Vehicle control device

Abstract

To prevent a change in acceleration / deceleration of a vehicle caused by on / off of an auxiliary machine operated by electric power from a battery, in a scene in which input limit / output limit of the battery becomes severe.SOLUTION: A control device for a vehicle controls a vehicle including: a power train including a battery and an electric motor that is operated by electric power from the battery, and capable of performing regenerative traveling by using the electric motor as a generator during deceleration of the vehicle; and an auxiliary machine that is operated by the electric power from the battery. The control device includes an electronic control unit that controls regenerative power of the electric motor during the regenerative traveling. In a first traveling condition changing in a direction in which a battery input limit as allowable maximum charging power of the battery becomes severe during the regenerative traveling, the electronic control unit calculates an input limit for regeneration by adding power consumption of the auxiliary machine to the battery input limit that is a negative value, and executes first regenerative power control for controlling the regenerative power so as not to exceed the input limit for the regeneration.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present disclosure relates to a control device for a vehicle. [Background technology]

[0002] Patent Document 1 discloses a regenerative control device for an electric vehicle. The regenerative control device monitors the SOC (state of charge) of a battery device, and calculates the regenerative current to be flowed into the battery device from a map based on the SOC. The regenerative control device then controls the regenerative torque so that the regenerative current does not exceed the calculated regenerative current. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2013-027063 Summary of the Invention [Problem to be solved by the invention]

[0004] In a vehicle in which the regenerative power / driving power of the electric motor is controlled while limiting the charging power / discharging power of the battery so as not to exceed the input / output limits of the battery, it is necessary to suppress changes in the acceleration / deceleration of the vehicle caused by turning on / off auxiliary equipment that operates using power from the battery.

[0005] The present disclosure has been made in consideration of the above-mentioned problems, and aims to provide a vehicle control device that can suppress changes in the vehicle's acceleration / deceleration caused by turning on / off auxiliary equipment powered by the battery in situations where battery input / output restrictions become stricter. [Means for solving the problem]

[0006] A vehicle control device according to a first aspect of the present disclosure controls a vehicle equipped with a powertrain including a battery and an electric motor operated by power from the battery, capable of performing regenerative running by using the electric motor as a generator during vehicle deceleration, and auxiliary equipment operated by power from the battery. The control device includes an electronic control unit that controls the regenerative power of the electric motor during regenerative running. Under a first running condition in which the battery input limit as the maximum allowable charging power of the battery changes in a stricter direction during regenerative running, the electronic control unit calculates a regenerative input limit by adding the power consumption of the auxiliary equipment to the battery input limit, which is a negative value, and executes first regenerative power control to control the regenerative power so as not to exceed the regenerative input limit.

[0007] A vehicle control device according to a second aspect of the present disclosure controls a vehicle including a powertrain that includes a battery and an electric motor operated by power from the battery and that is capable of powering the electric motor during vehicle acceleration, and an auxiliary device that operates by power from the battery. The control device includes an electronic control unit that controls the power of the electric motor during powering. Under a second driving condition in which the battery output limit as the maximum allowable discharge power of the battery changes to become stricter during powering, the electronic control unit calculates a powering output limit by subtracting the power consumption of the auxiliary device from the battery output limit, which is a positive value, and executes first powering power control that controls the powering power so that the powering output limit is not exceeded. [Effects of the Invention]

[0008] According to a first aspect of the present disclosure, in a situation where the input limit of a battery becomes stricter, it becomes possible to suppress changes in the deceleration of a vehicle caused by turning on / off of accessories that operate on power from the battery. Also, according to a second aspect, it becomes possible to suppress changes in the acceleration of a vehicle caused by turning on / off of accessories that operate on power from the battery, in a situation where the output limit of a battery becomes stricter. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a diagram illustrating a schematic configuration of a vehicle according to an embodiment. [Figure 2]FIG. 10 is a diagram showing a basic relationship R0 between maximum regenerative power, battery input limit, and auxiliary power, and a relationship R1 used in first regenerative power control. [Figure 3] 10 is a time chart for explaining issues and countermeasures under a first driving condition. [Figure 4] 10 is a diagram showing a basic relationship R0 between maximum power running, battery output limit, and auxiliary power, and a relationship R1 used in first power running power control. FIG. [Figure 5] 10 is a time chart for explaining issues and countermeasures under a second driving condition. [Figure 6] 4 is a flowchart showing a process related to control of regenerative power and running power according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] Embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0011] 1. Example of vehicle configuration 1 is a diagram showing a schematic configuration of a vehicle 1 according to an embodiment. The vehicle 1 includes a powertrain 10, an electronic control unit (ECU) 20, various sensors 30, and accessories 40.

[0012] 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 including an inverter for driving the electric motor 14. The PCU 16 controls the electric motor 14 using the power from the battery 12 based on commands from the ECU 20. More specifically, under the control of the PCU 16, the electric motor 14 generates a traction torque Tmd. Also, under the control of the PCU 16, the electric motor 14 functions as a generator that generates a regenerative torque (negative torque) Tmr by being driven by the rotation of the wheels when the vehicle decelerates.

[0013] The above-described powertrain 10 allows electric running (EV running) using the electric motor 14. More specifically, for example, when the vehicle is decelerating, the electric motor 14 can be used as a generator to perform regenerative running. Furthermore, for example, when the vehicle is accelerating, the electric motor 14 can be used to perform power running. The vehicle 1 is, for example, a battery electric vehicle (BEV). However, the "vehicle" according to the present disclosure may be any vehicle equipped with a powertrain capable of performing electric running, and may be, for example, a plug-in hybrid electric vehicle (PHEV).

[0014] The ECU 20 is a computer that controls the vehicle 1, and corresponds to an example of a "vehicle control device" according to the present disclosure. The ECU 20 includes a processor 22 and a storage device 24. The processor 22 executes various processes. The various processes include processes related to the control of the running power and regenerative power of the electric motor 14, which will be described later. The storage device 24 stores various information required for the processes performed by the processor 22. The various processes performed by the ECU 20 are realized by the processor 22 executing a computer program. The computer program is stored in the storage device 24. Alternatively, the computer program may be recorded on a computer-readable recording medium. The ECU 20 may be configured by combining multiple ECUs.

[0015] The various sensors 30 include, for example, a temperature sensor that detects the temperature of the battery 12, a current sensor that detects the charge / discharge current of the battery 12, a vehicle speed sensor that detects the speed of the vehicle 1, a rotation angle sensor that detects 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 charge / discharge current detected by the current sensors.

[0016] The auxiliary equipment 40 operates using power from the battery 12. The auxiliary equipment 40 is, for example, an air conditioner. The air conditioner conditions the air inside the vehicle 1 (for example, cooling and heating). Instead of an air conditioner, the "auxiliary equipment" according to the present disclosure may be, for example, a DC / DC converter that steps down the voltage of the battery 12 to supply power to devices such as the ECU 20. Alternatively, the auxiliary equipment may be, for example, an alternating current (AC) power supply device that uses power from the battery 12 to supply power to devices such as home appliances.

[0017] 2. Motor power control First, basic operations during electric traveling, including regenerative traveling and power traveling, will be described. The ECU 20 calculates the required torque Treq, which is the torque (motor torque) of the electric motor 14 required by the driver of the vehicle 1. The required torque Treq is calculated based on, for example, the depression amount of the accelerator pedal and the brake pedal and the vehicle speed. During electric traveling, the motor torque Tm, which corresponds to the required torque Treq calculated in this way, is not necessarily always output as is. That is, the motor torque Tm (regenerative torque Tmr or power traveling torque Tmd) can be limited as follows.

[0018] That is, the power allowed for charging the battery 12 during regenerative running is set to an upper limit (i.e., maximum allowable charging power) based on, for example, the temperature and SOC of the battery 12. Hereinafter, this upper limit will be referred to as the "battery input limit Winb." Similarly, the power allowed for discharging the battery 12 during power running is set to an upper limit (i.e., maximum allowable discharge power) based on, for example, the temperature and SOC of the battery 12. Hereinafter, this upper limit will be referred to as the "battery output limit Woutb." Note that in this specification, the sign of 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.

[0019] The required torque Treq is basically limited based on the battery input / output limits Winb and Woutb as follows: That is, when the power (motor power) Pm of the electric motor 14 corresponding to the product of the required torque Treq and the rotation speed (motor rotation speed) of the electric motor 14 is within the range of the battery input / output limit Winb or Woutb, the ECU 20 controls the PCU 16 so that the electric motor 14 outputs a motor torque Tm corresponding to the required torque Treq. On the other hand, when the motor power Pm corresponding to the required torque Treq exceeds the battery input / output limit Winb or Woutb, the ECU 20 controls the PCU 16 so that the electric motor 14 outputs a motor torque Tm corresponding to the motor power Pm that is limited so as not to exceed the battery input / output limit Winb or Woutb.

[0020] Here, the battery input / output limits Winb and Woutb are not only statically changed according to the temperature and SOC of the battery 12 as described above, but may also transiently change in a direction that makes them stricter according to the driving load during vehicle acceleration / deceleration, as will be described later with reference to Figures 3(A) and 5(A). In such a situation where the battery input / output limits Winb or Woutb become stricter, it is necessary to suppress changes in the acceleration / deceleration of the vehicle 1 that are caused by turning on / off the accessories 40 that operate using power from the battery 12.

[0021] In view of the above-described problems, in this embodiment, in a situation where the battery input limit Winb becomes stricter, the ECU 20 controls the regenerative power Pmr of the electric motor 14 as follows (see Section 2-1). Also, in a situation where the battery output limit Woutb becomes stricter, the ECU 20 controls the running power Pmd of the electric motor 14 as follows (see Section 2-2). Note that, instead of the example described below, only one of the controls of the regenerative power Pmr and the running power Pmd may be executed.

[0022] 2-1. Regenerative power control In this embodiment, under a first running condition in which the battery input limit Winb becomes stricter during regenerative running, the ECU 20 executes the "first regenerative power control." As will be described later with reference to Figure 6, whether the first running condition is met is determined based on, for example, whether the battery input limit Winb, which is a negative value, is equal to or greater than a threshold value TH1, which is also a negative value.

[0023] In the first regenerative power control, the ECU 20 calculates the "regenerative input limit Winr (negative value)" by adding the value (positive value) Pa1 of the power consumption Pa of the auxiliary device 40 to the battery input limit Winb (negative value). Then, the ECU 20 controls the regenerative power Pmr of the electric motor 14 so that the calculated regenerative input limit Winr is not exceeded. The power consumption Pa of the auxiliary device 40 is also simply referred to as auxiliary device power Pa.

[0024] Specifically, first, FIG. 2A is a diagram showing the basic relationship R0 between maximum regenerative power Pmrmax, battery input limit Winb, and auxiliary power Pa1. In vehicle 1, regenerative power Pmr generated during regenerative running is used to charge battery 12 and operate auxiliary device 40. More specifically, regenerative power Pmr is supplied to battery 12. Furthermore, when auxiliary device 40 is operated, regenerative power Pmr is supplied not only to battery 12 but also to auxiliary device 40. Therefore, the maximum regenerative power Pmrmax (negative value) that can be generated when auxiliary device 40 is operating (auxiliary device on) has an absolute value equal to the sum of the absolute value of battery input limit Winb and auxiliary device power Pa1, as shown in FIG. 2A. On the other hand, when auxiliary device 40 is not operating (auxiliary device off) and auxiliary device power Pa is zero, maximum regenerative power Pmrmax has an absolute value equal to the absolute value of battery input limit Winb. 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).

[0025] If the auxiliary device 40 is switched from on to off when the regenerative power Pmr reaches the maximum regenerative power Pmrmax during regenerative driving, the maximum regenerative power Pmrmax decreases by the amount of the auxiliary device electric power Pa1, as shown in Figure 2(A). In other words, the regenerative power Pmr that can actually be generated is limited to a small amount.

[0026] More specifically, FIG. 3A is a time chart for explaining the problem when the basic relationship R0 is used under the first driving condition. In FIG. 3A, at time t11, the driver releases the accelerator pedal. As a result, the vehicle speed decreases. The absolute value of the battery input limit Winb decreases toward 0 over time due to the continued deceleration of the vehicle 1. In other words, the battery input limit Winb changes in an increasingly strict direction. In this way, FIG. 3A illustrates an example of a deceleration scenario in which the battery input limit Winb becomes stricter. Furthermore, the deceleration begins with the auxiliary device 40 turned on.

[0027] The required torque Treq is a negative value in response to a deceleration request from the driver. As an example, the required torque Treq is set to decrease over time toward a negative value Treq1. The electric motor 14 is controlled to generate a regenerative torque Tmr as a motor torque Tm corresponding to the required torque Treq.

[0028] Time t12 corresponds to the time when the absolute value of regenerative power Pmr, which corresponds to the product of the generated regenerative torque Tmr and the motor rotation speed, reaches the sum of the absolute value of the battery input limit Winb at time t12 and the auxiliary power Pa1 (i.e., the absolute value of maximum regenerative power Pmrmax). As time t12 passes, regenerative power Pmr is limited so that it does not exceed maximum regenerative power Pmrmax. As a result, regenerative torque Tmr is limited with respect to required torque Treq, as shown in FIG. 3(A).

[0029] Time point t13 corresponds to the time point when the auxiliary device 40 changes from on to off under the condition that the regenerative torque Tmr is limited. At time point t13, the auxiliary device electric power Pa becomes zero, and as a result, the maximum regenerative power Pmrmax suddenly decreases, as shown in FIG. 2A. Then, the limit amount of the regenerative power Pmr increases rapidly in response to this sudden decrease in the maximum regenerative power Pmrmax, and as a result, the regenerative torque Tmr suddenly decreases, as shown in FIG. 3A. Such a sudden decrease in the regenerative torque Tmr leads to a change in the deceleration of the vehicle 1 due to the auxiliary device 40 being turned on and off.

[0030] 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 so that its absolute value is equal to the sum of the absolute value of the regenerative input limit Winr corresponding to the maximum regenerative power Pmrmax and the auxiliary power Pa1. In other words, 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 corresponds to the regenerative input limit Winr (negative value).

[0031] Fig. 3(B) is a time chart for explaining the operation when the relationship R1 is used under the first driving condition. The operation shown in Fig. 3(B) is illustrated for the same deceleration scene as Fig. 3(A).

[0032] Time t14 in FIG. 3B corresponds to the time when the battery input limit Winb reaches the threshold value TH1 after deceleration begins at time t11. When the battery input limit Winb reaches or exceeds the threshold value TH1, the first regenerative power control is executed. As a result, the regenerative input limit Winr (=Winb+Pa1) is calculated. A straight line indicating the regenerative input limit Winr is additionally shown in FIG. 3B.

[0033] According to the first regenerative power control, the regenerative power Pmr is controlled (limited) so as not to exceed the regenerative input limit Winr, and as a result, the regenerative torque Tmr is limited. More specifically, at time t14, the input limit Win used to control (limit) the regenerative power Pmr is switched 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. FIG. 3(B) shows an example in which the regenerative power Pmr at time t14 is limited by the regenerative input limit Winr at that time. Therefore, the regenerative torque Tmr after time t14 is limited, for example, as shown in FIG. 3(B). Note that the input limit Win is returned from the regenerative input limit Winr to the battery input limit Winb, for example, when deceleration ends.

[0034] As described above, in this embodiment, the first regenerative power control is used in a situation where the battery input limit Winb becomes stricter (first driving condition). According to the first regenerative power control, the relationship R1 shown in FIG. 2B is used. That is, the regenerative input limit Winr, which excludes the auxiliary power Pa1 from the battery input limit Winb, is used as the maximum regenerative power Pmrmax. As a result, even if the auxiliary device 40 switches from on to off at time t13 (see FIG. 3B) after the start of the first regenerative power control, no change in the maximum regenerative power Pmrmax occurs due to the on / off of the auxiliary device 40. As a result, a sudden change in the regenerative torque Tmr due to the on / off of the auxiliary device 40 can be avoided. Therefore, in a situation where the battery input limit Winb becomes stricter, it is possible to suppress a change in the deceleration of the vehicle 1 due to the on / off of the auxiliary device 40.

[0035] In the example shown by the solid line in FIG. 3B, the switch from the battery input limit Winb to the regenerative input limit Winr is performed in a stepwise manner at time t14. Alternatively, the switch may be performed by gradually changing the input limit Win from the battery input limit Winb to the regenerative input limit Winr, as indicated by the curve C1 in the figure. The method of this gradual change is not particularly limited, and may be, for example, a first-order lag process or a filter process that does not allow changes exceeding a predetermined rate of change. By performing such a gradual change in response to the switch of the input limit Win, the first regenerative power control can be performed while smoothing the change in the regenerative torque Tmr resulting from the switch.

[0036] 2-2. Control of traction power In this embodiment, under a second driving condition in which the battery output limit Woutb becomes stricter during power running, the ECU 20 executes the "first power running power control." As will be described later with reference to Figure 6, whether the second driving condition is met is determined based on, for example, whether the battery output limit Woutb, which is a positive value, is equal to or less than a threshold value TH2, which is also a positive value.

[0037] In the first power running control, the ECU 20 calculates the "power running output limit Woutd (positive value)" by subtracting the value (positive value) Pa1 of the auxiliary electric power Pa from the battery output limit Woutb (positive value). Then, the ECU 20 controls the power running power Pmd of the electric motor 14 so that the calculated power running output limit Woutd is not exceeded.

[0038] Specifically, first, FIG. 4A is a diagram showing a basic relationship R0 among the maximum power running power Pmdmax, the battery output limit Woutb, and the auxiliary electric power Pa1. In the vehicle 1, the electric power charged in the battery 12 is output (discharged) during power running to drive the electric motor 14 and operate the auxiliary equipment 40. Therefore, as shown in FIG. 4A, the battery output limit Woutb when the auxiliary equipment 40 is operating (auxiliary equipment on) is the sum of the maximum power running power Pmdmax that can be output and the auxiliary equipment electric power Pa1. On the other hand, when the auxiliary equipment 40 is not operating (auxiliary equipment off), the entire battery output limit Woutb can be allocated to the power running power Pmd. Therefore, the battery output limit Woutb is equal to the maximum power running power Pmdmax. In this embodiment, such a basic relationship R0 is used when the battery input limit Winb is not limited (i.e., when the second running condition is not satisfied) (see step S114 described later).

[0039] If the auxiliary device 40 is switched from off to on when the propulsion power Pmd has reached the maximum propulsion power Pmdmax during power running, the maximum propulsion power Pmdmax will be reduced by the amount of the auxiliary device electric power Pa1, as shown in Fig. 4(A). In other words, the propulsion power Pmd that can actually be generated will be limited to a small amount.

[0040] More specifically, FIG. 5A is a time chart for explaining the problem when the basic relationship R0 is used under the second driving condition. FIG. 5A shows a scene in which the vehicle 1 is accelerating with the driver's accelerator pedal depression amount constant. The battery output limit Woutb decreases toward 0 over time as the vehicle 1 continues to accelerate. In other words, the battery output limit Woutb is changing in a stricter direction. Thus, FIG. 5A illustrates an example of an acceleration scene in which the battery output limit Woutb becomes stricter. The acceleration is started with the accessories 40 off.

[0041] The required torque Treq is a positive value in response to an acceleration request from the driver. For example, the required torque Treq is constant in response to a constant accelerator pedal depression. The electric motor 14 is controlled to generate a powering torque Tmd as a motor torque Tm in response to the required torque Treq.

[0042] Time point t21 corresponds to the time when the power running power Pmd, which corresponds to the product of the generated power running torque Tmd and the motor rotation speed, reaches the battery output limit Woutb at time point t21. As time point t21 passes, the power running power Pmd is limited so that the power running power Pmd does not exceed the battery output limit Woutb (i.e., the maximum power running power Pmdmax). As a result, the power running torque Tmd is limited with respect to the required torque Treq, as shown in FIG. 5(A).

[0043] Time point t22 corresponds to the time when the accessory 40 changes from off to on under the condition that the traction torque Tmd is limited. After time point t22 has passed, the accessory electric power Pa increases to Pa1, and as a result, the maximum traction power Pmdmax suddenly decreases, as shown in FIG. 4A. Then, the limit amount of the traction power Pmd increases rapidly in response to this sudden decrease in the maximum traction power Pmdmax, and as a result, the traction torque Tmd suddenly decreases, as shown in FIG. 5A. Such a sudden decrease in the traction torque Tmd leads to a change in the acceleration of the vehicle 1 due to the accessory 40 being turned on and off. Note that in the example shown in FIG. 5A, the traction torque Tmd after time point t22 remains constant at the value Tmd1 after the sudden decrease.

[0044] 4(B) is a diagram showing the relationship R1 used in the first power running control. According to this relationship R1, the battery output limit Woutb is divided into a power running output limit Woutd corresponding to the maximum power running 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 running output limit Woutd.

[0045] Fig. 5(B) is a time chart for explaining the operation when the relationship R1 is used under the second driving condition. The operation shown in Fig. 5(B) is illustrated for the same acceleration scene as Fig. 5(A).

[0046] Time point t23 in Figure 5(B) corresponds to the time point when the battery output limit Woutb reaches the above-mentioned threshold value TH2 during acceleration. When the battery output limit Woutb becomes equal to or less than the threshold value TH2 in this way, the first power running power control is executed. As a result, the power running output limit Woutd (=Woutb-Pa1) is calculated. Figure 5(B) additionally shows a straight line indicating the power running output limit Woutd.

[0047] According to the first power running control, the power running power Pmd is controlled (limited) so as not to exceed the power running output limit Woutd, and as a result, the power running torque Tmd is limited. More specifically, at time t23, the output limit Wout used to control (limit) the power running power Pmd is switched from the battery output limit Woutb to the power running output limit Woutd. In other words, the auxiliary electric power Pa1 is excluded from the battery output limit Woutb. FIG. 5(B) shows an example in which the power running power Pmd at time t23 is limited by the power running output limit Woutd at that time t23. Therefore, the power running torque Tmd after time t23 is limited, for example, as shown in FIG. 5(B). More specifically, for example, the power running torque Tmd decreases in accordance with the decrease in the power running output limit Woutd that accompanies the decrease in the battery output limit Woutb over time. Note that the output limit Wout is returned from the power running output limit Woutd to the battery output limit Woutb, for example, when acceleration ends.

[0048] As described above, in this embodiment, the first power running power control is used in a situation where the battery output limit Woutb becomes stricter (second driving condition). According to the first power running power control, the relationship R1 shown in FIG. 4B is used. That is, the power running output limit Woutd, which is the battery output limit Woutb minus the auxiliary electric power Pa1, is used as the maximum power running power Pmdmax. As a result, even if the auxiliary device 40 switches from off to on at time t22 (see FIG. 5B) after the start of the first power running power control, no change in the maximum power running power Pmdmax occurs due to the on / off of the auxiliary device 40. As a result, a sudden change in the power running torque Tmd due to the on / off of the auxiliary device 40 can be avoided. Therefore, in a situation where the battery output limit Woutb becomes stricter, it is possible to suppress a change in the acceleration of the vehicle 1 due to the on / off of the auxiliary device 40.

[0049] In the example shown by the solid line in Fig. 5(B), the switch from the battery output limit Woutb to the powering output limit Woutd is performed in a stepwise manner at time point t23. However, similar to the example shown in Fig. 3(B) relating to the control of the regenerative power Pmr, the switch may be performed so that the output limit Wout is gradually changed from the battery output limit Woutb to the powering output limit Woutd, as indicated by the curve C2 in Fig. 5(B). This makes it possible to perform the first powering power control while smoothing the change in the powering torque Tmd caused by the switch.

[0050] 2-3. Processing by ECU 6 is a flowchart showing a process related to the control of regenerative power Pmr and propulsion power Pmd according to the embodiment. The process of this flowchart is repeatedly executed while the system of the vehicle 1 is running.

[0051] In step S100, the ECU 20 (processor 22) determines whether the vehicle 1 is running in regenerative mode. If the vehicle 1 is running in regenerative mode (step S100; Yes), the process proceeds to step S102. On the other hand, if the vehicle 1 is not running in regenerative mode (step S100; No), the process proceeds to step S108.

[0052] In step S102, the ECU 20 determines whether the battery input limit Winb is equal to or greater than a predetermined threshold TH1. As already described, the battery input limit Winb is calculated as a value based on, for example, the temperature and charging rate of the battery 12, and changes depending on, for example, the running load when the vehicle 1 is decelerating.

[0053] If the battery input limit Winb is equal to or greater than the threshold value TH1 (step S102; Yes), the process proceeds to step S104. In step S104, the ECU 20 executes the first regenerative power control. Specifically, the ECU 20 calculates the regenerative input limit Winr by adding the auxiliary power Pa1 to the battery input limit Winb (negative value) calculated in step S102. Then, the ECU 20 controls the regenerative power Pmr so that it does not exceed the calculated regenerative input limit Winr.

[0054] The auxiliary power Pa1 used in the calculations in step S104 and step S112 described below is, for example, a "predetermined specification value." Specifically, if the auxiliary 40 is an air conditioner, the maximum power consumption of the air conditioner (e.g., 7 kW) is used as the specification value. If the auxiliary 40 is the above-mentioned DC / DC converter, the maximum rated power of the DC / DC converter is used as the specification value. If the auxiliary 40 is the above-mentioned AC power supply device (e.g., AC 100 V power supply device), the maximum power consumption of the AC power supply device (e.g., 1.5 kW) is used as the specification value. Furthermore, if it is assumed that multiple auxiliaries are operating as the auxiliary 40, the auxiliary power Pa1 corresponds to the sum of the power consumptions of the multiple auxiliaries.

[0055] On the other hand, if the battery input limit Winb is less than the threshold value TH1 (step S102; No), the process proceeds to step S106. In step S106, the ECU 20 executes the second regenerative power control. In the second regenerative power control, the basic relationship R0 shown in FIG. 2A is used. That is, the battery input limit Winb is used as is as the input limit Win of the regenerative power Pmr. Therefore, in the second regenerative power control, the ECU 20 controls the regenerative power Pmr so that it does not exceed the battery input limit Winb.

[0056] In step S108 following step S104 or S106, the ECU 20 determines whether the vehicle 1 is powered. If the vehicle 1 is powered (step S108; Yes), the process proceeds to step S110. On the other hand, if the vehicle 1 is not powered (step S108; No), the process proceeds to return.

[0057] In step S110, the ECU 20 determines whether the battery output limit Woutb is equal to or less than a predetermined threshold TH2. As already described, the battery output limit Woutb is calculated as a value that is determined based on, for example, the temperature and charging rate of the battery 12 and that changes depending on, for example, the running load when the vehicle 1 is accelerating.

[0058] If the battery output limit Woutb is equal to or less than the threshold value TH2 (step S110; Yes), the process proceeds to step S112. In step S112, the ECU 20 executes the first power running control. Specifically, the ECU 20 calculates the power running output limit Woutd by subtracting the auxiliary electric power Pa1 from the battery output limit Woutb calculated in step S110. Then, the ECU 20 controls the power running power Pmd so that it does not exceed the calculated power running output limit Woutd.

[0059] On the other hand, if the battery output limit Woutb is greater than the threshold value TH2 (step S110; No), the process proceeds to step S114. In step S114, the ECU 20 executes the second power running control. In the second power running power control, the basic relationship R0 shown in FIG. 4(A) is used. That is, the battery output limit Woutb is used as is as the output limit Wout of the power running power Pmd. Therefore, in the second power running power control, the ECU 20 controls the power running power Pmd so that it does not exceed the battery output limit Woutb.

[0060] As described above, according to the process shown in FIG. 6, when the battery input limit Winb is less than the threshold value TH1 (the first running condition is not met), the basic relationship R0 shown in FIG. 2A is used. That is, the second regenerative power control is executed. As a result, compared to an example in which the first regenerative power control is always used during regenerative running in consideration of the issues described with reference to FIG. 3A, it is possible to take measures to prevent a sudden change in the regenerative torque Tmr while minimizing the need to limit the regenerative torque Tmr in advance to avoid such a sudden change. This effect also applies to the execution of the second power running power control when the battery output limit Woutb is greater than the threshold value TH2 (the second running condition is not met).

[0061] Furthermore, according to the process shown in FIG. 6 , a “predetermined specification value” such as the maximum power consumption of the auxiliary device 40 is used as the auxiliary power Pa1 for calculating the regeneration input limit Winr and the power running output limit Woutd. In this regard, for example, the actual power consumption of the auxiliary device 40 may be used as the auxiliary power Pa1 instead of the specification value. However, the actual power consumption may constantly change while the auxiliary device 40 is operating. When the auxiliary power Pa1 changes, the regeneration input limit Winr and the power running output limit Woutd calculated as described above also change. This leads to changes in the regeneration torque Tmr and the power running torque Tmd, as well as changes in the deceleration and acceleration of the vehicle 1. In contrast, by using a specification value (i.e., a fixed value) such as the maximum power consumption as the auxiliary power Pa1, it is possible to appropriately implement measures using the first regeneration power control and the first power running power control while avoiding changes in the acceleration and deceleration of the vehicle 1 due to changes in the actual power consumption of the auxiliary device 40. In addition, by using the value indicating the maximum load of the auxiliary device 40, such as the maximum power consumption, as the above-mentioned specification value, the following effect can be obtained: That is, regardless of the magnitude of the actual power consumption of the auxiliary device 40 when the auxiliary device 40 is turned on to off or off to on, the first regenerative power control and the first power running power control can be used to suitably suppress changes in the acceleration / deceleration of the vehicle 1 caused by turning the auxiliary device 40 on / off. [Explanation of symbols]

[0062] 1 vehicle, 10 power train, 12 battery, 14 electric motor, 16 power control unit (PCU), 20 electronic control unit (ECU), 22 processor, 24 storage device, 30 sensor, 40 auxiliary device

Claims

1. a power train including a battery and an electric motor operated by electric power from the battery, the power train being capable of performing regenerative running by using the electric motor as a generator when the vehicle is decelerating; an auxiliary device that operates using power from the battery; A control device for controlling a vehicle comprising: an electronic control unit that controls the regenerative power of the electric motor during the regenerative running; Under a first running condition in which the battery input limit as the allowable maximum charging power of the battery changes to become stricter during the regenerative running, the electronic control unit calculates a regenerative input limit by adding the power consumption of the auxiliary device to the battery input limit, which is a negative value, and executes a first regenerative power control to control the regenerative power so as not to exceed the regenerative input limit; The electronic control unit When the battery input limit is equal to or greater than a first threshold, the first regenerative power control is executed; When the battery input limit is less than the first threshold, a second regenerative power control is executed to control the regenerative power so that the battery input limit is not exceeded. Vehicle control device.

2. a powertrain including a battery and an electric motor operated by electric power from the battery, the powertrain being capable of powering the vehicle by using the electric motor when the vehicle accelerates; an auxiliary device that operates using power from the battery; A control device for controlling a vehicle comprising: an electronic control unit that controls the power of the electric motor during power running, Under a second running condition in which the battery output limit as the allowable maximum discharge power of the battery changes to become stricter during power running, the electronic control unit calculates a power running output limit by subtracting the power consumption of the auxiliary equipment from the battery output limit, which is a positive value, and executes a first power running power control to control the power running power so as not to exceed the power running output limit; The electronic control unit When the battery output limit is equal to or less than a second threshold, the first power running power control is executed; When the battery output limit is greater than the second threshold value, a second power running control is executed to control the power running so as not to exceed the battery output limit. Vehicle control device.

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

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