JP2005210841A - Vehicle and method for controlling the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To rapidly output required motive energy to a drive shaft in a hybrid vehicle with an engine and a motor driven by power supplied from a battery when a driver sets a sport drive mode. <P>SOLUTION: If the sport drive mode is set, a target value SOC* of a residual capacity (SOC) of the battery is set to a value SOC1 higher than a value when a normal drive mode is set (step S150). Since the battery is managed so as to have the residual capacity (SOC) of the battery higher than the value when the normal drive mode is set, the motor can be frequently driven for rapidly changing the motive energy outputted from the engine. The required motive energy can be rapidly outputted to the drive shaft. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an automobile and a control method thereof, and more particularly, to an automobile that travels by selecting one traveling mode from a plurality of traveling modes including a normal traveling mode and a sports traveling mode based on an operation of an operator. .

  Conventionally, as this type of automobile, an engine that outputs power to an axle connected to the front wheels, a generator that generates electric power with the power from the engine, an electric motor that inputs and outputs power to the axle connected to the rear wheels, The thing provided with the capacitor which supplies electric power to a generator and an electric motor is proposed (for example, refer to patent documents 1). In this automobile, when a sports travel mode in which acceleration is important is selected, the power required for the axle is quickly output by increasing the power output from the electric motor.

JP 2001-65382 A (FIG. 3)

  On the other hand, in a hybrid vehicle including an engine and an electric motor driven by electric power supplied from a battery, the power output from the engine cannot be changed quickly due to its characteristics. The driver may not be able to output and may make the driver feel unsatisfactory. Also, in such a vehicle, when the power output from the engine is insufficient with respect to the power required for the axle, the insufficient power is output from the electric motor, or the regenerative power at the time of deceleration is recovered using the electric motor. The target value of the remaining battery capacity (SOC) is set to an intermediate value to prevent the battery from being overcharged or discharged. In such an automobile, it is necessary to consider battery management when the sports driving mode can be selected.

  In the automobile and the control method thereof according to the present invention, when the sports running mode is selected in the automobile that runs by selecting the normal running mode and the sports running mode based on the operation of the operator, the power required for the axle is obtained. One of the purposes is to output more quickly. Another object of the automobile and its control method of the present invention is to make the state of the power storage means more suitable for the sport driving mode when the sports driving mode is selected.

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

The automobile of the present invention
An automobile that travels by selecting one driving mode from a plurality of driving modes including a normal driving mode and a sports driving mode,
Power generation means capable of changing the generated power with a first response speed;
An electric motor capable of changing power to be input to and output from an axle with a second response speed faster than the first response speed;
Power storage means capable of exchanging power with the power generation means and the motor;
Required power setting means for setting required power required for the axle;
Mode selection means for selecting one driving mode from the plurality of driving modes;
When the normal selection mode is selected by the mode selection unit, the target state of the power storage unit is set to the first state, and when the sport driving mode is selected by the mode selection unit, the target state of the power storage unit is set to the first state. Target state setting means for setting the second state in which the remaining capacity is larger than the state of 1,
Control means for controlling the power generation means and the electric motor so that the power storage means is charged and discharged based on the set target state and power based on the set required power is output to the axle;
It is a summary to provide.

  In the automobile according to the present invention, the power generation means capable of changing the generated power with the first response speed, the electric motor capable of changing the power input / output to the axle with the second response speed faster than the first response speed, Power storage means capable of exchanging power with the motor and the motor. When the normal driving mode is selected, the target state of the power storage means is set to the first state, and when the sports driving mode is selected, the power storage means The target state is set to the second state where the remaining capacity is larger than the first state, and the power storage means is charged / discharged based on the set target state, and the power based on the set required power is output to the axle. The power generation means and the motor are controlled. As a result, when the sport driving mode is selected, an electric motor capable of changing the power at a second response speed faster than the first response speed can be driven frequently, so that the power based on the power required for the axle can be increased. It can output quickly. That is, when the sports driving mode is selected, the state of the power storage means can be made suitable for the sports driving mode. Of course, power based on the required power required for the axle can be output.

  In such an automobile of the present invention, the mode selection means may be means for selecting one travel mode from the plurality of travel modes based on a travel state, or the plurality of mode selection means based on an operation of an operator. It may be a means for selecting one travel mode from the travel modes.

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

  This power generation means is connected to the internal combustion engine and a drive shaft connected to the output shaft and the axle of the internal combustion engine, and outputs power to the drive shaft at least part of the power from the internal combustion engine with input / output of power. In the vehicle of the present invention comprising the input / output means, when the normal driving mode is selected by the mode selecting means, a first restriction is set as a restriction on the operation of the internal combustion engine, and the sport driving is performed by the mode selecting means. An operation constraint setting means for setting a second constraint capable of quickly increasing or decreasing the power output from the internal combustion engine as a constraint on the operation of the internal combustion engine when the mode is selected; The control means is connected to the internal combustion engine and the electric power input / output so that the internal combustion engine is operated based on the restriction set by the operation restriction setting means. It may be assumed to be a means for controlling the stage and the electric motor. In this way, when the sport travel mode is selected, the power output from the internal combustion engine can be increased or decreased quickly, so that the power based on the power required for the axle can be output more quickly. In the vehicle of the present invention of this aspect, the second constraint may be a constraint that the number of revolutions of the internal combustion engine tends to be higher than the first constraint. In this way, when the sports travel mode is selected, the internal combustion engine can be operated at a higher rotational speed than when the normal travel mode is selected, and the power output from the internal combustion engine can be increased or decreased more quickly. Can do.

  In the automobile of the present invention, the power generation means may be a means including an internal combustion engine and a generator that generates power using at least a part of the power from the internal combustion engine.

The method for controlling an automobile of the present invention includes:
Power generation means capable of changing generated power with a first response speed, an electric motor capable of changing power input to and output from an axle with a second response speed faster than the first response speed, the power generation means and the electric motor, A power storage means capable of exchanging electric power, and a method for controlling an automobile when a sports driving mode is selected from a plurality of driving modes including a normal driving mode and a sports driving mode,
(A) setting the target state of the power storage means to a predetermined state in which the remaining capacity is larger than the state when the normal travel mode is selected;
(B) Controlling the power generation means and the electric motor so that the power storage means is charged / discharged based on the set target state and power based on required power required for the axle is output. And

  In the vehicle control method of the present invention, the power generation means capable of changing the generated power with the first response speed and the power input / output to the axle with the second response speed higher than the first response speed can be changed. In a vehicle including an electric motor and the power generation means and an electric storage means capable of exchanging electric power with the electric motor, the target state of the electric storage means is set to a predetermined state having a larger remaining capacity than the state when the normal travel mode is selected Then, the power generation means and the electric motor are controlled so that the power storage means is charged / discharged based on the set target state and power based on the required power required for the axle is output to the axle. As a result, when the sport driving mode is selected, an electric motor capable of changing the power at a second response speed faster than the first response speed can be driven frequently, so that the power based on the power required for the axle can be increased. It can output quickly. That is, when the sports driving mode is selected, the state of the power storage means can be made suitable for the sports driving mode. Of course, power based on the required power required for the axle can be output.

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

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

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

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

  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 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, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Accelerator opening degree Acc from the vehicle, brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, vehicle speed V from the vehicle speed sensor 88, and a normal driving mode in which the driving mode is emphasized by the driver's operation Alternatively, a mode setting signal or the like from a driving mode setting switch 89 for setting a sports driving mode in which acceleration is emphasized is input via an input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the 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 according to the embodiment calculates a required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

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

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control, such as Nm2, charge / discharge request amount Pb * of battery 50, and output limit Wout of 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. The output limit Wout of the battery 50 is 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 is input from the battery ECU 52 by communication. did. Further, as the charge / discharge request amount Pb * of the battery 50, a value set based on the remaining capacity (SOC) of the battery 50 and a preset target value SOC * is input from the battery ECU 52 by communication. Here, the target SOC * is set by this drive control routine, and is set to the value SOCo immediately after starting the vehicle. Details of the target SOC * will be described later.

  Next, the required torque T to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the accelerator opening Acc and the vehicle speed V input in step S100. * And the required power P * to be output from the engine 22 are set (step S110). In the embodiment, the required torque T * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque T * in the ROM 74 as a required torque setting map. , The corresponding required torque T * is derived from the stored map and set. FIG. 3 shows an example of the required torque setting map. The required power P * can be calculated as the set required torque T * multiplied by the rotation speed Nr of the ring gear shaft 32a plus the charge / discharge request amount Pb * of the battery 50. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. The charge / discharge request amount Pb * is set to the value input in step S100.

  Subsequently, it is determined whether or not the driving mode is set to the sports driving mode by the driver (step S120). The determination of the traveling mode is performed based on a mode setting signal from the traveling mode setting switch 89. If a negative result is obtained in step S120, it is determined that the travel mode is set to the normal travel mode, the process proceeds to step S130, and the target value SOC * of the remaining capacity (SOC) of the battery 50 is set to the intermediate value SOCo. The set target value SOC * is transmitted to the battery ECU 52 (step S130). FIG. 4 shows how the target value SOC * is set. In the embodiment, the target value SOC * is obtained from the motor MG2 when the power output from the engine 22 is insufficient with respect to the power required for the ring gear shaft 32a as the drive shaft in the normal travel mode. The intermediate value SOCo (for example, 60%) having a margin is set for outputting or recovering the regenerative electric power during deceleration using the motor MG2. Battery ECU 52 sets charge / discharge request amount Pb * such that battery 50 has a remaining capacity (SOC) centered on target value SOC * thus set. For example, the charge / discharge request amount Pb * is set so that the battery 50 is discharged when the remaining capacity (SOC) of the battery 50 is 5% or more larger than the target SOC *, and the remaining capacity (SOC) of the battery 50 is set to the target SOC *. Therefore, the charge / discharge request amount Pb * is set so that the battery 50 is charged when it is smaller than 5%.

  Next, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power P * (step S140). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power P *. FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * of the engine 22 are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * of the engine 22 can be obtained from the intersection of the operation line and a curve with a constant required power P * (Ne * × Te *). As described above, the target rotational speed Ne * and the target torque Te * of the engine 22 are restricted so as to be the rotational speed and torque of the operation line that allows the engine 22 to operate efficiently.

  Subsequently, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by the equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S200). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. As shown in FIG. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. 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, a motor obtained by multiplying the output limit Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1. A torque limit Tmax as an upper limit of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of MG1 by the rotation speed Nm2 of the motor MG2 is calculated by the following equation (3) (step) S210), using the required torque T *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30, a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated by the equation (4) (step S220). Compare the calculated torque limit Tmax with the temporary motor torque Tm2tmp, Is set as the torque command Tm2 * of the over data MG2 (step S230). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque T * output to the ring gear shaft 32a as the drive shaft can be set as a torque limited within the range of the output limit Wout of the battery 50. it can. Equation (4) can be easily derived from the collinear diagram of FIG. 6 described above.

Tmax = (Wout−Tm1 * ・ Nm1) / Nm2 (3)
Tm2tmp = (T * + Tm1 * / ρ) / Gr (4)

  When the target rotational speed Ne * and target torque Te * of the engine 22 and the target rotational speed Nm1 * and torque command Tm1 * of the engine MG1 and the torque command Tm2 * of the motor MG2 are thus set, the target rotational speed Ne * and the target of the engine 22 are set. The torque Te * is transmitted to the engine ECU 24, and the target rotational speed Nm1 *, torque command Tm1 *, and torque command Tm2 * of the motor MG2 are transmitted to the motor ECU 40 (step S240), and this routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * of the engine 22 performs fuel in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as injection control and ignition control are performed. Here, the torque output from the engine 22 may be controlled by controlling the opening of a throttle valve (not shown), or the engine 22 can continuously change the opening and closing timing of the intake and exhaust valves. A variable valve timing mechanism may be provided to change the intake / exhaust valve timing. The motor ECU 40 that has received the target rotational speed Nm1 *, the torque command Tm1 *, and the torque command Tm2 * drives the inverter 41 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. , 42 is switched. Thus, when the normal travel mode is set, the engine speed command Ne * and the engine torque command Te * impose restrictions on the speed and torque of the operation line that allows the engine 22 to operate efficiently. The engine 22 can be operated efficiently, and the power required by the driver can be output to the ring gear shaft 32a mechanically connected to the drive shaft.

  When the travel mode is set to the normal travel mode in this routine, the value SOCo is set based on the set target value SOC * and the remaining capacity (SOC) of the battery 50 when step S100 of the next routine is executed. The requested charge / discharge amount Pb * is input, and the battery 50 is charged / discharged.

  On the other hand, when it is determined in step S120 that the travel mode is set to the sport travel mode, that is, for the driver to output power quickly, the travel mode setting switch 89 is operated to set the travel mode to the sport travel mode. When set, the target value SOC * of the remaining capacity (SOC) of the battery 50 is set to a value SOC1 (for example, 70%) larger than the value SOCo set in the normal travel mode and the set target value SOC * is set to the battery. It transmits to ECU52 (step S150). When the target SOC * is thus set, the battery ECU 52 sets the charge / discharge request amount Pb * using the set target SOC * so that the battery 50 is charged / discharged.

  Next, the temporary engine target rotational speed Netmp and the temporary target torque Temptmp of the engine 22 are set based on the required power P * set in step S110 (step S160). This setting is performed based on the operation line for efficiently operating the engine 22 shown in FIG. 5 and the required power P *, and the temporary engine target rotational speed Netmp and the target torque Tempmp are determined based on the operation line and the required power P * ( Netmp × Tempp) can be obtained from the intersection with a certain curve.

  Subsequently, the lower limit engine speed Nemin is input using the lower limit engine speed map (step S170). Here, the lower limit engine rotational speed map is obtained as a relationship between the vehicle speed V and the lower limit value of the rotational speed of the engine 22 at the vehicle speed, and an example is shown in FIG. In this lower limit engine speed map, the lower limit engine speed Nemin with respect to the vehicle speed V is set so that the torque that can be increased or decreased by the engine 22 is sufficiently wide and the torque can be increased or decreased quickly. Here, if the vehicle speed V is 60 [km / h] or higher, the lower limit rotational speed Nemin is set to a constant value. If the rotational speed is equal to or higher than the rotational speed, the torque range is sufficiently wide and the torque can be increased or decreased sufficiently quickly. Because it can.

  When the lower limit engine speed Nemin is inputted, the lower limit engine speed Nemin and the temporary target engine speed Netmp are compared and the higher one is set as the engine target speed Ne * (step S180), and the set target speed is set. The target torque Te * (= P * / Ne *) is calculated from the number Ne * and the required power P * (step S190), the process proceeds to step S200 and thereafter, and this routine ends. As described above, when the sport running mode is set, the engine speed command Ne * is set to a larger value of the lower limit engine speed Nemin or the temporary target engine speed Netmp. That is, the lower limit is imposed on the engine speed command Ne *, and the engine target speed Ne * and the target torque Te * are indicated by the arrows in FIG. 8 as compared with the normal travel mode set on the operation line. As described above, the torque range in which the engine 22 can be increased or decreased with respect to the set target engine speed Ne * can be increased in the vertical direction, and the torque can be increased or decreased quickly. As a result, the power required by the driver can be quickly output from the engine 22.

  When the travel mode is set to the sport travel mode in this routine, when step S100 of the next routine is executed, the value SOC1 is set based on the set target value SOC * and the remaining capacity (SOC) of the battery 50. The requested charge / discharge amount Pb * is input, and the battery 50 is charged / discharged around a value SOC1 higher than the target value SOC * when the normal travel mode is set. That is, since the battery 50 is managed so that the remaining capacity (SOC) becomes higher than when the normal travel mode is set, the motor MG2 that can change the power more quickly than the engine 22 can be driven more frequently. . In other words, the power required for the ring gear shaft 32a as the drive shaft can be output more quickly. Therefore, it can be said that the remaining capacity (SOC) of the battery 50 can be brought into a state suitable for the sport driving mode.

  According to the hybrid vehicle of the embodiment described above, when the sport driving mode is set, the target value SOC * of the battery 50 is set to a higher value than when the normal driving mode is set, and the remaining capacity of the battery 50 ( Since the SOC is managed to be higher, the motor MG2 that can change the power more quickly than the engine 22 can be driven more frequently than when the normal travel mode is set. As a result, the power to be output more quickly can be output from the ring gear shaft 32a as the drive shaft. Further, when the sports travel mode is set, by imposing a lower limit on the rotational speed of the engine 22, the torque range in which the engine 22 can be increased or decreased compared to when the normal travel mode is set can be increased, and The torque can be increased or decreased quickly. As a result, the power to be output more quickly can be output from the engine 22. Further, the power to be output quickly can be output from the ring gear shaft 32a mechanically connected to the drive shaft. On the other hand, when normal driving mode is set, target value SOC * is set to an intermediate value, so that when the power output from engine 22 is insufficient, insufficient power is output from motor MG2 or deceleration. The battery 50 can be managed to have a remaining capacity (SOC) in consideration of inputting the regenerative power to the motor MG2. Further, when the normal travel mode is set, it is possible to impose a restriction so that the engine 22 can be operated at an operation point where the engine 22 can be operated efficiently, so that the engine 22 can be operated efficiently and fuel consumption can be improved.

  In the hybrid vehicle 20 of the embodiment, when the remaining capacity (SOC) of the battery 50 differs by 5% or more above and below the set target value SOC *, the charge / discharge request amount Pb in the direction in which the remaining capacity (SOC) approaches the target SOC *. * Is set, but when a deviation occurs between the remaining capacity (SOC) of the battery 50 and the target value SOC *, the charge / discharge request amount Pb * may be set in a direction to cancel the deviation.

  In the hybrid vehicle 20 of the embodiment, the two driving modes, the normal driving mode and the sports driving mode, can be set as the driving mode. The mode may be set, for example, two or more sports driving modes may be set. In this case, if a value stepwise higher than the target value SOC * when the normal driving mode is set is used as the target value SOC * of each sports driving mode, two or more sports driving modes having different acceleration characteristics are set. can do.

  In the hybrid vehicle 20 of the embodiment, the driving mode is set to the sports driving mode based on the driver's operation of the driving mode setting switch 89. However, if the driving mode desired by the driver can be determined, the driver's switch operation is performed. For example, when the time average value of the accelerator opening Acc is equal to or greater than a predetermined value, the travel mode may be set based on the travel state, such as setting the travel mode to the sport travel mode. it can. Further, when the traveling mode is set based on the time average value of the accelerator opening Acc, if the target value SOC * is increased stepwise when the time average value of the accelerator opening Acc is increased, the acceleration performance is different. More than one sport running mode can be set.

  In the hybrid vehicle 20 of the embodiment, when the sports travel mode is set, the target value SOC * of the remaining capacity (SOC) of the battery 50 is set to a higher value than when the normal travel mode is set, and the engine 22 is set according to the vehicle speed. However, the power to be output sufficiently quickly is output from the ring gear shaft 32a as the drive shaft only by setting the target value SOC * to a higher value than when the normal travel mode is set. If possible, no restriction may be imposed on the rotational speed of the engine 22.

  In the hybrid vehicle 20 of the embodiment, when the sport driving mode is set, the relationship between the vehicle speed and the rotation speed of the engine 22 is set using a preset lower limit engine rotation speed map. The vehicle speed and the lower limit rotation speed of the engine 22 may be set by a driver's operation using a device such as a car navigation system as a user interface. At this time, it is desirable that a range that can be set by the driver is determined in advance, and a function that cannot be set outside the range is provided.

  In the hybrid vehicle 20 of the embodiment, the lower limit is imposed on the rotational speed of the engine 22 according to the vehicle speed when the sports travel mode is set, but the rotational speed of the engine 22 is set to be lower than when the normal travel mode is set. For example, a higher rotational speed than that in the normal travel mode may be set as the target engine rotational speed in advance, and the rotational speed of the engine 22 may be set to the target engine rotational speed according to the vehicle speed. In this case, of course, the number of revolutions that can be output from the engine 22 is wide, and the number of revolutions at which the torque can be increased or decreased quickly is set as the number of revolutions according to the vehicle speed.

  In the hybrid vehicle 20 of the embodiment, a restriction is imposed on the rotational speed of the engine 22 according to the vehicle speed when the sports driving mode is set. However, if the power output from the engine 22 can be increased or decreased quickly, It is also possible to impose restrictions under the conditions.

  In the hybrid vehicle 20 according to the embodiment, when the normal driving mode is set, the operation point of the engine 22 is restricted so that the rotation speed and the torque can be efficiently operated. However, such a restriction is not imposed. It is also possible to impose other restrictions.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 9) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

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

  In addition to the hybrid vehicle 20 of the embodiment and the hybrid vehicles 120 and 220 of the modified example, an engine, a generator that generates power by the power of the engine, and a drive shaft connected to drive wheels using the generated power of the generator The present invention can also be applied to a so-called series-type hybrid vehicle including an electric motor that outputs power to the motor.

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

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

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that target value SOC * is set. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. 3 is a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30. FIG. It is explanatory drawing which shows an example of a minimum engine speed map. It is explanatory drawing which shows an example of the torque width which the engine 22 can increase / decrease in sport driving mode. 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 power line , 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b drive wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 8 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 travel mode setting switch, 230 to rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor

Claims (10)

An automobile that travels by selecting one driving mode from a plurality of driving modes including a normal driving mode and a sports driving mode,
Power generation means capable of changing the generated power with a first response speed;
An electric motor capable of changing power to be input to and output from the axle with a second response speed faster than the first response speed;
Power storage means capable of exchanging power with the power generation means and the electric motor,
Required power setting means for setting required power required for the axle;
Mode selection means for selecting one driving mode from the plurality of driving modes;
When the normal selection mode is selected by the mode selection unit, the target state of the power storage unit is set to the first state, and when the sport driving mode is selected by the mode selection unit, the target state of the power storage unit is set to the first state. Target state setting means for setting the second state in which the remaining capacity is larger than the state of 1,
Control means for controlling the power generation means and the electric motor so that the power storage means is charged and discharged based on the set target state and power based on the set required power is output to the axle;
Automobile equipped with.   2. The automobile according to claim 1, wherein the mode selection means is means for selecting one travel mode from the plurality of travel modes based on a travel state.   2. The automobile according to claim 1, wherein the mode selection means is means for selecting one travel mode from the plurality of travel modes based on an operation of an operator.   The power generation means is connected to an internal combustion engine, and an output shaft of the internal combustion engine and a drive shaft connected to the axle, and at least a part of power from the internal combustion engine is input to the drive shaft with input and output of electric power. The automobile according to any one of claims 1 to 3, wherein the vehicle includes means for outputting and outputting electric power power.   The power power input / output means is connected to the three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and the remaining shaft based on the power input / output to any two of the three shafts. 5. The vehicle according to claim 4, further comprising: a three-axis power input / output means for inputting / outputting power to / from the power generator and a generator for inputting / outputting power to / from the third shaft.   The power drive input / output means includes a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft, and the first rotor and the second rotor. 5. The automobile according to claim 4, wherein the motor is a counter-rotor motor that outputs at least a part of power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action with the rotor. The automobile according to any one of claims 4 to 6,
When the normal driving mode is selected by the mode selection means, a first restriction is set as a restriction on the operation of the internal combustion engine. When a sports driving mode is selected by the mode selection means, the restriction on the operation of the internal combustion engine is set. An operation constraint setting means for setting a second constraint capable of quickly increasing or decreasing the power output from the internal combustion engine from the first constraint;
The control means is a vehicle for controlling the internal combustion engine, the electric power drive input / output means and the electric motor so that the internal combustion engine is operated based on the restriction set by the operation restriction setting means.   The vehicle according to claim 7, wherein the second constraint is a constraint that the rotational speed of the internal combustion engine tends to be higher than that of the first constraint.   The automobile according to any one of claims 1 to 3, wherein the power generation means is a means including an internal combustion engine and a generator that generates power using at least a part of power from the internal combustion engine. Power generation means capable of changing generated power with a first response speed, an electric motor capable of changing power input to and output from an axle with a second response speed faster than the first response speed, the power generation means and the electric motor, A power storage means capable of exchanging electric power, and a method for controlling an automobile when a sports driving mode is selected from a plurality of driving modes including a normal driving mode and a sports driving mode,
(A) setting the target state of the power storage means to a predetermined state in which the remaining capacity is larger than the state when the normal travel mode is selected;
(B) Control of the vehicle that controls the power generation means and the electric motor so that the power storage means is charged and discharged based on the set target state and power based on the required power required for the axle is output. Method.

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