Electric vehicle control device

Abstract

This control device for an electric vehicle comprises: a battery power calculation unit that, when establishing the output power of a travel battery as a positive value and the input power as a negative value, calculates an output limit power lower than the output threshold power of the travel battery, and calculates an input limit power higher than the input threshold power of the travel battery; a drive control unit that controls a travel motor and a generator such that the actual power of the travel battery is less than or equal to the output limit power and greater than or equal to the input limit power; a first limit power correction unit that, if the actual power of the travel battery exceeds one among the output limit power and the input limit power, performs a correction so as to suppress said one among the output limit power and the input limit power; and a second limit power correction unit that, if a correction has been performed so as to suppress said one among the output limit power and the input limit power, performs a correction such that the correction amount of the other among the output limit power and the input limit power is the same as or greater than the correction amount of said one among the output limit power and the input limit power.

Description

[Technical Field]

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

[0002] Patent Document 1 discloses a control device for an electric vehicle including a traction motor, a traction battery that charges the traction motor with power, and a generator that generates power to supply to the traction motor. This electric vehicle control device includes an input / output limit power setting unit that sets an output limit power from the traction battery based on the output limit power of the traction battery and an input limit power to the traction battery based on the input limit power of the traction battery, assuming that the output power from the traction battery is positive and the input power to the traction battery is negative, and a correction unit that corrects the value of the output limit power. The correction unit performs a first correction to negatively correct the output limit power when the actual output power from the traction battery exceeds the output limit power in the positive direction, and a second correction to make the output limit power after the first correction equal to or greater than the input limit power. The correction unit also performs a third correction to positively correct the input limit power when the actual input power to the traction battery exceeds the input limit power in the negative direction. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-118558 Summary of the Invention [Problem to be solved by the invention]

[0004] According to the control device for an electric vehicle disclosed in Patent Document 1, when the actual output power from the driving battery exceeds the output limit power in the positive direction, the output limit power is corrected in the negative direction, thereby reducing the difference between the output limit power and the input limit power, and the amount of power that can be generated. Furthermore, when the actual input power to the driving battery exceeds the input limit in the negative direction, the input limit power is corrected in the positive direction, thereby reducing the difference between the output limit power and the input limit power, and the amount of power that can be generated. As such, when the amount of power that can be generated decreases, the rate at which the generator's power generation amount increases is also suppressed, limiting the driving performance of the electric vehicle.

[0005] In view of the above circumstances, at least one embodiment of the present invention aims to provide a control device for an electric vehicle that can maintain the driving performance of the electric vehicle even if the actual power of the driving battery exceeds either the output limit power or the input limit power. [Means for solving the problem]

[0006] (1) A control device for an electric vehicle according to at least one embodiment of the present invention is a control device for an electric vehicle that includes a traction motor that drives drive wheels, a traction battery that supplies power to the traction motor, and a generator that generates power to charge the traction battery. The control device includes: a battery power calculation unit that calculates an output limit power that is smaller than the output limit power of the traction battery and an input limit power that is larger than the input limit power of the traction battery, while taking the output power of the traction battery as a positive value and the input power as a negative value; a drive control unit that controls the traction motor and the generator so that the actual power of the traction battery is equal to or smaller than the output limit power and equal to or larger than the input limit power; a first limit power correction unit that suppresses either the output limit power or the input limit power when the actual power of the traction battery exceeds either the output limit power or the input limit power; and a second limit power correction unit that corrects either the output limit power or the input limit power so that the other of the output limit power or the input limit power is greater than the correction amount of the other when the other is corrected.

[0007] According to the configuration of (1) above, when the actual power of the traction battery exceeds either the output power limit or the input power limit, that one is suppressed, so that the actual power of the traction battery eventually becomes less than the output power limit but greater than or equal to the input power limit before correction. Furthermore, when either the output power limit or the input power limit is corrected, the other is corrected to be equal to or greater than the correction amount of the other. Therefore, the drive power and generated power become the difference between the corrected output power limit and the corrected input power limit, and the drive power and generated power before correction are maintained. This maintains the rate at which the generator's power generation amount increases, so the driving performance of the electric vehicle can be maintained even if the actual power of the traction battery exceeds either the output power limit or the input power limit.

[0008] (2) In some embodiments, in the configuration of (1) above, the first limit power correction unit corrects the output limit power to be smaller when the actual power of the driving battery exceeds the output limit power, and the second limit power correction unit corrects the input limit power to be larger by the same amount as or greater than the correction amount of the output limit power when the output limit power is corrected.

[0009] According to the configuration of (2) above, when the actual power (actual output power) of the traction battery exceeds the output limit power, the output limit power is corrected to be smaller, so that the actual power (actual output power) of the traction battery eventually falls below the output limit power before correction. Furthermore, when the output limit power is corrected, the input limit power is corrected to be equal to or greater than the correction amount of the output limit power. Therefore, the drive power and generated power become the difference between the corrected output limit power and the corrected input limit power, and the drive power and generated power before correction are maintained. This maintains the rate at which the generator's power generation amount increases, so the driving performance of the electric vehicle can be maintained even if the actual power (actual output power) of the traction battery exceeds the output limit power.

[0010] (3) In some embodiments, in the configuration of (1) above, the first limit power correction unit corrects the input limit power to be larger when the actual power of the driving battery exceeds the input limit power, and the second limit power correction unit corrects the output limit power to be larger by the same amount as or greater than the correction amount of the input limit power when the input limit power is corrected.

[0011] According to the configuration of (3) above, when the actual power (actual input power) of the traction battery exceeds the input limit power, the input limit power is corrected to be larger, so that the actual power (actual input power) of the traction battery eventually becomes equal to or larger than the input limit power before correction. Furthermore, when the input limit power is corrected, the output limit power is corrected to be equal to or larger than the correction amount of the input limit power. Therefore, the drive power and generated power become the difference between the corrected output limit power and the corrected input limit power, and the drive power and generated power before correction are maintained. This maintains the rate at which the generator's power generation amount increases, so the driving performance of the electric vehicle can be maintained even if the actual power (actual input power) of the traction battery exceeds the input limit power.

[0012] (4) In some embodiments, in the configuration of (1) above, when the first limit power correction unit corrects the output limit power, the second limit power correction unit resets the correction amount of the input limit power before correcting the input limit power.

[0013] According to the configuration (4) above, when the first limit power correction unit corrects the output limit power, the correction amount of the input limit power is reset before correcting the input limit power. Therefore, even when the first limit power correction unit corrects the output limit power after correcting the input limit power, the correction amount of the input limit power can be set appropriately.

[0014] (5) In some embodiments, in the configuration of (1) above, when the first limit power correction unit corrects the input limit power, the second limit power correction unit resets the correction amount of the output limit power before correcting the output limit power.

[0015] According to the configuration (5) above, when the first limit power correction unit corrects the input limit power, the correction amount of the output limit power is reset before correcting the output limit power. Therefore, even when the first limit power correction unit corrects the input limit power after correcting the output limit power, the correction amount of the output limit power can be set appropriately.

[0016] (6) In some embodiments, in the configuration of (2) or (4) above, the first limit power correction unit sets a correction amount for the output limit power based on the output limit power and the actual power of the driving battery.

[0017] According to the configuration (6) above, the correction amount for the output limit power is set based on the output limit power and the actual power (actual output power) of the driving battery, so that the actual power (actual output power) of the driving battery can be quickly converged to a value equal to or less than the output limit power before correction.

[0018] (7) In some embodiments, in the configuration of (3) or (5) above, the first limit power correction unit sets the correction amount of the input limit power based on the input limit power and the actual power of the driving battery.

[0019] According to the configuration (7) above, the correction amount for the input limit power is set based on the input limit power and the actual power (actual input power) of the driving battery, so that the actual power (actual input power) of the driving battery can be quickly converged to below the input limit power before correction. [Effects of the Invention]

[0020] According to at least one embodiment of the present invention, even if the actual power of the traction battery exceeds either the output power limit or the input power limit, the driving performance of the electric vehicle can be maintained. [Brief explanation of the drawings]

[0021] [Figure 1] 1 is a schematic diagram showing an electric vehicle according to an embodiment; [Figure 2]2 is a block diagram showing a control configuration of the electric vehicle shown in FIG. 1. FIG. [Figure 3] 3 is a diagram showing the relationship between the drive power calculated by the drive power calculation section shown in FIG. 2 and the generated power calculated by the generated power calculation section. FIG. [Figure 4] 3 is a block diagram showing the calculation configuration of the battery power calculation unit shown in FIG. 2 when discharging the driving battery. FIG. [Figure 5] 3 is a block diagram showing a calculation configuration of a battery power calculation unit shown in FIG. 2 when charging a driving battery. FIG. [Figure 6] FIG. 10 is a block diagram illustrating the relationship between the output limit power during discharging and the input limit correction amount during charging, and the relationship between the input limit power during charging and the output limit correction amount during discharging. [Figure 7] 10 is a flowchart showing the control contents of an output limit correction unit and an input limit correction unit. [Figure 8] 10 is a time chart showing the relationship between the output limit correction amount, the input limit correction amount, and the increase rate of the drive power; DETAILED DESCRIPTION OF THE INVENTION

[0022] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. However, the dimensions, materials, shapes, relative positions, etc. of components described as embodiments or shown in the drawings are merely illustrative examples and are not intended to limit the scope of the present invention.

[0023] [Overall configuration of electric vehicle] Fig. 1 is a schematic diagram showing an electric vehicle according to an embodiment, and Fig. 2 is a block diagram showing a control configuration of the electric vehicle shown in Fig. 1.

[0024] As shown in FIG. 1, an electric vehicle 1 according to this embodiment is powered by an engine 10 and traction motors 12, 14. In addition to the engine 10 and the traction motors 12, 14, the electric vehicle 1 also includes a generator 16 driven by the engine 10 and a traction battery 18 that charges with electric power generated by the generator 16. The electric vehicle 1 can be operated in one of three modes: an EV mode in which the traction motors 12, 14 drive drive wheels 20, 22 using electric power supplied from the traction battery 18; a series driving mode in which the traction motors 12, 14 drive drive wheels 20, 22 using electric power supplied from the generator 16; or a parallel driving mode in which the engine 10 drives the drive wheels. The electric vehicle 1 shown in FIG. 1 is a four-wheel drive electric vehicle, but may also be a two-wheel drive electric vehicle. The electric vehicle 1 may also be a plug-in hybrid vehicle that can be externally charged by an external power source or externally supplied with electric power from the traction battery 18.

[0025] [Control configuration of electric vehicles] As shown in FIG. 2 , the traction battery 18 is provided with a battery management unit (BMU) 24, which manages the output power limit, input power limit, battery voltage, battery current, and battery temperature of the traction battery 18, and notifies these to a control device (vehicle ECU) 26 of the electric vehicle 1, which is electrically connected to the battery management unit 24. Motor control devices (MCUs) 28, 30, an engine control device (ENGECU) 32, and a generator control device (GCU) 34 are electrically connected to the control device 26 of the electric vehicle 1. The motor control devices 28, 30 are electrically connected to the traction motors 12, 14, respectively, and the motor control devices 28, 30 control the traction motors 12, 14 based on the required torque (MCU required torque) notified by the control device 26 of the electric vehicle 1, while the motor control devices 28, 30 notify the control device 26 of the electric vehicle 1 of power loss. The engine 10 is connected to the engine control device 32, and the engine control device 32 controls the engine 10 based on the required torque (ENG required torque) notified by the control device 26 of the electric vehicle 1. The generator 16 is electrically connected to the generator control device 34, and the generator control device 34 controls the generator 16 based on the required torque (GEN required torque) notified by the control device 26 of the electric vehicle 1, while notifying the control device 26 of the electric vehicle 1 of the power loss from the generator control device 34.

[0026] [Control device configuration] The control device 26 of the electric vehicle 1 is provided with a battery power calculation unit 36 ​​that calculates the output power limit and input power limit for limiting the discharge and charge of the driving battery 18, and a drive control unit 38 that calculates the drive power of the driving motors 12, 14 and the power generated by the generator 16. The control device 26 of the electric vehicle 1 manages the discharge power (output power) of the driving battery 18 as a positive value and the charge power (input power) as a negative value. In the following description, unless otherwise specified, the discharge power (output power) is taken as a positive value and the charge power (input power) is taken as a negative value.

[0027] [Configuration of battery power calculation section] The battery power calculation unit 36 ​​is provided with an output limit power calculation unit 40 that calculates the output limit power and an input limit power calculation unit 42 that calculates the input limit power. The output limit power calculated by the output limit power calculation unit 40 is smaller than the output limit power of the driving battery 18, and is calculated based on, for example, the output limit power, charging rate (SOC (State Of Charge)) and battery temperature of the driving battery 18. The input limit power calculated by the input limit power calculation unit 42 is larger than the input limit power of the driving battery 18, and is calculated based on, for example, the input limit power of the driving battery 18.

[0028] The drive control unit 38 is provided with a drive power calculation unit 44 that calculates the drive power of the traction motors 12 and 14 and a generated power calculation unit 46 that calculates the generated power of the generator 16 .

[0029] [Relationship between driving power and generated power] FIG. 3 is a diagram showing the relationship between the drive power calculated by the drive power calculation section 44 shown in FIG. 2 and the generated power calculated by the generated power calculation section 46. In FIG.

[0030] As shown in FIG. 3, the drive power calculation unit 44 and the generated power calculation unit 46 have a loop structure in which the drive power calculation unit 44 refers to the generated power and the generated power calculation unit 46 refers to the drive power, and the drive power calculation unit 44 and the generated power calculation unit 46 are synchronized at predetermined intervals to alternately calculate the drive power and the generated power.

[0031] The drive power is the smaller of the power that the traction motors 12, 14 can consume and the power required to output the drive torque requested by the driver. Therefore, the drive power calculation unit 44 calculates the power that the traction motors 12, 14 can consume (upper limit drive power) and the power required to output the drive torque requested by the driver (driver requested power), and sets the smaller as the drive power. The power that the traction motors 12, 14 can consume is the sum of the output limit power of the traction battery 18 and the power generated by the generator 16, but the power that the traction motors 12, 14 can consume is the sum of the output limit power calculated by the output limit power calculation unit 40 and the generated power (n-1 generated power) calculated by the generated power calculation unit 46 minus the power consumed by the auxiliary devices. The power required to output the drive torque requested by the driver is determined from the driver's accelerator operation and the traveling speed of the electric vehicle 1. Therefore, when the output limit power is Pout, the generated power is GEN, and the power consumed by the auxiliary equipment (auxiliary equipment power) is AUX, the drive power DRV is expressed by the following formula 1.

[0032]

number

[0033] As described above, the control device 26 of the electric vehicle 1 manages the charging power (input power) of the driving battery 18 as a negative value. However, here, the charging power (input power) of the driving battery is described as a positive value (a special case). The generated power is the smaller of the power that the generator 16 is allowed to generate and the power required to output the driving torque requested by the driver. Therefore, the generated power calculation unit 46 calculates the power that the generator 16 is allowed to generate (upper limit power generation) and the power required to output the driving torque requested by the driver (target generated power), and sets the smaller as the generated power. The power that the generator 16 is allowed to generate is the sum of the input limit power of the driving battery 18 and the driving power of the driving motors 12, 14. However, the power that the generator 16 is allowed to generate is the sum of the input limit power calculated by the input limit power calculation unit 42 and the driving power calculated by the driving power calculation unit 44, plus the power consumed by the auxiliary equipment. The electric power required to output the drive torque requested by the driver can be calculated from the accelerator operation by the driver and the traveling speed of the electric vehicle 1. Therefore, if the drive power is DRV, the input power limit is Pin, and the power consumption of the auxiliary equipment (auxiliary equipment power) is AUX, the generated electric power GEN is expressed by the following equation 2.

[0034]

number

[0035] [Calculation configuration during discharge] FIG. 4 is a block diagram showing the calculation configuration of the battery power calculation unit 36 ​​shown in FIG. 2 when the driving battery 18 is being discharged.

[0036] As shown in FIG. 4, in the calculation configuration of the battery power calculation unit 36 ​​when the driving battery 18 is being discharged, the output limit power calculation unit 40 (40A) includes an output limit correction unit 48 (first limit power correction unit) that corrects the output limit power to be smaller when the actual power (actual output power) exceeds the output limit power.

[0037] In the example shown in FIG. 4, the output limit power is the power obtained by subtracting a margin from the output limit power ([output limit power] - [margin] = [output limit power]). The output limit power is a positive value or 0, and to prevent the output limit power from becoming smaller than 0, the value obtained by subtracting the margin from the output limit power is compared with 0, and the larger value is set to the output limit power. Furthermore, the output limit power is suppressed when the state of charge (SOC) is equal to or lower than a predetermined threshold, or when the battery temperature is equal to or higher than a predetermined threshold.

[0038] The actual power (actual output power) is the product (VA) of the battery voltage (V) and battery current (A) notified by the battery management unit 24, and the output limit correction unit 48, for example, corrects the output limit power so that it is smaller by a correction amount A (hereinafter referred to as "output limit correction amount A"), and determines the power obtained by subtracting the output limit correction amount A from the output limit power before correction as the corrected output limit power (final value) ([output limit power before correction] - [output limit correction amount A] = [corrected output limit power]).

[0039] In the calculation configuration of the battery power calculation unit 36 ​​when the driving battery 18 is being discharged, the input limit power calculation unit 42 (42A) includes an input limit correction unit 50 (second limit power correction unit) that corrects the input limit power so that it is larger when the output limit correction unit 48 corrects the output limit power.

[0040] The input limit power is, for example, the power obtained by adding a margin to the input limit power ([input limit power] + [margin] = [input limit power]). The input limit correction unit 50 corrects the input limit power so that it is smaller by a correction amount B (hereinafter referred to as "input limit correction amount B"), and determines the power obtained by subtracting the input limit correction amount B from the input limit power before correction as the corrected input limit power (final value) ([input limit power before correction] - [input limit correction amount B] = [corrected input limit power]).

[0041] [Calculation configuration during charging] FIG. 5 is a block diagram showing the calculation configuration of the battery power calculation unit 36 ​​shown in FIG. 2 when charging the driving battery 18.

[0042] As shown in Figure 5, in the calculation configuration of the battery power calculation unit 36 ​​when charging the driving battery 18, the input limit power calculation unit 42 (42B) includes an input limit correction unit 52 (first limit power correction unit) that corrects the input limit power to be larger when the actual power (actual input power) exceeds the input limit power.

[0043] In the example shown in Fig. 5, the input power limit is the power obtained by adding a margin to the input power limit. The input power limit is a negative value or 0, and the power obtained by adding the margin is the input power limit ([input power limit] + [margin] = [input power limit]).

[0044] The input limit correction unit 52 corrects the input limit power so that it increases by a correction amount Z (hereinafter referred to as "input limit correction amount Z"). The input limit power is a negative value or 0, and the power obtained by adding the input limit power before correction to the input limit power by the input limit correction amount Z is set as the corrected input limit power (final value) ([input limit power before correction] + [input limit correction amount Z] = [output limit power after correction]).

[0045] In the calculation configuration of the battery power calculation unit 36 ​​when charging the driving battery 18, the output limit power calculation unit 40 (40B) includes an output limit correction unit 54 (second limit power correction unit) that corrects the output limit power so that it becomes larger when the input limit correction unit 52 corrects the input limit power.

[0046] In the example shown in Figure 5, the output limit power is the power obtained by subtracting a margin from the output limit power ([output limit power] - [margin] = [output limit power]). The output limit power is a positive value or 0, and to prevent the output limit power from becoming smaller than 0, the value obtained by subtracting the margin from the output limit power is compared with 0, and the larger value is set to the output limit power. Furthermore, the output limit power is suppressed when the state of charge (SOC) is equal to or lower than a predetermined threshold, or when the battery temperature is equal to or higher than a predetermined threshold.

[0047] The output limit correction unit 54 corrects the output limit power, for example, so that it increases by a correction amount Y (hereinafter referred to as "output limit correction amount Y"). The output limit correction amount Y is the same as or greater than the above-mentioned input limit correction amount Z, and the power obtained by adding the output limit correction amount Y to the output limit power before correction is set as the corrected output limit power (final value) ([output limit power before correction] + [output limit correction amount Y] = [corrected output limit power]).

[0048] [Relationship between the output limit power during discharge and the input limit correction amount during charge] FIG. 6 is a block diagram illustrating the relationship between the output limit power during discharging and the input limit correction amount Z during charging, and the relationship between the input limit power during charging and the output limit correction amount A during discharging.

[0049] As shown in Fig. 6, the output limit correction unit 48 is provided with an output limit correction amount calculation unit 56 that calculates an output limit correction amount A. The output limit correction amount calculation unit 56 calculates (sets) the output limit correction amount A based on the output limit power and the actual power of the driving battery 18. The output limit correction amount calculation unit 56 is provided with an actual power calculation unit 58 that calculates the actual power of the driving battery 18, and a correction stop condition calculation unit 60. The battery voltage (V) and battery current (A) are input to the actual power calculation unit 58, which calculates the battery power (VA). The input limit power during charging (corrected input limit power) can be input to the correction stop condition calculation unit 60, and when the input limit power during charging is input, the output limit correction amount A becomes zero.

[0050] The input limit correction units 50 and 52 are provided with a discharge correction amount calculation unit 62 that calculates an input limit correction amount B during discharge and a charge correction amount calculation unit 64 that calculates an input limit correction amount Z during charging. The output limit correction amount A calculated by the output limit correction amount calculation unit 56 is input to the discharge correction amount calculation unit 62, which calculates an input limit correction amount B having an absolute value greater than that of the output limit correction amount A. The charge correction amount calculation unit 64 calculates (sets) the input limit correction amount B based on the input limit power and the actual power of the driving battery 18. The charge correction amount calculation unit 64 is provided with an actual power calculation unit 66 that calculates the actual power of the driving battery 18 and a correction stop condition calculation unit 68. The output limit power during discharge (corrected output limit power) can be input to the correction stop condition calculation unit 68, and when the output limit power during discharge is input, the input limit correction amount Z becomes zero.

[0051] [Control contents of the output limit correction unit and input limit correction unit] FIG. 7 is a flowchart showing the control contents of the output limit correction unit 48 and the input limit correction units 50 and 52.

[0052] 7, when the actual power calculated by the actual power calculation unit 58 exceeds the output limit power (step S10: Yes), the correction stop condition calculation unit 68 resets the input limit correction amount Z (input limit correction amount Z=0) (step S12). The output limit correction amount calculation unit 56 calculates the output limit correction amount A (step S14), and the output limit correction unit 48 subtracts the output limit correction amount A from the output limit power before correction to obtain the corrected output limit power (step S16).

[0053] Meanwhile, the discharge correction amount calculation unit 62 calculates the input limit correction amount B (step S18), and the input limit correction unit 50 subtracts the input limit correction amount B from the input limit power before correction to obtain the corrected input limit power (step S20).

[0054] If the actual power calculated by the actual power calculation unit 66 exceeds the input limit power (step S22: Yes), the correction stop condition calculation unit 60 resets the output limit correction amount A (output limit correction amount A=0) (step S24). The charging correction amount calculation unit calculates the input limit correction amount Z (step S26), and the input limit correction unit 52 adds the input limit power before correction to the input limit correction amount Z, and sets the corrected input limit power as the power (step S28).

[0055] Meanwhile, the output limit correction unit 48 calculates the output limit correction amount Y (step S30), and the output limit correction unit 54 adds the output limit power before correction to the output limit correction amount Y to obtain the corrected output limit power (step S32).

[0056] [Relationship between output limit correction amount, input limit correction amount and drive power increase rate] FIG. 8 is a time chart showing the relationship between the output limit correction amount, the input limit correction amount, and the increase in drive power.

[0057] If the power required to output the drive torque requested by the driver (driver required power) exceeds the power that can be consumed by the traction motors 12, 14, the actual power discharged from the traction battery 18 (actual output power) will exceed the output limit power (over-discharge). Repeated over-discharge over a long period of time will damage the traction battery 18. For this reason, an output limit power that is smaller than the output limit power is calculated, and the traction motors 12, 14, the engine 10, and the generator 16 are controlled so that the actual power discharged from the traction battery 18 is equal to or less than the output limit power.

[0058] If the power generated by the traction motors 12, 14 and generator 16 exceeds the power that can be charged to the traction battery 18, the actual power (actual input power) charged to the traction battery 18 will exceed the input limit power (overcharging). Repeated overcharging over a long period of time will damage the traction battery 18. For this reason, the input limit power is calculated to be greater than the input limit power, and the traction motors 12, 14, engine 10, and generator 16 are controlled so that the actual power input to the traction battery 18 is equal to or greater than the input limit power.

[0059] Therefore, in the control device 26 of the electric vehicle 1 according to this embodiment, when the actual power (actual output power) discharged from the driving battery 18 exceeds the output limit power, the output limit correction unit 48 corrects the output limit power so that the output limit power is reduced by the output limit correction amount A. On the other hand, since the generated power and driving power are determined by the difference between the output limit power and the input limit power, correcting the output limit power so that the output limit power is reduced by the output limit correction amount A reduces the generated power and driving power, which deteriorates the driving performance of the vehicle.

[0060] Therefore, by noting that charging and discharging of the driving battery 18 are not performed at the same time, when the output limit correction unit 48 corrects the output limit power so that the output limit power is reduced by the output limit correction amount A, the input limit correction unit 50 corrects the input limit power so that the input limit power is reduced by the input limit correction amount B. The input limit correction amount B only needs to ensure the difference between the output limit power before correction and the input limit power, so it is set to be the same as or greater than the output limit correction amount A.

[0061] Furthermore, in the control device 26 of the electric vehicle 1 according to this embodiment, when the actual power (actual input power) charged to the driving battery 18 exceeds the input limit power, the input limit correction unit 52 corrects the input limit power so that the input limit power is increased by the input limit correction amount Z. As described above, the generated power and driving power are determined by the difference between the output limit power and the input limit power, so if the output limit power is corrected so that the input limit power is increased by the input limit correction amount Z, the generated power and driving power will decrease, and the driving performance of the vehicle will deteriorate.

[0062] Therefore, taking note of the fact that discharging and charging of the driving battery 18 are not performed at the same time, when the input limit correction unit 52 corrects the input limit power so that the input limit power is reduced by the input limit correction amount Z, the output limit correction unit 54 corrects the output limit power so that the output limit power is increased by the output limit correction amount Y. The output limit correction amount Y only needs to ensure the difference between the output limit power and the input limit power before correction, so it is set to be the same as or greater than the input limit correction amount Z.

[0063] [Effects of electric vehicle control devices] According to the control device 26 of the electric vehicle 1, when the actual power (actual output power) of the driving battery 18 exceeds the output limit power, the output limit power is corrected to be smaller, so that the actual power (actual output power) of the driving battery 18 eventually becomes equal to or less than the output limit power before correction. Furthermore, when the output limit power is corrected, the input limit power is corrected to be equal to or greater than the correction amount of the output limit power, so the driving power and generated power become the difference between the corrected output limit power and the corrected input limit power, and the driving power and generated power before correction are maintained. This maintains the rate at which the amount of power generated by the generator 16 increases, so the driving performance of the electric vehicle 1 can be maintained even if the actual power (actual output power) of the driving battery 18 exceeds the output limit power.

[0064] Furthermore, if the actual power (actual input power) of the driving battery 18 exceeds the input limit power, the input limit power is corrected to be larger, so that the actual power (actual input power) of the driving battery 18 eventually becomes equal to or larger than the input limit power before correction. Furthermore, if the input limit power is corrected, the output limit power is corrected to be larger by the same amount as or larger than the correction amount of the input limit power, so the driving power and generated power become the difference between the corrected output limit power and the corrected input limit power, and the driving power and generated power before correction are maintained. This maintains the rate at which the amount of power generated by the generator 16 increases, so that the driving performance of the electric vehicle 1 can be maintained even if the actual power (actual input power) of the driving battery 18 exceeds the input limit power.

[0065] Furthermore, when the output limit correction unit 48 corrects the output limit power, the correction amount for the input limit power is reset before correcting the input limit power. Therefore, even when the output limit correction unit 48 corrects the output limit power after correcting the input limit power, the correction amount for the input limit power can be set appropriately.

[0066] Furthermore, when the input limit correction unit 52 corrects the input limit power, the correction amount for the output limit power is reset before correcting the output limit power. Therefore, even when the input limit correction unit 52 corrects the input limit power after correcting the output limit power, the correction amount for the output limit power can be set appropriately.

[0067] Furthermore, since the output limit correction amount A is set based on the output limit power and the actual power (actual output power) of the driving battery 18, the actual power (actual output power) of the driving battery can be quickly converged to a value equal to or less than the output limit power before correction.

[0068] In addition, since the input limit correction amount Z is set based on the input limit power and the actual power (actual input power) of the driving battery 18, the actual power (actual input power) of the driving battery can be quickly converged to below the input limit power before correction. [Explanation of symbols]

[0069] 1 Electric vehicles 10 Engine 12,14 Traction motor 16 Generator 18. Running battery 20,22 Drive wheels 24 Battery Management Unit (BMU) 26 Electric vehicle control unit (vehicle ECU) 28,30 Motor control unit (MCU) 32 Engine control unit (ENGECU) 34 Generator Control Unit (GCU) 36 Battery power calculation unit 38 Drive control unit 40(40A, 40B) Output limit power calculation section 42(42A, 42B) Input limit power calculation section 44 Drive power calculation section 46 Power generation calculation section 48 Output limit correction unit (first limit power correction unit) 50 Input limit correction unit (second limit power correction unit) 52 Input limit correction unit (first limit power correction unit) 54 Output limit correction unit (second limit power correction unit) 56 Output limit correction amount calculation unit 58 Actual power calculation section 60 Correction stop condition calculation unit 62 Discharge correction amount calculation unit 64 Charging correction amount calculation unit 66 Actual power calculation section 68 Correction stop condition calculation unit A Output limit correction amount B Input limit correction amount Z Input limit correction amount Y Output limit correction amount

Claims

1. a traction motor that drives the drive wheels; a driving battery that supplies power to the driving motor; a generator that generates power to charge the driving battery; A control device for an electric vehicle comprising: The output power of the driving battery is set to a positive value and the input power is set to a negative value, a battery power calculation unit that calculates an output limit power that is smaller than the output limit power of the driving battery and calculates an input limit power that is larger than the input limit power of the driving battery; a drive control unit that controls the driving motor and the generator so that the actual power of the driving battery is equal to or less than the output power limit and equal to or greater than the input power limit; a first limit power correction unit that, when the actual power of the driving battery exceeds either the output limit power or the input limit power, suppresses either the output limit power or the input limit power; a second limit power correction unit that, when one of the limit powers is corrected, corrects the other of the limit power output or the limit power input so that the other is equal to or greater than the correction amount of the other limit power.

2. the first limit power correction unit corrects the output limit power to be smaller when the actual power of the driving battery exceeds the output limit power; the second limit power correction unit corrects the input limit power so that the input limit power becomes equal to or greater than a correction amount of the output limit power when the output limit power is corrected. The control device for an electric vehicle according to claim 1.

3. the first limit power correction unit corrects the input limit power to be larger when the actual power of the driving battery exceeds the input limit power; the second limit power correction unit corrects the limit power so that, when the limit power input is corrected, the limit power output becomes equal to or greater than the correction amount of the limit power input. The control device for an electric vehicle according to claim 1.

4. the second limit power correction unit resets a correction amount of the input limit power before correcting the input limit power when the first limit power correction unit corrects the output limit power. The control device for an electric vehicle according to claim 1.

5. the second limit power correction unit resets a correction amount of the output limit power before correcting the output limit power when the first limit power correction unit corrects the input limit power. The control device for an electric vehicle according to claim 1.

6. The first limit power correction unit sets a correction amount of the output limit power based on the output limit power and actual power of the driving battery. The control device for an electric vehicle according to claim 2 or 4.

7. the first limit power correction unit sets a correction amount of the input limit power based on the input limit power and actual power of the driving battery; The control device for an electric vehicle according to claim 3 or 5.

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