JP2009280033A - Vehicle and method of controlling vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve energy efficiency of a vehicle having a power generator generating back electromotive force according to traveling. <P>SOLUTION: A hybrid vehicle 20 controls an inverter 42 such that request power is output from a motor MG2 and controls an inverter 41 to perform magnetic field weakening processing to a motor MG1, in a state such that a powering state or a state that charging cannot be performed to a battery 50, and controls the inverter 42 such that regenerative torque is output from the motor MG2 and controls the inverter 41 to cut off a gate, when the hybrid vehicle is in a second state that the vehicle is in a regenerative state and while a back electromotive voltage from the motor MG1 is higher than a supply voltage from the battery 50, and that the battery 50 can be charged. Thus, in the second state, the inverter 41 is gate-cut off though during the traveling, power consumption is suppressed without performing the magnetic field weakening processing of the motor MG1, and the back electromotive force generated in the motor MG1 is charged in the battery 50. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

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

Conventionally, the vehicle includes an engine, a motor MG1 as a generator, a motor MG2 that outputs power to the drive shaft, and a planetary gear connected to the output shaft of the engine, the shaft of the motor MG1, and the drive shaft. Has been proposed (see, for example, Patent Document 1). The vehicle described in Patent Document 1 sets a value 0 to the torque command value Tm1 * of the motor MG1 when the condition that the energy required for the vehicle is lower than a predetermined energy value and equal to or less than a predetermined rotation speed is satisfied. And the motor drive torque control process which drive | works with the motive power from motor MG2 is performed.
Japanese Patent Laid-Open No. 9-308012 (FIG. 26)

  By the way, in the vehicle described in Patent Document 1, the motor MG1 driven mainly as a generator is configured as a synchronous electric motor including a permanent magnet. For example, in a high rotation speed region, the motor MG1 is supplied from a battery. Back electromotive force having a voltage higher than the supply voltage may occur. In such a region, the torque command value Tm1 * of the motor MG1 may be set to a value of 0 to consume electric power and execute field weakening control. However, in such a vehicle, further improvement in energy efficiency has been desired. .

  The present invention has been made in view of such a problem, and includes a vehicle and a vehicle control method capable of further improving the energy efficiency of the vehicle in a device including a generator that generates a back electromotive force as the vehicle travels. The main purpose is to provide

  The present invention adopts the following means in order to achieve the above-mentioned object.

That is, the vehicle of the present invention
An internal combustion engine;
An electric motor capable of inputting and outputting driving power to the drive shaft;
A generator that can input and output power and generates back electromotive force as it travels;
Power is applied to the remaining shafts based on power input / output to / from any of the three shafts connected to the three shafts of the drive shaft, the output shaft of the internal combustion engine, and the rotating shaft of the generator. 3-axis power input / output means for outputting;
An electric motor drive circuit for driving the electric motor by switching of a switching element;
A generator driving circuit for driving the generator by switching of a switching element;
Electric storage means capable of exchanging electric power with the electric motor via the electric motor driving circuit and capable of exchanging electric power with the electric generator via the electric generator driving circuit,
When the counter electromotive voltage from the generator is higher than the supply voltage from the power storage means and in a first state including a state in which a predetermined required power is output from the electric motor, the power based on the required power is The motor drive circuit is controlled so as to be output from the motor and the generator drive circuit is controlled so as to execute field-weakening processing on the generator, while a back electromotive voltage from the generator is stored in the power storage means The motor drive circuit so that regenerative power based on the required power is output from the motor when the vehicle is in a regenerative state in a state higher than a supply voltage from Control means for controlling the generator drive circuit to control and to shut off the gate;
Is provided.

  In this vehicle, when the back electromotive voltage from the generator is higher than the supply voltage from the power storage means and in the first state including a state where the predetermined required power is output from the electric motor, the power based on the required power is The motor drive circuit is controlled so as to be output from the motor, and the generator drive circuit is controlled so as to execute field-weakening processing on the generator. On the other hand, when the back electromotive voltage from the generator is higher than the supply voltage from the power storage means and the vehicle is in the regenerative state and the power storage means is in the second state in which power can be stored, the regenerative power based on the required power is The motor drive circuit is controlled so as to be output from the generator, and the generator drive circuit is controlled so as to shut off the gate. As described above, when the vehicle is in the regenerative state (for example, the decelerating state) with the back electromotive voltage from the generator higher than the supply voltage from the power storage means, and the power storage means is in the second state in which power can be stored, the vehicle travels. Although the generator drive circuit is shut off, the power consumption is suppressed without performing the field weakening process of the generator, and the back electromotive force generated by the generator is stored in the storage means. Therefore, the energy efficiency of the vehicle can be further improved in the case where the generator that generates the counter electromotive force with traveling is provided. The “3-axis power input / output means” includes, for example, a 3-axis planetary gear mechanism and a differential gear mechanism.

  In the vehicle of the present invention, the generator drive circuit may be a circuit having a plurality of diodes capable of full-wave rectification with respect to the counter electromotive force generated by the generator. In this way, the energy efficiency of the vehicle can be further increased by performing full-wave rectification power generation, for example, compared with the one that performs half-wave rectification power generation.

  In the vehicle of the present invention, the control means controls the electric motor to run with the power of the electric motor when a predetermined electric motor running condition is satisfied, and based on the requested power when the electric motor is running in the second state. The motor drive circuit may be controlled so that regenerative power is output from the motor, and the generator drive circuit may be controlled to shut off the gate. If it carries out like this, the energy efficiency of a vehicle can be raised more at the time of electric motor driving | running | working. Here, the “predetermined motor travel condition” includes, for example, a condition in which the motor travel mode setting switch is turned on or a predetermined energy value in which the power required for the vehicle is determined as a lower limit value of the operating efficiency of the internal combustion engine. May be included.

  In the vehicle of the present invention, the control means controls the internal combustion engine to operate independently when a predetermined autonomous condition is satisfied, and the request when the internal combustion engine is in the second state when autonomously operating. The motor drive circuit may be controlled so that regenerative power based on power is output from the motor, and the generator drive circuit may be controlled to shut off the gate. In this way, the energy efficiency of the vehicle can be further increased during the independent operation of the internal combustion engine. Here, the “predetermined independent condition” includes, for example, a warm-up condition of an internal combustion engine that does not output power from the internal combustion engine but operates the internal combustion engine, a warm-up condition of an exhaust purification device of the internal combustion engine, a learning control condition, and the like. It may be included.

The vehicle control method of the present invention includes:
An internal combustion engine, an electric motor capable of inputting / outputting driving power to / from the drive shaft, a generator for generating back electromotive force as the vehicle travels, the drive shaft, an output shaft of the internal combustion engine, and a rotating shaft of the generator And a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the power input / output to / from any two of the three axes; An electric motor drive circuit for driving the electric motor, a generator drive circuit for driving the electric generator by switching of a switching element, and electric power can be exchanged with the electric motor via the electric motor drive circuit. A power storage means capable of exchanging power with the generator, and a vehicle control method comprising:
When the counter electromotive voltage from the generator is higher than the supply voltage from the power storage means and in a first state including a state in which a predetermined required power is output from the electric motor, the power based on the required power is The motor drive circuit is controlled so as to be output from the motor and the generator drive circuit is controlled so as to execute field-weakening processing on the generator, while a back electromotive voltage from the generator is stored in the power storage means The motor drive circuit so that regenerative power based on the required power is output from the motor when the vehicle is in a regenerative state in a state higher than a supply voltage from The generator drive circuit is controlled so as to control and gate shut off.

  In this vehicle control method, when the counter electromotive voltage from the generator is higher than the supply voltage from the power storage means and the first state includes a state of power running in which a predetermined required power is output from the motor, the required power is The electric motor drive circuit is controlled so that the motive power based on the electric power is output from the electric motor, and the generator drive circuit is controlled so as to execute field-weakening processing on the electric generator. On the other hand, when the back electromotive voltage from the generator is higher than the supply voltage from the power storage means and the vehicle is in the regenerative state and the power storage means is in the second state in which power can be stored, the regenerative power based on the required power is The motor drive circuit is controlled so as to be output from the generator, and the generator drive circuit is controlled so as to shut off the gate. As described above, when the vehicle is in the regenerative state (for example, the decelerating state) with the back electromotive voltage from the generator higher than the supply voltage from the power storage means, and the power storage means is in the second state in which power can be stored, the vehicle travels. Although the generator drive circuit is shut off, the power consumption is suppressed without performing the field weakening process of the generator, and the back electromotive force generated by the generator is stored in the storage means. Therefore, the energy efficiency of the vehicle can be further improved in the case where the generator that generates the counter electromotive force with traveling is provided. In this vehicle control method, various aspects of the vehicle described above may be adopted, and steps for realizing each function of the vehicle described above may be added.

  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 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output 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 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a via the gear mechanism 37 and the differential gear 38 to the drive wheels 39a and 39b of the vehicle.

  FIG. 2 is a configuration diagram showing an outline of the configuration of the electric drive system centered on the motors MG1 and MG2. Each of the motors MG1 and MG2 is configured as a well-known PM-type synchronous generator motor including a rotor having a permanent magnet attached to the outer surface and a stator around which a three-phase coil is wound. Power is exchanged with the battery 50 via 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 inverter 41 includes six transistors T1 to T6 and six diodes D1 to D6 connected in parallel to each of the transistors T1 to T6 in the reverse direction. Two transistors T1 to T6 are arranged in pairs so as to be on the source side and the sink side with respect to the positive and negative buses of the power line 54. Three transistors T1 to T6 are provided at each of the connection points of the paired transistors. Each of the phase coils (U phase, V phase, W phase) is connected. Therefore, a rotating magnetic field can be formed in the three-phase coil by controlling the ratio of the on-time of the transistors T1 to T6 that make a pair while the voltage is acting between the positive electrode bus and the negative electrode bus of the power line 54, The motor MG1 can be rotationally driven. The inverter 42 is configured in the same manner as the inverter 41 by six transistors T7 to T12 and six diodes D7 to D12. The motor MG2 is rotationally driven by controlling the ratio of the on-time of the transistors T7 to T12. can do. 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 receives 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 the motors MG1 and MG2. Phase currents from current sensors 45U, 45V, 45W, 46U, 46V, and 46W that detect phase currents flowing in the respective phases of the three-phase coil are input. From the motor ECU 40, transistors T1 to T1 of the inverters 41 and 42 are input. Switching control signals to T6, T7 to T12 are output. 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.

  As shown in FIG. 1, 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, a voltage between terminals from a voltage sensor 51 a installed between terminals of the battery 50, and a power line 54 connected to an output terminal of the battery 50. The charging / discharging current 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. Output to 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 51b in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the 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 thus configured, particularly the operation in the motor operation mode will be described. FIG. 3 is a flowchart illustrating an example of a motor travel control routine executed by the hybrid electronic control unit 70. This routine
After a motor travel mode setting switch (not shown) is turned on, it is repeatedly executed every predetermined time (for example, every several msec).

  When the motor travel 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 and MG2. , Nm2, input / output restrictions Win and Wout of the battery 50, and the like, a process of inputting data necessary for control is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51c and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do. 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. 4 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 5 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.

  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. 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. 6 shows an example of the required torque setting map.

  Next, by dividing the input / output limits Win and Wout of the battery 50 by the rotation speed Nm2 of the motor MG2, torque limits Tmin and Tmax as upper and lower limits of torque are calculated by the following expressions (1) and (2) ( Step S120), by dividing the set required torque Tr * by the gear ratio Gr of the reduction gear 35, a provisional torque Tm2tmp, which is a provisional value of the torque to be output from the motor MG2, is calculated by Equation (3) (Step S130). ). Subsequently, the torque command Tm2 * of the motor MG2 is set as a value obtained by limiting the temporary motor torque Tm2tmp with the calculated torque limits Tmin and Tmax (step S140). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do.

Tmin = Win / Nm2 (1)
Tmax = Wout / Nm2 (2)
Tm2tmp = Tr * / Gr (3)

  Subsequently, it is determined whether or not the back electromotive voltage Vc generated in the motor MG1 is equal to or greater than a predetermined threshold value Vcref (step S150). Since the counter electromotive voltage Vc of the motor MG1 can be calculated from the rotation speed Nm1 of the motor MG1, here, the rotation speed of the motor MG1 where the counter electromotive voltage Vc of the motor MG1 is equal to or higher than the supply voltage which is the voltage of the power line 54. The threshold value Nm1ref is obtained, and when the absolute value of the rotational speed Nm1 of the motor MG1 is greater than or equal to the absolute value of the threshold value Nm1ref, it is determined that the counter electromotive voltage Vc is greater than or equal to the predetermined threshold value Vcref. An inverter that drives the motor MG1 when the back electromotive voltage Vc is not equal to or greater than the predetermined threshold value Vcref, that is, when it is difficult for the back electromotive force of the motor MG1 to flow into the power line 54 and it is not necessary to perform field weakening processing on the motor MG1. The torque command Tm2 * set in step S140 is transmitted to the motor ECU 40 together with the gate cutoff command for shutting off the gate 41 (step S160), and this routine is terminated. The motor ECU 40 that receives the gate cutoff command and the torque command Tm2 * of the inverter 41 controls the switching element of the inverter 42 so that the motor MG2 is driven by the torque command Tm2 * while the gate of the inverter 41 is shut off. As described above, when the back electromotive voltage Vc is not equal to or higher than the predetermined threshold value Vcref, the back electromotive force of the motor MG1 hardly flows to the power line 54, and therefore, the power consumption is suppressed without executing the field weakening control for the motor MG1.

  On the other hand, when the back electromotive voltage Vc is greater than or equal to the predetermined threshold value Vcref in step S150, the state of the vehicle is checked (step S170), and the vehicle state is a power running state (first state) in which a driving force is output to travel. In some cases, the torque command Tm1 * of the motor MG1 set by setting the torque command Tm1 * of the motor MG1 to 0 and the torque command Tm2 * of the motor MG2 set in step S140 are transmitted to the motor ECU 40 (step S180). End the routine. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching element of the inverter 41 so that the motor MG1 is driven with zero torque, that is, performs field weakening control, and the motor MG2 receives the torque command Tm2 *. Switching control of the switching element of the inverter 42 is performed so as to be driven. As described above, when the vehicle is in the power running state and the back electromotive voltage Vc is equal to or higher than the predetermined threshold value Vcref, the back electromotive force is prevented from flowing into the power line 54 by performing field weakening control on the motor MG1. .

  On the other hand, when the state of the vehicle is a regenerative state in which the driving force is regenerated in step S170, whether or not the battery 50 can be charged is determined based on the value of the input limit Win (remaining capacity SOC) of the battery 50 ( In step S190), when the battery 50 is not in a chargeable state (first state), the process of step S180 is executed and this routine is terminated as it is. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching element of the inverter 41 so that the motor MG1 is driven with zero torque, that is, performs field weakening control, and the motor MG2 receives the torque command Tm2 *. Switching control of the switching element of the inverter 42 is performed so as to be driven. As described above, when the vehicle is in the regenerative state and the back electromotive voltage Vc is equal to or higher than the predetermined threshold value Vcref and the remaining capacity SOC of the battery 50 cannot be charged largely, the back electromotive force is generated in the power line 54 by performing field weakening control on the motor MG1. It prevents the inflow of power.

  On the other hand, when the battery 50 is in a chargeable state (second state) in step S190, the torque command Tm2 * set in step S140 is set together with the gate cutoff command for gate-blocking the inverter 41 that drives the motor MG1 in step S160. This is transmitted to the motor ECU 40, and this routine is terminated. The motor ECU 40 that receives the gate cutoff command and the torque command Tm2 * of the inverter 41 controls the switching element of the inverter 42 so that the motor MG2 is driven by the torque command Tm2 * while the gate of the inverter 41 is shut off. FIG. 7 is an explanatory diagram showing an example of a collinear diagram showing the relationship between the rotational speeds of the rotating elements of the power distribution and integration mechanism 30 when the motor is running. 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 rotation speed Nr of the ring gear 32, which is a number Nm2, is shown. As shown in FIG. 7, when the engine 22 is stopped (the engine speed Ne is 0) and the vehicle is running by driving the motor MG2, based on the relationship between the rotational speeds of the rotating elements of the power distribution and integration mechanism 30. Since the motor MG1 rotates, the motor MG1 generates a larger back electromotive force as the rotation speed Nm1 of the motor MG1 increases. The current based on the counter electromotive force does not flow to the power line 54 even if the gate of the inverter 41 is shut off when the counter electromotive voltage is lower than the supply voltage of the power line 54, but the counter electromotive voltage is equal to or higher than the supply voltage of the power line 54. Then, when the gate of the inverter 41 is cut off, the diodes D1 to D6 of the inverter 41 function as a full-wave rectifier circuit and flow to the power line 54. Here, when the vehicle is in a regenerative state and the back electromotive voltage Vc is equal to or higher than a predetermined threshold value Vcref and the battery 50 can be charged, the regenerative power of the motor MG2 is stored in the battery 50, and field weakening control for the motor MG1 is performed. The power consumption is suppressed without executing, and the back electromotive force of the motor MG1 is supplied to the power line 54 to charge the battery 50.

  According to the hybrid vehicle 20 of the present embodiment described in detail above, the back electromotive voltage Vc from the motor MG1 is higher than the supply voltage from the battery 50, and the vehicle is in a power running state in which the torque command Tm2 * is output from the motor MG2. Is in the first state including the state in which the back electromotive voltage Vc from the motor MG1 is higher than the supply voltage from the battery 50 and the battery 50 cannot be charged, is limited by the input / output limits Win and Wout of the battery 50. The inverter 42 is controlled so that the torque generated from the motor MG2 is output, and the inverter 41 is controlled to execute the field weakening process on the motor MG1, while the back electromotive voltage Vc from the motor MG1 is A second state in which the vehicle is in a regenerative state and the battery 50 can store power in a state higher than the supply voltage. When a state is input limit Win of the battery 50, together with the limited regenerative torque control the inverter 42 to be regenerated output by the motor MG2 by Wout, it controls the inverter 41 to gate blocking. As described above, in the second state, the inverter 41 is gate-cut while traveling but the power consumption is suppressed without performing the field weakening process of the motor MG1, and the back electromotive force generated by the motor MG1 is supplied to the battery 50. Since power is stored, the energy efficiency of the vehicle can be further increased. Further, since the inverter 41 is a circuit having a plurality of diodes capable of full-wave rectification with respect to the counter electromotive force generated by the motor MG1, by performing full-wave rectification power generation, for example, half-wave rectification power generation As a result, the energy efficiency of the vehicle can be further enhanced as compared with those that perform the above.

  In the above-described embodiment, the motor travel control routine is executed after pressing a motor travel mode setting button (not shown). However, in addition to the motor travel conditions, the required torque Tr * required for the vehicle is the engine. The motor travel control routine may be executed when the condition is lower than a predetermined energy value determined as the lower limit value of the driving efficiency of 22 or the like.

  In the embodiment, the diodes D1 to D6 of the inverter 41 function as a full-wave rectifier circuit. However, the present invention is not particularly limited thereto, and may function as a half-wave rectifier circuit, for example. Even in this case, even when the back electromotive voltage Vc generated in the motor MG1 is equal to or higher than the predetermined threshold value Vcref, the power consumption can be suppressed by not executing the field weakening control in the motor MG1, so that the energy efficiency of the vehicle Can be further enhanced.

  In the embodiment, when the vehicle is in a regenerative state and the battery 50 is capable of storing power while the counter electromotive voltage Vc from the motor MG1 is higher than the supply voltage from the battery 50 during motor running, Although the inverter 41 is controlled so as to be shut off, the engine 22 is operated independently with the motor MG1 rotating in the reverse direction with respect to the motor MG2, and the back electromotive voltage Vc from the motor MG1 is supplied from the battery 50. When the vehicle is in the regenerative state with the voltage higher than the voltage and is in the second state in which the battery 50 can store power, the inverter 41 may be controlled to shut off the gate. FIG. 8 is an explanatory diagram showing an example of a collinear diagram showing the relationship between the rotational speeds of the rotating elements of the power distribution and integration mechanism 30 during the self-sustained operation of the engine 22. As shown in FIG. 8, when the counter electromotive voltage Vc is higher than the supply voltage from the battery 50 and the rotational speed Nm1 of the motor MG1 is larger than the negative threshold value Nm1ref, the gate of the inverter 41 The diodes D11 to D16 of the inverter 41 function as a full-wave rectifier circuit, and the back electromotive force current flows through the power line 54 to charge the battery 50. Even in this case, the energy efficiency of the vehicle can be further increased. Further, even when the engine 22 is operated, the rotation of the motor MG1 is reverse to that of the motor MG2, and the reaction torque generated on the sun gear 31 side (S in FIG. 8) is generated by the regeneration of the motor MG2. Since it comes out in the same direction as the side (downward arrow), torque fluctuation on the drive shaft can be further suppressed. The “predetermined self-supporting condition” includes, for example, a warm-up condition of the engine 22 that does not output power from the engine 22 but operates the engine 22, a warm-up condition of an exhaust purification device of the engine 22 (not shown), and an operation of the engine 22 The learning control condition related to or the like may be included.

  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 wheels 39c and 39d in FIG. 9) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

  Here, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor MG2 capable of inputting / outputting traveling power to / from the ring gear shaft 32a as the drive shaft corresponds to the “electric motor”, and the motor MG1 capable of inputting / outputting power and generating back electromotive force with traveling. Corresponds to a “generator” and is connected to three axes of a drive shaft, a crankshaft 26 as an output shaft of the engine 22 and a rotation shaft of the motor MG1, and is input / output to any two of these three shafts. The power distribution and integration mechanism 30 that inputs / outputs power to the remaining shafts based on the power corresponds to “3-axis power input / output means”, and the inverter 42 that drives the motor MG2 by switching of the switching elements T7 to T12 The inverter 41 that drives the motor MG1 by switching of the switching elements T1 to T6 corresponds to the “generator drive circuit”, and corresponds to the inverter 42. The battery 50 capable of exchanging electric power with the motor MG2 via the inverter 41 and exchanging electric power with the motor MG1 via the inverter 41 corresponds to “electric storage means”, and the back electromotive voltage from the motor MG1 is supplied from the battery 50. When it is in the first state including the state of power running in which a predetermined required power higher than the voltage is output from the motor MG2, the inverter 42 is controlled so that the power based on the required power is output from the motor MG2, and the motor MG1 is controlled. The inverter 41 is controlled to execute the field weakening process, while the vehicle is in the regenerative state and the battery 50 can store power while the back electromotive voltage from the motor MG1 is higher than the supply voltage from the battery 50. In the second state, the inverter 42 is set so that the regenerative power based on the required power is output from the motor MG2. The hybrid electronic control unit 70 and motor ECU40 controls the inverter 41 to the gate cutoff corresponds to a "control unit" with Gosuru.

  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 “motor” is not limited to the motor MG2 configured as a synchronous generator motor, but is a drive shaft such as an induction motor in which a rotor is connected to an input shaft and the rotor is driven to rotate by a rotating magnetic field of a stator. Any device can be used as long as it can input and output power. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and any type of generator may be used as long as a back electromotive force is generated as it travels. 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. Any one of the three axes connected to the three axes of the input shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the shaft or those having a different operation action from the planetary gear such as a differential gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used. The “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a generator and an electric motor such as a capacitor. The “control means” is not limited to the combination of the hybrid electronic control unit 70 and the motor ECU 40, and may be configured by a single electronic control unit. In addition, the “control means” requires the required power when the counter electromotive voltage from the generator is higher than the supply voltage from the power storage means and is in a first state including a power running state in which a predetermined required power is output from the motor. The motor drive circuit is controlled so that motive power based on the power is output from the motor and the generator drive circuit is controlled to execute field-weakening processing on the generator, while the back electromotive voltage from the generator is When the vehicle is in a regenerative state and the power storage means is in a second state where the power can be stored in a state higher than the supply voltage, the motor drive circuit is controlled so that the regenerative power based on the required power is output from the motor and the gate is shut off As long as it controls the generator drive circuit, it does not matter.

  Note that the correspondence between the main elements of the embodiment and the modified example and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Since this is an example for specifically describing the best mode for carrying out the invention, the elements of the invention described in the column of means for solving the problems are not limited. In other words, the interpretation of the invention described in the column of means for solving the problem 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 problem. It is only a specific example.

  In the embodiment, the hybrid vehicle 20 including the engine 22 is used. However, the hybrid vehicle 20 is not limited to those applied to such a hybrid vehicle, and may be applied to a vehicle (train or aircraft) other than the vehicle. Moreover, it is good also as a form of the control method of such a vehicle.

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

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of a configuration of an electric drive system including motors MG1, MG2, inverters 41, 42, a battery 50, and the like. FIG. It is a flowchart which shows an example of the motor travel control routine performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 at the time of motor travel. FIG. 4 is an explanatory diagram showing an example of 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 during the independent operation of the engine 22. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

  20, 120 Hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 Reduction gear, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 45U, 45V, 45W, 46U, 46V, 46W Current sensor, 50 battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line, 70 Hive Electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 Vehicle speed sensor, MG1, MG2 motor.

Claims (5)

An internal combustion engine;
An electric motor capable of inputting and outputting driving power to the drive shaft;
A generator that can input and output power and generates back electromotive force as it travels;
Power is applied to the remaining shafts based on power input / output to / from any of the three shafts connected to the three shafts of the drive shaft, the output shaft of the internal combustion engine, and the rotating shaft of the generator. 3-axis power input / output means for outputting;
An electric motor drive circuit for driving the electric motor by switching of a switching element;
A generator driving circuit for driving the generator by switching of a switching element;
Electric storage means capable of exchanging electric power with the electric motor via the electric motor driving circuit and capable of exchanging electric power with the electric generator via the electric generator driving circuit,
When the counter electromotive voltage from the generator is higher than the supply voltage from the power storage means and in a first state including a state in which a predetermined required power is output from the electric motor, the power based on the required power is The motor drive circuit is controlled so as to be output from the motor and the generator drive circuit is controlled so as to execute field-weakening processing on the generator, while a back electromotive voltage from the generator is stored in the power storage means The motor drive circuit so that regenerative power based on the required power is output from the motor when the vehicle is in a regenerative state in a state higher than a supply voltage from Control means for controlling the generator drive circuit to control and to shut off the gate;
A vehicle comprising:   The vehicle according to claim 1, wherein the generator drive circuit is a circuit having a plurality of diodes capable of performing full-wave rectification on a counter electromotive force generated by the generator.   The control means controls the electric motor to run by the power of the electric motor when a predetermined electric motor running condition is established, and regenerative power based on the requested power is supplied from the electric motor when the electric motor is running in the second state. The vehicle according to claim 1 or 2, wherein the vehicle is a means for controlling the electric motor drive circuit to be output and controlling the generator drive circuit to shut off a gate.   The control means controls the internal combustion engine to operate independently when a predetermined independent condition is satisfied, and regenerative power based on the requested power is generated when the internal combustion engine is in the second state when operating independently. The vehicle according to any one of claims 1 to 3, which is means for controlling the electric motor drive circuit so as to be output from the electric motor and controlling the generator drive circuit so as to shut off a gate. An internal combustion engine, an electric motor capable of inputting / outputting driving power to / from the drive shaft, a generator for generating back electromotive force as the vehicle travels, the drive shaft, an output shaft of the internal combustion engine, and a rotating shaft of the generator And a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the power input / output to / from any two of the three axes; An electric motor drive circuit for driving the electric motor, a generator drive circuit for driving the electric generator by switching of a switching element, and electric power can be exchanged with the electric motor via the electric motor drive circuit. A power storage means capable of exchanging power with the generator, and a vehicle control method comprising:
When the counter electromotive voltage from the generator is higher than the supply voltage from the power storage means and in a first state including a state in which a predetermined required power is output from the electric motor, the power based on the required power is The motor drive circuit is controlled so as to be output from the motor and the generator drive circuit is controlled so as to execute field-weakening processing on the generator, while a back electromotive voltage from the generator is stored in the power storage means The motor drive circuit so that regenerative power based on the required power is output from the motor when the vehicle is in a regenerative state in a state higher than a supply voltage from Controlling the generator drive circuit to control and gate shut off,
Vehicle control method.

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