JP2010208480A - Hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce motor noises generated during self-sustaining driving of an engine. <P>SOLUTION: In a hybrid vehicle, during traveling in a state where a travel shift lever is set to a drive position or a reverse position and during self-sustaining driving of the engine, switching control of an inverter is carried out so that a motor MG2 may output torque based on a torque command Tm2*, while shutdown of an inverter for the motor MG1 is carried out (S130, S150). During stopping the vehicle in a state where the travel shift lever is set to the drive position or reverse position and during self-sustaining driving of the engine, shutdown of both sides of the inverter for the motor MG1, and the inverter for the motor MG2 is carried out (S130, S160). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, in this type of hybrid vehicle, an engine, a power distribution integrated mechanism in which a carrier is connected to the crankshaft of the engine and a ring gear is connected to the axle side, and a sun gear of the power distribution integrated mechanism are used to input and output power. There has been proposed a motor MG1 and a motor MG2 that inputs and outputs power via a transmission on a ring gear shaft connected to the ring gear (see, for example, Patent Document 1). In this hybrid vehicle, when the shift lever is set to the neutral range, the inverters that drive the motor MG1 and the motor MG2 are shut down.

JP 2006-63819 A

  By the way, in the hybrid vehicle as described above, even if the power required for the entire vehicle is small and the engine operation can be stopped, the autonomous vehicle can be operated without stopping the engine in response to a warm-up request or a heating request. There are things to do. However, when the engine is operated autonomously in this way, the high frequency noise from the motor is not canceled out by the background noise, which may give the passenger a sense of incongruity.

  The main purpose of the hybrid vehicle of the present invention is to reduce the motor noise generated during the self-sustaining operation of the engine.

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

The hybrid vehicle of the present invention
An internal combustion engine, a first electric motor capable of inputting / outputting power, an output shaft of the internal combustion engine, a rotation shaft of the first electric motor, and a drive shaft are connected to three axes. Power distribution means for inputting / outputting power based on input / output power to / from the remaining shaft, a second motor capable of inputting / outputting power to / from the drive shaft, and power exchange with the first and second motors A power storage means; a first inverter interposed between the first motor and the power storage means and capable of driving the first motor; and a power supply interposed between the second motor and the power storage means. A second inverter capable of driving the second motor, a shift position selecting means for selecting a shift position, and a required torque required for traveling along with the load operation of the internal combustion engine when the internal combustion engine is to be loaded Torque based on the drive shaft The internal combustion engine and the first and second inverters are controlled so as to be output, and when the internal combustion engine is to be operated independently, the required torque is output to the drive shaft along with the independent operation of the internal combustion engine. In a hybrid vehicle comprising a control means for controlling the internal combustion engine and the first and second inverters,
The control means shuts down the first inverter during traveling with the traveling position selected as the shift position and during the independent operation of the internal combustion engine, and selects the traveling position as the shift position. It is a means for shutting down the first and second inverters when the vehicle is stopped in the state where the engine is stopped and the internal combustion engine is operating independently.

  In the hybrid vehicle of the present invention, when the internal combustion engine is to be loaded, the internal combustion engine and the first and second are output so that torque based on the required torque required for traveling is accompanied by the load operation of the internal combustion engine. In addition to controlling the inverter, the internal combustion engine and the first and second inverters are controlled so that the required torque is output to the drive shaft along with the independent operation of the internal combustion engine when the internal combustion engine is to be operated independently. During traveling with the traveling position selected as the shift position and during the independent operation of the internal combustion engine, the first inverter is shut down, and the vehicle is stopped with the traveling position selected as the shift position. During the independent operation of the internal combustion engine, both the first and second inverters are shut down. As described above, torque is output from the first electric motor or both the first and second electric motors while the vehicle is running or stopped with the driving position selected as the shift position and the internal combustion engine is operating independently. When it is not necessary, by shutting down the first inverter or both the first and second inverters, it is possible to more appropriately reduce the motor noise that is generated when the first and second inverters are driven by the motor. In addition, by shutting down the first inverter or both the first and second inverters in this way, it is possible to reduce switching noise and switching loss that occur in association with the switching control of the first and second inverters.

1 is a schematic configuration diagram of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the motor drive control routine performed by motor ECU40 of an Example.

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

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22 that uses gasoline, light oil, or the like as fuel, an engine electronic control unit (hereinafter referred to as “engine ECU”) 24 that drives and controls the engine 22, and an engine 22. A planetary gear 30 in which a carrier 34 is connected to a crankshaft 26 as an output shaft via a damper 28, a motor MG 1 capable of generating power connected to a sun gear 31 of the planetary gear 30, and a drive connected to a ring gear 32 of the planetary gear 30. A reduction gear 35 connected to a ring gear shaft 32a as a shaft, a motor MG2 connected to the ring gear shaft 32a via the reduction gear 35, and a gear mechanism 37 and a differential gear 38 connected to the ring gear shaft 32a. Drive wheels 39a, 39b, motor MG1, and Inverter 41 interposed between power line 54, inverter 42 interposed between motor MG2 and power line 54, and a motor for driving and controlling motors MG1 and MG2 via inverters 41 and 42 An electronic control unit (hereinafter referred to as “motor ECU”) 40, a battery 50, for example, a lithium ion secondary battery or a nickel hydride secondary battery connected to the power line 54, and a battery control unit that manages the battery 50 ( (Hereinafter referred to as “battery ECU”) 52, and an electronic control unit for hybrid (hereinafter referred to as “hybrid ECU”) 70 that controls the entire vehicle while communicating with engine ECU 24, motor ECU 40, and battery ECU 52.

  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 inverters 41 and 42 are each composed of six transistors (not shown) and six diodes (not shown) connected in parallel to each of the transistors in the reverse direction. Two transistors are arranged in pairs so as to be on the source side and the sink side with respect to the positive electrode bus and the negative electrode bus of the power line 54, and a three-phase coil ( (U phase, V phase, W phase) are connected. Therefore, a rotating magnetic field can be formed in the three-phase coil by controlling the on-time ratio of the paired transistors in the state where the voltage acts between the positive electrode bus and the negative electrode bus of the power line 54, and the motor MG1, Each MG2 can be driven to rotate. The motor ECU 40 that drives and controls the motors MG1 and MG2 via the inverters 41 and 42 includes, for example, 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 detected by the above is input, and the motor ECU 40 outputs a switching control signal and the like to the transistors of the inverters 41 and 42. Further, the motor ECU 40 calculates data relating to the motors MG1, MG2, such as the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on signals from rotational position detection sensors 43, 44 that detect the rotational positions of the rotors of the motors MG1, MG2. To do. In order to manage the battery 50, the battery ECU 52 calculates the remaining capacity SOC of the battery 50, calculates the charge / discharge required power Pb * of the battery 50 based on the remaining capacity SOC and predetermined charge / discharge constraints, Based on the remaining capacity SOC of the battery 50 and the temperature of the battery 50, the input limit Win as the charge allowable power that is the power allowed for charging the battery 50 and the discharge allowable power that is the power allowed for discharging the battery 50 The output limit Wout of is calculated.

  When the ignition switch 80 is turned on in the hybrid vehicle 20 of the embodiment, the hybrid ECU 70 depresses the shift position SP from the shift position sensor 82 that detects the position of the shift lever (shift position selection means) 81 and the depression amount of the accelerator pedal 83. Accelerator opening degree Acc from the accelerator pedal position sensor 84 that detects the amount of depression, brake position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85, vehicle speed V from the vehicle speed sensor 87, and engine ECU 24 and motor ECU 40 Based on a signal from the battery ECU 52, a command signal necessary for controlling the entire vehicle is generated.

  For example, in the hybrid vehicle 20 of the embodiment, when the shift lever 81 is set to the driving position for traveling and the accelerator pedal 83 is depressed by the driver, the hybrid ECU 70 is based on the accelerator opening Acc and the vehicle speed V. The required torque Tr * to be output to the ring gear shaft 32a as the drive shaft is calculated, and the required power P * required for the entire vehicle is calculated according to the following equation (1). In Equation (1), “Gr” is the gear ratio of the reduction gear 35, and “Loss” is a loss. Next, it is determined whether or not the required power P * is equal to or greater than the predetermined power Pref. The threshold value Pref is used to determine whether or not the engine 22 is to be operated, and is set as a lower limit value of power that can be efficiently output from the engine 22 or a value in the vicinity thereof. When the required power P * is equal to or greater than the predetermined power Pref, it is determined that the engine 22 needs to be operated, and based on the predetermined operation line and the required power P * for operating the engine 22 efficiently. Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are set and transmitted to the engine ECU 24. Subsequently, the target rotational speed Nm1 * of the motor MG1 is calculated according to the following equation (2) using the target rotational speed Ne *. However, “ρ” in Equation (2) is the gear ratio of the planetary gear 30 (the number of teeth of the sun gear 31 / the number of teeth of the ring gear 32). Further, a torque command Tm1 * for the motor MG1 is set according to the following equation (3) based on the target rotation speed Nm1 * and the current rotation speed Nm1. Expression (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *, where “k1” in the expression (3) is a proportional term gain, and “k2” is an integral term. Is the gain.

P * = Tr * ・ Nm2 / Gr-Pb * + Loss (1)
Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (2)
Tm1 * =-ρ / (1 + ρ) ・ Te * + k1 ・ (Nm1 * -Nm1) + k2 ・ ∫ (Nm1 * -Nm1) dt (3)

  On the other hand, when the required power P * is less than the predetermined power Pref, the target rotational speed Ne * and the target torque Te * are set to 0, and the target rotational speed Ne *, the target torque Te *, and the engine 22 are stopped. A stop command for causing the engine ECU 24 to transmit is transmitted to the engine ECU 24. However, when the required power P * is less than the predetermined power Pref and the self-sustained operation request for the engine 22 is made, the engine 22 can be operated independently without substantially outputting torque. The target rotational speed Ne * is set to a predetermined value Nidle (for example, the rotational speed during idling), the target torque Te * is set to a value 0, and the target rotational speed Ne *, the target torque Te *, and the autonomous operation command are set to the engine ECU 24. Send to. Here, the engine self-sustained operation request is the fuel when the accelerator 22 is off when it is necessary to operate the engine 22 for warming up the engine 22 or a catalyst (not shown) or for heating the passenger compartment. This is a request made when cutting is prohibited. Note that the torque command Tm1 * of the motor MG1 is set to a value 0 when the operation of the engine 22 is stopped and when the engine 22 is operated independently.

  If torque command Tm1 * for motor MG1 is set, provisional motor torque Tm2tmp, which is a provisional value of torque to be output from motor MG2, is calculated according to the following equation (4). Then, torque limits Tm2max and Tm2min as upper and lower limit values of torque that may be output from the motor MG2 are calculated according to the following equations (5) and (6), and the torque that is the target torque of the motor MG2 is calculated according to the following equation (7): Set command Tm2 *. Then, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (6)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (7)

  The engine ECU 24 that has received the target rotational speed Ne *, the target torque Te *, the stop command or the independent operation command causes the engine 22 to be operated or stopped in accordance with the target rotational speed Ne * and the target torque Te *. Intake air amount control, fuel injection control, ignition control, etc. are executed. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * controls the inverters 41 and 42 based on the torque commands Tm1 * and Tm2 *, the operating state of the engine 22 and the traveling state of the hybrid vehicle 20. By such control, the hybrid vehicle 20 of the embodiment can travel by outputting torque based on the required torque Tr * corresponding to the accelerator opening Acc to the drive shaft.

  Next, the drive control of the motors MG1, MG2 when the shift lever 81 is set to the drive position for driving or the reverse position will be described with reference to FIG. FIG. 2 is a flowchart showing an example of a motor drive control routine executed by the motor ECU.

  At the start of the motor drive control routine shown in FIG. 2, the CPU (not shown) of the motor ECU 40 performs torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 from the hybrid ECU 70, the vehicle speed V from the vehicle speed sensor 87, and the engine independent operation flag. Data input processing required for control such as the value of F is executed (step S100). Here, the engine self-sustained operation flag F is set to a value of 1 by the hybrid ECU 70 or the engine ECU 24 when the engine 22 is operating independently, and by the hybrid ECU 70 or the engine ECU 24 when the engine 22 is not operating independently. A value set to 0 is input by communication. Subsequently, it is determined whether or not the engine independent operation flag F is a value 1 (step S110). When the engine self-sustained operation flag F is not 1, the inverters 41 and 42 are switched so that the motors MG1 and MG2 output torques corresponding to the torque commands Tm1 * and Tm2 * (step S120). End the routine. On the other hand, when the engine self-sustained operation flag F is 1, the engine 22 is operating independently and the torque command Tm1 * of the motor MG1 is set to 0, so the inverter 41 is shut down. (Step S130). Further, it is determined whether or not the vehicle speed V exceeds the value 0 (step S140). If the vehicle speed V exceeds the value 0 and the hybrid vehicle 20 is traveling, the motor MG2 sets the torque command Tm2 *. The inverter 42 is subjected to switching control so as to output the corresponding torque (step S150). When the vehicle speed V is 0 and the hybrid vehicle 20 is stopped, the torque command Tm2 * of the motor MG2 is 0. Therefore, the inverter 42 is shut down (step S160), and this routine is terminated.

  In the hybrid vehicle 20 of the embodiment described above, the inverter 41 for the motor MG1 is shut down while traveling with the shift lever 81 set to the drive position for driving or the reverse position and during the independent operation of the engine 22. At the same time, the inverter 42 is switching-controlled so that the motor MG2 outputs a torque based on the torque command Tm2 *, and the engine 22 is stopped while the shift lever 81 is set to the driving position for driving or the reverse position and the engine 22 is independent. During operation, both the inverters 41 and 42 are shut down. In this way, torque is output from the motor MG1 or both of the motors MG1 and MG2 while the shift lever 81 is running or stopped with the drive lever or the reverse position set, and the engine 22 is operating independently. When it is not necessary, by shutting down both the inverter 41 or the inverters 41 and 42, the motor noise generated when the motors are driven by the inverters 41 and 42 can be more appropriately reduced. In addition, by shutting down both the inverter 41 or the inverters 41 and 42 as described above, switching noise and switching loss generated in association with the switching control of the inverters 41 and 42 can be reduced.

  The embodiments of the present invention have been described above using the embodiments. However, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the present invention. Needless to say.

  The present invention is applicable to the hybrid vehicle manufacturing industry.

    20 hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 26 crankshaft, 28 damper, 30 planetary gear, 31 sun gear, 32 ring gear, 32a ring gear shaft, 34 carrier, 35 reduction gear, 37 gear mechanism, 38 Differential gear, 39a-39b wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 52 battery electronic control unit (battery ECU), 54 power line, 70 Electronic control unit for hybrid (hybrid ECU), 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, 87 vehicle speed sensor, MG1, MG2 motor.

Claims (1)

An internal combustion engine, a first electric motor capable of inputting / outputting power, an output shaft of the internal combustion engine, a rotation shaft of the first electric motor, and a drive shaft are connected to three axes. Power distribution means for inputting / outputting power based on input / output power to / from the remaining shaft, a second motor capable of inputting / outputting power to / from the drive shaft, and power exchange with the first and second motors A power storage means; a first inverter interposed between the first motor and the power storage means and capable of driving the first motor; and a power supply interposed between the second motor and the power storage means. A second inverter capable of driving the second motor, a shift position selecting means for selecting a shift position, and a required torque required for traveling along with the load operation of the internal combustion engine when the internal combustion engine is to be loaded Torque based on the drive shaft The internal combustion engine and the first and second inverters are controlled so as to be output, and when the internal combustion engine is to be operated independently, the required torque is output to the drive shaft along with the independent operation of the internal combustion engine. In a hybrid vehicle comprising a control means for controlling the internal combustion engine and the first and second inverters,
The control means shuts down the first inverter during traveling with the traveling position selected as the shift position and during the independent operation of the internal combustion engine, and selects the traveling position as the shift position. A hybrid vehicle characterized in that the vehicle is a means for shutting down the first and second inverters when the vehicle is stopped in a stopped state and during the self-sustaining operation of the internal combustion engine.

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