JP7679779B2 - Electric vehicle control system - Google Patents

Description

This disclosure relates to a control system for an electric vehicle.

Conventionally, control systems for electric vehicles having a drive battery, a rotating electric machine such as a motor or generator, and electrical 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 electrical equipment, and maximizes the power converted by the DC-DC converter when the motor is regenerated. 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.

For example, Patent Document 2 discloses a control system for an electric vehicle that starts the internal combustion engine if 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.

JP 2014-23294 A JP 2010-136495 A

The drive battery has internal resistance. For this reason, as the power input and output to and from the drive 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 drive battery, and the power output from the drive battery to electrical equipment, must be controlled taking into account the internal loss of the drive battery. Patent Document 1 and Patent Document 2 do not disclose a control system for an electric vehicle that takes into account internal loss.

The objective of this disclosure is to provide a control system for an electric vehicle that takes into account the internal losses that occur in the battery that inputs and outputs power to the rotating electric machine.

The control system for an electric vehicle according to the present disclosure includes a rotating electric machine mounted on 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 the 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 in priority to the second electric power, calculates a third electric power input/output to the first battery based on the first electric power, and determines the second electric power based on the third electric power.

According to this control system for an electric vehicle, the first power is determined as a priority over the second power, a third power input to and output 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 can be performed taking into account the internal loss of the first battery.

This disclosure provides a control system for an electric vehicle that takes into account the internal losses that occur in the battery that inputs and outputs power to the rotating electric machine.

1 is a system diagram of an electric vehicle according to an embodiment of the present disclosure. 4 is a flowchart showing a control procedure of a control device for an electric vehicle according to an embodiment of the present disclosure. FIG. 2 is a schematic diagram illustrating power flow according to an embodiment of the present disclosure.

Embodiments of the present disclosure will be described below with reference to the drawings. In the following description, the longitudinal direction of the vehicle is indicated as Q in the drawings, and 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.

As shown in FIG. 1, the electric vehicle control system 1 according to this 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 electrical device: DCDC) 24, electrical components 26, and a low-voltage battery (an example of a second battery) 28.

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 the 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.

The front inverter 18 has a generator control unit (GCU) 4a that controls the generator 4, a front motor control unit (FrMCU) 6a, and a generator control unit (GCU) 4a that controls the generator 4. The front motor control unit 6a receives signals from the control unit 20 and controls the regeneration and power running of the front motor 6 so that the front motor 6 is in the 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 unit (RMCU) 8a. The rear motor control unit 8a receives signals from the control unit 20 and controls the regeneration and power running of the rear motor 8 so that the rear motor 8 is in the desired operating state.

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. The 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 receives signals 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.

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 the generator 4 is driven by the internal combustion engine 2, it 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 the desired operating state.

The driving battery 10 outputs power to each motor and generator 4, and also receives the power generated by each motor and generator 4. The driving battery 10 of this embodiment is composed of a secondary battery such as a lithium ion battery, and has a battery module (not shown) that is composed of a plurality of 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, 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. A high-voltage cable connected to the front motor 6 and generator 4 via the front inverter 18, a high-voltage cable connected to the rear motor 8 via the rear inverter 8b, and a high-voltage cable connected to the DC-DC converter 24 are connected to the terminal 10b of the drive battery 10.

The control device 20 performs at least the following controls: control for switching between driving modes; start control for starting the internal combustion engine 2 by motoring it with the generator 4 in each driving mode; power generation control for making the generator 4 generate electricity; and control for regenerating and powering each motor.

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

In the EV driving mode, the control device 20 releases the clutch 16a and stops the internal combustion engine 2, and supplies (outputs) the 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 power generated by the generator 4 to each motor. At this time, a part of the power generated by the generator 4 is input to the drive battery 10 and charged. 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 power generation by the generator 4. Therefore, the power generated by the generator 4 is input to the drive battery 10.

In addition, when the control device 20 brakes the electric vehicle C by regenerating each motor in each driving mode, the control device 20 inputs the electric power generated by the regeneration of each motor to the drive battery 10.

In each driving 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 drive battery 10, and the auxiliary engine output power (an example of a second power) Sp output from the drive battery 10 to the DC-DC converter 24. The control device 20 determines the main engine input/output power Mp in priority to 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 drive 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 drive 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 drive battery 10, the control device 20 may set the main engine input/output power Mp to a positive value.

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

In addition, in this embodiment, various control devices including the engine control device 2a, generator control device 4a, front motor control device 6a, rear motor control device 8a, and battery monitoring unit 10a are each provided separately from the control device 20. The various control devices are each 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 an arithmetic unit, a memory, an input/output buffer, etc.

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. The accelerator pedal 22 is provided with an accelerator position sensor 22a that detects the depression position. The accelerator position sensor 22a is electrically connected to the control device 20 and transmits the accelerator depression position (accelerator opening Th) to the control device 20.

The DC-DC converter 24 is a device that reduces 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 that can be driven by a low-voltage power source (e.g., a 12V power source), and cooling devices that cool the internal combustion engine 2 and the front motor 6. The electrical components 26 may be various control devices such as the control device 20 and the engine control device 2a.

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

Next, the control procedure of the control device 20 of this embodiment will be described using the flowchart in FIG. 2 and the schematic diagram in FIG. 3. The control device 20 starts its 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 will also be omitted in FIG. 3.

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 drive battery 10 based on, for example, the voltage Bv, charging rate SOC, degradation state SOH, and battery temperature Btmp of the drive battery 10, 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.

In step S2, the control device 20 determines whether the mode is the EV driving mode. If the control device 20 determines that the mode is the EV driving mode (step S2 YES), 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 the 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 proceeds to step S4.

In step S4, 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 greater than a first predetermined charging rate SOCt1. The first predetermined charging rate SOCt1 may be a charging rate at which the power supplied from the low-voltage battery 28 to the electrical components 26 is not insufficient.

If the control device 20 determines in step S4 that the charging rate SOC2 is equal to or greater 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 greater 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 based on whether the power supplied from the low-voltage battery 28 to the electrical components 26 is sufficient. If the control device 20 determines in step S4 that the charging rate SOC2 is less than the first predetermined charging rate SOCt1 (step S4: NO), the control device 20 proceeds to step S1.

If the control device 20 determines in step S5 that the charging rate SOC2 is less than the second predetermined charging 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 input/output power Mp and the reference auxiliary output power Sp0 are negative values. That is, both the main input/output power Mp and the reference auxiliary output power Sp0 are output from the drive battery 10.

In such a case, the current flowing through the drive battery 10 increases, and the internal resistance of the drive battery 10 increases. Therefore, 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. Therefore, 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.

If the control device 20 determines in step S4 that the charging rate SOC2 is less than the first predetermined charging rate SOCt1 (step S4 NO), the control device 20 proceeds to step S1.

When the control device 20 determines that the charging rate SOC2 is equal to or higher than the second predetermined charging 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 the control device 20 stops the output of the auxiliary output power Sp, the process proceeds to step S1.

If the control device 20 determines in step S2 that the EV driving mode is not selected (step S2 NO), the process proceeds to step S8. In step S8, the control device 20 determines whether the driving mode is selected in series driving mode. If the control device 20 determines that the driving mode is selected in 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 generated power Gp is greater than the motor power Fp. Therefore, a portion of the generated power 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 proceeds to step S10.

In step S10, 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. The third predetermined charging rate SOCt3 may be a charging rate at which the power supplied by the low-voltage battery 28 to the electrical components 26 is insufficient.

When the control device 20 determines in step S10 that the charging rate SOC2 is equal to or lower than the third predetermined charging 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 the 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. In this embodiment, when executing the output boost mode, the control device 20 increases the auxiliary output power Sp in multiple stages according to the driving mode. In the series driving 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 driving mode. As a result, the control device 20 executes the first output boost mode in which the auxiliary output power Sp is smaller than in the parallel driving mode described below.

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

If the control device 20 determines that the charging rate SOC2 is greater than the third predetermined charging rate SOCt3 (step S10: NO), the process proceeds to step S1.

If the control device 20 determines in step S8 that the mode is not the series driving mode (step S8 NO), the process proceeds to step S12. In step S12, the control device 20 determines whether the mode is the parallel driving mode. If the control device 20 determines that the mode is the parallel driving 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 driving 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 the control device 20 calculates the battery input/output power Bp in step S13, the process proceeds to step S14.

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 the 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 increase mode (an example of the second mode) that increases the output to the DC-DC converter 24. In the parallel running mode, the generated power Gp becomes the main input/output power Mp as described above. Therefore, the main input/output power Mp input to the driving battery 10 is larger than in the series running mode. As a result, the control device 20 executes the second output increase mode in which the auxiliary output power Sp is larger than in the series running mode. As a result, a portion of the main input/output power Mp becomes the auxiliary output power Sp, which is larger than in the series running 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.

If the control device 20 determines that the charging rate SOC2 is greater than the third predetermined charging rate SOCt3 (step S14: NO), the control device 20 proceeds to step S1.

If the control device 20 determines in step S12 that the parallel driving mode is not set (step S12 NO), 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 the brake pedal or a brake switch (not shown). If the control device 20 determines that each motor is regenerating (step S16 YES), the process proceeds to step S17 and 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 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 S15 and after are the same as in the parallel running mode, so the explanation is omitted.

When each motor is regenerating, the control device 20 may set the auxiliary output power Sp to be greater than that in the second output increase mode. When the control device 20 determines that regeneration is not occurring (step S16: NO), the control device 20 proceeds to step S1. The control device 20 repeats this control procedure at predetermined intervals.

As described above, according to the control system 1 of the electric vehicle C disclosed herein, the control device 20 determines the main engine input/output power Mp in priority to the auxiliary 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 output power Sp based on the battery input/output power Bp. The battery input/output power Bp is the power related to the internal loss of the driving battery 10.

For example, when the electric vehicle C is in an EV driving mode where it is driven only by each motor, the control device 20 executes an output suppression mode that suppresses the output to the DC-DC converter 24, and suppresses the auxiliary output power Sp below the reference auxiliary output power Sp0. This reduces the battery input/output power Bp, and reduces the power flowing to the drive battery 10. As a result, internal losses are reduced.

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 that increases the output to the DC-DC converter 24, and increases the auxiliary output power Sp 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 drive battery 10 decreases. As a result, internal losses decrease. In this way, the control system 1 of this electric vehicle C allows control that takes into account the internal losses of the drive battery 10.

<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.

(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 does not have an internal combustion engine 2. The EV driving mode control 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 of the electric vehicle C disclosed herein may be applied to a plug-in hybrid vehicle that can be externally charged or externally powered.

(b) In the above embodiment, an example is described in which 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.

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

(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, for example, 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 multiple such maps according to the charging rate of the low-voltage battery 28.

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: driving battery (an example of a first battery), 20: control device 24: DC-DC converter (an example of an electrical device)
28: Low-voltage battery (an example of the second battery)
C: Electric vehicle,
SOC2: Charging rate SOCt1: First predetermined charging rate SOCt2: Second predetermined charging rate SOCt3: Third predetermined charging rate Mp: Main engine input/output power (an example of first power)
Sp: Auxiliary output power (an example of the second power)
Bp: Battery input/output power (an example of the third power)

Claims (5)

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. 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 . 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 . 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 . 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 .