JP2009137369A - Vehicle, driving device, and control method for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress charging of an electrical storage device due to excessive power while more properly coping with a charging request of the electrical storage device. <P>SOLUTION: When the excessive power is output from an engine (S120), torque from a first motor is controlled so as to generate power corresponding to a battery charging request power Pb* (S270), while throttle opening control is performed so as to operate the engine by a rotational frequency Neset (S260). Thereby, as compared with the case where normal control is performed by controlling the number of revolutions of the engine by the first motor when efficiently operating the engine under load (S140, S150), the charging of the battery due to the excessive power is suppressed while more properly coping with a charging request of the battery. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle, a drive device, and a vehicle control method.

Conventionally, this type of vehicle includes an engine, a planetary gear in which a carrier is connected to the output shaft of the engine and a ring gear is connected to the drive shaft on the axle side, a motor MG1 that inputs and outputs power to the sun gear of the planetary gear, There has been proposed a motor MG2 that inputs / outputs power to / from the drive shaft and a motor MG1 and a battery that exchanges power with the motor MG2 (see, for example, Patent Document 1). In this vehicle, when the air intake temperature of the engine is low or the atmospheric pressure is high in a state where the air density is high, the target power obtained by correcting the required power required by the vehicle is output from the engine and the engine is driven so as to run with the required torque. And the two motors are controlled to prevent the battery from being charged with unexpected power.
JP 2007-216841 A

  In the above-described vehicle, when the engine is operated due to a battery charging request, the battery may be charged with unexpected power. For example, when the engine is operated with a sufficiently small target power based on a charging request in a state where the outside air temperature is low and the charging of the battery is largely restricted, the engine is operated at a target operating point that efficiently outputs the target power. When the normal control for controlling the engine speed by the motor MG1 is performed, the battery may be charged by the unexpected power generated by the motor MG1 due to excessive power from the engine.

  A vehicle, a drive device, and a vehicle control method according to the present invention are mainly intended to appropriately respond to a charge request for a power storage device and suppress charging of the power storage device with excessive electric power.

  The vehicle, the drive device, and the vehicle control method of the present invention employ the following means in order to achieve at least the above-described main object.

The vehicle of the present invention
An internal combustion engine;
Connected to the drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and to the drive shaft and the output shaft with input and output of electric power and power Power power input / output means capable of power input / output;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
An input / output limit setting means for setting an input / output limit as a maximum allowable power when charging / discharging the power storage means based on the state of the power storage means;
When the internal combustion engine is operated on the basis of a predetermined restriction with respect to a charging request for charging the power storage means, excessive power is supplied from the internal combustion engine to such an extent that the power for charging the power storage means exceeds the set input limit. Is output, the electric power corresponding to the charging request is output from the electric power drive input / output means together with the throttle opening control for operating the internal combustion engine at a predetermined rotational speed, and the vehicle travels. Control means for executing output excess control for controlling the internal combustion engine, the electric power drive input / output means, and the electric motor so as to travel with the required driving force required;
It is a summary to provide.

  In the vehicle of the present invention, when the internal combustion engine is operated based on a predetermined restriction with respect to a charging request for charging the power storage means, the power for charging the power storage means is charged when the power storage means is charged based on the state of the power storage means. When the engine is in an output excessive state where excessive power is output from the internal combustion engine to the extent that it exceeds the input limit as the maximum allowable power, it corresponds to a charging request with throttle opening control for operating the internal combustion engine at a predetermined rotational speed. Excess output control is performed for controlling the internal combustion engine, the power drive input / output means, and the motor so that the power is output from the power drive input / output means and travels with the required driving force required for travel. As a result, it is possible to appropriately respond to the charging request of the power storage means and to suppress the charging of the power storage means due to excessive electric power as compared with the case where the internal combustion engine is operated based on the predetermined constraint. Here, the “predetermined constraint” includes a constraint for operating the internal combustion engine efficiently.

  In such a vehicle of the present invention, the control means is means for feedback-controlling the throttle opening of the internal combustion engine so that the internal combustion engine is operated at the predetermined rotational speed as the throttle opening control. You can also. In this way, the internal combustion engine can be more reliably operated at a predetermined rotational speed.

  Further, in the vehicle of the present invention, the control means does not exceed the set input limit for the load operation of the internal combustion engine based on the predetermined restriction with respect to the charge request and the power for charging the power storage means. The self-sustained operation of the internal combustion engine for performing the operation may be a means for controlling the time when the output excessive state is reached when the predetermined number of times or more are alternately performed. In addition, it is possible to control the time when the outside air temperature is less than a predetermined temperature or when the set input restriction is within a predetermined range as the time when the output excessive state is reached. In this way, it is possible to more reliably determine when the output is excessive.

  Furthermore, in the vehicle of the present invention, the control means executes the output excess control when the output excess state occurs in a state where the vehicle can run with the requested driving force within the set output restriction range. It can also be assumed. If it carries out like this, it can drive | work with a request | requirement driving force within the range of the output restriction | limiting of an electrical storage means.

  Alternatively, in the vehicle according to the present invention, the power power input / output means is connected to three shafts of a generator for inputting / outputting power, the drive shaft, the output shaft, and the rotating shaft of the generator. It can also be a means provided with three-axis type power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from any two axes.

The drive device of the present invention is
A drive device mounted on a vehicle together with an internal combustion engine and power storage means,
Power can be exchanged with the power storage means, connected to a drive shaft connected to an axle, and connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft. A power power input / output means capable of inputting / outputting power to / from the drive shaft and the output shaft,
An electric motor capable of exchanging electric power with the power storage means and capable of inputting and outputting power to the drive shaft;
An input / output limit setting means for setting an input / output limit as a maximum allowable power when charging / discharging the power storage means based on the state of the power storage means;
When the internal combustion engine is operated on the basis of a predetermined restriction with respect to a charging request for charging the power storage means, excessive power is supplied from the internal combustion engine to such an extent that the power for charging the power storage means exceeds the set input limit. Is output, the electric power corresponding to the charging request is output from the electric power drive input / output means together with the throttle opening control for operating the internal combustion engine at a predetermined rotational speed, and the vehicle travels. Control means for executing output excess control for controlling the internal combustion engine, the electric power drive input / output means, and the electric motor so as to travel with the required driving force required;
It is a summary to provide.

  In the drive device according to the present invention, when the internal combustion engine is operated based on a predetermined restriction with respect to a charging request for charging the power storage means, the power for charging the power storage means is charged to the power storage means based on the state of the power storage means. When the engine is in an output excessive state where excessive power is output from the internal combustion engine to the extent that it exceeds the input limit as the maximum allowable power, it corresponds to a charge request with throttle opening control that operates the internal combustion engine at a predetermined rotational speed. The output power control is executed to control the internal combustion engine, the power drive input / output means, and the electric motor so that the power is output from the power drive input / output means and travels with the required driving force required for travel. As a result, it is possible to appropriately respond to the charging request of the power storage means and to suppress the charging of the power storage means due to excessive electric power as compared with the case where the internal combustion engine is operated based on the predetermined constraint. Here, the “predetermined constraint” includes a constraint for operating the internal combustion engine efficiently.

The vehicle control method of the present invention includes:
Connected to the internal combustion engine and a drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, the drive shaft and the output with input and output of electric power and power Power power input / output means capable of inputting / outputting power to / from the shaft, an electric motor capable of inputting / outputting power to / from the drive shaft, and power storage means capable of exchanging power with the power power input / output means and the motor. A vehicle control method comprising:
When the internal combustion engine is operated based on a predetermined restriction with respect to a charging request for charging the power storage means, the maximum allowable power for charging the power storage means based on the state of the power storage means when the internal combustion engine is operated When the engine is in an output excessive state where excessive power is output from the internal combustion engine to the extent that it exceeds the input limit as electric power, it corresponds to the charge request with throttle opening control for operating the internal combustion engine at a predetermined rotational speed. The output power control is executed to control the internal combustion engine, the power drive input / output unit, and the electric motor so that the electric power to be output is output from the power drive input / output unit and travels with the required driving force required for traveling. ,
It is characterized by that.

  In this vehicle control method of the present invention, when the internal combustion engine is operated based on a predetermined restriction with respect to a charging request for charging the power storage means, the power for charging the power storage means charges the power storage means based on the state of the power storage means. When the engine is in an output excessive state where excessive power is output from the internal combustion engine to the extent that the input limit as the maximum allowable power is exceeded, a charge request is made with throttle opening control that operates the internal combustion engine at a predetermined rotational speed. Is output from the power / power input / output means, and an excess output control is performed to control the internal combustion engine, the power / power input / output means, and the electric motor so as to travel with the required driving force required for traveling. As a result, it is possible to appropriately respond to the charging request of the power storage means and to suppress the charging of the power storage means due to excessive electric power as compared with the case where the internal combustion engine is operated based on the predetermined constraint. Here, the “predetermined constraint” includes a constraint for operating the internal combustion engine efficiently.

  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 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 vehicle.

The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is under operation control such as fuel injection control and ignition control. The engine ECU 24 outputs various control signals for driving the engine 22 such as a drive signal to a throttle motor 25 that adjusts the opening degree of the throttle valve 23 that sucks in air through an output port (not shown). Yes. 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 engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on a signal from a crank position sensor (not shown) attached to the crankshaft 26.

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

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, the battery voltage Vb from the voltage sensor 51a installed between the terminals of the battery 50, the power line 54 connected to the output terminal of the battery 50. The charging / discharging current Ib from the received current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input, and data on the state of the battery 50 is electronically controlled by communication as necessary. Output to unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b in order to manage the battery 50, or calculates the remaining capacity (SOC) and battery temperature. Based on Tb, input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 2 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 3 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, Wout.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal position Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the outside from the outside air temperature sensor 89 that detects the temperature around the vehicle. The temperature Tout and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the 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 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 when the engine 22 is operated in response to a request for charging the battery 50 when cold will be described. FIG. 4 is a flowchart showing an example of a cold charge request drive control routine executed by the hybrid electronic control unit 70. This routine is performed every predetermined time when the outside air temperature Tout from the outside air temperature sensor 89 is lower than a predetermined temperature (for example, −20 ° C. or −25 ° C.) indicating the cold time and there is a request for charging the battery 50 ( For example, every several milliseconds). Whether or not there is a charge request for the battery 50 is set as a negative value with respect to the charge request so that the smaller the remaining capacity (SOC) of the battery 50 is, the smaller the absolute value is. Is determined based on whether or not the required charging power Pb * is negative.

  When the cold charge request drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly, the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotation of the engine 22 are performed. Number Ne, motors MG1, MG2 rotation speeds Nm1, Nm2, battery voltage Vb, battery 50 charge / discharge current Ib, battery temperature Tb, battery 50 input / output limits Win, Wout, battery 50 charge request power Pb *, etc. A process of inputting necessary data is executed (step S100). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from the crank position sensor and is input from the engine ECU 24 by communication. Further, 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. It was supposed to be. Further, the battery voltage Vb is detected by the voltage sensor 51a, and the charge / discharge current Ib is detected by the current sensor 51b as a negative value during charging or as a positive value during discharging, respectively. It was supposed to be input via communication. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and are input from the battery ECU 52 by communication. In addition, about the charge request | requirement power Pb * of the battery 50, what was set based on the residual amount (SOC) of the battery 50 shall be input.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map. The required power P * can be calculated as a value obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a and subtracting the charge required power Pb * of the battery 50 and adding the loss Loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Subsequently, it is determined whether or not the counter Cnt indicating the number of times the operation of the engine 22 has been switched from the load operation to the self-sustained operation has reached or exceeded the threshold Cref (step S120), and when the counter Cnt is less than the threshold Cref, the battery 50 It is determined whether the product of the charge / discharge current Ib as the power charging the battery voltage Vb is equal to or greater than the input limit Win of the battery 50 (step S130). The counter Cnt and the threshold value Cref will be described later.

  When the product of the charge / discharge current Ib of the battery 50 and the battery voltage Vb is equal to or greater than the input limit Win of the battery 50, that is, when the power charging the battery 50 is within the range of the input limit Win, the engine 22 is loaded. Based on the set required power Pe *, the target rotational speed Ne * and the target torque Te * are set as operating points at which the engine 22 should be operated (step S140). This setting is performed based on an operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 6 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 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 S150), and the state in which the engine 22 is under load operation is calculated. A value 1 is set to the load operation flag F shown (step S160). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (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 * = ρ ・ Te * / (1 + ρ) + 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 calculation is performed according to the equation (4) (step S170), and the temporary torque that is 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. Torque Tm2tmp is calculated by equation (5) (step S180), and the calculated torque limits Tmin and Tmax are used. Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the torque Tm2tmp (step S190). Here, equation (5) can be easily derived from the nomogram of FIG. 7 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 S200), and the cold charge request 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. Further, the motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. By such control, when the power charging the battery 50 is within the range of the input limit Win, the battery 50 is charged with the power corresponding to the charge request power Pb * within the range of the input / output limits Win and Wout of the battery 50. At the same time, the engine 22 can be efficiently loaded to output the required torque Tr * to the ring gear shaft 32a serving as the drive shaft.

  When the counter Cnt is less than the threshold value Cref in step S120 and the product of the charge / discharge current Ib and the battery voltage Vb of the battery 50 is less than the input limit Win of the battery 50 in step S130, that is, the power charging the battery 50 When the engine speed exceeds the input limit Win, it is determined that the engine 22 operates independently, and the rotational speed Nidl (for example, 800 rpm or 1000 rpm, which can stably operate the engine 22 at the target rotational speed Ne * of the engine 22). 1200 rpm) and the target torque Te * is set to 0 (step S210), the motor MG1 torque command Tm1 * is set to 0 (step S220), and the value of the load operation flag F is checked. (Step S230). When the load operation flag F is a value 1, it is determined that the operation of the engine 22 has been switched from the load operation to the independent operation, the counter Cnt is incremented (step S240), and the load operation flag F is reset to a value 0 (step S240). S250), using the torque command Tm1 * of the motor MG1 set to the value 0, the torque command Tm2 of the motor MG2 so that the required torque Tr * is output to the ring gear shaft 32a within the input / output limits Win and Wout of the battery 50. Steps S170 to S200 for setting * and transmitting the set value are executed, and the cold charge request drive control routine is terminated. By such control, when the power charging the battery 50 exceeds the input limit Win, the engine 22 is operated independently so that the battery 50 is not charged exceeding the input limit Win, and the input / output limit Win, Within the range of Wout, it is possible to travel by outputting the required torque Tr * from the motor MG2 to the ring gear shaft 32a as the drive shaft using the electric power from the battery 50.

  When the self-sustained operation of the engine 22 is started in this way, the load operation flag F is determined as the value 0 in step S230 and set to the value 0 while the power charging the battery 50 exceeds the input limit Win in step S130. Using the torque command Tm1 * of the motor MG1 set, the torque command Tm2 * of the motor MG2 is set and the set value is transmitted, and the processing from step S170 to S200 is executed, and the cold charge request drive control routine is terminated. .

  When the counter Cnt is greater than or equal to the threshold value Cref in step S120, the rotation speed Ne of the engine 22 corresponding to the rotation speed Nm1 of the motor MG1 that can satisfy the charging request of the battery 50 with the generated power of the motor MG1 is determined in advance by experiments or the like. The engine speed Neset (for example, 1000 rpm, 1500 rpm, 2000 rpm, etc.) is set as the target engine speed Ne * of the engine 22, and the engine is calculated by the following equation (6) based on the set target engine speed Ne * and the current engine speed Ne. 22 target throttle opening TH * is calculated (step S260). Expression (6) is a relational expression in feedback control for setting the opening degree (throttle opening degree) of the throttle valve 23 in the engine 22 to the target throttle opening degree TH *. “K3” is the gain of the proportional term, and “k4” of the third term on the right side is the gain of the integral term. Here, the counter Cnt and the threshold value Cref will be described. Since the cold time is considered now, the battery temperature Tb is also relatively low and the input / output limits Win and Wout of the battery 50 are likely to be greatly restricted, and the air density is relatively high and the output of the engine 22 is likely to be excessive. When the normal control for controlling the rotational speed of the engine 22 by the motor MG1 is performed so that the engine 22 is load-operated at an operation point at which the required power Pe * is efficiently output from the engine 22, the battery 50 exceeds the input limit Win. May charge. In the embodiment, the self-sustained operation of the engine 22 for avoiding such a case and the load operation due to the reduction of the electric power for charging the battery 50 by the self-supporting operation are alternately performed. A counter Cnt indicating the number of times of switching from the load operation to the self-sustained operation is counted, and a state in which excessive power is output from the engine 22 is determined. Therefore, the threshold value Cref is determined to be in a state in which excessive power is output from the engine 22 to the extent that the battery 50 is charged by exceeding the input limit Win when performing normal control for efficiently driving the engine 22 under load. The possible value can be determined in advance as a value 3, a value 5, a value 10 or the like by a vehicle characteristic or experiment.

  TH * = previous TH * + k3 (Ne * -Ne) + k4∫ (Ne * -Ne) dt (6)

  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 calculated according to the above equation (1). Nm1 * is calculated and the required power Nb1 * of the battery 50 divided by the set target rotational speed Nm1 * is set as the torque command Tm1 * of the motor MG1 (step S270), and the set torque command Tm1 * is used. Steps S170 to S200 are executed, and the cold charge request time drive control routine is terminated. In step S200, the target throttle opening TH * is transmitted to the engine ECU 24 instead of the target rotational speed Ne * and the target torque Te *, and the engine ECU 24 having received the target throttle opening TH * Throttle opening control for driving the throttle motor 25 to achieve the target throttle opening TH * is performed, and control such as fuel injection control and ignition control of the engine 22 by the fuel injection amount and ignition timing corresponding to the target throttle opening TH *. To do. As a result of such control, when the engine 22 enters a state in which excessive power is output, the torque from the motor MG1 is adjusted so that electric power corresponding to the required charging power Pb * of the battery 50 is generated. Compared with the case where the motor MG1 performs the normal control for controlling the rotational speed of the engine 22 when the load operation is performed well, it is possible to appropriately respond to the charging request of the battery 50. At this time, since the throttle opening degree control for operating the engine 22 at the rotation speed Neset is performed, it is possible to suppress charging of the battery 50 beyond the input limit Win. Needless to say, the required torque Tr * can be output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50.

  According to the hybrid vehicle 20 of the embodiment described above, the torque from the motor MG1 is generated so that the electric power corresponding to the charging required power Pb * of the battery 50 is generated when the engine 22 is in a state of outputting excessive power. And the throttle opening degree control for operating the engine 22 at the rotational speed Neset is performed. Therefore, when the engine 22 is efficiently loaded, the motor MG1 controls the rotational speed of the engine 22 by a normal control. Thus, it is possible to appropriately respond to the charging request of the battery 50 and to suppress charging of the battery 50 due to excessive power. Further, since feedback control is performed as the throttle opening degree control of the engine 22, the engine 22 can be more reliably operated at the rotation speed Neset as the target rotation speed Ne *. Further, the normal control for controlling the rotational speed of the engine 22 by the motor MG1 is performed to switch from the state where the engine 22 is efficiently loaded to the state where the battery 50 is not charged beyond the input limit Win. Since the time when the counter Cnt indicating the number of times obtained reaches the threshold value Cref or more is determined as a state in which excessive power is output from the engine 22, such a state can be determined more reliably. Of course, the required torque Tr * can be output to the ring gear shaft 32a within the range of the input / output limits Win and Wout of the battery 50 to travel.

  In the hybrid vehicle 20 of the embodiment, when the outside air temperature Tout is lower than a predetermined temperature indicating the cold time and there is a request for charging the battery 50, the driving request control at the time of charging in the cold time is performed, and excessive power is supplied from the engine 22. However, if there is a request for charging the battery 50, the engine is controlled by performing drive control at the time of charge request regardless of whether it is cold or not. It is good also as what performs the process when it will be in the state which outputs excess motive power from 22.

  In the hybrid vehicle 20 of the embodiment, when the throttle opening control for controlling the torque from the motor MG1 so as to generate the electric power corresponding to the charging required power Pb * of the battery 50 and operating the engine 22 at the rotational speed Neset is performed. In addition, when the counter Cnt indicating the number of times the operation of the engine 22 has been switched from the load operation to the self-sustained operation reaches a threshold value Cref or more, it is determined that the engine 22 is in a state of outputting excessive power. However, when the outside air temperature Tout from the outside air temperature sensor 89 is lower than a predetermined temperature indicating a cold time or when the input restriction Win of the battery 50 is within a predetermined range indicating a state in which the charging of the battery 50 is largely restricted. It may be determined that the engine 22 is in a state where excessive power is output from the engine 22 and controlled in the same manner. .

  In the hybrid vehicle 20 of the embodiment, the throttle opening control of the engine 22 is performed by feedback control, but may be performed by control different from feedback control such as feedforward control.

  In the hybrid vehicle 20 of the embodiment, when the target throttle opening TH * is set, the target throttle opening TH * is transmitted instead of the target rotational speed Ne * and the target torque Te * of the engine 22 to control the operation of the engine 22. However, it is also possible to control the operation of the engine 22 by transmitting the target throttle opening TH * in addition to the target rotational speed Ne * and the target torque Te * of the engine 22.

  In the hybrid vehicle 20 of the embodiment, when the throttle opening control for controlling the torque from the motor MG1 so as to generate the electric power corresponding to the charging required power Pb * of the battery 50 and operating the engine 22 at the rotational speed Neset is performed. In addition, the counter Cnt indicating the number of times the operation of the engine 22 has been switched from the load operation to the self-sustained operation is used as a condition. However, in addition to this condition, the power required for traveling is determined by the battery. 50 within the output limit Wout ((Tr * × Nm2 / Gr) <Wout), or the temporary torque Tm2tmp to be output from the motor MG2 is within the range of the output limit Wout of the battery 50 (Tm2tmp <Wout). Time may be used as a condition.

  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. 8) 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.

  Moreover, it is not limited to what is applied to such a hybrid vehicle, It does not matter as a form of vehicles, such as a train other than a motor vehicle, the form of the drive device mounted in a vehicle, and the control method of a vehicle.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the power distribution and integration mechanism 30 and the motor MG1 correspond to “power power input / output means”, the motor MG2 corresponds to “electric motor”, and the battery 50 corresponds to “ Even if the battery 50 is charged / discharged based on the remaining capacity (SOC) of the battery 50 based on the integrated value of the charging / discharging current Ib detected by the current sensor 51b and the battery temperature Tb of the battery 50. The battery ECU 52 that calculates the input / output limits Win and Wout, which are good maximum allowable powers, corresponds to the “input / output limit setting means” and efficiently outputs the required power Pe * based on the required charge power Pb * of the battery 50. In order to prevent the battery 50 from being charged beyond the input limit Win by this load operation from the state in which the engine 22 is loaded. When the counter Cnt indicating the number of times the engine 22 has been switched to the autonomous operation state reaches a threshold value Cref or more, it is determined that the engine 22 is in a state of outputting excessive power, and the engine 22 is at the rotation speed Neset. The target throttle opening TH * is set so as to be operated, and the torque command Tm1 * is set so that the power corresponding to the required charging power Pb * is output from the motor MG1, and the torque command of the motor MG2 is driven so as to travel with the required torque Tr *. The hybrid electronic control unit 70 that executes the cold charge request drive control routine of FIG. 4 for setting Tm2 *, the engine ECU 24 that drives the throttle motor 25 with the target throttle opening TH *, and torque commands Tm1 * and Tm2 * The motor ECU 40 that controls the motors MG1 and MG2 corresponds to “control means”. . Further, the motor MG1 corresponds to a “generator”, and the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”. Further, the counter-rotor motor 230 also corresponds to “power power input / output means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “power power input / output means” is not limited to the combination of the power distribution and integration mechanism 30 and the motor MG1 or the anti-rotor motor 230, but is connected to the drive shaft connected to the axle and the drive. As long as it is connected to the output shaft of the internal combustion engine so that it can rotate independently of the shaft and can input and output power to and from the drive shaft and the output shaft with input and output of power and power. I do not care. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a power motive power input / output means or an electric motor such as a capacitor. The “input / output limit setting means” is not limited to the one that calculates the input / output limits Win and Wout based on the remaining capacity (SOC) of the battery 50 and the battery temperature Tb of the battery 50, but the remaining capacity ( In addition to the SOC) and the battery temperature Tb, for example, calculation based on the internal resistance of the battery 50, etc., the input / output restriction is set as the maximum allowable power when charging / discharging the power storage means based on the state of the power storage means. Any object can be used. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, the battery 22 exceeds the input limit Win by this load operation from the state in which the engine 22 is loaded at the operation point that efficiently outputs the required power Pe * based on the charge required power Pb * of the battery 50. When the counter Cnt indicating the number of times the engine 22 is switched to the state where the engine 22 is autonomously operated so as not to be charged 50 reaches a threshold value Cref or more, it is determined that the engine 22 is in a state of outputting excessive power. Thus, the torque command Tm1 * is set so that the target throttle opening TH * is set so that the engine 22 is operated at the rotational speed Neset, the throttle motor 25 is driven, and the motor MG1 outputs the power corresponding to the charging request power Pb *. And set the torque command for the motor MG2 to travel with the required torque Tr * It is not limited to the motor that controls the motors MG1 and MG2 by setting m2 *. When the internal combustion engine is operated based on a predetermined restriction with respect to a charging request for charging the power storage means, the power storage means is charged. When the engine is in an output excessive state in which excessive power is output from the internal combustion engine to the extent that the electric power exceeds the set input limit, it corresponds to a charge request with throttle opening control for operating the internal combustion engine at a predetermined rotational speed. Any method may be used as long as it performs the output excess control that controls the internal combustion engine, the power power input / output means, and the motor so that the power is output from the power power input / output means and travels with the required driving force required for traveling. It does n’t matter. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Or a differential gear such as a differential gear that is different from a planetary gear, such as a drive shaft, an output shaft, and a rotating shaft of a generator. As long as power is input / output to / from the remaining shafts based on the power input / output to / from the shafts, any device may be used. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The 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 can be used in the manufacturing industry of vehicles and drive devices.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is explanatory drawing which shows an example of the relationship between 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 a flowchart which shows an example of the drive control routine at the time of the cold charge request | requirement performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; 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, 23 throttle valve, 24 engine electronic control unit (engine ECU), 25 throttle motor, 26 crankshaft, 28 damper, 30 power distribution integrated 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, 51a voltage sensor, 51b current sensor, 51c temperature Sensor, 52 Battery electronic control unit (battery ECU), 54 Electric power line, 60 Gear mechanism, 62 Differential gear, 63a, 63b Drive wheel, 64a, 64b Wheel, 70 Hybrid Electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor , 89 Outside air temperature sensor, 230 rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (8)

An internal combustion engine;
Connected to the drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and to the drive shaft and the output shaft with input and output of electric power and power Power power input / output means capable of power input / output;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
An input / output limit setting means for setting an input / output limit as a maximum allowable power when charging / discharging the power storage means based on the state of the power storage means;
When the internal combustion engine is operated on the basis of a predetermined restriction with respect to a charging request for charging the power storage means, excessive power is supplied from the internal combustion engine to such an extent that the power for charging the power storage means exceeds the set input limit. Is output, the electric power corresponding to the charging request is output from the electric power drive input / output means together with the throttle opening control for operating the internal combustion engine at a predetermined rotational speed, and the vehicle travels. Control means for executing output excess control for controlling the internal combustion engine, the electric power drive input / output means, and the electric motor so as to travel with the required driving force required;
A vehicle comprising:   2. The vehicle according to claim 1, wherein the control means is means for feedback-controlling the throttle opening of the internal combustion engine so that the internal combustion engine is operated at the predetermined rotational speed as the throttle opening control.   The internal combustion engine for controlling the load operation of the internal combustion engine based on the predetermined restriction with respect to the charge request and the electric power for charging the power storage means not to exceed the set input limit The vehicle according to claim 1 or 2, which is means for controlling the time when the self-sustained operation is alternately performed over a predetermined number of times as the output excessive state.   The vehicle according to claim 1 or 2, wherein the control means is a means for controlling when the outside air temperature is less than a predetermined temperature or when the set input limit is within a predetermined range as the output excessive state.   5. The control unit according to claim 1, wherein the control unit is a unit that executes the output excess control when the output excess state occurs while the vehicle can run with the required driving force within the set output limit range. The vehicle according to any one of claims.   The power motive power input / output means is connected to three axes of a generator for inputting / outputting motive power, the drive shaft, the output shaft, and a rotating shaft of the generator, and enters any two of the three axes. The vehicle according to any one of claims 1 to 5, wherein the vehicle includes three-axis power input / output means for inputting / outputting power to the remaining shaft based on the output power. A drive device mounted on a vehicle together with an internal combustion engine and power storage means,
Power can be exchanged with the power storage means, connected to a drive shaft connected to an axle, and connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft. A power power input / output means capable of inputting / outputting power to / from the drive shaft and the output shaft,
An electric motor capable of exchanging electric power with the power storage means and capable of inputting and outputting power to the drive shaft;
An input / output limit setting means for setting an input / output limit as a maximum allowable power when charging / discharging the power storage means based on the state of the power storage means;
When the internal combustion engine is operated on the basis of a predetermined restriction with respect to a charging request for charging the power storage means, excessive power is supplied from the internal combustion engine to such an extent that the power for charging the power storage means exceeds the set input limit. Is output, the electric power corresponding to the charging request is output from the electric power drive input / output means together with the throttle opening control for operating the internal combustion engine at a predetermined rotational speed, and the vehicle travels. Control means for executing output excess control for controlling the internal combustion engine, the electric power drive input / output means, and the electric motor so as to travel with the required driving force required;
A drive device comprising: Connected to the internal combustion engine and a drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, the drive shaft and the output with input and output of electric power and power Power power input / output means capable of inputting / outputting power to / from the shaft, an electric motor capable of inputting / outputting power to / from the drive shaft, and power storage means capable of exchanging power with the power power input / output means and the motor. A vehicle control method comprising:
When the internal combustion engine is operated based on a predetermined restriction with respect to a charging request for charging the power storage means, the maximum allowable power for charging the power storage means based on the state of the power storage means when the internal combustion engine is operated When the engine is in an output excessive state where excessive power is output from the internal combustion engine to the extent that it exceeds the input limit as electric power, it corresponds to the charge request with throttle opening control for operating the internal combustion engine at a predetermined rotational speed. The output power control is executed to control the internal combustion engine, the power drive input / output unit, and the electric motor so that the electric power to be output is output from the power drive input / output unit and travels with the required driving force required for traveling. ,
A method for controlling a vehicle.

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