JP2006217750A - Automobile and control method therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more swiftly increase or decrease power outputted from an engine when a driver selects sport driving mode. <P>SOLUTION: When sport driving mode is selected, a lower limit number of engine revolutions Nemin, or the lower limit value of number of revolutions of the engine, is determined based on the remaining capacitance SOC2 of a capacitor connected in parallel with a secondary battery and the vehicle speed V (Steps S140 and S170). Then, the target number of revolutions Ne* of the engine is set to the lower limit number of engine revolutions Nemin or a temporal target number of engine revolutions Netmp on an operation line for efficiently operating the engine 22, whichever is higher (Steps S180, S150, S160, S190, and S200). Thus, the engine can be operated at a number of revolutions whose lower limit is equal to the lower limit number of engine revolutions Nemin, and power outputted from the engine can be swiftly increased or decreased. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an automobile and a control method thereof.

Conventionally, as this type of vehicle, an engine and a motor are mounted, and a motor travel mode that travels using only power from the motor based on an accelerator operation and an engine travel mode that travels using power from the engine. It has been proposed to travel while switching and travel with the engine driven regardless of the motor travel mode when the driver selects a sport travel mode (see, for example, Patent Document 1). In this vehicle, when the sports travel mode is selected, the engine drive is maintained regardless of the motor travel mode. High power responsiveness can also be obtained when shifting to the engine running mode.
Japanese Patent Laid-Open No. 10-89116

  By the way, when such a control is applied to an automobile in which a sun gear of a planetary gear is connected to a first motor, an engine is connected to a carrier, a drive shaft is connected to a ring gear, and a second motor is connected to the drive shaft, the engine is driven. Even if the engine is left on, the power output to the drive shaft cannot be increased or decreased quickly depending on the operating state of the engine. For example, if the accelerator pedal is depressed greatly when the engine is operating at a low engine speed, the engine speed only increases slowly, so the power output from the engine is insufficient and output to the drive shaft. There may be a shortage of power. Although it is possible to cope with such shortage of power from the engine by outputting power from the second motor using the output of the battery, it is not possible to cope with when the output from the battery cannot be sufficiently used.

  According to the vehicle of the present invention and the control method thereof, in the vehicle in which the first travel mode and the second travel mode can be selected, when the second travel mode is selected, the power from the internal combustion engine is more quickly obtained regardless of the power storage state of the power storage means. The purpose is to allow the vehicle to run with increased or decreased.

  In order to achieve the above object, the automobile of the present invention and the control method thereof employ the following means.

The automobile of the present invention
An automobile that travels with a drive shaft connected to the axle,
An internal combustion engine;
An electric power drive input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and outputting at least a part of the power from the internal combustion engine to the drive shaft with input / output of electric power;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Power storage state detection means for detecting a power storage state of the power storage means;
Required power setting means for setting required power required for the drive shaft;
Mode setting means for selectively setting a plurality of travel modes including a first travel mode and a second travel mode;
When the first traveling mode is set by the mode setting means, a first restriction is set as a restriction on the operation of the internal combustion engine, and when the second traveling mode is set by the mode setting means, the detected storage state An operation constraint setting means for setting a second constraint that can increase or decrease the power output from the internal combustion engine more quickly than the first constraint as a constraint on the operation of the internal combustion engine based on
The internal combustion engine, the power power input / output means, and the electric motor so that the internal combustion engine is operated based on the restriction set by the operation restriction setting means and power based on the required power is output to the drive shaft. Control means for controlling
It is a summary to provide.

  In the automobile of the present invention, the first restriction is set as a restriction on the operation of the internal combustion engine when the first traveling mode is set by the mode setting means, and is detected when the second traveling mode is set by the mode setting means. Based on the power storage state of the power storage means, a second constraint that can quickly increase or decrease the power output from the internal combustion engine than the first constraint is set as a constraint on the operation of the internal combustion engine, and based on the set constraint The internal combustion engine, the power power input / output means, and the electric motor are controlled so that the internal combustion engine is operated and the power based on the required power is output to the drive shaft. As a result, when the second travel mode is selected, the power output to the drive shaft can be increased or decreased more quickly regardless of the power storage state of the power storage means.

  In the automobile of the present invention, the second constraint is a constraint in which the lower limit of the rotational speed of the internal combustion engine tends to increase as the amount of power that can be instantaneously supplied from the power storage means decreases. You can also. In this way, the smaller the amount of power stored in the power storage means, that is, the smaller the width of power that can be output from the electric motor, the faster the power output from the internal combustion engine can be increased or decreased. It is possible to increase or decrease the power output to the vehicle so that the vehicle can travel.

  In the automobile of the present invention, the second constraint may be a constraint in which the lower limit of the rotational speed of the internal combustion engine tends to increase as the vehicle speed increases. In this way, when the second travel mode is selected, the internal combustion engine can be operated at a higher rotational speed as the vehicle speed increases.

  Further, in the automobile of the present invention, when the first traveling mode is set, the control means sets an execution operating point at which the internal combustion engine should be operated based on the first constraint and sets the setting. When the internal combustion engine, the electric power drive input / output means, and the electric motor are controlled so that the internal combustion engine is operated at the execution operating point, and the second travel mode is set, the first constraint Is set as a temporary operation point for operating the internal combustion engine, and when the rotational speed at the set temporary operation point satisfies the second constraint, And controlling the internal combustion engine, the power power input / output means, and the electric motor so that the internal combustion engine is operated at the set execution operating point. When the rotation speed at the set temporary operation point does not satisfy the second constraint, an operation point that satisfies the second constraint in the vicinity of the temporary operation point is set as an execution operation point and the set execution operation It may be a means for controlling the internal combustion engine, the power drive input / output means, and the electric motor so that the internal combustion engine is operated at a point.

  In the automobile of the present invention, the first restriction may be a restriction for efficiently operating the internal combustion engine. In this way, the internal combustion engine can be operated efficiently when the first travel mode is selected.

  In the automobile of the present invention, the power storage means is connected in parallel to the capacitor with respect to the power power input / output means and the electric motor, and to the power power input / output means and the electric motor. A voltage converter for converting DC power into voltage, and a secondary battery capable of exchanging power with the power drive input / output means and the motor through voltage conversion by the voltage converter, The state detection unit may be a unit that detects a storage state of the capacitor as the storage state.

  Further, in the automobile of the present invention, the power drive input / output means is connected to three axes of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and is input / output to any two of the three shafts. It may be a means comprising a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the generated power, and a generator for inputting / outputting power to / from the third shaft, The power drive input / output means includes a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft, and the first rotor and the second rotor. It is also possible to use a counter-rotor motor that outputs at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action with the rotor.

The method for controlling an automobile of the present invention includes:
An internal combustion engine, and an electric power input / output means connected to the output shaft and the drive shaft of the internal combustion engine for outputting at least a part of the power from the internal combustion engine to the drive shaft with input / output of electric power; An electric motor capable of inputting / outputting power to / from a drive shaft, an electric power input / output means and an electric storage means capable of exchanging electric power with the electric motor, and an electric storage state detecting means for detecting an electric storage state of the electric storage means, A method of controlling an automobile that travels with the drive shaft connected to an axle,
(A) setting required power required for the drive shaft;
(B) selectively setting a plurality of driving modes including a first driving mode and a second driving mode;
(C) When the first travel mode is set, a first constraint is set as a constraint on the operation of the internal combustion engine, and when the second travel mode is set, the internal combustion engine is controlled based on the detected storage state. As a restriction on operation, a second restriction that can quickly increase / decrease the power output from the internal combustion engine than the first restriction is set,
(D) controlling the internal combustion engine, the power power input / output means, and the electric motor so that the internal combustion engine is operated based on the set restriction and power based on the required power is output to the drive shaft. The gist is to do.

  In the vehicle control method of the present invention, when the first travel mode is set, the first constraint is set as a constraint on the operation of the internal combustion engine, and when the second travel mode is set, the detected power storage state of the power storage means As a restriction on the operation of the internal combustion engine based on the first restriction, a second restriction that can increase / decrease the power output from the internal combustion engine more quickly than the first restriction is set, and the internal combustion engine is operated based on the set restriction. In addition, the internal combustion engine, the power power input / output means, and the electric motor are controlled so that power based on the required power is output to the drive shaft. As a result, when the second travel mode is selected, the power output to the drive shaft can be increased or decreased more quickly regardless of the power storage state of the power storage means.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, Secondary battery 52 that exchanges electric power with motors MG1 and MG2 via DC / DC converter 50, capacitor 55 connected in parallel to DC / DC converter 50 with respect to motors MG1 and MG2, and motors MG1 and MG2 And a hybrid electronic control unit 70 for controlling the entire apparatus.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 receives signals from various sensors (not shown) such as a crank position sensor attached to the crankshaft 26. Further, the engine ECU 24 communicates with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and transmits data on the operation state of the engine 22 as necessary for the hybrid. Output to the electronic control unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  Each of the motor MG1 and the motor MG2 is configured as a known synchronous generator motor that can be driven as a generator and can be driven as an electric motor, and is connected to a DC / DC converter 50 (secondary battery 52) via inverters 41 and 42. ) And the capacitor 55 exchange power. The power line 54 connecting the inverters 41, 42, the DC / DC converter 50, and the capacitor 55 is configured as a positive bus and a negative bus shared by the inverters 41, 42, and is generated by one of the motors MG1, MG2. The electric power generated can be consumed by other motors. Therefore, the secondary battery 52 and the capacitor 55 are charged / discharged by electric power generated from one of the motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the secondary battery 52 and the capacitor 55 are not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. Further, the motor ECU 40 communicates with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by the control signal from the hybrid electronic control unit 70, and relates to the operating state of the motors MG1 and MG2 as necessary. Data is output to the hybrid electronic control unit 70.

  The secondary battery 52 (DC / DC converter 50) and the capacitor 55 are managed by a power supply electronic control unit (hereinafter referred to as a power supply ECU) 56. The power supply ECU 56 is attached to a signal necessary for managing the secondary battery 52, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the secondary battery 52, and an output terminal of the secondary battery 52. The charging / discharging current from the current sensor (not shown), the battery temperature Tb from the temperature sensor 58 attached to the secondary battery 52, and a signal necessary for managing the capacitor 55, for example, attached between the terminals of the capacitor 55 The inter-terminal voltage from the voltage sensor 59 is input, and a switching control signal to the switching element of the DC / DC converter 50 is output via the output port. Further, the power supply ECU 56 outputs data related to the state of the secondary battery 52 and the state of the capacitor 55 to the hybrid electronic control unit 70 as necessary. The power supply ECU 56 calculates the remaining capacity SOC1 based on the integrated value of the charge / discharge current detected by the current sensor for managing the secondary battery 52, and detects it by the voltage sensor 59 for managing the capacitor 55. Based on the inter-terminal voltage of the capacitor 55, the remaining capacity SOC2 is calculated.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Accelerator opening degree Acc from the vehicle, brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, vehicle speed V from the vehicle speed sensor 88, and a normal driving mode in which the driving mode is emphasized by the driver's operation Alternatively, a mode setting signal M or the like from a driving mode setting switch 89 for setting a sports driving mode in which acceleration is emphasized is input via an input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the power supply ECU 56 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the power supply ECU 56. ing.

  The hybrid vehicle 20 according to the embodiment calculates a required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, the required power, and the power required for charging and discharging the secondary battery 52 The engine 22 is operated and controlled so that power corresponding to the sum is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the secondary battery 52 is combined with the power distribution and integration mechanism 30. The required power is transferred to the ring gear shaft 32 along with torque conversion by the motor MG1 and the motor MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation of drive control when the travel mode is set to the normal travel mode or the sport travel mode will be described. FIG. 2 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. Nm2, the remaining capacity SOC of the secondary battery 52, the remaining capacity SOC of the capacitor 55, the mode setting signal M from the travel mode setting switch 89, and the like are input (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the remaining capacity SOC1 of the secondary battery 52 and the remaining capacity SOC2 of the capacitor 55 are calculated by the power supply ECU 56 and input from the power supply ECU 56 by communication.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * to be output from the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. The required power Pe * is obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a and adding the charge / discharge request amount Pb * of the secondary battery 52 and the charge / discharge request amount Pcap * of the capacitor 55. Can be calculated as The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. The required charge / discharge amount Pb * of the secondary battery 52 is set based on the remaining capacity SOC1 of the secondary battery 52 and the like. Further, the required charge / discharge amount Pcap * of the capacitor 55 is set by the remaining capacity SOC2 of the capacitor 55 and the like. The required power Pe * is calculated on the assumption that there is no loss (Loss) for ease of explanation, but in actuality, it is calculated in consideration of the loss.

  Next, the voltage command Vc * of the DC / DC converter 50 is set based on the charge / discharge request amount Pcap * of the capacitor 55 (step S120), and the engine 22 is set based on the required power Pe * set in the process of step S110. A temporary target rotational speed Nettmp and a temporary target torque Tentmp are set (step S130). This setting is performed based on an operation line (for example, an optimal fuel consumption line) for efficiently operating the engine 22 and the required power Pe *. FIG. 4 shows an example of the operation line of the engine 22 and how the temporary target rotational speed Nettmp and the temporary target torque Tentmp are set. As shown in the figure, the temporary target rotational speed Nettmp and the temporary target torque Tentmp can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Netmp × Tempp).

  Subsequently, it is determined whether or not the travel mode is set to the sport travel mode (step S140). The determination of the traveling mode is performed based on the mode setting signal M from the traveling mode setting switch 89. When it is determined that the travel mode is not set to the sport travel mode, it is determined that the travel mode is set to the normal travel mode, the process proceeds to step S150, and the target rotational speed Ne * of the engine 22 is set to the temporary target. The engine speed Nettmp is set (step S150), and the temporary target engine torque Tempmp is set as the target torque Te * (step S160). As described above, the target rotational speed Ne * and the target torque Te * of the engine 22 are restricted so as to be the rotational speed and torque of the operation line in which the engine 22 can be operated efficiently (for example, with optimum fuel efficiency). ing.

  Subsequently, using the set target rotational speed Ne * of the engine 22, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target of the motor MG1 is expressed by the following equation (1). The rotational speed Nm1 * is calculated, and the torque command Tm1 * of the motor MG1 is calculated by the equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S210). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 5 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. Note that the two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * ＝ Ne * ・ (1 + ρ) / ρ−Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are calculated in this way, the output limit Wbout of the secondary battery 52 and the output limit Wcout of the capacitor 55 and the calculated torque command Tm1 * of the motor MG1 are set to the current motor MG1. The torque limit Tmax as the upper limit of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying the rotation speed Nm1 by the rotation speed Nm2 of the motor MG2 is given by The temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated using the required torque Tr *, torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S220). ) (Step S230), the calculated torque limit Tmax and the temporary mode Setting the smaller one compared with the torque Tm2tmp as the torque command Tm2 * of the motor MG2 (step S240). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is within the range of the output limit Wbout of the secondary battery 52 and the output limit Wcout of the capacitor 55. Can be set as a torque limited by. Equation (3) can be easily derived from the collinear diagram of FIG. 5 described above.

Tmax = (Wbout + Wcout−Tm1 * ・ Nm1) / Nm2 (3)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)

  Thus, when the target rotational speed Ne * and target torque Te * of the engine 22, the target rotational speed Nm1 * and torque command Tm1 * of the motor MG1, the torque command Tm2 * of the motor MG2, and the voltage command Vc * of the DC / DC converter 50 are set. The target rotational speed Ne * and target torque Te * of the engine 22 are sent to the engine ECU 24, the target rotational speed Nm1 * of the motor MG1, the torque command Tm1 *, and the torque command Tm2 * of the motor MG2 are sent to the motor ECU 40, The voltage command Vc * of the DC converter 50 is transmitted to the power supply ECU 56 (step S230), and this routine ends. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * of the engine 22 performs fuel in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as injection control and ignition control are performed. Here, the torque output from the engine 22 may be controlled by controlling the opening of a throttle valve (not shown), or the engine 22 can continuously change the opening and closing timing of the intake and exhaust valves. A variable valve timing mechanism may be provided to change the intake / exhaust valve timing. The motor ECU 40 that has received the target rotational speed Nm1 *, the torque command Tm1 *, and the torque command Tm2 * drives the inverter 41 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. , 42 is switched. The power supply ECU 56 that has received the voltage command Vc * performs switching control of the switching elements of the DC / DC converter 50 so that the voltage acting on the power line 54 becomes the voltage command Vc *.

As described above, when the normal travel mode is set, there is a restriction that the rotational speed and torque of the operation line that allows the engine 22 to operate efficiently with respect to the target rotational speed Ne * and the target torque Te * of the engine 22 are set. Therefore, it is possible to efficiently drive the engine 22 and output the power required by the driver to the ring gear shaft 32a as a drive shaft.

  On the other hand, when it is determined in step S140 that the travel mode is set to the sport travel mode, that is, the driver wants to output power quickly, the travel mode setting switch 89 is operated to set the travel mode to the sport travel mode. When set, the lower limit engine speed Nemin is set as a lower limit value of the engine speed of the engine 22 by the lower limit engine speed setting map (step S170). Here, the lower limit engine speed setting map is obtained as a relationship between the vehicle speed V, the remaining capacity SOC2 of the capacitor 55, and the lower limit value of the engine speed at the vehicle speed and the remaining capacity. An example is shown. In the lower limit engine speed setting map, the lower limit engine speed Nemin is set so that the range of power that the engine 22 can increase and decrease is sufficiently wide and the power can be increased and decreased quickly. It is set to increase as the capacity SOC2 decreases and as the vehicle speed V increases. The lower limit rotational speed Nemin is set to be a constant value when the vehicle speed V is equal to or higher than a reference vehicle speed Vref (for example, 60 [km / h]). This is because if the rotational speed is equal to or higher than that, the range of power that can be increased or decreased by the engine 22 is sufficiently wide, and the power can be increased or decreased sufficiently quickly.

  When the lower limit engine speed Nemin is input, the lower limit engine speed Nemin and the temporary target engine speed Netmp are compared (step S180). If the lower limit engine speed Nemin is greater than the temporary target engine speed Netmp, the engine 22 is output. If the engine speed is set to the lower limit engine speed Nemin, the range of power that can be increased or decreased by the engine 22 is wider and the power can be increased or decreased more quickly. The engine speed Nemin is set (step S190), the target torque Te * (Pe * / Ne *) of the engine 22 is calculated from the set lower limit engine speed Nemin and the required power Pe * (step S200), and step S210. Proceed to the following, and this routine ends. On the other hand, when the lower limit engine speed Nemin is lower than the temporary target engine speed Netmp, the power of the engine 22 can be increased or decreased quickly by the operation at the temporary target engine speed Netmp. The temporary target engine speed Netmp is set to the target rotational speed Ne * (step S150) and the temporary target engine torque Tempmp is set to the target torque Te * (step S160). .

  Thus, if the target engine speed Ne * of the engine 22 is set with the lower limit engine speed Nemin as the lower limit when the sport driving mode is set, the engine speed of the engine 22 is reduced even if the accelerator pedal 83 is not depressed. Since the lower limit engine speed Nemin is maintained, the larger the lower limit engine speed Nemin, the faster power can be output from the engine 22 when the accelerator pedal 83 is depressed further, and the accelerator pedal 83 is returned. In this case, the power output to the ring gear shaft 32a as the drive shaft can be quickly reduced by the friction of the engine 22. Consider a case where the accelerator pedal 83 is depressed greatly when the remaining capacity SOC2 of the capacitor 55 is relatively large. In this case, since the lower limit engine speed Nemin is set to a relatively small value, the power output from the engine 22 does not increase so rapidly. However, since the power output from the engine 22 at this time is deficient in the required power Pe * mainly by the discharge from the capacitor 58 having better response than the secondary battery 52, the required torque Tr is applied to the ring gear shaft 32a. * Is output. At this time, by setting a small value for the lower limit engine speed Nemin, the engine 22 is operated at an operation point as close as possible to an efficient operation point (a point indicated by the temporary target engine Nettmp and the temporary target torque Tempmp). Therefore, deterioration of fuel consumption can be suppressed. Next, consider a case where the accelerator pedal 83 is depressed greatly when the remaining capacity SOC2 of the capacitor 58 is relatively small. In this case, since a relatively large value is set as the lower limit engine speed Nemin, the power output from the engine 22 increases rapidly. Therefore, even when the capacitor 58 cannot be sufficiently discharged, the required torque Tr * is output to the ring gear shaft 32a. For this reason, the lower limit engine speed Nemin is set based on the remaining capacity SOC2 of the capacitor 58.

  According to the hybrid vehicle 20 of the embodiment described above, when the sports driving mode is set, the engine 22 is driven at a higher rotational speed in consideration of the remaining capacity SOC2 of the capacitor 55, so that the engine 22 can be operated more quickly. The power output can be increased or decreased, and the power output to the ring gear shaft 32a as the drive shaft can be increased or decreased quickly. Further, when the normal traveling mode is set, a restriction is imposed on the target rotational speed Ne * and the target torque Te * of the engine 22 so that the rotational speed and torque of the operation line that allows the engine 22 to operate efficiently can be obtained. Therefore, the engine 22 can be operated efficiently and the power required by the driver can be output to the ring gear shaft 32a as the drive shaft.

  In the hybrid vehicle 20 of the embodiment, when the sports driving mode is set, the lower limit engine speed Nemin is set based on the remaining capacity SOC2 of the capacitor 55 and the vehicle speed V. However, only the remaining capacity SOC2 of the capacitor 55 is set. It is good also as what sets based on.

  In the hybrid vehicle 20 of the embodiment, when the sport driving mode is set, the lower limit engine speed Nemin is set based on the remaining capacity SOC2 of the capacitor 55, but based on the remaining capacity SOC1 of the secondary battery 52. It may be set based on the remaining capacity SOC2 of the capacitor 55 and the remaining capacity SOC1 of the secondary battery 52.

  In the hybrid vehicle 20 of the embodiment, when the sport driving mode is set, the target rotational speed Ne * of the engine 22 is set to a lower limit engine rotational speed Nemin set based on the remaining capacity SOC2 of the capacitor 55 and the vehicle speed V or a temporary target. Although the engine speed Netmp, whichever is larger, is set, the lower limit engine speed Nemin is set to the target speed of the engine 22 without comparing the lower limit engine speed Nemin and the temporary target engine speed Netmp. It may be set as Ne *.

  In the hybrid vehicle 20 of the embodiment, when the normal traveling mode is set, the engine 22 is restricted so that the engine speed and the torque can be efficiently operated. However, the engine 22 is given priority over the torque output over the efficiency. Other constraints, such as other constraints, may be imposed.

  In the hybrid vehicle 20 of the embodiment, the normal driving mode and the sports driving mode can be set as the driving mode, but any number of driving modes may be set, and three or more driving modes may be set as necessary. It may be settable.

  In the hybrid vehicle 20 of the embodiment, the driving mode is set by an operation from the driver. However, the driving mode is automatically set based on the driving history, road gradient information from the car navigation system, or the like. The driving mode intended by the driver may be estimated from the operation and automatically set.

  In the hybrid vehicle 20 of the embodiment, the secondary battery 52 and the capacitor 55 are provided. However, only the capacitor 55 may be provided, or only the secondary battery 50 may be provided although the response is slightly reduced. Good.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 7) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention is applicable to the automobile industry and the like.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operation line of the engine 22, the temporary target rotational speed Nettmp, and the temporary target torque Tentmp are set. 3 is a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30. FIG. It is explanatory drawing which shows an example of a minimum engine speed setting map. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 DC / DC converter, 52 secondary battery, 54 power line, 55 capacitor, 56 power supply Electronic control unit (power supply ECU), 58 temperature sensor, 59 voltage sensor, 60 gear mechanism, 62 differential gear, 63a, 63b, drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 7 6 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 89, travel mode setting switch, 230 to rotor Electric motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (9)

An automobile that travels with a drive shaft connected to the axle,
An internal combustion engine;
An electric power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, for outputting at least a part of the power from the internal combustion engine to the drive shaft with input / output of electric power;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Power storage state detection means for detecting a power storage state of the power storage means;
Required power setting means for setting required power required for the drive shaft;
Mode setting means for selectively setting a plurality of travel modes including a first travel mode and a second travel mode;
When the first traveling mode is set by the mode setting means, a first restriction is set as a restriction on the operation of the internal combustion engine, and when the second traveling mode is set by the mode setting means, the detected storage state An operation constraint setting means for setting a second constraint that can quickly increase or decrease the power output from the internal combustion engine as a constraint on the operation of the internal combustion engine based on
The internal combustion engine, the power power input / output means, and the electric motor so that the internal combustion engine is operated based on the restrictions set by the operation restriction setting means and power based on the requested power is output to the drive shaft. Control means for controlling
Automobile equipped with.   2. The automobile according to claim 1, wherein the second constraint is a constraint in which the lower limit of the rotational speed of the internal combustion engine tends to increase as the amount of power that can be instantaneously supplied from the power storage unit decreases.   The automobile according to claim 1, wherein the second constraint is a constraint in which a lower limit of a rotational speed of the internal combustion engine tends to increase as a vehicle speed increases. When the first traveling mode is set, the control means sets an execution operating point at which the internal combustion engine should be operated based on the first constraint, and sets the internal combustion engine at the set execution operating point. The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the engine is operated, and the internal combustion engine is operated based on the first constraint when the second travel mode is set. A temporary operation point to be set is set, and when the rotational speed at the set temporary operation point satisfies the second constraint, the set temporary operation point is set as an execution operation point and the set execution The internal combustion engine, the electric power power input / output means, and the electric motor are controlled so that the internal combustion engine is operated at the operation point, and at the set temporary operation point. When the rotational speed does not satisfy the second constraint, an operation point that satisfies the second constraint in the vicinity of the temporary operation point is set as an execution operation point, and the internal combustion engine is operated at the set execution operation point. The automobile according to any one of claims 1 to 3, which is means for controlling the internal combustion engine, the electric power drive input / output means, and the electric motor.   The automobile according to any one of claims 1 to 4, wherein the first restriction is a restriction for efficiently operating the internal combustion engine. The automobile according to any one of claims 1 to 5,
The power storage means includes a capacitor capable of exchanging electric power with the power motive power input / output means and the electric motor, and a voltage conversion for converting DC power into a voltage connected in parallel to the capacitor with respect to the electric power motive power input / output means and the electric motor. And a secondary battery capable of exchanging electric power with the electric power input / output means and the electric motor through voltage conversion by the voltage converter,
The power storage state detection means is a vehicle that is a means for detecting a power storage state of the capacitor as the power storage state.   The power power input / output means is connected to the three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and the remaining shaft based on the power input / output to any two of the three shafts. The automobile according to any one of claims 1 to 6, further comprising: a three-axis power input / output means for inputting / outputting power to / from the power generator; and a generator for inputting / outputting power to / from the third shaft.   The power drive input / output means includes a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft, and the first rotor and the second rotor. The automobile according to any one of claims 1 to 6, wherein the motor is a counter-rotor motor that outputs at least a part of power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action with the rotor. An internal combustion engine, and an electric power input / output means connected to the output shaft and the drive shaft of the internal combustion engine, for outputting at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power; An electric motor capable of inputting / outputting power to / from a drive shaft, an electric power input / output means and an electric storage means capable of exchanging electric power with the electric motor, and an electric storage state detecting means for detecting an electric storage state of the electric storage means, A method of controlling an automobile that travels with the drive shaft connected to an axle,
(A) setting required power required for the drive shaft;
(B) selectively setting a plurality of driving modes including a first driving mode and a second driving mode;
(C) When the first travel mode is set, a first constraint is set as a constraint on the operation of the internal combustion engine, and when the second travel mode is set, the internal combustion engine is controlled based on the detected storage state. As a constraint for operation, a second constraint that can quickly increase / decrease the power output from the internal combustion engine than the first constraint is set,
(D) controlling the internal combustion engine, the power power input / output means, and the electric motor so that the internal combustion engine is operated based on the set restriction and power based on the required power is output to the drive shaft. Yes How to control a car.

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