JP2010064522A - Vehicle and method of controlling the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve energy efficiency of a vehicle by sufficiently exhibiting the performance of a battery. <P>SOLUTION: A method of controlling a vehicle includes: charging a battery during travel using power from an engine when a constant-speed travel is instructed, until the remaining capacity of the battery reaches a threshold Sref larger than discharge request start remaining capacity Sdch at which a discharge request for the battery is started when the constant-speed travel is not instructed (steps S100, S110, S210 to S250, S140 to S200); and running a vehicle in a motor drive mode until the remaining capacity SOC reaches the discharge request start remaining capacity Sdch after the remaining capacity SOC reaches the threshold Sref (steps S100, S110, S210 to S230, S310, S260 to S300, S200). Consequently, the performance of the battery is sufficiently exhibited to improve the energy efficiency. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle and a control method thereof.

Conventionally, this type of vehicle is coupled to an engine, a first motor generator, a second motor generator coupled to a wheel by a reduction gear or an operating gear, an engine, a first motor generator, and a second motor generator. A planetary gear mechanism that distributes power between them and a battery that can exchange power with the first motor generator and the second motor generator, and the state of charge of the battery is the first charge state (for example, full charge) If the charging rate is larger than 60% when the value is 100%, the engine operation is stopped and EV driving is performed using only the power from the second motor generator (for example, Patent Document 1). reference). In this vehicle, when the constant speed traveling at the target vehicle speed is instructed, the EV traveling is performed when the state of charge of the battery is larger than the second state of charge (for example, 40% charge rate) lower than the first state of charge. As a result, the number of opportunities for EV traveling is increased to improve the energy efficiency of the entire vehicle.
JP 2007-62589 A

  In general, in the above-described vehicle, it is considered as an important issue to improve the energy efficiency of the vehicle by managing the battery more appropriately. By the way, in the above-mentioned vehicle, since the power for charging / discharging the battery also fluctuates when the running state of the vehicle fluctuates, the battery is managed in a state somewhat lower than the full charge to suppress the deterioration of the battery. When the battery management is the same as when the vehicle running state fluctuates when the change in accelerator opening etc. is small and the vehicle running state is relatively stable, the battery performance may not be fully demonstrated. . Therefore, it is desired to improve the energy efficiency by managing the battery more appropriately according to the running state of the vehicle.

  The vehicle and the control method thereof according to the present invention are mainly intended to improve the energy efficiency of the vehicle.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve the main object described above.

The vehicle of the present invention
An internal combustion engine that outputs driving power;
A generator capable of inputting and outputting power;
It is connected to three shafts, that is, a drive shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator, and the remaining power is determined based on power input / output to / from any two of the three shafts. 3-axis power input / output means for inputting / outputting power to the shaft;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging power with the generator and the motor;
Required driving force setting means for setting required driving force required for traveling;
When the power storage amount of the power storage means is larger than a preset discharge start power storage amount at which a discharge request is started, the power for discharging the power storage means is set as charge / discharge power to charge / discharge the power storage means, and the power storage means Charge / discharge power setting means for setting the power for charging the power storage means as the charge / discharge power when the charge amount is smaller than a preset charge start charge amount at which a charge request is started,
Target power setting means for setting target power to be output from the internal combustion engine based on the set required driving force and the set charge / discharge power;
When the change amount of any one of the set target power, the vehicle speed, and the accelerator opening is larger than a predetermined change amount, the vehicle travels with the set required driving force while outputting the set target power from the internal combustion engine. And controlling the internal combustion engine, the generator, and the electric motor, and when the change amount of any one of the set target power, the vehicle speed, and the accelerator opening is equal to or less than the predetermined change amount, The set required driving force while charging the power storage means by outputting power equal to or higher than the set target power from the internal combustion engine until the power storage amount of the means reaches a first power storage amount larger than the discharge start power storage amount Charge running control for controlling the internal combustion engine, the generator, and the electric motor so as to travel by the second storage, and a second storage amount in which a storage amount of the storage means is equal to or less than the discharge start storage amount The internal combustion engine, the generator, and the motor are controlled to run while outputting a driving force based on the set required driving force from the electric motor while the operation of the internal combustion engine is stopped until the amount reaches Control means for executing electric motor traveling control;
It is a summary to provide.

  In the vehicle according to the present invention, when the amount of electricity stored in the electricity storage means is larger than a preset discharge start electricity storage amount at which a discharge request is started, electric power for discharging the electricity storage means is set as charge / discharge power to be charged / discharged in the electricity storage means. At the same time, when the charge amount of the power storage means is smaller than the preset charge start charge amount at which the charge request is started, the power for charging the power storage means is set as the charge / discharge power and set as the required driving force required for traveling A target power to be output from the internal combustion engine is set based on the charge / discharge power, and is set from the internal combustion engine when any of the set target power, vehicle speed, and accelerator opening is greater than a predetermined change amount. The internal combustion engine, the generator, and the motor are controlled so as to travel with the required driving force while outputting the target power, and the set target power, vehicle speed, and accelerator opening are When any amount of change is less than or equal to the predetermined change amount, the power storage means outputs power equal to or higher than the target power set from the internal combustion engine until the power storage amount of the power storage means reaches a first power storage amount larger than the discharge start power storage amount. Charge driving control for controlling the internal combustion engine, the generator, and the motor to run with the required driving force while charging, and the operation of the internal combustion engine is stopped until the storage amount of the storage means reaches a second storage amount that is equal to or less than the discharge start storage amount. In this state, motor traveling control is performed to control the internal combustion engine, the generator, and the motor so as to travel while outputting a driving force based on the required driving force from the motor. When any of the set target power, vehicle speed, and accelerator opening is less than or equal to the predetermined change, the change of any of the set target power, vehicle speed, and accelerator opening is a predetermined change. The charge travel control is executed until the first storage amount larger than the discharge start storage amount where the discharge request is started when the discharge request is greater than the amount, until the storage amount of the storage means reaches the second storage amount less than or equal to the discharge start storage amount Since the electric motor traveling control is executed, it is possible to improve the energy efficiency by sufficiently exerting the performance of the power storage means as compared with the case where the discharge of the power storage means is started with the discharge start power storage amount. Here, the “second power storage amount” may be a power storage amount equal to or less than a charge start power storage amount.

  Such a vehicle of the present invention includes a constant speed traveling instruction means for setting a target vehicle speed and instructing a constant speed traveling at the target vehicle speed, and the control means is instructed to perform a constant speed traveling by the constant speed traveling instruction means. In this case, the vehicle speed may be a means for controlling the internal combustion engine, the generator, and the electric motor, assuming that the vehicle speed is equal to or less than the predetermined change amount. If it carries out like this, the improvement of energy efficiency can be aimed at in the vehicle provided with a constant speed driving instruction means.

  Further, in the vehicle of the present invention, the control means performs the charge travel control when a change amount of any one of the set target power, the vehicle speed, and the accelerator opening is equal to or less than the predetermined change amount. When executing, the efficiency good power at which the energy efficiency of the vehicle obtained by experiment or analysis based on the efficiency of the internal combustion engine when operating the internal combustion engine and the loss in the generator and the power storage means is the best. It may be a means for controlling the internal combustion engine so that the larger one of the set target powers is output from the internal combustion engine. In this way, the energy efficiency of the vehicle can be improved more reliably.

The vehicle control method of the present invention includes:
An internal combustion engine that outputs driving power; a generator that can input and output power; a drive shaft that is connected to an axle; an output shaft of the internal combustion engine; and a rotary shaft of the generator; Three-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from any two of the three axes; an electric motor capable of inputting / outputting power to / from the drive shaft; An electric storage means capable of exchanging electric power with the generator and the electric motor, and a vehicle control method comprising:
When the power storage amount of the power storage means is larger than a preset discharge start power storage amount at which a discharge request is started, the power for discharging the power storage means is set as charge / discharge power to charge / discharge the power storage means and the power storage means When the charge amount is smaller than a preset charge start charge amount at which a charge request is started, the power for charging the power storage means is set as the charge / discharge power,
Set a target power to be output from the internal combustion engine based on the required driving force required for traveling and the set charge / discharge power,
When the change amount of any one of the set target power, the vehicle speed, and the accelerator opening is larger than a predetermined change amount, the internal combustion engine outputs the set target power and travels with the requested driving force. When the internal combustion engine, the generator, and the electric motor are controlled, and the change amount of any one of the set target power, the vehicle speed, and the accelerator opening is equal to or less than the predetermined change amount, The internal combustion engine travels with the requested driving force while charging the power storage means by outputting power equal to or higher than the set target power from the internal combustion engine until the amount reaches a first power storage amount larger than the discharge start power storage amount. The charge travel control for controlling the engine, the generator, and the motor, and the amount of charge stored in the power storage means reaches the second power storage amount that is equal to or less than the discharge start power storage amount. Executing motor traveling control for controlling the internal combustion engine, the generator, and the motor so as to travel while outputting the driving force based on the required driving force from the electric motor in a state where the operation of the engine is stopped. The gist.

  In the vehicle control method of the present invention, when the amount of electricity stored in the electricity storage means is larger than a preset discharge start electricity storage amount at which a discharge request is started, electric power for discharging the electricity storage means is charged / discharged power to charge / discharge the electricity storage means. And when the charge amount of the power storage means is smaller than a preset charge start charge amount at which a charge request is started, the power for charging the power storage means is set as charge / discharge power, and the required driving force required for traveling When the target power to be output from the internal combustion engine is set based on the set charge / discharge power, and the change amount of any of the set target power, the vehicle speed, and the accelerator opening is larger than the predetermined change amount, the internal combustion engine The internal combustion engine, generator, and motor are controlled so as to run with the required driving force while outputting the target power set from the above, and the set target power, vehicle speed, and accelerator are controlled. When the amount of change is less than or equal to the predetermined amount of change, power equal to or higher than the target power set from the internal combustion engine is output until the amount of electricity stored in the electricity storage means reaches a first amount of electricity that is larger than the amount of electricity that starts discharging. The internal combustion engine until the amount of power stored in the power storage means reaches a second power storage amount less than or equal to the discharge start power storage amount. The motor running control for controlling the internal combustion engine, the generator, and the motor is executed so as to run while outputting the driving force based on the requested driving force from the electric motor in a state where the operation of the motor is stopped. When any of the set target power, vehicle speed, and accelerator opening is less than or equal to the predetermined change, the change of any of the set target power, vehicle speed, and accelerator opening is a predetermined change. The charge travel control is executed until the first storage amount larger than the discharge start storage amount where the discharge request is started when the discharge request is greater than the amount, until the storage amount of the storage means reaches the second storage amount less than or equal to the discharge start storage amount Since the electric motor traveling control is executed, it is possible to improve the energy efficiency by sufficiently exerting the performance of the power storage means as compared with the case where the discharge of the power storage means is started with the discharge start power storage amount. Here, the “second power storage amount” may be a power storage amount equal to or less than a charge start power storage amount.

  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 the configuration of a hybrid vehicle 20 according to 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, And a hybrid electronic control unit 70 for controlling the entire vehicle.

  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 is in communication 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, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to 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.

  Both motor MG1 and motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is 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. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 determines the remaining capacity SOC as a ratio of the current charged amount to the charged amount when the battery 50 is fully charged based on the integrated value of the charge / discharge current detected by the current sensor to manage the battery 50. And the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the calculated remaining capacity SOC and the battery temperature Tb. The input / output limits Win and Wout of the battery 50 are set to basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limit correction coefficient and the input limit are set based on the remaining capacity SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. 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. The accelerator pedal position Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the constant speed running mode are set in the vicinity of the driver's seat. A constant speed travel mode setting signal from the cruise switch 89 for setting the target vehicle speed V *, the target vehicle speed V *, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the 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. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required 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, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as 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 thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several 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. A process of inputting data necessary for control, such as Nm2, the remaining capacity SOC of the battery 50, and the input / output limits Win and Wout of the battery 50, is executed (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. In addition, the remaining capacity SOC of the battery 50 is calculated based on the integrated value of the charge / discharge current of the battery 50 and is input from the battery ECU 52 by communication. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity SOC of the battery 50 and are input from the battery ECU 52 by communication.

  When the data is input in this way, it is checked whether or not constant speed traveling at the target vehicle speed V * is instructed (step S110). Here, in a state in which the constant speed travel mode setting signal is input from the cruise switch 89, the accelerator opening Acc from the accelerator pedal position sensor 84 is less than the depression amount threshold Acref from which it can be determined that the driver does not request acceleration. Or when the brake pedal position BP from the brake pedal position sensor 86 is less than the depression amount threshold value Bpref at which it can be determined that the driver does not require braking, constant speed running at the target vehicle speed V * is instructed. It was supposed to be.

  When the constant speed running is not instructed (step S110), the charging / discharging power Pb * for charging / discharging the battery 50 is set based on the input remaining capacity SOC of the battery 50 (step S120). The charge / discharge power Pb * is set in advance using the map stored in this manner by storing the relationship between the remaining capacity SOC and the charge / discharge power Pb * in advance in the ROM 74 as a charge / discharge power setting map. FIG. 3 shows an example of the charge / discharge power setting map. In this map, when the remaining capacity SOC of the battery 50 is larger than a preset discharge request start remaining capacity Sdch (for example, 50%, 55%, 60%), the battery 50 is discharged as a request to discharge the battery 50. The discharge power Pbdch (positive power in the embodiment) to be set is set as the charge / discharge power Pb *, and the remaining charge SOC of the battery 50 is set in advance to the charge request start remaining capacity Sch (for example, 40%, 45%, 50 %), The charging power Pbch (negative power in the embodiment) for charging the battery 50 is set as the charging / discharging power Pb * on the assumption that the charging request for the battery 50 is made, and the remaining capacity SOC of the battery 50 is charged. When the required start remaining capacity Sch is equal to or greater than the required discharge start remaining capacity Sdch, the power of value 0 is set as the charge / discharge power Pb *. It was assumed to be. Here, in the embodiment, the discharge request start remaining capacity Sdch and the charge request start remaining capacity Sch are based on the fluctuation amount of the electric power that charges and discharges the battery 50 when the running state of the vehicle fluctuates, the performance of the battery 50, and the like. Predetermined upper limit and lower limit of the remaining capacity SOC with a margin to the extent that the battery 50 does not become fully charged or the amount of stored electricity does not reach the value 0 even if the running state of the vehicle fluctuates is set by experiment or analysis To do.

  Subsequently, 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 is set as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. The required power Pe * to be output from the engine 22 is set by the following equation (1) based on the set required torque Tr *, the rotation speed Nr of the ring gear shaft 32a, the set charge / discharge power Pb *, and the loss Loss. (Step S130). 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. 4 shows an example of the required torque setting map. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Pe * = Tr * ・ Nr-Pb * + Loss (1)

  Then, based on the set required power Pe *, a target rotational speed Ne * and a target torque Te * are set as operating points at which the engine 22 should be operated (step S140). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained by the intersection of the operating line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, 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 rotational speed Nm1 of the motor MG1 is given by the following equation (2). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by Equation (3) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S150). Here, Expression (2) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. As shown in FIG. 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 dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (2) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (3), “k1” in the second term on the right side is a gain of the 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) (2)
Tm1 * =-ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (3)

  Then, the torque command Tm1 * set as the required torque Tr * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further divided by the gear ratio Gr of the reduction gear 35 to obtain the torque to be output from the motor MG2. A temporary motor torque Tm2tmp, which is a temporary value, is calculated by the following equation (4) (step S160), and the current rotation speed Nm1 of the motor MG1 is set to the torque command Tm1 * set as the input / output limits Win and Wout of the battery 50. The torque limits Tm2min and Tm2max as upper and lower limits 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 multiplication by the rotational speed Nm2 of the motor MG2 5) and formula (6) (step S170), and the set temporary torque Tm2tmp is expressed by formula (7). Ri torque limit Tm2min, and limited by Tm2max to set a torque command Tm2 * of the motor MG2 (step S180), sets the value 0 to the motor operation mode flag F (step S190). Here, Equation (4) can be easily derived from the alignment chart of FIG. The motor operation mode flag F is set to a value of 0 when the engine 22 and the motors MG1 and MG2 are not controlled in the motor operation mode when the constant speed traveling is instructed, as will be described later. The value 1 is set when the engine 22 and the motors MG1, MG2 are controlled to operate in the motor operation mode when the constant speed traveling is instructed.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (5)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (6)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (7)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S200), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount 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 fuel injection control and ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. By such control, when the constant speed running is not instructed, the required power Pe * set from the engine 22 within the range of the input / output limits Win and Wout of the battery 50 is output and requested to the ring gear shaft 32a as the drive shaft. The vehicle can travel by outputting torque Tr *.

  When the constant speed traveling is instructed (step S110), the process of inputting the target vehicle speed V * from the cruise switch 89 is subsequently executed (step S210), and the next based on the vehicle speed V and the target vehicle speed V * is executed. The required torque Tr * as the torque to be output to the ring gear shaft 32a as the drive shaft is calculated from the equation (8) (step S220). Here, Expression (8) is a relational expression in feedback control for causing the vehicle to travel at a constant speed at the target vehicle speed V *. In Expression (8), the first term on the right side is a feedforward term, and the torque to be output to the ring gear shaft 32a in order to cause the vehicle to travel stably at the target vehicle speed V * on a flat road based on the target vehicle speed V *. Is set as In Expression (8), the second term on the right side is a proportional term in the feedback term, and “k3” is its gain. In Expression (8), the third term on the right side is an integral term in the feedback term, and “k4” is its gain.

  Tr * = f4 (V *) + k3 ・ (V * -V) + k4 ・ ∫ (V * -V) dt (8)

  Next, the value of the motor operation mode flag F is checked (step S230), and the remaining capacity SOC of the battery 50 is compared with the threshold value Sref (step S240). Here, the threshold value Sref is used to determine whether or not to start discharging the battery 50 when a constant speed running is instructed, and is larger than the above-described discharge request start remaining capacity Sdch (for example, 65%). , 70%, 75%, etc.). When the motor operation mode flag F is 0, that is, when the operation of the engine 22 and the motors MG1 and MG2 is not controlled in the motor operation mode and the remaining capacity SOC of the battery 50 is less than the threshold value Sref, the battery 50 is set to the threshold value Sref. It is determined that the engine 22 should be operated in order to charge up to the required torque Tr *, the rotation speed Nr of the ring gear shaft 32a, and the charging power Pbch required for charging the battery 50 (here, negative) ) And the loss Loss, the required power Pe * is set by the following equation (9) (step S250). Here, since the charging power Pbch is equal to or lower than the charging / discharging power Pb * set using the relationship of FIG. 3 based on the remaining capacity SOC, the required power Pe * set in the process of step S250. Is set as a power that is equal to or higher than the required power set by using the expression (1) as in the case where constant speed running is not instructed.

  Pe * = Tr * ・ Nr-Pbch + Loss * (9)

  When the required power Pe * is thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe *, and the target rotational speed Ne * and the torque command Tm1 * of the motor MG1 are calculated. Then, the torque command Tm2 * of the motor MG2 is set as a torque for outputting the required torque Tr * to the ring gear shaft 32a within the range of the input / output limits Win and Wout of the battery 50 (steps S160 to S150) (steps S160 to S180). In addition, the value 0 is set in the motor operation mode flag F and the set target rotational speed Ne * and target torque Te * of the engine 22 and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the engine ECU 24 and the motor ECU 40, respectively. (Steps S190 and S200) and the drive control routine is finished. To. With this control, when the constant speed running is instructed, the engine 22 and the motors MG1, MG2 are not controlled in the motor operation mode, and the remaining capacity SOC of the battery 50 is less than the threshold value Sref, the engine 22 , The required power Pe * is output to output the required torque Tr * to the ring gear shaft 32a serving as the drive shaft while charging the battery 50, and charging travel is started to travel at the target vehicle speed V *. When the charging travel is started in this manner, the processes of steps S100, S110, S210 to S250, and S140 to S200 are repeated until the remaining capacity SOC of the battery 50 reaches the threshold value Sref or more (steps S230 and S240), and the charging travel is continued. The As described above, the constant speed running is instructed to charge the battery 50 until it reaches the threshold value Sref greater than the discharge request start remaining capacity Sdch at which the discharge request is started when the constant speed running is not instructed. In some cases, since the fluctuation of the required power Pe * to be output from the engine 22 is small, the remaining capacity SOC of the battery 50 may be close to full charge.

  When the remaining capacity SOC of the battery 50 reaches the threshold value Sref or more during charging running in this way (steps S230 and S240), it is determined that the battery 50 should be discharged, and the target engine speed of the engine 22 is determined. Ne * is set to the value 0, the target torque Te * is set to the value 0 (step S260), the torque command Tm1 * of the motor MG1 is set to the value 0 (step S270), and the above equation (6) is used. The torque limit Tm2max is calculated (step S280), and the torque limit Tm2max obtained by dividing the required torque Tr * set by the following equation (10) by the gear ratio Gr of the reduction gear 35 is limited by the torque limit Tm2max. Is set (step S290), and a value 1 is set to the motor operation mode flag F (step S300). Target rotation speed Ne * and the target torque Te * of the engine 22, the torque command Tm1 * of the motor MG1, MG2, and sends Tm2 * to each engine ECU24 and the motor ECU 40 (step S200), and terminates the drive control routine. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * having a value of 0 executes control for stopping the operation of the engine 22 by stopping fuel injection control, ignition control, and the like in the engine 22. From this control, when the remaining capacity SOC of the battery 50 reaches the threshold value Sref or more during charging, the operation of the engine 22 is stopped and the engine 22 and the motors MG1, MG2 are controlled to operate in the motor operation mode. The vehicle can travel at the target vehicle speed V *. When traveling in the motor operation mode is thus started, the processes of steps S100, S110, S210 to S230, S310, S260 to S300, and S200 are performed until the remaining capacity SOC of the battery 50 becomes equal to or less than the discharge request start remaining capacity Sdch (step S310). To continue running in the motor operation mode.

  Tm2 * = min (Tr * / Gr, Tm2max) (10)

  When the motor operation mode flag F is 1, that is, when the remaining capacity SOC of the battery 50 is less than or equal to the discharge request start remaining capacity Sdch while running in the motor operation mode (steps S230 and S310), the battery 50 The charging power should be started to charge the battery, and the required power Pe * is set based on the set required torque Tr *, the rotation speed Nr of the ring gear shaft 32a, the charging power Pbch *, and the loss Loss. (Step S250) Based on the set required power Pe *, the target rotational speed Ne * and the target torque Te * of the engine 22 are set, the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are calculated, and the motor MG2 Torque command Tm2 * is set (steps S140 to S180), and the motor operation mode flag F is set to 0. The target rotational speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the engine ECU 24 and the motor ECU 40, respectively (steps S190 and S200), and the drive control is performed. End the routine. Under such control, when the remaining capacity SOC of the battery 50 reaches the discharge request start remaining capacity Sdch or less when traveling in the motor operation mode, the charging traveling is started again. That is, when the constant speed running is instructed, the battery 50 is charged until the remaining capacity SOC of the battery 50 reaches a threshold value Sref greater than the discharge request start remaining capacity Sdch, and the remaining capacity SOC of the battery 50 becomes equal to or greater than the threshold value Sref. The vehicle 50 travels in the motor operation mode until the remaining capacity SOC of the battery 50 reaches the discharge request start remaining capacity Sdch or less, and the charging travel and the travel in the motor operation mode are repeated. Thus, the battery 50 is charged until the remaining capacity SOC reaches a threshold value Sref that is greater than the discharge start remaining capacity Sdch. Therefore, the discharge starts when the remaining capacity SOC is greater than the discharge start remaining capacity Sdch. The performance of the battery 50 can be sufficiently exhibited as compared with the battery that charges only up to the remaining capacity Sdch. And since it drive | works in motor operation mode using the electric power charged in this way, the improvement of the energy efficiency of a vehicle can be aimed at.

  According to the hybrid vehicle 20 of the embodiment described above, charging is performed by charging the battery 50 using the power from the engine 22 until the threshold value Sref greater than the discharge request start remaining capacity Sdch is reached when a constant speed traveling is instructed. A motor operation mode in which the vehicle 22 travels with the power from the motor MG2 after the remaining capacity SOC of the battery 50 reaches the threshold value Sref or less until the remaining capacity SOC reaches the discharge request start remaining capacity Sdch. Therefore, the energy efficiency of the vehicle can be improved while the performance of the battery 50 is sufficiently exhibited.

  In the hybrid vehicle 20 of the embodiment, the vehicle 50 travels in the motor operation mode until the remaining capacity SOC reaches the discharge request start remaining capacity Sdch when the remaining capacity SOC of the battery 50 becomes equal to or greater than the threshold value Sref when the constant speed traveling is instructed. However, it is sufficient to run in the motor operation mode until the remaining capacity SOC reaches a remaining capacity smaller than the discharge request start remaining capacity Sdch. For example, the charge request start remaining capacity Sch and the discharge in the charge / discharge power setting map of FIG. It may be possible to travel in the motor operation mode until the remaining capacity between the required start remaining capacity Sdch and in the motor operation mode until the predetermined remaining capacity equal to or less than the required charging start remaining capacity Sch.

  In the hybrid vehicle 20 of the embodiment, when the remaining capacity SOC of the battery 50 is equal to or lower than the charge request start remaining capacity Sch in the charge / discharge power setting map of FIG. 3, the charging power Pbch is immediately set as the charging / discharging power Pb *. When the remaining capacity SOC is equal to or greater than the discharge request start remaining capacity Sch, the discharge power Pbdch is immediately set as the charge / discharge power Pb *. However, when the remaining capacity SOC falls below the charge request start remaining capacity Sch, it gradually decreases. Then, the power reaching the charging power Pbch is set as the charging / discharging power Pb *, or when the remaining capacity SOC is equal to or higher than the discharge request start remaining capacity Sch, the power reaching the discharging power Pbdch is gradually increased as the charging / discharging power Pb *. It may be set. In the charge / discharge power setting map of FIG. 3, the charge request start remaining capacity Sch and the discharge start remaining capacity Sdch are different values, but may be the same value (for example, 60%, etc.). Good.

  In the hybrid vehicle 20 of the embodiment, the required power Pe * is set using the charging power Pbch in the process of step S250. However, when the engine 22 is operated, the efficiency of the engine 22 and the motor MG1 and the battery 50 are set. Based on the loss, the power of the hybrid vehicle 20 that is the most efficient in energy efficiency obtained by experiment or analysis and the required power Pe * calculated by the equation (1) is set as the required power Pe *. It may be set. In this way, the engine 22 can be operated more efficiently when a constant speed traveling is instructed, and further energy efficiency can be improved.

  In the hybrid vehicle 20 of the embodiment, it is determined whether or not the constant speed traveling is instructed in the process of step S110. However, regardless of whether or not the constant speed traveling is instructed, the change amount of the vehicle speed V is the vehicle speed. It is possible to determine that the required power Pe * is not fluctuating when the V is equal to or less than the threshold dVref of the amount of change that can be determined not to fluctuate, or the amount of change in the required power Pe * calculated by the above equation (1). When the change amount of the accelerator opening Acc is equal to or less than the threshold value dAref of the change amount that can be determined that the accelerator opening Acc is not fluctuating. The battery 50 is charged using the power from the engine 22 until reaching a threshold value Sref that is larger than the required discharge start remaining capacity Sdch. Is from an amount SOC is reached threshold Sref may to perform driving in the motor drive mode to the remaining charge SOC reaches the discharge request start remaining capacity SDCH. In this case, instead of setting the required torque Tr * in the process of step S220, the required torque Tr * may be set based on the accelerator opening Acc and the vehicle speed V as in the process of step S130.

  In the hybrid vehicle 20 of the embodiment, the remaining capacity SOC of the battery 50 is used in the processes of steps S120, S240, and S310. However, instead of the remaining capacity SOC of the battery 50, based on the integrated value of the charge / discharge current of the battery 50. It is also possible to use the amount of electricity stored in the battery 50 calculated in this way.

  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).

  Moreover, it is not limited to what is applied to such a hybrid vehicle, It does not matter as forms of vehicles, such as a train other than a motor vehicle. Furthermore, it is good also as a form of the control method of such a vehicle.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the power distribution / integration mechanism 30 corresponds to a “three-axis power input / output unit”, and the motor MG2 corresponds to a “motor”. 2, the battery 50 corresponds to the “power storage means”, and the processing in step S130 of the drive control routine of FIG. 2 for setting the required torque Tr * based on the accelerator opening Acc and the vehicle speed V or the vehicle is set to the target vehicle speed. The hybrid electronic control unit 70 that executes the process of step S220 for setting the required torque Tr * based on the vehicle speed V so as to travel at V * corresponds to “required driving force setting means”, and the remaining capacity SOC of the battery 50 is The discharge power Pbdch is set as the charge / discharge power Pb * when it is larger than the discharge request start remaining capacity Sdch, and the remaining capacity SOC is smaller than the charge request start remaining capacity Sch. The hybrid electronic control unit 70 that executes the process of step S120 of the drive control routine of FIG. 2 that sets the charging power Pbch as the charging / discharging power Pb * corresponds to the “charging / discharging power setting means”, and the set required torque The hybrid electronic control unit 70 that executes the process of step S130 of the drive control routine of FIG. 2 for setting the required power Pe * to be output from the engine 22 based on the Tr * and the set charge / discharge power Pb * is “ It corresponds to the “target power setting means”, and when the constant speed running is not instructed, the required torque Tr * is applied to the ring gear shaft 32a as the drive shaft while outputting the required power Pe * set in the process of step S130 from the engine 22. Set the target engine speed Ne * and target torque Te * of the engine 22 to output and run 2 is set and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set and transmitted to the engine ECU 24 and the motor ECU 40. When the processing of steps S140 to S200 in FIG. The engine 22 outputs the required power Pe * set using the charging power Pbch from the engine 22 until the capacity SOC reaches the threshold value Sref and charges the battery 50 to output the required torque Tr * to the ring gear shaft 32a so as to travel. Steps S250 and S140 to S200 in which the target rotational speed Ne * and the target torque Te * of 22 are set and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set and transmitted to the engine ECU 24 and the motor ECU 40, The engine until the remaining capacity SOC reaches the discharge request start remaining capacity Sdch The target rotational speed Ne * and the target torque Te * of the engine 22 are set so that the requested torque Tr * set from the motor MG2 is output while the operation of the engine 22 is stopped, and the motors MG1 and MG2 A hybrid electronic control unit 70 for executing the processes of steps S230, S310, S260 to S300, and S200, which sets torque commands Tm1 * and Tm2 * and transmits them to the engine ECU 24 and the motor ECU 40, the target rotational speed Ne *, and the target torque Te. The engine ECU 24 that controls the engine 22 based on * and the motor ECU 40 that controls the motors MG1 and MG2 based on the torque commands Tm1 * and Tm2 * correspond to “control means”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, but may be any internal combustion engine that outputs driving power such as a hydrogen engine. Any type is acceptable. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution and integration mechanism 30 described above, but uses a double pinion planetary gear mechanism, a combination of a plurality of planetary gear mechanisms, or a differential gear. Any one of the three axes connected to the three axes of the drive shaft coupled to the axle, the output shaft of the internal combustion engine, and the rotating shaft of the generator, such as those having a differential action different from the planetary gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the shafts, any device may be used. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a generator and an electric motor such as a capacitor. As the “required driving force setting means”, the required torque Tr * is set based on the accelerator opening Acc and the vehicle speed V, or the required torque Tr * is set based on the vehicle speed V so that the vehicle travels at the target vehicle speed V *. It is not limited to what is set, and if the required torque is set based only on the accelerator opening degree Acc or the travel route is preset, the required torque is set based on the travel position on the travel route. Any device may be used as long as it sets a required driving force required for traveling, such as a setting device. As the “charge / discharge power setting means”, the discharge power Pbdch is set as the charge / discharge power Pb * when the remaining capacity SOC of the battery 50 is larger than the discharge request start remaining capacity Sdch, and the remaining capacity SOC is set to the charge request start remaining capacity Sch. When the charging power Pbch is smaller than the charging power Pb *, the charging power Pbch is not limited to the setting of the charging / discharging power Pb *. The power to be discharged is set as the charge / discharge power to charge / discharge the power storage means, and the power for charging the power storage means is charged / discharged when the power storage amount of the power storage means is smaller than a preset charge start power storage amount at which a charge request is started As long as it is set as electric power, it does not matter. The “target power setting means” is not limited to one that sets the required power Pe * to be output from the engine 22 based on the set required torque Tr * and the set charge / discharge power Pb *. As long as the target power to be output from the internal combustion engine is set based on the set required driving force and the set charge / discharge power, any method may be used. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, when the constant speed traveling is not instructed, the engine 22 is configured to travel by outputting the required torque Tr * to the ring gear shaft 32a as the drive shaft while outputting the required power Pe * from the engine 22. The target rotational speed Ne * and target torque Te * are set, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set to control the engine 22 and the motors MG1 and MG2, and constant speed running is instructed. When the remaining capacity SOC reaches the threshold value Sref, the engine 22 outputs the required power Pe * set using the charging power Pbch to charge the battery 50 and outputs the required torque Tr * to the ring gear shaft 32a. The target rotational speed Ne * and the target torque Te * of the engine 22 are set so that the torque of the motors MG1 and MG2 is set. The commands Tm1 * and Tm2 * are set, and the requested torque Tr * set from the motor MG2 is output while the engine 22 is stopped until the remaining capacity SOC reaches the required discharge start remaining capacity Sdch. The engine 22 is set to a target rotational speed Ne * and a target torque Te * and is set to control the engine 22 and the motors MG1 and MG2 by setting torque commands Tm1 * and Tm2 * of the motors MG1 and MG2. Instead, when the change amount of any one of the set target power, the vehicle speed, and the accelerator opening is larger than the predetermined change amount, the vehicle travels with the set required driving force while outputting the set target power from the internal combustion engine. The internal combustion engine, the generator, and the motor are controlled so that the amount of change in any one of the set target power, vehicle speed, and accelerator opening It is set while charging the power storage means by outputting power equal to or higher than the target power set from the internal combustion engine until the power storage amount of the power storage means reaches a first power storage amount larger than the discharge start power storage amount when the change amount is less than the predetermined change amount State in which the operation of the internal combustion engine is stopped until the charge amount control of the internal combustion engine, the generator, and the motor so as to travel with the required driving force and the amount of charge of the power storage means reach the second charge amount less than the discharge start charge amount As long as the motor travel control for controlling the internal combustion engine, the generator, and the motor is performed so that the vehicle travels while outputting the drive force based on the required drive force set by the motor, any method may be used.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

  The present invention can be used in the vehicle manufacturing industry.

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 charging / discharging electric power setting. 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 operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. It is explanatory drawing which shows an example of the alignment chart for demonstrating dynamically the rotational element of the power distribution integration mechanism 30 when the engine 22 is drive | operating. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

  20, 120 Hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 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 Rotation position detection sensor, 50 battery, 51 Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line, 60 Gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 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 cruise switch, MG1, MG2 motor.

Claims (5)

An internal combustion engine that outputs driving power;
A generator capable of inputting and outputting power;
It is connected to three shafts, that is, a drive shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator, and the remaining power is determined based on power input / output to / from any two of the three shafts. 3-axis power input / output means for inputting / outputting power to the shaft;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging power with the generator and the motor;
Required driving force setting means for setting required driving force required for traveling;
When the power storage amount of the power storage means is larger than a preset discharge start power storage amount at which a discharge request is started, the power for discharging the power storage means is set as charge / discharge power to charge / discharge the power storage means, and the power storage means Charge / discharge power setting means for setting the power for charging the power storage means as the charge / discharge power when the charge amount is smaller than a preset charge start charge amount at which a charge request is started,
Target power setting means for setting target power to be output from the internal combustion engine based on the set required driving force and the set charge / discharge power;
When the change amount of any one of the set target power, the vehicle speed, and the accelerator opening is larger than a predetermined change amount, the vehicle travels with the set required driving force while outputting the set target power from the internal combustion engine. And controlling the internal combustion engine, the generator, and the electric motor, and when the change amount of any one of the set target power, the vehicle speed, and the accelerator opening is equal to or less than the predetermined change amount, The set required driving force while charging the power storage means by outputting power equal to or higher than the set target power from the internal combustion engine until the power storage amount of the means reaches a first power storage amount larger than the discharge start power storage amount Charge running control for controlling the internal combustion engine, the generator, and the electric motor so as to travel by the second storage, and a second storage amount in which a storage amount of the storage means is equal to or less than the discharge start storage amount The internal combustion engine, the generator, and the motor are controlled to run while outputting a driving force based on the set required driving force from the electric motor in a state where the operation of the internal combustion engine is stopped until the amount reaches Control means for executing electric motor traveling control;
A vehicle comprising: The vehicle according to claim 1,
A constant speed traveling instruction means for setting a target vehicle speed and instructing constant speed traveling at the target vehicle speed;
The control means is means for controlling the internal combustion engine, the generator, and the electric motor on the assumption that the vehicle speed is equal to or less than the predetermined change amount when the constant speed running instruction is instructed by the constant speed running instruction means. There is a vehicle. The vehicle according to claim 1 or 2,
The control means performs the charging travel control when the change amount of any one of the set target power, the vehicle speed, and the accelerator opening is equal to or less than the predetermined change amount. The efficiency good power at which the energy efficiency of the vehicle obtained by experiment or analysis based on the efficiency of the internal combustion engine when operating the engine and the loss in the generator and the power storage means is the best target power and the set target power A vehicle which is means for controlling the internal combustion engine such that the larger power is output from the internal combustion engine. A vehicle according to any one of claims 1 to 3,
The second power storage amount is a power storage amount equal to or less than the charge start power storage amount. An internal combustion engine that outputs driving power; a generator that can input and output power; a drive shaft coupled to an axle; an output shaft of the internal combustion engine; and a rotating shaft of the generator; Three-axis power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from any two of the three axes; an electric motor capable of inputting / outputting power to / from the drive shaft; An electric storage means capable of exchanging electric power with the generator and the electric motor, and a vehicle control method comprising:
When the power storage amount of the power storage means is larger than a preset discharge start power storage amount at which a discharge request is started, the power for discharging the power storage means is set as charge / discharge power to charge / discharge the power storage means and the power storage means When the charge amount is smaller than a preset charge start charge amount at which a charge request is started, the power for charging the power storage means is set as the charge / discharge power,
Set a target power to be output from the internal combustion engine based on the required driving force required for traveling and the set charge / discharge power,
When the change amount of any one of the set target power, the vehicle speed, and the accelerator opening is larger than a predetermined change amount, the internal combustion engine outputs the set target power and travels with the requested driving force. When the internal combustion engine, the generator, and the electric motor are controlled, and the change amount of any one of the set target power, the vehicle speed, and the accelerator opening is equal to or less than the predetermined change amount, The internal combustion engine travels with the requested driving force while charging the power storage means by outputting power equal to or higher than the set target power from the internal combustion engine until the amount reaches a first power storage amount larger than the discharge start power storage amount. The charge travel control for controlling the engine, the generator, and the motor, and the amount of charge stored in the power storage means reaches the second power storage amount that is equal to or less than the discharge start power storage amount. A motor running control for controlling the internal combustion engine, the generator, and the motor so as to run while outputting a driving force based on the required driving force from the electric motor in a state where the operation of the engine is stopped. Control method.

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