JP2010241268A - Hybrid vehicle and control method for the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To increase a travel distance in a refuge travel when abnormality occurs in an electric motor for traveling. <P>SOLUTION: Low-voltage-system equipment such as a seat heater, a mirror heater, or a defogger of a rear window is operated during refuge travel when abnormality occurs in the motor MG2 (S100), and an engine and a motor MG1 are controlled such that the travel is performed by torque acting on a ring gear shaft as a drive shaft from the engine through a planetary gear mechanism in a state that a voltage drop circuit performing a voltage drop of power of a high-voltage system and supplying power to the low-voltage-system equipment is operated (S110-S190). Thereby, generated power of the motor MG1 is not only stored in a high-voltage battery, but also consumed in the low-voltage-system equipment or stored in a low-voltage battery, and it is slowed that the high-voltage battery comes into a full charge state not to drive the motor MG1, so that the travel distance in the refuge travel can be increased. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle and a control method thereof, and in particular, includes an internal combustion engine, a generator capable of inputting and outputting power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator. A hybrid comprising a planetary gear mechanism in which three rotating elements are connected to three shafts, an electric motor capable of inputting / outputting power to / from a driving shaft, and a high-voltage secondary battery capable of exchanging electric power with the generator and the electric motor. The present invention relates to an automobile and a control method of such a hybrid automobile.

  Conventionally, this type of hybrid vehicle is connected to an engine, a planetary gear mechanism in which a carrier is connected to the output shaft of the engine and a ring gear is connected to a drive shaft connected to the axle, and a sun gear of the planetary gear mechanism. A motor generator MG1, a motor generator MG2 attached to a drive shaft, and a battery capable of supplying electric power to the motor generators MG1 and MG2 have been proposed (see, for example, Patent Document 1). This hybrid vehicle is provided with a booster circuit that boosts the voltage of the battery and supplies it to the drive circuit of motor generators MG1 and MG2. When an abnormality occurs in the booster circuit, motor generators MG1 and MG2 use the power of the smoothing capacitor. Motor generators MG1 and MG2 are driven and controlled so that they are consumed.

JP 2008-22640 A

  In the hybrid vehicle described above, when an abnormality occurs in the motor generator MG2, a part of the power from the engine can be output to the drive shaft by driving the motor generator MG1 as a retreating travel. Since driving of MG1 involves power input / output, particularly power generation at the time of start or low vehicle speed, the vehicle can travel only until the battery is fully charged.

  The main purpose of the hybrid vehicle and the control method thereof of the present invention is to increase the travel distance in the retreat travel when an abnormality occurs in the electric motor that outputs power to the drive shaft.

  The hybrid vehicle of the present invention and the control method thereof employ the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
Planetary gear in which three rotating elements are connected to three axes of an internal combustion engine, a generator capable of inputting / outputting power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator A hybrid vehicle comprising: a mechanism; an electric motor capable of inputting / outputting power to / from the drive shaft; and a high-voltage secondary battery capable of exchanging electric power with the generator and the electric motor,
A low voltage secondary battery connected to a low voltage system having a lower voltage than the high voltage system to which the high voltage secondary battery is connected;
A step-down circuit that steps down the power of the high-voltage system and supplies it to the low-voltage system;
A low voltage auxiliary device that consumes the low voltage power;
Requested driving force setting means for setting required driving force required for traveling;
When an abnormality has occurred in the electric motor, the internal combustion engine and the internal combustion engine are configured so that a driving force within a range of the set required driving force is output from the internal combustion engine and acts on the drive shaft via the planetary gear mechanism. The low voltage system auxiliary device is controlled so as to operate the low voltage system auxiliary device and the low voltage system auxiliary device is controlled, and the high voltage system power is stepped down so that the low voltage system is required. An abnormal time drive control means for controlling the circuit;
It is a summary to provide.

  In the hybrid vehicle of the present invention, when an abnormality occurs in the electric motor, the driving force within the range of the required driving force required for traveling is output from the internal combustion engine and acts on the drive shaft via the planetary gear mechanism. A low voltage system auxiliary device is controlled so as to control the internal combustion engine and the generator and the low voltage system auxiliary device is operated, and a step-down circuit is provided so that the power of the high voltage system is stepped down and required for the low voltage system. Control. As a result, the high voltage secondary battery can be slowed to be fully charged by the amount of power supplied to the low voltage system by the step-down circuit, and the travel distance in the retreat travel can be increased by that amount. .

  In such a hybrid vehicle of the present invention, the low voltage system auxiliary device may be a front window, a rear window defogger, or a side mirror heater in order to secure a field of view. It can also be a seat heater that heats the passenger seat. Devices such as a defogger and a heater are suitable for power consumption because they consume a large amount of power.

The hybrid vehicle control method of the present invention includes:
Planetary gear in which three rotating elements are connected to three axes of an internal combustion engine, a generator capable of inputting / outputting power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator A mechanism, an electric motor capable of inputting and outputting power to the drive shaft, a high voltage secondary battery capable of exchanging electric power with the generator and the electric motor, and a high voltage to which the high voltage secondary battery is connected A low-voltage secondary battery connected to a low-voltage system having a lower voltage than the system, a step-down circuit that steps down the power of the high-voltage system and supplies it to the low-voltage system, and consumes the power of the low-voltage system A control method for a hybrid vehicle comprising a low-voltage auxiliary device,
When an abnormality occurs in the electric motor, the internal combustion engine is configured so that a driving force within a range of a required driving force required for traveling is output from the internal combustion engine and acts on the drive shaft via the planetary gear mechanism. Controlling the generator and controlling the low-voltage auxiliary device so that the low-voltage auxiliary device operates, and reducing the power of the high-voltage system so that the low-voltage system is required. Control the step-down circuit,
It is characterized by that.

  In this hybrid vehicle control method of the present invention, when an abnormality occurs in the electric motor, the driving force within the range of the required driving force required for traveling is output from the internal combustion engine and is applied to the driving shaft via the planetary gear mechanism. The internal combustion engine and the generator are controlled to operate, the low voltage auxiliary device is controlled so that the low voltage auxiliary device operates, and the high voltage power is stepped down to be required for the low voltage system. Control the step-down circuit. As a result, the high voltage secondary battery can be slowed to be fully charged by the amount of power supplied to the low voltage system by the step-down circuit, and the travel distance in the retreat travel can be increased by that amount. .

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine at the time of a save driving | running | working performed by the electronic control unit 70 for hybrids 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 an example of the map for maximum 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 carrying out a save run by the drive control routine at the time of a save run. 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 in the state where electric power is consumed by the motor MG1 in the retreat travel.

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

  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 configured as an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and signals from various sensors that detect the operating state of the engine 22. Is input to perform operation control such as fuel injection control, ignition control, and intake air amount adjustment control of the engine 22. An engine electronic control unit (hereinafter referred to as an engine ECU) 24 and a crankshaft 26 serving as an output shaft of the engine 22 are connected to a carrier 34 for connecting a pinion gear 33 via a damper 28, and a gear mechanism 60 and a differential gear 62 are connected. And a planetary gear mechanism 30 in which the ring gear 32 is connected to a ring gear shaft 32a serving as a drive shaft connected to the drive wheels 63a and 63b via the motor, and a sun gear 31 of the planetary gear mechanism 30 configured as a known synchronous generator motor. Motor MG1 attached, motor MG2 configured as a well-known synchronous generator motor and attached to ring gear shaft 32a as a drive shaft via reduction gear 35, and inverters 41 and 42 as drive circuits for motors MG1 and MG2. And the rotation attached to the motors MG1 and MG2. A motor electronic control unit (hereinafter referred to as a motor ECU) 40 for driving and controlling the motors MG1 and MG2 by inputting signals from the position detection sensors 43 and 44 and performing switching control of switching elements (not shown) of the inverters 41 and 42; A chargeable / dischargeable high-voltage battery 50 configured as a lithium ion secondary battery, a voltage Vb 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. A battery electronic control unit (hereinafter referred to as a battery ECU) that manages the battery 50 by inputting the charge / discharge current Ib from the current sensor 51b attached to the battery 50, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, etc. 52 and high-voltage power to which the high-voltage battery 50 is connected A booster circuit 55 that boosts and supplies the voltage to the inverters 41 and 42 of the motors MG1 and MG2, a low voltage battery 90 having a voltage lower than that of the high voltage battery 50, such as a lead storage battery, and a low voltage system of the low voltage battery 90 are connected. A low voltage system device such as a rear window defogger 94, a mirror heater 96, a seat heater 98, a high voltage battery 50 connected to the high voltage battery 50, and a step-down circuit 92 for supplying the low voltage system to the low voltage system; And a hybrid electronic control unit 70 for overall control.

  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 a temperature Tup of the booster circuit 55 from the temperature sensor 55a (for example, the temperature of the reactor L) and a voltage of the capacitor 57 from the voltage sensor 57a (hereinafter referred to as a high voltage system voltage VH). , The voltage of the capacitor 58 from the voltage sensor 58a, the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and the accelerator pedal position that detects the depression amount of the accelerator pedal 83 The accelerator opening Acc from the sensor 84, the brake pedal position BP from the brake pedal position sensor 86 that detects 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. From the hybrid electronic control unit 70, a switching control signal to a switching element (not shown) of the booster circuit 55, a switching control signal to a switching element (not shown) of the step-down circuit 92, a rear window defogger 94, a mirror heater 96, and a seat heater 98 are provided. The operation signal etc. to the low voltage system equipment such as are output through the output port. The hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via a communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. The engine ECU 24 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, and the motor ECU 40 The rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are calculated based on the signals from the detection sensors 43 and 44, and the battery ECU 52 determines the remaining capacity (SOC based on the integrated value of the charge / discharge current Ib from the current sensor 51b. ) Or input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, based on the calculated remaining capacity (SOC) and the battery temperature Tb.

  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 power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is transmitted to the planetary gear mechanism 30. Torque conversion is performed by the motor MG1 and the motor MG2, and the torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so as to be output to the ring gear shaft 32a and the power required for charging and discharging the battery 50 are met. Operation of the engine 22 is controlled so that power is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is transmitted to the planetary gear mechanism 30, the motor MG1, and the motor MG2. The required power is output to the ring gear shaft 32a with torque conversion by A charge / discharge operation mode for driving and controlling the motor MG1 and the motor MG2 and a motor operation mode for controlling the operation so that the operation of the engine 22 is stopped and power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. . The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the ring gear shaft 32a with the operation of the engine 22. Since there is no difference in the control, both are hereinafter referred to as the engine operation mode.

  In the engine operation mode, the hybrid electronic control unit 70 requires the required torque Tr to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. * Is set, and the conversion factor is converted into the rotation speed obtained by dividing the rotation speed Nr of the ring gear shaft 32a (for example, the rotation speed Nm2 of the motor MG2 by the gear ratio of the reduction gear 35) to the set required torque Tr *. The traveling power Pr * required for traveling is calculated by multiplying the number of revolutions obtained by multiplication), and charging / discharging of the battery 50 obtained from the calculated traveling power Pr * based on the remaining capacity (SOC) of the battery 50 As the power to be output from the engine 22 by reducing the required power Pb * (positive value when discharging from the battery 50) An engine using an operation line (for example, a fuel efficiency optimum operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can set the required power Pe * and output the required power Pe * from the engine 22 efficiently. The target rotational speed Ne * and the target torque Te * of 22 are set so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. A torque command Tm1 * as a torque to be output from the motor MG1 is set by the rotational speed feedback control, and a torque acting on the ring gear shaft 32a is requested via the planetary gear mechanism 30 when the motor MG1 is driven by the torque command Tm1 *. The torque command Tm2 * of the motor MG2 is set by subtracting from the torque Tr *, and the target rotational speed Ne * and target Send the torque Te * city to the engine ECU 24, the torque command Tm1 *, the Tm2 * is sent to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * then controls the intake air amount control and fuel injection control of the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. Perform ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  In the motor operation mode, the hybrid electronic control unit 70 sets the torque command Tm1 * of the motor MG1 to a value of 0 and the required torque Tr * as a drive shaft within the range of the input / output limits Win and Wout of the battery 50. The torque command Tm2 * of the motor MG2 is set so as to be output to the shaft 32a and transmitted to the motor ECU 40. Then, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  Next, in the hybrid vehicle 20 of the embodiment, an operation when the vehicle is driven in a state where the motor MG2 cannot be driven due to some abnormality will be described. FIG. 2 is a flowchart illustrating an example of a drive control routine during retreat travel that is executed by the hybrid electronic control unit 70 according to the embodiment. This routine is repeatedly executed at predetermined time intervals (for example, every several msec) during retreat travel.

  When the drive control routine at the time of retreat travel is executed, the CPU 72 of the hybrid electronic control unit 70 first operates the low voltage system devices such as the rear window defogger 94, the mirror heater 96, and the seat heater 98, and the step-down circuit 92. The process which operates is performed (step S100). The reason for operating the low voltage system device and the step-down circuit 92 will be described later. Subsequently, the accelerator opening degree Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, the rotational speed Ne of the engine 22, the input / output limits Win, Wout of the battery 50. Data necessary for control is input (step S110). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 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 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 input from the battery ECU 52 by communication.

  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. (Step S120), and the gear ratio ρ (the number of teeth of the sun gear / the number of teeth of the ring gear) of the planetary gear mechanism 30 is set so that the set required torque Tr * is output to the ring gear shaft 32a via the planetary gear mechanism 30. The temporary torque Tetmp is calculated as a temporary value of torque to be output from the engine 22 using the following equation (1) (step S130), and the maximum torque Temax that can be output from the engine 22 is set from the rotational speed Ne of the engine 22. (Step S140), the smaller of the temporary torque Tetmp and the maximum torque Temax is 2 is set as the target torque Te * (step S150). Here, in the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr *. When the vehicle speed V is given, the corresponding required torque Tr * is derived and set from the stored map. An example of the required torque setting map is shown in FIG. In the embodiment, the maximum torque Temax is determined in advance by storing the relationship between the rotational speed Ne of the engine 22 and the maximum torque Temax in the ROM 74 as a maximum torque setting map, and corresponds to the map when the rotational speed Ne is given. The maximum torque Temax was derived and set. An example of the maximum torque setting map is shown in FIG.

  Tetmp = (1 + ρ) ・ Tr * (1)

  Next, the minimum rotation speed of the engine 22 that can output the target torque Te * from the engine 22 is set as the target rotation speed Ne * (step S160), and the set target rotation speed Ne * and the rotation speed of the ring gear shaft 32a are set. Using Nr (Nm2 / Gr) and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 * of the motor MG1 is calculated by the following equation (2), and the calculated target rotational speed Nm1 * and the current rotational speed are calculated. Based on Nm1, the torque command Tm1 * of the motor MG1 is calculated by the equation (3) (step S170), and the value 0 is set to the torque command Tm2 * of the motor MG2 (step S180). Here, Expression (2) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. Expression (3) is a relational expression in the feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (3), “k1” in the second term on the right side is the gain of the proportional term, and the right side The third term “k2” is the gain of the integral term.

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

  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 S190), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. In the above-described control, since the motor MG2 cannot be driven due to some abnormality, for convenience, the motor MG2 can be driven and controlled simply by setting the value 0 to the torque command Tm2 * of the motor MG2. Can not.

  FIG. 5 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the vehicle is traveling in the retracted state by the drive control routine during retracted traveling. . 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 (2) can be easily derived by using this alignment chart. The thick arrow on the R axis is the torque that the torque Te output from the engine 22 acts on the ring gear shaft 32a as the drive shaft, and the torque Tm1 that is output from the motor MG1 is the torque that acts on the ring gear shaft 32a. is there. As shown in the drawing, in order to output the torque Te from the engine 22, it is necessary to apply a downward torque of Te · ρ / (1 + ρ) from the motor MG1. At this time, since the direction of the torque is the direction in which the rotational speed of the motor MG1 is reduced, the motor MG1 functions as a generator to generate electric power. Since this generated power is basically stored in the high voltage battery 50, the motor MG1 cannot be driven when the high voltage battery 50 is fully charged. When the vehicle speed V increases and the rotation speed Nr of the ring gear shaft 32a increases, the rotation speed Nm1 of the motor MG1 becomes a negative value and power is consumed by the motor MG1 as illustrated in the collinear diagram of FIG. . As described above, when there is a certain vehicle speed V, the charge / discharge of the high-voltage battery 50 can be adjusted by setting the rotation speed Nm1 of the motor MG1 to a positive value or a negative value. At this time, since the rotational speed Nm1 of the motor MG1 cannot be a negative value, the motor MG1 basically generates power. In the embodiment, since the low voltage system devices such as the rear window defogger 94, the mirror heater 96, and the seat heater 98 are operated and the step-down circuit 92 is operated, the electric power generated by the motor MG1 is stored in the high voltage battery 50. In addition, it is consumed by the rear window defogger 94, the mirror heater 96, the seat heater 98, and the like, or stored in the low voltage battery 90. As a result, it is possible to delay the high voltage battery 50 from being fully charged and to drive the motor MG1 and to increase the travel distance in the retreat travel.

  According to the hybrid vehicle 20 of the embodiment described above, the rear window defogger 94, the mirror heater 96, the seat heater 98, and the like are used when performing a retreat driving in which the motor MG2 cannot be driven due to some abnormality. The engine 22 and the motor MG1 are driven and controlled while the low voltage system device is operated and the step-down circuit 92 is operated, so that the engine 22 acts on the ring gear shaft 32a as the drive shaft via the planetary gear mechanism 30. By driving with torque, the electric power generated by the motor MG1 when driving the vehicle is not only stored in the high-voltage battery 50 but also consumed by the rear window defogger 94, the mirror heater 96, the seat heater 98, and the like. Can be stored in the low-voltage battery 90 Kill. As a result, it is possible to delay the high voltage battery 50 from being fully charged and to drive the motor MG1 and to increase the travel distance in the retreat travel.

  In the hybrid vehicle 20 of the embodiment, at the time of retreat, the low voltage system devices such as the rear window defogger 94, the mirror heater 96, and the seat heater 98 are operated and the step-down circuit 92 is operated, and the required torque Tr * is used as the drive shaft. The smaller one of the temporary torque Tetmp output from the engine 22 for output to the ring gear shaft 32a and the maximum torque Temax that can be output from the engine 22 at the rotational speed Ne of the engine 22 is set as the target torque Te * of the engine 22m. At the same time, the minimum rotational speed at which the target torque Te * can be output is set as the target rotational speed Ne *, the torque command Tm1 * of the motor MG1 is set based on the target torque Te *, and the value of the torque command Tm2 * of the motor MG2 is set. 0 is set and the set target rotational speed Ne * and target torque Te * The engine 22 and the motor MG1 are controlled so that the engine 22 is operated at the turning point. However, in order to output the required torque Tr * to the ring gear shaft 32a as the drive shaft, the torque output from the engine 22 is the target torque. The rotation speed may be set to Te *, or a rotation speed larger than the minimum rotation speed at which the target torque Te * can be output may be set as the target rotation speed Ne *. In addition, regardless of the accelerator opening Acc, the target torque Te * may be set so that a predetermined torque is output from the engine 22 when the accelerator is on. May be set to the target rotational speed Ne * of the engine 22.

  In the hybrid vehicle 20 of the embodiment, the low voltage system devices such as the rear window defogger 94, the mirror heater 96, and the seat heater 98 are operated and the step-down circuit 92 is operated during the retreat travel. The rear window defogger 94, the mirror heater 96, and the seat heater 98 may be operated with a part of the low voltage system device, and the step-down circuit 92 may be operated. The rear window defogger 94, the mirror heater 96, and the seat heater may be operated. It is also possible to operate a low voltage system device other than 98, for example, a lighting system, an audio / navigation system, and the like and to operate the step-down circuit 92.

  In the embodiment, the hybrid vehicle 20 has been described as an embodiment. However, the hybrid vehicle control method may be adopted.

  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 motor MG1 corresponds to a “generator”, the planetary gear mechanism 30 corresponds to a “planetary gear mechanism”, the motor MG2 corresponds to a “motor”, The high-voltage battery 50 corresponds to a “high-voltage secondary battery”, the low-voltage battery 90 corresponds to a “low-voltage secondary battery”, the step-down circuit 92 corresponds to a “step-down circuit”, a rear window defogger 94, 5 corresponds to a “low voltage auxiliary device” such as the mirror heater 96 and the seat heater 98, and executes the process of step S110 of the drive control routine of FIG. 5 for setting the required torque Tr * based on the accelerator opening Acc and the vehicle speed V. The hybrid electronic control unit 70 that corresponds to the “required driving force setting means” is a retreating travel in which the vehicle is driven in a state where the motor MG2 cannot be driven due to some abnormality. In order to operate a low-voltage system device such as a rear window defogger 94, a mirror heater 96, and a seat heater 98 and to operate a step-down circuit 92, the required torque Tr * is output to a ring gear shaft 32a as a drive shaft. The smaller of the temporary torque Tetmp output from the engine 22 and the maximum torque Temax that can be output from the engine 22 at the engine speed Ne is set as the target torque Te * of the engine 22m and the target torque Te * can be output. The minimum rotational speed is set as the target rotational speed Ne *, the torque command Tm1 * of the motor MG1 is set based on the target torque Te *, and the value 0 is set in the torque command Tm2 * of the motor MG2 to set the target rotational speed The number Ne * and the target torque Te * are transmitted to the engine ECU 24 and 2 is transmitted to the motor ECU 40, and the hybrid electronic control unit 70, the target rotational speed Ne *, and the target torque Te * are executed. The engine ECU 24 that controls the engine 22 based on the above and the motor ECU 40 that controls the motors MG1 and MG2 based on the torque commands Tm1 * and Tm2 * correspond to “abnormal drive control 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 “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 “planetary gear mechanism” is not limited to the planetary gear mechanism 30 described above, and uses a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms connected to four or more shafts. Various planetary gear mechanisms can be used. 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 “high voltage secondary battery” is not limited to the high voltage battery 50 configured as a lithium ion secondary battery, but various secondary batteries such as a nickel hydride secondary battery, a nickel cadmium secondary battery, and a lead storage battery. A secondary battery can be used. The “low voltage secondary battery” is not limited to the low voltage battery 90 configured as a lead storage battery, but various secondary batteries such as a lithium ion secondary battery, a nickel hydrogen secondary battery, and a nickel cadmium secondary battery. Can be used. The “voltage step-down circuit” is not limited to the voltage step-down circuit 92 and may be any type as long as the high voltage system power is stepped down and supplied to the low voltage system. The “low voltage system auxiliary device” is not limited to the rear window defogger 94, the mirror heater 96, and the seat heater 98, but consumes low voltage system power such as a front window defogger, light, and audio equipment. Anything can be used. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. If the required driving force required for traveling is set, such as those for which the required torque is set based on the traveling position on the traveling route, such as those for which the driving route is set in advance I do not care. “Abnormal time drive control means” is a low-voltage system such as a rear window defogger 94, mirror heater 96, seat heater 98, etc., when the vehicle is traveling in a state where the motor MG2 cannot be driven due to some abnormality. Operates the equipment and the step-down circuit 92 to output the required torque Tr * to the ring gear shaft 32a as the drive shaft, and can be output from the engine 22 with the temporary torque Ttmp output from the engine 22 and the rotational speed Ne of the engine 22 The smaller of the maximum torque Temax is set as the target torque Te * of the engine 22m, and the minimum speed at which the target torque Te * can be output is set as the target speed Ne * to control the engine 22, and the target A torque command Tm1 * for the motor MG1 is set based on the torque Te *. Both are not limited to controlling the motor MG1 by setting the torque command Tm2 * of the motor MG2 to 0, but output from the engine 22 to output the required torque Tr * to the ring gear shaft 32a as the drive shaft. The target torque Te * is set as the target torque Te *, the target engine speed Te * is set as the target engine speed Ne *, and the engine speed Ne * is set regardless of the accelerator opening Acc. When the accelerator is on, the target torque Te * is set so that a predetermined torque is output from the engine 22, and in this case, the predetermined rotation speed Ne * is set to the target rotation speed Ne * of the engine 22. If there is an abnormality in the motor, such as setting it to, drive within the range of the required driving force required for traveling Is output from the internal combustion engine and controls the internal combustion engine and the generator so as to act on the drive shaft through the planetary gear mechanism, and controls the low voltage system auxiliary device so that the low voltage system auxiliary device operates. Any device may be used as long as it controls the step-down circuit so that the power of the voltage system is stepped down and required for the low voltage system.

  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. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. 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.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  20 hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 26 crankshaft, 28 damper, 30 planetary gear 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 high voltage battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU) , 54 power line, 55 booster circuit, 55a temperature sensor, 57, 58 capacitor, 57a, 58a voltage sensor, 60 gear mechanism, 62 differential gear, 63a, 63b driving 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, 90 Low voltage battery, 92 Step down circuit, 94 Defogger, 96 Mirror heater, 98 Seat heater, MG1, MG2 motor.

Claims (4)

Planetary gear in which three rotating elements are connected to three axes of an internal combustion engine, a generator capable of inputting / outputting power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator A hybrid vehicle comprising: a mechanism; an electric motor capable of inputting / outputting power to / from the drive shaft; and a high-voltage secondary battery capable of exchanging electric power with the generator and the electric motor,
A low voltage secondary battery connected to a low voltage system having a lower voltage than the high voltage system to which the high voltage secondary battery is connected;
A step-down circuit that steps down the power of the high-voltage system and supplies it to the low-voltage system;
A low voltage auxiliary device that consumes the low voltage power;
Requested driving force setting means for setting required driving force required for traveling;
When an abnormality has occurred in the electric motor, the internal combustion engine and the internal combustion engine are configured so that a driving force within a range of the set required driving force is output from the internal combustion engine and acts on the drive shaft via the planetary gear mechanism. The low voltage system auxiliary device is controlled so as to operate the low voltage system auxiliary device and the low voltage system auxiliary device is controlled, and the high voltage system power is stepped down so that the low voltage system is required. An abnormal time drive control means for controlling the circuit;
A hybrid car with The hybrid vehicle according to claim 1,
The low-voltage system auxiliary device is a front window, rear window defogger or side mirror heater to ensure visibility.
Hybrid car. A hybrid vehicle according to claim 1 or 2,
The low-voltage system auxiliary device is a seat heater that heats a passenger seat.
Hybrid car. Planetary gear in which three rotating elements are connected to three axes of an internal combustion engine, a generator capable of inputting / outputting power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator A mechanism, an electric motor capable of inputting and outputting power to the drive shaft, a high voltage secondary battery capable of exchanging electric power with the generator and the electric motor, and a high voltage to which the high voltage secondary battery is connected A low-voltage secondary battery connected to a low-voltage system having a lower voltage than the system, a step-down circuit that steps down the power of the high-voltage system and supplies it to the low-voltage system, and consumes the power of the low-voltage system A control method for a hybrid vehicle comprising a low-voltage auxiliary device,
When an abnormality occurs in the electric motor, the internal combustion engine is configured so that a driving force within a range of a required driving force required for traveling is output from the internal combustion engine and acts on the drive shaft via the planetary gear mechanism. Controlling the generator and controlling the low-voltage auxiliary device so that the low-voltage auxiliary device operates, and reducing the power of the high-voltage system so that the low-voltage system is required. Control the step-down circuit,
A control method for a hybrid vehicle.

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