JP4345765B2 - Vehicle and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve energy efficiency by more appropriately setting a target residual capacity of a battery, in a vehicle in which an engine, a first motor and a drive shaft connected to driving wheels are connected to a planetary gear mechanism, a second motor is connected to the drive shaft, and the battery is provided for exchanging power with the first motor and the second motor. <P>SOLUTION: In this vehicle, when a cruise control switch is ON (S110), the target residual capacity SOC* is set to be smaller as a target vehicle speed V* is higher and as an input limit Win of the battery is less limited (S220), and the engine and the two motors are controlled according to a residual capacity SOC and the target residual capacity SOC*. According to this, the regenerative performance of the vehicle at the time of deceleration can be further improved to improve the energy efficiency. <P>COPYRIGHT: (C)2008,JPO&amp;INPIT

Description

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

Conventionally, this type of vehicle includes an internal combustion engine, power output means that has two rotating electric machines and outputs power from the internal combustion engine to drive wheels, and a battery that exchanges electric power with the two rotating electric machines. The thing is proposed (for example, refer patent document 1). In this vehicle, the target remaining capacity is set so as to decrease as the vehicle speed increases, and the internal combustion engine and the two rotating electric machines are controlled so that the remaining capacity of the battery becomes the target remaining capacity, thereby accelerating performance at a low vehicle speed. And regenerative performance at high vehicle speeds.
JP-A-12-092610

  In such vehicles, it is an important issue to improve the energy efficiency of the entire vehicle, and among them, one of the issues is to improve the regeneration performance until the vehicle stops from a high vehicle speed. Therefore, it is desirable to set the target remaining capacity more appropriately in consideration of parameters other than the vehicle speed. In such a vehicle, it is desired to control the internal combustion engine and the two rotating electric machines so that the remaining capacity of the battery becomes the target remaining capacity without reducing energy efficiency as much as possible.

  One object of the vehicle and the control method thereof according to the present invention is to improve the energy efficiency of the vehicle. Another object of the vehicle and the control method thereof of the present invention is to set the target power storage state more appropriately. Furthermore, it is an object of the vehicle and the control method thereof of the present invention to suppress a decrease in energy efficiency when the power storage state of the power storage device is brought close to the target power storage state.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above-described object.

The first vehicle of the present invention is
Power output means capable of outputting power to the axle side;
An electric motor capable of inputting and outputting power to the axle side;
Power storage means capable of exchanging electric power with the electric motor;
A storage state detection unit for detecting a storage state of the storage unit;
When a predetermined traveling condition is established, a target power storage state of the power storage unit is set based on a vehicle speed and an input restriction of the power storage unit, and the set target power storage state of the power storage unit and the detected power storage unit The target charge / discharge power to be charged / discharged to the power storage means is set based on the storage state of the battery, and the power storage means is charged / discharged by the set target charge / discharge power and based on the required driving force required for traveling Control means for controlling the power output means and the electric motor to travel by driving force;
It is a summary to provide.

  In the first vehicle of the present invention, when a predetermined traveling condition is established, the target power storage state of the power storage means is set based on the vehicle speed and the input restriction of the power storage means, and the set target power storage state of the power storage means is set. The target charge / discharge power to be charged / discharged to the power storage means is set based on the power storage state of the power storage means, and the power storage means is charged / discharged by the target charge / discharge power and is driven based on the required driving force required for traveling The power output means and the electric motor are controlled to travel by force. As a result, when a predetermined traveling condition is satisfied, the target power storage state can be set more appropriately than that for setting the target power storage state only in accordance with the vehicle speed, and regeneration when the vehicle decelerates can be performed. The performance can be further improved. As a result, the energy efficiency of the vehicle can be improved. Here, the “power storage state detection means” includes not only one that directly detects the power storage state of the power storage means, but also one that calculates the power storage state based on the charge / discharge current charged / discharged in the power storage means. included.

  In such a first vehicle of the present invention, the control means sets the target power storage state of the power storage means so as to decrease as the vehicle speed increases and to increase as the input restriction of the power storage means is limited. It can also be a means.

  The first vehicle of the present invention includes vehicle speed detection means for detecting a vehicle speed, and target vehicle speed setting means for setting a target vehicle speed by a driver's operation, wherein the control means is controlled by the target vehicle speed setting means. When the condition for setting the target vehicle speed is satisfied and the predetermined traveling condition is satisfied, the target power storage state of the power storage unit is set based on the target vehicle speed and the input limit of the power storage unit. Further, it may be a means for setting the requested driving force so that the detected vehicle speed approaches the set target vehicle speed. If it carries out like this, when driving | running | working at constant speed with the vehicle speed of the target vehicle speed vicinity, when a vehicle decelerates, it can prepare so that regeneration performance may be exhibited more. In this case, the control unit is configured to detect the power storage unit when the predetermined traveling condition is satisfied because the condition that the target vehicle speed is set by the target vehicle speed setting unit is satisfied. When the power storage state is greater than the target power storage state of the power storage means, the required power based on the required driving force is controlled to be discharged from the power storage means by the set target charge / discharge power when the power is greater than or equal to a predetermined power, When the required power based on the required driving force is less than the predetermined power, it is means for controlling the discharge from the power storage means to be limited compared to when the required power is equal to or higher than the predetermined power. it can. In this case, the control means controls the power based on the required power and the set target charge / discharge power to be output from the power output means when the required power is equal to or greater than the predetermined power, and the required power is It may be a means for controlling the required power to be output from the power output means when the power is less than the predetermined power. In this way, when using an internal combustion engine in which the efficiency is relatively good in the region where the output is relatively large and the efficiency decreases as the output is small in the region where the output is relatively small, the required power is relatively small. Since the output from the internal combustion engine can be made larger than the power output from the internal combustion engine (power below the required power) based on the required power and the target charge / discharge power, the efficiency of the internal combustion engine is reduced. Can be suppressed. In this case, when the required power is relatively large, the storage state of the storage unit is brought close to the target storage state by discharging from the storage unit. As a result, the power storage state of the power storage means can be brought closer to the target power storage state without significantly reducing the energy efficiency of the internal combustion engine.

  The first vehicle of the present invention further includes vehicle speed detection means for detecting a vehicle speed, wherein the control means has a condition that the detected vehicle speed is equal to or higher than a predetermined vehicle speed and a change amount of the vehicle speed is within a predetermined range. When the predetermined travel condition is satisfied because both the conditions are satisfied over a predetermined time, based on the average vehicle speed as the average value of the detected vehicle speed and the input limit of the power storage means It may be a means for setting a target power storage state of the power storage means. If it carries out like this, when driving | running | working at constant speed with the vehicle speed more than predetermined vehicle speed, when a vehicle decelerates, it can prepare so that regeneration performance may be exhibited more.

  Alternatively, in the first vehicle of the present invention, the power output means is connected to an internal combustion engine, an output shaft of the internal combustion engine, and the axle side, and includes at least power and power input / output. It is also possible to provide power power input / output means capable of outputting a part of the power to the axle side, and the power storage means may be means capable of exchanging power with the power power input / output means and the electric motor. In this case, the power motive power input / output means is connected to the three shafts of the output shaft of the internal combustion engine, the axle shaft, and the rotating shaft, and is based on the power input / output to any two of the three shafts. It can also be a means provided with a three-axis power input / output means for inputting / outputting power to / from the shaft and a generator capable of inputting / outputting power to / from the rotating shaft.

The second vehicle of the present invention is
Power generation means capable of generating electricity by receiving fuel supply;
An electric motor capable of inputting and outputting power to the axle side;
Power storage means capable of exchanging electric power with the power generation means and the motor;
A storage state detection unit for detecting a storage state of the storage unit;
When a predetermined traveling condition is established, a target power storage state of the power storage unit is set based on a vehicle speed and an input restriction of the power storage unit, and the set target power storage state of the power storage unit and the detected power storage unit The target charge / discharge power to be charged / discharged to the power storage means is set based on the storage state of the battery, and the power storage means is charged / discharged by the set target charge / discharge power and based on the required driving force required for traveling Control means for controlling the power generation means and the electric motor so as to travel by driving force;
It is a summary to provide.

  In the second vehicle of the present invention, when a predetermined traveling condition is established, the target power storage state of the power storage unit is set and the target power storage state of the power storage unit is set based on the vehicle speed and the input restriction of the power storage unit. The target charge / discharge power to be charged / discharged to the power storage means is set based on the power storage state of the power storage means, and the power storage means is charged / discharged by the target charge / discharge power and is driven based on the required driving force required for traveling The power generation means and the electric motor are controlled to travel by force. As a result, when a predetermined traveling condition is satisfied, the target power storage state can be set more appropriately than that for setting the target power storage state only in accordance with the vehicle speed, and regeneration when the vehicle decelerates can be performed. The performance can be further improved. As a result, the energy efficiency of the vehicle can be improved. Here, the “power storage state detection means” includes not only one that directly detects the power storage state of the power storage means, but also one that calculates the power storage state based on the charge / discharge current charged / discharged in the power storage means. included.

The first vehicle control method of the present invention comprises:
A vehicle control method comprising: a power output means capable of outputting power to an axle side; an electric motor capable of inputting / outputting power to the axle side; and an electric storage means capable of exchanging electric power with the electric motor,
When a predetermined traveling condition is established, the target storage state of the power storage unit is set based on the vehicle speed and the input restriction of the power storage unit, and the set target storage state of the power storage unit and the power storage state of the power storage unit The target charging / discharging power to be charged / discharged to the power storage means is set based on the above, and the power storage means is charged / discharged by the set target charging / discharging power and the driving force based on the required driving force required for traveling is set. The power output means and the electric motor are controlled to run.

  According to the first vehicle control method of the present invention, when a predetermined traveling condition is established, the target power storage state of the power storage means is set and the set power storage is set based on the vehicle speed and the input restriction of the power storage means. The target charging / discharging power to be charged / discharged to the power storage means is set based on the target power storage state of the means and the power storage state of the power storage means, and the demand required for traveling while the power storage means is charged / discharged by the target charge / discharge power Since the power output means and the electric motor are controlled so as to travel by the driving force based on the driving force, when the predetermined traveling condition is satisfied, the target power storage is compared with the case where the target power storage state is set only according to the vehicle speed. The state can be set more appropriately, and the regeneration performance when the vehicle decelerates can be further improved. As a result, the energy efficiency of the vehicle can be improved.

The second vehicle control method of the present invention comprises:
A vehicle control method comprising: power generation means capable of generating power upon supply of fuel; an electric motor capable of inputting / outputting power to / from the axle; and a power storage means capable of exchanging electric power with the power generation means and the motor. And
When a predetermined traveling condition is established, the target storage state of the power storage unit is set based on the vehicle speed and the input restriction of the power storage unit, and the set target storage state of the power storage unit and the power storage state of the power storage unit The target charging / discharging power to be charged / discharged to the power storage means is set based on the above, and the power storage means is charged / discharged by the set target charging / discharging power and the driving force based on the required driving force required for traveling is set. The power generation means and the electric motor are controlled to run.

  According to the second vehicle control method of the present invention, when a predetermined traveling condition is established, the target power storage state of the power storage means is set and the set power storage is set based on the vehicle speed and the input restriction of the power storage means. The target charging / discharging power to be charged / discharged to the power storage means is set based on the target power storage state of the means and the power storage state of the power storage means, and the demand required for traveling while the power storage means is charged / discharged by the target charge / discharge power Since the power generation means and the electric motor are controlled so as to travel by the driving force based on the driving force, when the predetermined traveling condition is satisfied, the target power storage state is compared with that in which the target power storage state is set only according to the vehicle speed. Can be set more appropriately, and the regeneration performance when the vehicle decelerates can be further improved. As a result, the energy efficiency of the vehicle can be improved.

  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 the ring gear shaft 32a connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, and the entire power output device And a hybrid electronic control unit 70 for controlling the control.

  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.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the 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 the 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. The battery ECU 52 also calculates the remaining capacity SOC based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. 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 target vehicle speed V in the constant speed travel. A cruise control signal CSW or the like from the cruise control switch 89 for setting * is 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 position of the shift lever 81 detected by the shift position sensor 82 includes a parking position (P position), a neutral position (N position), a drive position (D position), a reverse position (R position), and the like. The cruise control signal CSW includes a signal from the mode switch 89a for shifting to the constant speed traveling mode so as to perform constant speed traveling when the target vehicle speed V * is set, and the target vehicle speed for setting the target vehicle speed V *. The cruise control switch 89 is turned on when the constant speed running mode is set by the mode switch 89a and the target vehicle speed V * is set by the target vehicle speed setting switch 89b. Determine and execute cruise control control. In this embodiment, the cruise control control is canceled when the driver depresses the brake pedal 85 or when the shift position SP is changed from the D position in addition to when the cruise control switch 89 is turned off. To do.

  The hybrid vehicle 20 of the embodiment thus configured calculates a required torque to be output to the ring gear shaft 32a based on the accelerator opening Acc and the vehicle speed V corresponding to the amount of depression of the accelerator pedal 83 by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, 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.

  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, the CPU 72 of the hybrid electronic control unit 70 first starts from the accelerator pedal position Acc from the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal position sensor 86, and the vehicle speed sensor 88. Data necessary for control, such as the vehicle speed V, the rotational speeds Nm1, Nm2, the remaining capacity SOC of the battery 50, the input / output limits Win, Wout of the battery 50, and the cruise control signal CSW from the cruise control switch 89, are input. Processing 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 remaining capacity SOC of the battery 50 is input from the battery ECU 52 through communication, which is calculated based on the integrated value of the charge / discharge current detected by a current sensor (not shown). Further, the input / output restrictions Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity SOC of the battery 50 and are input from the battery ECU 52 by communication. It was. 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. The correction coefficient is set, and the input / output limits Win and Wout can be set by multiplying the basic values of the set input / output limits Win and Wout by the correction coefficient. FIG. 3 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. 4 shows an example of the relationship between the remaining capacity SOC of the battery 50 and the correction coefficients of the input / output limits Win and Wout. . As described above, the cruise control signal CSW is composed of the signal from the mode switch 89a and the signal from the target vehicle speed setting switch 89b. The constant speed traveling mode is set by the mode switch 89a and the target vehicle speed setting switch is set. Cruise control control is executed when the target vehicle speed V * is set in 89b.

  When the data is input in this way, it is determined whether or not the cruise control switch 89 is turned on based on the inputted cruise control signal CSW (step S110). If the cruise control switch 89 is not turned on, that is, turned off. When the determination is made, a predetermined value S1 is set in the target remaining capacity SOC * (step S120), and the charge / discharge required power Pb to be charged / discharged to / from the battery 50 based on the set target remaining capacity SOC * and the remaining capacity SOC. * Is set (step S130). Here, the predetermined value S1 is set to 55% or 60%, for example. In the embodiment, the required charge / discharge power Pb * is determined in advance as a relationship between the remaining capacity difference (SOC−SOC *) obtained by subtracting the target remaining capacity SOC * from the remaining capacity SOC and the required charge / discharge power Pb *. The charge / discharge required power setting map is stored in the ROM 74, and when the remaining capacity difference (SOC-SOC *) is given, the corresponding charge / discharge required power Pb * is derived and set from the stored map. . An example of the charge / discharge required power setting map is shown in FIG. In the example of FIG. 5, the charge / discharge required power Pb * has a value of 0 when the remaining capacity difference (SOC−SOC *) is within a predetermined range including the value 0 (a negative predetermined value Sref1 or more and a positive predetermined value Sref2 or less). Is set, a positive (discharge side) value is set when the remaining capacity difference (SOC-SOC *) is greater than a positive predetermined value Sref2, and the remaining capacity difference (SOC-SOC *) is smaller than a negative predetermined value Sref1. Sometimes a negative (charge side) value is set. The predetermined value Sref1 can be a value at which the remaining capacity difference (SOC−SOC *) is −5% or −10%, and the predetermined value Sref2 is a remaining capacity difference (SOC−SOC *) of 5. %, 10%, or the like can be used.

  Subsequently, the required torque Tr * to be output to the ring gear shaft 32a connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the accelerator opening Acc, the brake pedal position BP and the vehicle speed V which are input, and the ring gear. The required power Pr * required for the shaft 32a is set (step S140). In the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the brake pedal position BP, the vehicle speed V, and the required torque Tr *. When Acc and vehicle speed V are given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 6 shows an example of the required torque setting map. The required power Pr * can be calculated by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Then, the engine required power Pe * required for the engine 22 is calculated by subtracting the charge / discharge required power Pb * of the battery 50 from the calculated required power Pr * (step S150), and based on the calculated engine required power Pe *. Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are set (step S160). In this setting, the target rotational speed Ne * and the target torque Te * are set based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 7 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 *).

  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 of the motor MG1 is given by the following equation (1). Nm1 * is calculated, and a torque command Tm1 * of the motor MG1 is calculated from the calculated target rotational speed Nm1 * and the current rotational speed Nm1 by the equation (2) (step S170). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 8 shows an example of 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. 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. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

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

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. 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 obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 is expressed by the following equation (3). In addition, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S180). Calculated by equation (5) (step S190), and with the calculated torque limits Tmin and Tmax Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the motor torque Tm2tmp (step S200). Thus, by setting the torque command Tm2 * of the motor MG2, the required torque Tr * output to the ring gear shaft 32a can be set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. . Equation (5) can be easily derived from the collinear diagram of FIG. 8 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  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. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S210), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as 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.

  When it is determined in step S110 that the cruise control switch 89 is ON, the target remaining capacity SOC * of the battery 50 is set based on the target vehicle speed V * and the input limit Win of the battery 50 (step S220). Based on the set target remaining capacity SOC * and remaining capacity SOC, the charge / discharge required power Pb * is set using the charge / discharge required power setting map of FIG. 5 described above (step S230). In the embodiment, the target remaining capacity SOC * of the battery 50 is stored in the ROM 74 as a target remaining capacity setting map by previously determining the relationship among the target vehicle speed V *, the input limit Win of the battery 50, and the target remaining capacity SOC *. When the target vehicle speed V * and the input limit Win are given, the corresponding target remaining capacity SOC * is derived from the stored map and set. An example of the target remaining capacity setting map is shown in FIG. As shown in the figure, the target remaining capacity SOC * is set so as to decrease as the target vehicle speed V * increases, and set so as to decrease as the input limit Win of the battery 50 is not limited (as the absolute value increases). To do. Now, consider the case where the driver depresses the brake pedal 85 relatively large and the vehicle speed V decreases when the cruise control switch 89 is ON and the vehicle is traveling at a relatively high speed and a constant speed. FIG. 10 shows an example of 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 in this case. When the driver depresses the brake pedal 85 relatively large, the cruise control control is canceled, a negative value is set for the required torque Tr *, and the braking torque is applied from the motor MG2 as shown in the alignment chart of FIG. Will be output. At this time, the motor MG2 functions as a generator, and the electric power generated by the motor MG2 is charged in the battery 50. The energy that can be regenerated by the motor MG2 before the vehicle stops increases as the vehicle speed V before the brake pedal 85 is depressed increases. Further, the power that can be charged to the battery 50 increases as the input limit Win of the battery 50 is not limited (as the absolute value increases). When the input limit Win of the battery 50 is greatly limited, such as at low temperatures, the battery 50 is charged. The power that can be charged is limited. Therefore, in the embodiment, the target remaining capacity SOC * of the battery 50 is set so as to decrease as the target vehicle speed V * increases and to decrease as the input limit Win of the battery 50 is not limited. In this way, by setting the target remaining capacity SOC * according to the target vehicle speed V * and the input limit Win of the battery 50, as compared with the case where the target remaining capacity SOC * is set based only on the target vehicle speed V *. The target remaining capacity SOC * can be set more appropriately.

  Subsequently, the required torque Tr * is calculated by the following equation (6) so that the vehicle speed difference (V * −V) as the difference between the target vehicle speed V * and the vehicle speed V is canceled (step S240). Here, Expression (6) is a relational expression of feedback control for causing the vehicle speed V to become the target vehicle speed V *. In Expression (6), “k3” in the first term on the right side is a gain of a proportional term. “K4” in the second term on the right side is the gain of the integral term.

  Tr * = k3 ・ (V * -V) + k4 ・ ∫ (V * -V) dt (6)

  Then, the remaining capacity SOC of the battery 50 is compared with the target remaining capacity SOC * (step S250). The comparison between the remaining capacity SOC and the target remaining capacity SOC * in step S250 is whether or not there is a possibility that the battery 50 has requested discharge, that is, whether or not the charge / discharge required power Pb * may be positive. It is the process which determines. When the remaining capacity SOC is equal to or less than the target remaining capacity SOC *, it is determined that there is no such possibility, and the engine required power Pe * is calculated by subtracting the charge / discharge required power Pb * from the required power Pr * (step S150). Steps S160 to S210 are executed, and the drive control routine is terminated. In this case, the battery 50 is charged according to the charge / discharge required power Pb *.

  On the other hand, when the remaining capacity SOC of the battery 50 is larger than the target remaining capacity SOC * in step S250, it is determined that the battery 50 may have requested discharge, and the required power Pr * is compared with the threshold value Pref (step S260). ) When the required power Pr * is equal to or greater than the threshold value Pref, the engine required power Pe * is calculated by subtracting the charge / discharge required power Pb * from the required power Pr * (step S150), and the processes of steps S160 to S210 are executed. When the required power Pr * is less than the threshold value Pref, the required power Pr * is set as the engine required power Pe * (step S270), and the processing of steps S160 to S210 is executed to execute the drive control routine. finish. Here, the threshold value Pref is set as a value in the vicinity of the lower limit value of the power at which the engine 22 can be efficiently operated when the required torque Tr * is output to the ring gear shaft 32a with the discharge of the battery 50. An example of the relationship between the operation line of the engine 22 and the efficiency of the engine 22 is shown in FIG. As shown in the figure, the efficiency of the engine 22 when setting the target rotational speed Ne * and the target torque Te * of the engine 22 on the operation line of the engine 22 is determined when the engine required power Pe * is less than a predetermined power P1. It increases as the power Pe * increases, and decreases as the engine required power Pe * increases when the engine required power Pe * is equal to or greater than the predetermined power P1. Accordingly, when the remaining capacity SOC of the battery 50 is larger than the target remaining capacity SOC *, the charge / discharge required power Pb * (value 0 or more) is subtracted from the required power Pr * when the required power Pr * is less than the predetermined power P1. If the power is set as the engine required power Pe *, the efficiency of the engine 22 may be lower than that when the required power Pr * is set as the engine required power Pe *. In the embodiment, in order to suppress such a decrease in the efficiency of the engine 22, when the remaining capacity SOC of the battery 50 is larger than the target remaining capacity SOC *, the required power Pr * is set to the engine when the required power Pr * is less than the threshold value Pref. The required power Pe * is set, and when the required power Pr * is equal to or greater than the threshold value Pref, the engine required power Pe * is set by subtracting the charge / discharge required power Pb * from the required power Pr. Here, as the threshold value Pref, the predetermined power P1 may be used, or a power slightly smaller than or slightly larger than the predetermined power P1 may be used. By setting the engine required power Pe * in this way, it is possible to suppress discharging from the battery 50 when the engine required power Pe * is relatively small, and from the battery 50 when the engine required power Pe * is relatively large. Since discharging is performed, the remaining capacity SOC of the battery 50 can be brought close to the target remaining capacity SOC * without significantly reducing the efficiency of the engine 22.

  According to the hybrid vehicle 20 of the embodiment described above, when the cruise control switch 89 is ON, the target remaining capacity SOC * of the battery 50 is set based on the target vehicle speed V * and the input limit Win of the battery 50. A charge / discharge request power Pb * to be charged / discharged to / from the battery 50 is set based on the target remaining capacity SOC * and the remaining capacity SOC, and the battery 50 is charged / discharged by the set charge / discharge request power Pb * and the required torque. Since the engine 22 and the motors MG1, MG2 are controlled so as to travel with the driving force based on Tr *, the target remaining capacity SOC * is set as compared with the target remaining capacity SOC * set based only on the target vehicle speed V *. It can set more appropriately and can improve the regeneration performance at the time of vehicles decelerating more. As a result, the energy efficiency of the vehicle can be improved. Moreover, according to the hybrid vehicle 20 of the embodiment, when the remaining capacity SOC of the battery 50 is larger than the target remaining capacity SOC * when the cruise control switch 89 is ON, the battery when the required power Pr * is relatively large. 50 is discharged, and when the required power Pr * is not so large, the battery 50 is not discharged. Therefore, when the remaining capacity SOC of the battery 50 is brought close to the target remaining capacity SOC *, a reduction in the efficiency of the engine 22 is suppressed. can do.

  In the hybrid vehicle 20 of the embodiment, when the cruise control switch 89 is turned on and the remaining capacity SOC of the battery 50 is larger than the target remaining capacity SOC *, the battery 50 when the required power Pr * is equal to or greater than the threshold value Pref. The remaining capacity SOC is approximated to the target remaining capacity SOC * by discharging the battery 50. However, the remaining capacity SOC may be approximated to the target remaining capacity SOC * by discharging the battery 50 regardless of the required power Pr *. .

  In the hybrid vehicle 20 of the embodiment, when the cruise control switch 89 is ON and the remaining capacity SOC of the battery 50 is equal to or less than the target remaining capacity SOC *, the required power Pr * is used regardless of the required power Pr *. The required engine power Pe * is set by reducing the required charge / discharge power Pb * (value 0 or less). However, the required power Pr * is compared with the threshold value Pref2, and the required power Pr * is greater than the threshold value Pref2. The power Pr * is set as the engine required power Pe *, and when the required power Pr * is less than the threshold value Pref2, the engine required power Pe * may be set by subtracting the charge / discharge required power Pb * from the required power Pr *. . Here, the threshold value Pref2 is set as a value in the vicinity of the upper limit value of the power at which the engine 22 can be efficiently operated when the required torque Tr * is output to the ring gear shaft 32a with the battery 50 being charged. Hereinafter, the reason will be described. When the remaining capacity SOC of the battery 50 is less than or equal to the target remaining capacity SOC *, the charge / discharge required power Pb * may be a negative value, that is, the battery 50 may be requesting charging. Further, as shown in the example of the relationship between the operation line of the engine 22 and the efficiency of the engine 22 in FIG. 11, when setting the target rotational speed Ne * and the target torque Te * of the engine 22 on the operation line of the engine 22. The efficiency of the engine 22 increases as the engine required power Pe * increases when the engine required power Pe * is less than the predetermined power P1, and increases as the engine required power Pe * increases when the engine required power Pe * is equal to or higher than the predetermined power P1. descend. Therefore, when the required power Pr * is equal to or higher than the predetermined power P1, when the engine power demand Pe * is set by subtracting the charge / discharge power demand Pb * (value 0 or less) from the power demand Pr *, the power demand Pr * is set to the engine. The efficiency of the engine 22 is reduced as compared with what is set as the required power Pe *. In the modification, in order to suppress such a decrease in the efficiency of the engine 22, when the required power Pr * is less than the threshold value Pref2, a value obtained by subtracting the charge / discharge required power Pb * from the required power Pr * is set as the engine required power Pe *. When the required power Pr * is equal to or greater than the threshold value Pref2, the required power Pr * is set as the engine required power Pe *. Here, for the threshold value Pref2, the predetermined power P1 may be used, or a slightly smaller power or a slightly larger power than the predetermined power P1 may be used. By setting the engine required power Pe * in this manner, charging of the battery 50 is suppressed when the required power Pr * is relatively large, and charging of the battery 50 is performed when the required power Pr * is relatively small. Therefore, the efficiency of the engine 22 can be prevented from decreasing when the remaining capacity SOC of the battery 50 is brought close to the target remaining capacity SOC *.

  In the hybrid vehicle 20 of the embodiment, the predetermined value S1 is set as the target remaining capacity SOC * of the battery 50 when the cruise control switch 89 is OFF, and the target vehicle speed V * and the battery when the cruise control switch 89 is ON. The target remaining capacity SOC * is set based on the input limit Win of 50. However, even when the cruise control switch 89 is turned off or the vehicle does not include the cruise control switch 89, the vehicle remains to a certain extent. When traveling at a constant speed at the vehicle speed V, the target remaining capacity SOC * of the battery 50 may be set based on the average vehicle speed Vave during constant speed traveling and the input limit Win of the battery 50. FIG. 12 is a part of an example of a drive control routine in a vehicle that does not include the cruise control switch 89. Among the drive control routines, the same processes as those in the drive control routine of FIG. 2 are denoted by the same step numbers, and detailed description thereof is omitted. In this drive control routine, the accelerator opening Acc, the brake pedal position BP, the vehicle speed V, the motors MG1, MG2, the rotational speeds Nm1, Nm2, the remaining capacity SOC of the battery 50, and the input / output limits Win, Wout of the battery 50 are necessary. Vehicle data is input (step S100b), the vehicle speed V is compared with the threshold value Vref1 (step S300), and when the vehicle speed V is equal to or higher than the threshold value Vref1, the vehicle speed change obtained by subtracting the previous vehicle speed (previous v) from the current vehicle speed V. The absolute value of the amount ΔV is compared with the threshold value Vref2 (step S310). When the absolute value of the vehicle speed change amount ΔV is equal to or less than the threshold value Vref2, the vehicle speed V is equal to or greater than the threshold value Vref1 and the absolute value of the vehicle speed change amount ΔV is equal to or less than the threshold value Vref2. Is determined over a predetermined time (step S320). Here, the threshold value Vref1 is a threshold value used to determine whether or not the target remaining capacity SOC * needs to be set according to the energy that can be regenerated from the current vehicle speed V until the vehicle stops. For example, it is set to 40 km / h. The threshold value Vref2 is a threshold value used for determining whether or not the vehicle speed V has changed so much, and is set to 3 km / h, 5 km / h, or the like, for example. Furthermore, the predetermined time is a threshold value used for determining whether or not the vehicle is traveling at a constant speed, and is set to 1 sec or 2 sec, for example. Therefore, the process of steps S300 to S320 is a process of determining whether or not the vehicle is traveling at a constant speed at a certain vehicle speed V. When the vehicle speed V is less than the threshold value Vref1 or when the absolute value of the vehicle speed change amount ΔV is greater than the threshold value Vref2 even if the vehicle speed V is equal to or greater than the threshold value Vref1, the vehicle speed V is greater than or equal to the threshold value Vref1 and the absolute value of the vehicle speed change amount ΔV. Is equal to or less than the threshold value Vref2, if the state has not continued for a predetermined time, it is determined that the vehicle is not traveling at a constant speed at a certain vehicle speed V, and the predetermined value S1 is set as the target remaining capacity SOC *. The setting is made (step S120), and the processing after step S130 is executed. On the other hand, when the vehicle speed V is equal to or higher than the threshold value Vref1 and the absolute value of the vehicle speed change amount ΔV is equal to or lower than the threshold value Vref2 and this state continues for a predetermined time, the vehicle travels at a constant speed V to some degree. The average vehicle speed Vave as the average value of the past n times (for example, 3 times, 5 times, 10 times, etc.) including the current vehicle speed V is calculated (step S330), and the calculated average vehicle speed is calculated. Based on Vave and the input limit Win of the battery 50, the target remaining capacity SOC * of the battery 50 is set (step S340), and the processing after step S230 is executed. Here, the target remaining capacity SOC * when the vehicle is traveling at a constant speed at a certain vehicle speed V is, in a modified example, a relationship between the average vehicle speed Vave, the input limit Win of the battery 50, and the target remaining capacity SOC * in advance. It is determined and stored in the ROM 74 as a target remaining capacity setting map, and when the target vehicle speed V * and the input limit Win are given, the corresponding target remaining capacity SOC * is derived and set from the stored map. An example of the target remaining capacity setting map of this modification is shown in FIG. As shown in the figure, the target remaining capacity SOC * is set so as to decrease as the average vehicle speed Vave increases in a region equal to or higher than the threshold value Vref1, and as the input limit Win of the battery 50 is not limited (as the absolute value increases). The tendency to become smaller was set. The reason for this has been described above. As described above, by setting the target remaining capacity SOC * according to the average vehicle speed Vave and the input limit Win of the battery 50, the target remaining capacity is set as compared with the case where the target remaining capacity SOC * is set based only on the average vehicle speed Vave. The capacity SOC * can be set more appropriately. As a result, the energy efficiency of the vehicle can be improved. If the remaining capacity SOC of the battery 50 is greater than the target remaining capacity SOC * when the vehicle is traveling at a constant speed at a certain vehicle speed V, the ring gear is used as when the accelerator pedal 83 is depressed by the driver. The battery 50 may be discharged only when a relatively large amount of power is required for the shaft 32a, and the current remaining capacity SOC of the battery 50 may be brought close to the target remaining capacity SOC *, or the ring gear shaft 32a is required. Regardless of the power, the battery 50 may be discharged to bring the current remaining capacity SOC of the battery 50 closer to the target remaining capacity SOC *. In the former case, as in the embodiment, it is possible to prevent the efficiency of the engine 22 from decreasing when the remaining capacity SOC of the battery 50 is brought close to the target remaining capacity SOC *.

  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 the wheels 63c and 63d in FIG. 14) different from the axle to which the ring gear shaft 32a is connected (the axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the hybrid vehicle 220 of the modified example of FIG. As shown in FIG. 3, the engine 22 has an inner rotor 232 connected to the crankshaft 26 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. The motor may be provided with a counter-rotor motor 230 that transmits the power to the drive shaft and converts the remaining power into electric power.

  In the embodiment, the hybrid vehicle 20 including the engine 22, the power distribution and integration mechanism 30, and the motor MG1 as the power generation means and the motor MG2 has been described. For example, the hybrid vehicle 20 includes the fuel cell as the power generation means and travels by the power from the motor. It is good also as what is applied to the vehicle etc. which do. In this case, the fuel cell and the motor are controlled such that the battery is charged / discharged by the required charge / discharge power required by the battery and travels by the required torque required for travel.

  In the embodiment, the hybrid vehicle 20 including the engine 22, the power distribution and integration mechanism 30, and the motor MG1 as the power output means and the motor MG2 has been described. However, for example, only the engine is provided as the power output means, and the power from the engine And a vehicle that can travel using the power from the motor. In this case, the battery is charged / discharged by the required charge / discharge power required by the battery, and the engine and the motor are controlled so as to run at the required torque required for running.

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

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 hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the map for charging / discharging request | requirement 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. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30; It is explanatory drawing which shows an example of the map for target remaining capacity setting. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30; 4 is an explanatory diagram showing an example of a relationship between an operation line of an engine 22 and efficiency of the engine 22. FIG. It is explanatory drawing which shows an example of the drive control routine of a modification. It is explanatory drawing which shows an example of the target remaining capacity setting map 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.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 electric power Line, 60 gear mechanism, 62 differential gear, 63a, 63b, 63c, 63d drive wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 2 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 control switch, 89a mode switch, 89b target vehicle speed setting switch, 230 to rotor motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor.

Claims (9)

Power output means capable of outputting power to the axle side;
An electric motor capable of inputting and outputting power to the axle side;
Power storage means capable of exchanging electric power with the electric motor;
A storage state detection unit for detecting a storage state of the storage unit;
Vehicle speed detection means for detecting the vehicle speed;
Target vehicle speed setting means for setting the target vehicle speed by the operation of the driver;
When a predetermined traveling condition in which the target vehicle speed is set by the target vehicle speed setting means is satisfied, a target power storage state of the power storage means is set based on the target vehicle speed and an input restriction of the power storage means, and Based on the set target power storage state of the power storage means and the detected power storage state of the power storage means, the target charge / discharge power to be charged / discharged to the power storage means is set, and the predetermined traveling condition is satisfied. When the detected power storage state of the power storage means is larger than the target power storage state of the set power storage means, the detected vehicle speed is based on the required driving force set to approach the set target vehicle speed. When the required power is equal to or greater than the predetermined power, the power based on the required power and the set target charge / discharge power is output from the power output means while the power is based on the required drive power. The power output means and the electric motor are controlled so as to travel by driving force, and when the required power is less than the predetermined power, the required power is output from the power output means while traveling by the driving force based on the required driving force. Control means for controlling the power output means and the electric motor to
A vehicle comprising: Power output means capable of outputting power to the axle side;
An electric motor capable of inputting and outputting power to the axle side;
Power storage means capable of exchanging electric power with the electric motor;
A storage state detection unit for detecting a storage state of the storage unit;
Vehicle speed detection means for detecting the vehicle speed;
When a predetermined traveling condition is satisfied in which both the condition that the detected vehicle speed is equal to or higher than the predetermined vehicle speed and the condition that the amount of change in the vehicle speed is within a predetermined range are satisfied over a predetermined time, the detection is performed. The target power storage state of the power storage means is set based on the average vehicle speed as an average value of the set vehicle speed and the input restriction of the power storage means, and the set target power storage state of the power storage means and the detected power storage of the power storage means The target charging / discharging power to be charged / discharged to the power storage means is set based on the state, and the detected power storage state of the power storage means is when the predetermined traveling condition is satisfied. When the required power based on the required driving force required for traveling is greater than or equal to a predetermined power when the power storage state is greater than the target power storage state, the power based on the required power and the set target charge / discharge power is the power. The power output means and the electric motor are controlled so as to travel with a driving force based on the required driving force while being output from the force means. When the required power is less than the predetermined power, the required power is output from the power output means. Control means for controlling the power output means and the electric motor so as to travel with a driving force based on the required driving force,
A vehicle comprising: The vehicle according to claim 1 or 2 ,
The power output means is connected to the internal combustion engine, the output shaft of the internal combustion engine and the axle side, and can output at least part of the power from the internal combustion engine to the axle side with input and output of electric power and power. Power input / output means,
The power storage means is means capable of exchanging electric power with the electric power drive input / output means and the electric motor vehicle. The power power input / output means is connected to three shafts of the output shaft of the internal combustion engine, the axle shaft, and the rotation shaft, and power is supplied to the remaining shaft based on power input / output to any two of the three shafts. The vehicle according to claim 3 , comprising: a three-axis power input / output means for inputting / outputting power; and a generator capable of inputting / outputting power to / from the rotating shaft. An internal combustion engine, and a generator that generates electric power using power from the internal combustion engine;
An electric motor capable of inputting and outputting power to the axle side;
Power storage means capable of exchanging electric power with the generator and the motor;
A storage state detection unit for detecting a storage state of the storage unit;
Vehicle speed detection means for detecting the vehicle speed;
Target vehicle speed setting means for setting the target vehicle speed by the operation of the driver;
When a predetermined traveling condition in which the target vehicle speed is set by the target vehicle speed setting means is satisfied, a target power storage state of the power storage means is set based on the target vehicle speed and an input restriction of the power storage means, and Based on the set target power storage state of the power storage means and the detected power storage state of the power storage means, the target charge / discharge power to be charged / discharged to the power storage means is set, and the predetermined traveling condition is satisfied. When the detected power storage state of the power storage means is larger than the target power storage state of the set power storage means, the detected vehicle speed is based on the required driving force set to approach the set target vehicle speed. When the required power is equal to or higher than the predetermined power, the power based on the required power and the set target charge / discharge power is output from the internal combustion engine while driving based on the required drive power. The internal combustion engine, the generator, and the motor are controlled so as to travel by force, and when the required power is less than the predetermined power, the required power is output from the internal combustion engine while being driven by the driving force based on the required driving force. Control means for controlling the internal combustion engine, the generator and the electric motor so as to travel;
A vehicle comprising: 6. The control means according to claim 1, wherein the control means is a means for setting a target power storage state of the power storage means that tends to decrease as the vehicle speed increases and to increase as the input restriction of the power storage means is limited . The vehicle described. A vehicle control method comprising: a power output means capable of outputting power to an axle side; an electric motor capable of inputting / outputting power to the axle side; and an electric storage means capable of exchanging electric power with the electric motor,
When a predetermined traveling condition in which a target vehicle speed is set by a driver's operation is satisfied, a target power storage state of the power storage unit is set and set based on the target vehicle speed and an input limit of the power storage unit Based on the target power storage state of the power storage means and the power storage state of the power storage means, the target charge / discharge power to be charged / discharged to the power storage means is set, and the power storage means is satisfied when the predetermined traveling condition is satisfied. When the required power based on the required driving force set so that the vehicle speed approaches the target vehicle speed is greater than or equal to the predetermined power when the power storage state is greater than the target power storage state of the set power storage means. The power output means and the electric motor are driven so as to travel with the driving force based on the required driving force while the power based on the target charge / discharge power is output from the power output means. Gyoshi, said power demand is at less than the predetermined power controls said electric motor and said power output means to travel by the driving force based on the required driving force while being output the power demand from the power output unit A vehicle control method characterized by the above. A vehicle control method comprising: a power output means capable of outputting power to an axle side; an electric motor capable of inputting / outputting power to the axle side; and an electric storage means capable of exchanging electric power with the electric motor,
When a predetermined traveling condition is established in which both the condition that the vehicle speed is equal to or higher than the predetermined vehicle speed and the condition that the amount of change in the vehicle speed is within a predetermined range are satisfied over a predetermined time, the average value of the vehicle speed is The target storage state of the power storage unit is set based on the average vehicle speed of the vehicle and the input restriction of the power storage unit, and the power storage unit is charged based on the set target storage state of the power storage unit and the storage state of the power storage unit. A target charge / discharge power to be discharged is set, and when the predetermined driving condition is satisfied and the power storage state of the power storage means is larger than the set target power storage state of the power storage means, a request is made for travel When the requested power based on the requested driving force is greater than or equal to the predetermined power, the power based on the requested power and the set target charge / discharge power is output from the power output means based on the requested driving force. The power output means and the electric motor are controlled so as to travel by driving force, and when the required power is less than the predetermined power, the required power is output from the power output means while traveling by the driving force based on the required driving force. A control method for a vehicle, wherein the power output means and the electric motor are controlled. Comprising an internal combustion engine, a generator for generating electric power using the power from the internal combustion engine, a power capable output electric motor to the axle side, and a power storage unit capable exchanging power with the generator and the motor A vehicle control method comprising:
When a predetermined traveling condition in which a target vehicle speed is set by a driver's operation is satisfied, a target power storage state of the power storage unit is set and set based on the target vehicle speed and an input limit of the power storage unit Based on the target power storage state of the power storage means and the power storage state of the power storage means, the target charge / discharge power to be charged / discharged to the power storage means is set, and the power storage means is satisfied when the predetermined traveling condition is satisfied. When the required power based on the required driving force that is set so that the vehicle speed approaches the target vehicle speed when the power storage state is greater than the target power storage state of the set power storage means, The internal combustion engine, the generator, and the electric motor are driven so as to travel with a driving force based on the required driving force while power based on the target charge / discharge power is output from the internal combustion engine. When the required power is less than the predetermined power, the internal combustion engine, the generator, and the electric motor are controlled so that the required power is output from the internal combustion engine and travels with a driving force based on the required driving force. A method for controlling a vehicle.

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