JP2012183952A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To allow a driver's intention of electric travel to be reflected more properly.SOLUTION: If an EV switch is turned off, a first energy storage rate SOC1 is set to a control center SOC* (S420), if the EV switch EV 60 is turned on, a second energy storage rate SOC2 lower than the first energy storage rate SOC1 is set to the control center SOC* (S430), and charging and discharging request power Pb* of a battery is set so that the energy storage rate SOC of the battery will approach the control center SOC*. Then, if the request power P* obtained by subtracting the charging and discharging request power Pb* from travel power Pdrv is equal to or less than a start threshold Pstart during a stop of the engine, a motor MG2 is controlled so that the request torque Tr* is output to a drive shaft, performing electric travel, and if the request power P* is larger than the start threshold Pstart, the engine and motors MG1, MG2 are controlled so tha the engine is started to output the request power P* from the engine, and the request torque Tr* is output to the drive shaft.

Description

  The present invention relates to an internal combustion engine, a generator capable of generating electric power using power from the internal combustion engine, an electric motor capable of outputting driving power, and a secondary battery capable of exchanging electric power with the generator and the electric motor. And a hybrid vehicle comprising:

  Conventionally, as this type of hybrid vehicle, an EV mode and an engine that include an engine and a rotating electrical machine that can output power for traveling and a power storage device that exchanges power with the rotating electrical machine, and travel using only the rotating electrical machine as a power source. In a hybrid vehicle that can be switched between the HV mode that travels with a rotating electrical machine as a power source, while the engine is being operated, the current SOC (power storage ratio) of the power storage device is acquired and the power storage device A control center SOC serving as a control center for controlling charge / discharge is set, and when the current SOC is larger than the control center SOC, a discharge request for the power storage device is made. When the current SOC is smaller than the control center SOC, the power storage device Have been proposed (see, for example, Patent Document 1).

2010-23715 gazette

  In a hybrid vehicle of the type described above, when a request for charging the power storage device is made while the engine is stopped, the EV mode is switched to the HV mode, and power is generated using the power from the engine to charge the power storage device. Since such an operation is performed regardless of the driver's intention, even if the driver intends the EV mode, the intention may not be appropriately reflected.

  The main purpose of the hybrid vehicle of the present invention is to more appropriately reflect the intention of the electric driving by the driver.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
A hybrid comprising an internal combustion engine, a generator capable of generating electric power using power from the internal combustion engine, an electric motor capable of outputting driving power, and a secondary battery capable of exchanging electric power with the generator and the electric motor Car,
Operation means that can be operated by the driver;
Travel demand power setting means for setting travel demand power required for travel;
A power storage ratio calculating means for calculating a ratio of a power storage amount to a total capacity of the secondary battery;
When the first operation is performed by the operation means, the first power storage ratio is set as the target power storage ratio of the secondary battery, and when the second operation is performed by the operation means, the first power storage ratio is set as the first power storage ratio. Target power storage ratio setting means for setting a second power storage ratio lower than the power storage ratio of
The calculated storage ratio of the secondary battery with respect to the set target storage ratio so that the storage ratio of the secondary battery approaches the set target storage ratio and travels with the set travel request power. The gist of the present invention is to include control means for controlling the internal combustion engine, the generator, and the electric motor with intermittent operation of the internal combustion engine based on excess or deficiency.

  In the hybrid vehicle of the present invention, when the first operation is performed by the operating means, the first power storage ratio is set as the target power storage ratio of the secondary battery, and when the second operation is performed by the operating means, the target power storage ratio is set. As a second power storage ratio lower than the first power storage ratio, so that the power storage ratio of the secondary battery approaches the set target power storage ratio and travels with the travel required power, with respect to the set target power storage ratio. The internal combustion engine, the generator, and the motor are controlled with intermittent operation of the internal combustion engine based on the excess or deficiency of the calculated power storage ratio. Thereby, it can drive | work reflecting the intention of the electric drive by a driver more appropriately.

  In such a hybrid vehicle of the present invention, the control means sets the charge / discharge required power required by the secondary battery based on the calculated storage ratio of the secondary battery and the set target storage ratio, Based on the set required charge / discharge power and the set required travel power, the required vehicle power required for the entire vehicle is set, and the set required vehicle power is started while the internal combustion engine is stopped. The internal combustion engine is started and the secondary battery is charged / discharged by the required charge / discharge power and travels with the set required travel power, when the internal combustion engine, the generator, and the motor are And when the internal combustion engine is operating and the set vehicle request power is less than a stop threshold, the internal combustion engine is stopped and the set travel request is set. It may be assumed to be a unit that controls the electric motor to run by the force. If it carries out like this, driving | running | working request | requirement power can be output more reliably.

  In the hybrid vehicle of the present invention, when the first operation is performed by the operation unit, the target power storage ratio setting unit sets a third power storage ratio higher than the first power storage ratio as the target power storage ratio. It is possible to set and set the second power storage ratio as the target power storage ratio after the calculated power storage ratio reaches the vicinity of the third power storage ratio. , A switch that can be operated in two stages as the first operation, and the target power storage ratio setting means performs the first power storage in the first stage operation when the first operation is performed by the operating means. A third power storage ratio higher than a ratio may be set as the target power storage ratio, and the second power storage ratio may be set as the target power storage ratio in a second stage operation. . In this way, the electric running can be continued for a longer time.

  Furthermore, in the hybrid vehicle of the present invention, each of the three rotating elements includes a planetary gear mechanism connected to an output shaft of the internal combustion engine, a rotating shaft of the generator, and a drive shaft connected to the axle, and the electric motor includes: In addition, the motor can be an electric motor that can input and output power to the drive shaft.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is explanatory drawing which shows an example of the relationship between battery temperature Tb and the basic value of input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between electrical storage ratio SOC and a correction coefficient. 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 a flowchart which shows an example of the charging / discharging request | requirement power setting routine performed by the electronic control unit for hybrid 70 of an Example. It is explanatory drawing which shows an example of the map for charge / discharge request | requirement power setting when control center SOC * is made into 1st electrical storage ratio SOC1. It is explanatory drawing which shows an example of the charging / discharging request | requirement power setting map when control center SOC * is made into 2nd electrical storage ratio SOC2. 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. 4 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30 when traveling while outputting power from the engine 22. FIG. It is a flowchart which shows the charging / discharging request | requirement power setting routine of a modification. It is explanatory drawing which shows an example of the charging / discharging request | requirement power setting map when control center SOC * is made into 3rd electrical storage ratio SOC3. It is a flowchart which shows the charging / discharging request | requirement power setting routine of a modification. 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. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. The hybrid vehicle 20 of the embodiment includes an engine 22 as an internal combustion engine that outputs power by combustion of a hydrocarbon fuel, a sun gear 31, a ring gear 32, a plurality of pinion gears 33, and a carrier 34, as shown in the figure. A three-shaft power distribution and integration mechanism 30 as a planetary gear mechanism in which a carrier 34 is connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and a rotor that is configured as a known synchronous generator motor, for example. A motor MG1 connected to the sun gear 31 of the distribution integration mechanism 30 is connected to a ring gear shaft 32a configured as, for example, a well-known synchronous generator motor and connected to the ring gear 32 of the power distribution integration mechanism 30 via a reduction gear 35. And is driven through a gear mechanism 37 and a differential gear 38. A motor MG2 connected to 39a, 39b, inverters 41, 42 configured as a drive circuit for driving the motors MG1, MG2, and a motor MG1, configured as, for example, a lithium ion secondary battery via the inverters 41, 42 A battery 50 that exchanges power with the MG 2 and a hybrid electronic control unit 70 that controls the entire vehicle are provided.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as engine ECU) 24 such as fuel injection control, ignition control, and intake air amount adjustment control. Signals from various sensors that detect the operating state of the engine 22 are input to the engine ECU 24, and the engine ECU 24 controls driving to a throttle valve, a fuel injection valve, a spark plug, a variable valve timing mechanism, and the like (not shown). A signal is being output. 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 engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the engine rotational speed Ne, based on a crank position from a crank position sensor (not shown).

  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 motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. In the battery ECU 52, signals necessary for managing the battery 50, for example, the voltage Vb between the terminals from the voltage sensor 51a installed between the terminals of the battery 50, the current attached to the output terminal on the positive side of the battery 50 The charge / discharge current Ib from the sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input, and data on the state of the battery 50 is communicated to the hybrid electronic control unit 70 as necessary. Output. Further, in order to manage the battery 50, the battery ECU 52 sets the storage ratio SOC as a ratio to the total capacity of the storage amount that can be discharged from the battery 50 based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b. The input / output limits Win and Wout that are the maximum allowable power that may charge / discharge the battery 50 are calculated based on the calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limiting limit are set based on the storage ratio 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. FIG. 2 shows an example of the relationship between the battery temperature Tb and the basic values of the input / output limits Win and Wout, and FIG. 3 shows an example of the relationship between the storage ratio SOC and 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. In the hybrid electronic control unit 70, an EV switch signal from the EV switch 60, an ignition signal from the ignition switch 80, and an operation of the shift lever 81 for giving an instruction to give priority to electric driving in a motor driving mode to be described later by the driver. Shift position SP from a shift position sensor 82 that detects the position, accelerator opening Acc from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83, and brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85 The brake pedal position BP and the vehicle speed V from the vehicle speed sensor 88 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 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. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the ring gear shaft 32a with the operation of the engine 22. Both can be considered as the engine operation mode.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the operation when the EV switch 60 is operated by the driver will be described. FIG. 4 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 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 storage ratio SOC of the battery 50, the input / output limits Win and Wout of the battery 50, and the charge / discharge required power Pb * 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. Further, the storage rate SOC of the battery 50 is calculated from the integrated value of the charge / discharge current Ib of the battery 50 detected by the current sensor 51b, 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 storage ratio SOC of the battery 50 and are input from the battery ECU 52 by communication. Further, as the charge / discharge required power Pb * of the battery 50, the value set by executing the charge / discharge required power setting routine of FIG. 5 by the hybrid electronic control unit 70 is input. In the charge / discharge required power setting routine of FIG. 5, the CPU 72 of the hybrid electronic control unit 70 inputs the storage ratio SOC of the battery 50 and the EV switch signal from the EV switch 60 (step S400), and whether the EV switch 60 is on. It is determined whether or not (step S410). When the EV switch 60 is off, a first power storage ratio SOC1 (for example, 60%) is set in the control center SOC * (step S420). When the EV switch 60 is on, the first control center SOC * A second power storage rate SOC2 (for example, 50%) lower than the power storage rate SOC1 is set (step S430), and charging / discharging requested by the battery 50 based on the set control center SOC * and the input power storage rate SOC The required power Pb * is set (step S440), and the charge / discharge required power setting routine is terminated. Here, the setting of charging / discharging required power Pb * is a charging / discharging required power setting map that is the relationship between the current storage ratio SOC of battery 50 and charging / discharging required power Pb * for each control center SOC * in the embodiment. Is created and stored in the ROM 74. When the control center SOC * and the current power storage ratio SOC are given, the corresponding charge / discharge request power setting map is selected based on the control center SOC * and the current The charging / discharging required power Pb * is derived from the charging / discharging required power setting map selected based on the storage ratio SOC. FIG. 6 shows an example of a charge / discharge required power setting map when the control center SOC * is the first power storage ratio SOC1, and FIG. 7 shows the charge / discharge when the control center SOC * is the second power storage ratio SOC2. An example of the required power setting map is shown. The charge / discharge required power setting map sets the positive power on the discharge side when the current storage ratio SOC is higher than the control center SOC * so that the storage ratio SOC of the battery 50 approaches the control center SOC *. When the power storage ratio SOC is lower than the control center SOC *, the negative power on the charging side is set. The reason why the second power storage ratio SOC2 is set in the control center SOC * when the EV switch 60 is turned on will be described later.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a, 39b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. The travel power Pdrv, which is the power required for travel, and the required power P *, which is the power required for the entire vehicle, are 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. 8 shows an example of the required torque setting map. The travel power Pdrv can be calculated as the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a plus a loss Los as a loss. The required power P * can be calculated as the travel power Pdrv minus the charge / discharge required power Pb *. 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).

  Subsequently, it is determined whether or not the engine 22 is in operation (step S120). When the engine 22 is not in operation, it is determined whether or not the engine 22 is being started (cranking) (step S130). ). When the engine 22 is not started, that is, when the engine 22 is not operating, it is determined whether or not the required power P * is less than or equal to the start threshold value Pstart (step S140), and the required power P * is less than or equal to the start threshold value Pstart. In some cases, a value of 0 is set in the torque command Tm1 * of the motor MG1 (step S150), and the required torque Tr * is divided by the gear ratio Gr of the reduction gear 35 to be a temporary value of torque to be output from the motor MG2. The temporary motor torque Tm2tmp is calculated (step S160), and the torque limit Tmin as the upper and lower limits of the torque that may be output from the motor MG2 by dividing the input / output limits Win, Wout of the battery 50 by the rotational speed Nm2 of the motor MG2. Tmax is calculated (step S170), and the set temporary motor torque Tm2 The torque command Tm2 * of the motor MG2 is set by limiting mp with the torque limits Tmin and Tmax according to the expression (1) (step S180), and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S190). ), This routine is terminated. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * uses the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * (value 0) and the motor MG2 is driven by the torque command Tm2 *. Perform switching control. Thus, the required torque Tr * to be output from the motor MG2 to the ring gear shaft 32a can be output within the range of the input / output limits Win and Wout of the battery 50 to perform electric traveling.

  Tm2 * = max (min (Tm2tmp, Tmax), Tmin) (1)

  If it is determined in step S140 that the required power P * is greater than the start threshold value Pstart, it is determined that the engine 22 should be started, and the engine is determined based on the torque map at the start and the elapsed time t from the start of the engine 22 start. A torque command Tm1 * of the motor MG1 for cranking 22 is set (step S200). Although the torque map of the embodiment is not shown, a relatively large torque is set in the torque command Tm1 * so that the rotational speed Ne of the engine 22 quickly passes through the resonance rotational speed band. Then, it is determined whether or not the rotational speed Ne of the engine 22 has reached the rotational speed Nref (for example, 1000 rpm) at which fuel injection control or ignition control is started (step S210). Since the start of the engine 22 is now considered, the rotational speed Ne of the engine 22 is small and has not reached the rotational speed Nref. For this reason, a negative conclusion is made in this determination, and fuel injection control and ignition control are not started. Subsequently, the torque to be output from the motor MG2 by adding the torque command Tm1 * set to the required torque Tr * divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further dividing by the gear ratio Gr of the reduction gear 35. Is calculated by the following equation (2) (step S230), and the current rotational speed Nm1 of the motor MG1 is added to the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 *. The torque limits Tmin and Tmax 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 3) and (4) are calculated (step S240), and the set temporary motor torque Tm2tmp is converted to the torque limit T by equation (1). in, and restricted with Tmax to set a torque command Tm2 * of the motor MG2 (step S250), the torque command Tm1 * set, by sending Tm2 * to the motor ECU 40 (step S260), and terminates this routine. Thus, the drive control of the motor MG2 is performed so that the required torque Tr * is output to the ring gear shaft 32a even during the cranking of the engine 22. That is, the torque to be output from the motor MG2 is the sum of the torque for outputting the required torque Tr * to the ring gear shaft 32a and the torque for canceling the torque acting on the ring gear shaft 32a when the engine 22 is cranked. Torque. When the start of the engine 22 is started, it is determined in step S130 that the engine 22 is being started, and thus the processes of steps S200 to S260 are repeated. If it is determined in step S210 that the rotational speed Ne of the engine 22 is equal to or higher than the rotational speed Nref, a control signal is transmitted to the engine ECU 24 so that fuel injection control and ignition control are started (step S220).

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (2)
Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)

  When the engine 22 is started, since it is determined in step S120 that the engine 22 is in operation, the required power P * is compared with a stop threshold (Pstart-α) that is a value obtained by subtracting a predetermined power α as a margin from the start threshold Pstart. (Step S270). Here, the predetermined power α is for giving hysteresis so that the engine 22 is not frequently started and stopped when the required power P * is near the threshold value Pstart, and can be set as appropriate. When the required power P * is equal to or greater than the stop threshold (Pstar-α), it is determined that the operation of the engine 22 should be continued, and the required power P * is set as the engine required power Pe * that is required for the engine 22. At the same time (step S280), the target engine speed Ne * and the target torque Te * are set as operating points at which the engine 22 should be operated based on the set engine required power Pe * and the operation line for operating the engine 22 efficiently. (Step S290). FIG. 9 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 from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Subsequently, using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the gear ratio of the power distribution and integration mechanism 30 (the number of teeth of the sun gear 31 / the number of teeth of the ring gear 32) ρ, the following equation (5) To calculate the target rotation speed Nm1 * of the motor MG1 and calculate the torque command Tm1 * to be output from the motor MG1 by the equation (6) based on the calculated target rotation speed Nm1 * and the input rotation speed Nm1 of the motor MG1. (Step S300). Here, Expression (5) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 10 shows an example of a collinear diagram showing a dynamic relationship between the rotation speed and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling while outputting power from the engine 22. 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. 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 (5) can be easily derived by using this alignment chart. Expression (6) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (6), “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 / ρ (5)
Tm1 * = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (6)

  Then, the torque command Tm1 * set to the required torque Tr * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 so that the required torque Tr * is output to the ring gear shaft 32a within the range of the input / output limits Win and Wout. The temporary motor torque Tm2tmp is calculated by further dividing by the gear ratio Gr of the reduction gear 35, and the current rotational speed Nm1 of the motor MG1 is added to the torque command Tm1 * set as the input / output limits Win and Wout of the battery 50. The torque limit Tmin, Tmax is calculated 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, and the set temporary motor torque Tm2tmp is calculated by the torque limit Tmin, Tmax. Limit and set torque command Tm2 * of motor MG2, set target torque Te * and target rotation Send a Ne * to the engine ECU 24, the torque command Tm1 * set, by sending Tm2 * to the motor ECU 40 (step S310～S340), the routine ends. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection of the engine 22 so that the engine 22 is operated at an operating point (target operating point) composed of the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that performs control, ignition control, intake air amount adjustment control, etc., and receives the torque commands Tm1 *, Tm2 *, the inverter 41, so that the torques of the torque commands Tm1 *, Tm2 * are output from the motors MG1, MG2. Switching control of 42 switching elements is performed. Here, considering the case where the engine 22 is operated at an operation point composed of the target rotational speed Ne * and the target torque Te *, the power obtained by subtracting the charge / discharge required power Pb * from the travel power Pdrv from the engine 22. In order to output, while traveling and charging / discharging the battery 50 with power corresponding to the charge / discharge required power Pb *, the travel power Pdrv is output to the ring gear shaft 32a.

  Here, the determination of the start of the engine 22 is performed by determining whether or not the required power P * is larger than the start threshold value Pstart, and the required power P * is obtained by subtracting the charge / discharge required power Pb * from the travel power Pdrv. Therefore, the larger the charge / discharge required power Pb * (the greater the power on the discharge side), the more difficult the engine 22 is started, and the required charge / discharge power Pb depends on the magnitude of the travel power Pdrv. The engine 22 tends to start more easily as the * is smaller (the power on the charging side is larger). On the other hand, as described above, charge / discharge required power Pb * is set to a positive power on the discharge side when power storage rate SOC is higher than control center SOC *, and when power storage rate SOC is lower than control center SOC *. Therefore, as the control center SOC * is lowered, the required charge / discharge power Pb * (the power on the discharge side) increases, and as a result, the required power P * decreases and the engine 22 It becomes difficult to start. Therefore, when the EV switch 60 is turned on, the control center SOC * is set to the second power storage ratio SOC2 lower than the first power storage ratio SOC1, thereby making it difficult to start the engine 22 and performing the electric travel relatively. It can be continued for a long time. The reason why the control center SOC * is set to the second storage ratio SOC2 when the EV switch 60 is turned on is based on such a reason.

  When it is determined in step S270 that the required power P * is less than the stop threshold value (Pstart-α), the operation of the engine 22 is stopped (step S350), and the torque command Tm1 * of the motor MG1 is set to a value 0 so as to run electrically. In addition, the temporary motor torque Tm2tmp obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 is set to the torque command Tm2 * of the motor MG2 that is limited by the torque limits Tmin and Tmax, and the set torque command Tm1 *, Tm2 * are transmitted to the motor ECU 40 (steps S150 to S190), and this routine ends.

  According to the hybrid vehicle 20 of the embodiment described above, the first storage ratio SOC1 is set in the control center SOC * of the battery 50 when the EV switch 60 is off, and the control center SOC * is set when the EV switch 60 is on. A second power storage rate SOC2 lower than the first power storage rate SOC1 is set, and a charge / discharge required power Pb * that the battery 50 should charge / discharge is set so that the power storage rate SOC of the battery 50 approaches the control center SOC *, The required power P * required for the entire vehicle is set by subtracting the charging / discharging required power Pb * from the driving power Pdrv required for driving, and the required power when the engine 22 is stopped and the electric driving is performed. When P * is larger than the start threshold value Pstart, the engine 22 is started and the requested power P * is output from the engine 22. The engine 22 and the motors MG1 and MG2 are controlled so as to travel with the travel power Pdrv. When the required power P * is equal to or less than the start threshold value Pstart, the motor MG2 is controlled to travel with the travel power Pdrv and the electric travel is continued. Thus, traveling with priority given to electric traveling can be performed by turning on the EV switch 60 by the driver. As a result, the intention of the electric driving by the driver can be reflected more appropriately. Of course, when the driving power Pdrv is increased by the accelerator pedal 83 being depressed by the driver, the required power P * becomes larger than the starting threshold value Pstart. As a result, the engine 22 is started, so the driving power Pdrv is output more reliably. be able to.

  In the hybrid vehicle 20 of the embodiment, when the EV switch 60 is off, the first power storage ratio SOC1 is set in the control center SOC * of the battery 50, and when the EV switch 60 is on, the first power storage ratio SOC1 is set in the control center SOC *. The second power storage rate SOC2 lower than SOC1 is set. However, when the EV switch 60 is turned on, a third power storage rate SOC3 (for example, higher than the first power storage rate SOC1 is once set in the control center SOC *. 65% etc.) may be set, and then the second power storage ratio SOC2 may be set. Thereby, the power on the discharge side is set to the charge / discharge required power Pb * from the vicinity of the third power storage ratio SOC3 where the power storage ratio SOC of the battery 50 is higher than the first power storage ratio SOC1 to the second power storage ratio SOC2. Therefore, the electric travel can be continued for a longer time. In this case, a switch that can be turned on in two stages, such as a dial switch, is used as the EV switch 60. FIG. 11 is a flowchart illustrating a charge / discharge required power setting routine according to a modification. In the charge / discharge required power setting routine of FIG. 11, the same processes as those in the charge / discharge required power setting routine of FIG. 5 are denoted by the same step numbers, and the details thereof are omitted because they are duplicated. In the charge / discharge required power setting routine of FIG. 11, when the EV switch 60 is turned on in step S410, it is determined whether or not the on operation is the first stage (step S500). When the on-operation is the first stage, a third storage ratio SOC3 higher than the first storage ratio SOC1 is set in the control center SOC * (step S510), and the control is performed when the on-operation is not the first stage, that is, the second stage. Second power storage ratio SOC2 is set at center SOC * (step S430). FIG. 12 shows an example of a charge / discharge required power setting map when the control center SOC * is the third power storage ratio SOC3.

  In the above-described modification, when the EV switch 60 is turned on, the third power storage ratio SOC3 is set in the control center SOC * in the first-stage ON operation, and the second control-center SOC * is set in the second stage ON operation. However, when the EV switch 60 is turned on, the third storage ratio SOC3 is set to the control center SOC * until the storage ratio SOC of the battery 50 reaches the vicinity of the third storage ratio SOC3. After that, the second power storage ratio SOC2 may be set in the control center SOC *. FIG. 13 shows a charge / discharge required power setting routine of a modified example in this case. In the charge / discharge required power setting routine of FIG. 13, when the EV switch 60 is turned on in step S410, the value of the EV start flag F is checked (step S600). Here, the EV start flag F is a flag indicating the start of electric travel by turning on the EV switch 60, and the value 0 is set as an initial value. When the EV start flag F is 0, whether or not the storage rate SOC input in step S400 is in the vicinity of the third storage rate SOC3 (for example, whether or not the storage rate SOC is slightly smaller than the third storage rate SOC3) ) Is determined (step S610), and when the storage ratio SOC is not in the vicinity of the third storage ratio SOC3, the third storage ratio SOC3 is set in the control center SOC * (step S620), and the storage ratio SOC is the third storage ratio SOC. When the value is in the vicinity of the storage ratio SOC3, the EV start flag F is set to 1 (step S630), and the control center SOC * is set to the second storage ratio SOC2 (step S640). When the EV start flag F is determined to be 1 in step S600, the second storage ratio SOC2 is set in the control center SOC * (step S640).

  In addition to the above-described modification, the third storage ratio SOC3 is set in the control center SOC * over a predetermined time (for example, 5 minutes, 10 minutes, etc.) when the EV switch 60 is turned on. The second storage ratio SOC2 may be set in the control center SOC * when a predetermined time has elapsed.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed 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 output to an axle (an axle connected to wheels 39c and 39d in FIG. 14) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, and the power from the motor MG2 is reduced to the reduction gear. 15 is output to the ring gear shaft 32a, but as illustrated in the hybrid vehicle 220 of the modified example of FIG. 15, the motor MG is connected to the drive shaft connected to the drive wheels 39a and 39b via the transmission 230. The engine 22 is connected to the rotation shaft of the motor MG via the clutch 229, and the power from the engine 22 is output to the drive shaft via the rotation shaft of the motor MG and the transmission 230, and from the motor MG. This power may be output to the drive shaft via the transmission 230. Further, as exemplified in the hybrid vehicle 320 of the modification of FIG. 16, the power from the engine 22 is output to the axle connected to the drive wheels 39a and 39b via the transmission 330 and the power from the motor MG is driven. It may be output to an axle different from the axle to which the wheels 39a, 39b are connected (the axle connected to the wheels 39c, 39d in FIG. 16). That is, as long as it has an internal combustion engine that outputs power for traveling, a generator that generates power by the power from the internal combustion engine, and an electric motor that outputs power for traveling, the generator that generates power by the power from the internal combustion engine Any type of hybrid vehicle may be used, including a hybrid vehicle that includes a single generator motor that functions as an electric motor that functions and outputs motive power.

  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 motor MG2 corresponds to a “motor”, the battery 50 corresponds to a “secondary battery”, and the EV switch 60 corresponds to the “operating means”, and the required torque Tr * is set based on the accelerator opening Acc and the vehicle speed V, and the set required torque Tr * is multiplied by the rotational speed Nr of the ring gear shaft 32a as a loss. The hybrid electronic control unit 70 that executes the process of step S110 of the drive control routine of FIG. 4 for setting the travel power Pdrv as a value to which the loss Loss is added corresponds to the “travel required power setting means”, and the EV switch 60 Is set to the control center SOC *, the first storage ratio SOC1 is set to the control center SOC *, and when the EV switch 60 is on, the second storage is set to the control center SOC *. The hybrid for executing the charge / discharge required power setting routine of FIG. 5 that sets the ratio SOC2 and sets the charge / discharge required power Pb * required by the battery 50 based on the set control center SOC * and the current power storage ratio SOC The electronic control unit 70 corresponds to “target power storage ratio setting means”, and when the required power P * obtained by subtracting the charge / discharge required power Pb * from the travel power Pdrv while the operation of the engine 22 is stopped is equal to or less than the start threshold value Pstart, 22 is maintained and the value 0 is set to the torque command Tm1 * of the motor MG1, and the torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is output to the ring gear shaft 32a. Torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40, and the required power P * is set to the starting threshold value Pst. A target rotational speed Ne * and target torque Te * of the engine 22 and a torque command Tm1 * of the motor MG1 for starting the engine 22 and outputting the required power P * from the engine 22 efficiently when it is larger than rt are set. At the same time, the torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is output to the ring gear shaft 32a, and the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the motors MG1, MG2 A hybrid electronic control unit 70 that executes the processes of steps S120 to S350 for transmitting torque commands Tm1 * and Tm2 * to the motor ECU 40, and an engine ECU 24 that controls the engine 22 based on the target rotational speed Ne * and the target torque Te *. Based on the torque commands Tm1 * and Tm2 * The motor ECU 40 that controls the motors MG1 and MG2 corresponds 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 a hydrogen engine or the like that can output driving power. Any type of internal combustion engine may be used. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and any type of generator can be used as long as it can generate electric power from an internal combustion engine, such as an induction motor. I do not care. 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 output power for traveling, such as an induction motor. Further, the “operation means” is not limited to the EV switch 60 that can be turned on and off. For example, a target (control center SOC *) is set steplessly by operating a dial-type knob. Any device can be used as long as it can be operated by the operator. As the “travel required power setting means”, the required torque Tr * is set based on the accelerator opening Acc and the vehicle speed V and the set required torque Tr * is multiplied by the rotational speed Nr of the ring gear shaft 32a as a loss. The travel power Pdrv is not limited to the value obtained by adding the loss Loss, but the required torque is set based only on the accelerator opening Acc and the travel power is set based on the required torque. If the travel route is set in advance, the required torque is set based on the travel position on the travel route and the travel power is set based on the required torque. Any device can be used as long as it sets the required power. 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 required power P * obtained by subtracting the charging / discharging required power Pb * from the traveling power Pdrv while the operation of the engine 22 is stopped is equal to or less than the start threshold value Pstart, the engine 22 is kept stopped. A value 0 is set to the torque command Tm1 * of the motor MG1, and the torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is output to the ring gear shaft 32a, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set. To the motor ECU 40, and when the required power P * is larger than the start threshold value Pstart, the engine 22 is started and the target power Ne * and the target for efficiently outputting the required power P * from the engine 22 are output. The torque Te * and the torque command Tm1 * of the motor MG1 are set and the requested torque Tr * is The torque command Tm2 * of the motor MG2 is set to be output to the ring gear shaft 32a, the engine 22 is controlled based on the target rotational speed Ne * and the target torque Te *, and the motor MG1 is controlled based on the torque commands Tm1 * and Tm2 *. , Not limited to the one that controls MG2, but based on the excess or shortage of the storage ratio of the secondary battery with respect to the target storage ratio so that the storage ratio of the secondary battery approaches the target storage ratio and travels with the required driving power Any device that controls the internal combustion engine, the generator, and the motor with intermittent operation of the internal combustion engine 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. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. 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.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear , 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor 51b Current sensor 51c Temperature sensor 52 Battery electronic control unit (battery ECU) 60 EV switch 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, MG1, MG2, MG motor.

Claims (5)

A hybrid comprising an internal combustion engine, a generator capable of generating electric power using power from the internal combustion engine, an electric motor capable of outputting driving power, and a secondary battery capable of exchanging electric power with the generator and the electric motor Car,
Operation means that can be operated by the driver;
Travel demand power setting means for setting travel demand power required for travel;
A power storage ratio calculating means for calculating a ratio of a power storage amount to a total capacity of the secondary battery;
When the first operation is performed by the operation means, the first power storage ratio is set as the target power storage ratio of the secondary battery, and when the second operation is performed by the operation means, the first power storage ratio is set as the first power storage ratio. Target power storage ratio setting means for setting a second power storage ratio lower than the power storage ratio of
The calculated storage ratio of the secondary battery with respect to the set target storage ratio so that the storage ratio of the secondary battery approaches the set target storage ratio and travels with the set travel request power. A hybrid vehicle comprising: control means for controlling the internal combustion engine, the generator, and the electric motor with intermittent operation of the internal combustion engine based on excess or deficiency. The hybrid vehicle according to claim 1,
The control means sets charge / discharge required power required by the secondary battery based on the calculated storage ratio of the secondary battery and the set target storage ratio, and the set charge / discharge request power Based on the set travel demand power, a vehicle demand power required for the entire vehicle is set, and the internal combustion engine is set when the set vehicle demand power is equal to or greater than a starting threshold value when the internal combustion engine is stopped. To control the internal combustion engine, the generator, and the electric motor so that the secondary battery is charged / discharged by the charge / discharge required power and travels by the set travel request power, and the internal combustion engine is operated. When the set required vehicle power is less than the stop threshold in the running state, the internal combustion engine is stopped and the electric motor is controlled to run with the set required travel power. Hybrid car is. A hybrid vehicle according to claim 1 or 2,
When the first operation is performed by the operation unit, the target power storage ratio setting unit sets a third power storage ratio higher than the first power storage ratio as the target power storage ratio, and the calculated power storage ratio Is a means for setting the second power storage ratio as the target power storage ratio after reaching the vicinity of the third power storage ratio. A hybrid vehicle according to claim 1 or 2,
The operation means is a switch capable of a two-stage operation as the first operation,
The target power storage ratio setting means sets, as the target power storage ratio, a third power storage ratio that is higher than the first power storage ratio in the first-stage operation when the first operation is performed by the operating means. A hybrid vehicle, which is means for setting the second power storage ratio as the target power storage ratio in a second stage operation. A hybrid vehicle according to any one of claims 1 to 4,
Three rotating elements each include a planetary gear mechanism connected to an output shaft of the internal combustion engine, a rotating shaft of the generator, and a drive shaft connected to an axle,
The electric motor is an electric motor capable of inputting and outputting power to the drive shaft.

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