on the battery input / output power Bp. The battery input / output power Bp is power related to the internal loss of the driving battery 10.

[0048] For example, when the electric vehicle C is in an EV driving mode in which it runs only on each motor, the control device 20 executes an output suppression mode in which the output to the DC-DC converter 24 is suppressed, and the auxiliary output power Sp is suppressed below the reference auxiliary output power Sp0. This reduces the battery input / output power Bp, and the power flowing to the drive battery 10 is reduced. As a result, the internal loss is reduced.

[0049] For example, in the series running mode in which the generator 4 is driven by the internal combustion engine 2, and in the parallel running mode, the control device 20 executes an output increase mode in which the output to the DC-DC converter 24 is increased, and the auxiliary output power Sp is increased above the reference auxiliary output power Sp0. In this way, when the main engine input / output power Mp is a positive value, increasing the auxiliary output power Sp, which is a negative value, also reduces the battery input / output power Bp, and the power flowing to the driving battery 10 is reduced. As a result, the internal loss is reduced. In this way, the control system 1 for the electric vehicle C can perform control that takes into account the internal loss of the driving battery 10.

[0050] <Other embodiments> Although the embodiment of the present disclosure has been described above, the present disclosure is not limited to the above embodiment, and various modifications are possible without departing from the gist of the invention. In particular, the multiple modifications described in this specification can be arbitrarily combined as necessary.

[0051] (a) In the above embodiment, a four-wheel drive hybrid vehicle has been described as an example, but the present disclosure is not limited thereto. The electric vehicle C may be a battery EV that is not equipped with an internal combustion engine 2. The control of the EV driving mode in the above embodiment can be applied to such a battery EV. In addition, the electric vehicle C may be a front-wheel drive hybrid or plug-in hybrid vehicle (PHEV: Plug-in Hybrid Electric Vehicle). The electric vehicle C may also be a four-wheel drive plug-in hybrid vehicle. Furthermore, the control system 1 for the electric vehicle C disclosed herein may be applied to a plug-in hybrid vehicle that can be externally charged or externally powered.

[0052] (b) In the above embodiment, the clutch 16a is used to connect the internal combustion engine 2 and the front wheel drive shaft 12a, but the present disclosure is not limited to this. The internal combustion engine 2 and the front wheel drive shaft 12a may be connected via a planetary gear.

[0053] (c) In the above embodiment, an example has been described in which the internal combustion engine 2 and the generator 4 are connected by gears, but the present disclosure is not limited to this. The internal combustion engine 2 and the generator 4 may be connected via planetary gears.

[0054] (c) In the above embodiment, the output suppression mode in which the auxiliary output power Sp is suppressed below the reference auxiliary output power Sp0 and the output increase mode in which the auxiliary output power Sp is increased above the reference auxiliary output power Sp0 are described as examples, but the present disclosure is not limited thereto. The auxiliary output power Sp may be determined based on the main engine input / output power Mp and the battery input / output power Bp, and may be determined from a map that defines the relationship between the main engine input / output power Mp, the battery input / output power Bp, and the auxiliary output power Sp. The control device 20 may store a plurality of such maps according to the charging rate of the low-voltage battery 28. [Explanation of symbols]

[0055] 1: control system, 2: internal combustion engine, 4: generator (an example of a first rotating electric machine) 6: Front motor (an example of the second rotating electric machine) 10: Drive battery (an example of a first battery), 20: Control device 24: DC-DC converter (an example of electrical equipment) 28: Low-voltage battery (an example of a second battery) C: Electric vehicles, SOC2: Charging rate SOCt1: 1st predetermined charging rate SOCt2: 2nd predetermined charging rate SOCt3: Third predetermined charging rate Mp: Main engine input / output power (an example of the first power) Sp: Auxiliary output power (an example of the second power) Bp: Battery input / output power (an example of the third power)

Claims

1. An internal combustion engine mounted on a vehicle; a rotating electric machine including a first rotating electric machine mounted on the vehicle and driven by the internal combustion engine, and a second rotating electric machine that drives a drive shaft of the vehicle; an electric device different from the rotating electric machine; a first battery that outputs electric power to the rotating electric machine and the electric device and receives electric power generated by the rotating electric machine; a control device that controls a first electric power input / output between the first battery and the rotating electric machine and a second electric power output from the first battery to the electric device; Equipped with The control device determines the first power to be prioritized over the second power, Calculating a third power input / output to the first battery based on the first power; determining the second power based on the third power; In an EV driving mode in which the first electric power is output from the first battery to the second rotating electric machine and the vehicle is driven by the second rotating electric machine while the internal combustion engine is stopped, a first mode is executed in which the second electric power is suppressed more than when the first electric power is not being input or output from the first battery; In a series running mode in which the first rotating electric machine is driven by the internal combustion engine and outputs power from the first rotating electric machine to the second rotating electric machine to run the vehicle using the second rotating electric machine, and in a parallel running mode in which the vehicle runs by driving a drive shaft of the vehicle using the internal combustion engine, a second mode is executed in which the second power is increased compared to a case in which the first power is not input / output from the first battery; A first output boost mode of the second mode is executed in the series running mode, and a second output boost mode of the second mode is executed in the parallel running mode, The second power in the second output boost mode is greater than the second power in the first output boost mode. Electric vehicle control system.

2. The control device includes: When the second rotating electric machine is performing regeneration, Executing the second power boost mode; The control system for an electric vehicle according to claim 1 .

3. the electrical device is a DC-DC converter that converts a voltage of a direct current from the first battery, the electrical device is in the EV driving mode, and further includes a second battery that stores the electric power converted by the DC-DC converter; The control device executes the first mode when the charging rate of the second battery is equal to or higher than a first predetermined charging rate. The control system for an electric vehicle according to claim 1 .

4. When the charging rate of the second battery is equal to or higher than a second predetermined charging rate that is higher than the first predetermined charging rate, the control device stops output of the second power instead of executing the first mode. The control system for an electric vehicle according to claim 3 .

5. the electrical device is a DC-DC converter that converts a voltage of a direct current from the first battery, and further includes a second battery that stores the power converted by the DC-DC converter; The control device includes: When the series running mode is selected and the second battery is at a charge rate lower than a third predetermined charge rate, the first output boost mode is executed; When the parallel running mode is selected and the second battery is at a charge rate lower than the third predetermined charge rate, the second output boost mode is executed. The control system for an electric vehicle according to any one of claims 1 to 4.

Images