JP2010269626A - Vehicle controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle controller achieving an extended operation region where an engine is stopped. <P>SOLUTION: PM-ECU executes a program including: a step (S104) of controlling to increase power loss by first MG when the engine is stopped (YES at S100); a step (S108) of controlling to continue stopping of the engine when the estimated value of power WCRK generated by the first MG at start of the engine is below an upper limit value WIN of charging power to a battery (YES at S106); and a step (S110) of controlling to start the engine when the estimated value of the power WCRK generated by the first MG at start of the engine is above the upper limit value WIN of the charging power to the battery (NO at S106). <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle equipped with an engine, a rotating electrical machine that generates electric power when the engine is started, and a power storage device that is charged with electric power generated by the rotating electrical machine. The present invention relates to a technology for controlling starting.

  Conventionally, a hybrid vehicle having an engine and an electric motor as drive sources is known. There are various types of hybrid vehicles. For example, a hybrid vehicle in which a generator, an electric motor, and an engine are connected by a planetary gear unit has been put into practical use. A generator is connected to the sun gear of the planetary gear unit. An electric motor is connected to the ring gear. The engine is connected to the planetary carrier.

  The output shaft speed of the generator, the output shaft speed of the electric motor, and the output shaft speed of the engine are limited by the planetary gear unit. For example, when the output shaft speed of the engine is zero and the output shaft speed of the electric motor is positive, the output shaft speed of the generator is negative.

  Therefore, when the engine is stopped and the hybrid vehicle is running with the driving force of only the electric motor, the output shaft speed of the generator becomes negative. In such a running state, when cranking the engine by operating the generator as a motor to start the engine, the generator can generate power until the output shaft speed of the generator becomes positive.

  Usually, the electric power generated by the generator is charged in a power storage device such as a battery. However, for example, when the temperature of the battery is low, the electric power generated by the generator when starting the engine may exceed the upper limit of the electric power that can be charged in the battery.

  Therefore, a technique has been proposed in which the power charged to the battery when the engine is started while the hybrid vehicle is running does not exceed the input limit.

  Japanese Patent Laid-Open No. 2007-131103 (Patent Document 1) is connected to an internal combustion engine, a first axle as one of the axles of a vehicle, and an output shaft of the internal combustion engine, with input and output of electric power and power. An electric power input / output unit capable of inputting / outputting power to / from one axle and an output shaft, an electric motor capable of inputting / outputting power to / from a second axle which is either the first axle or an axle different from the first axle, and electric power A power storage unit that can exchange power between the input / output unit and the motor, a vehicle speed detection unit that detects the vehicle speed, and an input limit that is the maximum value of the power that charges the power storage unit based on the state of the power storage unit is set. An input restriction setting unit, a required driving force setting unit that sets a required driving force required for traveling, and an intermittent that sets an intermittent operation prohibition vehicle speed for prohibiting intermittent operation of the internal combustion engine based on the set input restriction Driving prohibition vehicle speed setting section and detected When the speed is less than the set intermittent operation prohibited vehicle speed, the internal combustion engine and the electric power are obtained so that a driving force based on the requested driving force is obtained with the intermittent operation of the internal combustion engine according to a predetermined start condition and a predetermined stop condition. While controlling the power input / output unit and the motor, when the detected vehicle speed is higher than the set intermittent operation prohibited vehicle speed, the requested drive is accompanied by the operation of the internal combustion engine regardless of the predetermined start condition and the predetermined stop condition. A vehicle including a control unit that controls an internal combustion engine, an electric power drive input / output unit, and an electric motor so as to obtain a driving force based on the force is disclosed. The smaller the input restriction, the smaller the intermittent operation prohibition vehicle speed is set.

  According to the vehicle described in this publication, intermittent operation of the internal combustion engine is allowed when the vehicle speed is less than the intermittent operation prohibited vehicle speed set based on the input restriction of the power storage unit. On the other hand, when the vehicle speed is equal to or higher than the intermittent operation prohibited vehicle speed set based on the input limit of the power storage unit, the internal combustion engine is operated at an appropriate timing by operating the internal combustion engine regardless of the predetermined start condition and the predetermined stop condition. When the internal combustion engine is started, it is possible to suppress the input of electric power exceeding the input limit to the power storage unit. In particular, the smaller the input restriction, the smaller the intermittent operation prohibition vehicle speed is set, so that the internal combustion engine can be started while the vehicle speed is relatively low to suppress the input of power exceeding the input restriction to the power storage unit. It becomes possible.

JP 2007-131103 A

  However, in Japanese Patent Application Laid-Open No. 2007-131103, the engine is started when the vehicle speed is equal to or higher than the intermittent operation prohibited vehicle speed, so there is room for further improvement in order to reduce the fuel consumed by the engine.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to expand an operation range in which the engine is stopped.

  A vehicle control device according to a first aspect of the present invention is a vehicle control device equipped with an engine, a rotating electrical machine that generates electric power when the engine is started, and a power storage device that is charged with electric power generated by the rotating electrical machine. is there. The control device includes a control unit for controlling the loss of electric power by the rotating electrical machine to increase, and when the predicted value of the electric power generated by the rotating electrical machine when starting the engine is smaller than a threshold value, the engine And a starting means for starting the engine when the predicted value of the power generated by the rotating electrical machine when the engine is started is equal to or greater than a threshold value. .

  According to this configuration, when the predicted value of the electric power generated by the rotating electrical machine is smaller than the threshold value, the engine is stopped. On the other hand, if the predicted value of the electric power generated by the rotating electrical machine is equal to or greater than the threshold value, the engine is started. The electric power generated by the rotating electrical machine when starting the engine is reduced by increasing the power loss by the rotating electrical machine. Thereby, the frequency with which the electric power generated by the rotating electrical machine becomes smaller than the threshold value can be increased. As a result, the operating range in which the engine is stopped can be expanded.

  In addition to the configuration of the first aspect of the invention, the rotating electrical machine includes a first rotating electrical machine and a second rotating electrical machine. The control means includes means for controlling power loss by the first rotating electrical machine and power loss by the second rotating electrical machine to increase. The continuation means includes means for continuing the state where the engine is stopped when the value obtained by subtracting the increase amount of the power consumed by the second rotating electrical machine from the predicted value is smaller than the threshold value. The starting means includes means for starting the engine when a value obtained by subtracting the increase amount of electric power consumed by the second rotating electrical machine from the predicted value is equal to or greater than a threshold value.

  According to this configuration, when the value obtained by further subtracting the increase in the power consumed by the second rotating electrical machine from the predicted value of the power generated by the first rotating electrical machine is smaller than the threshold value, the engine The stopped state continues. On the other hand, when the value obtained by further subtracting the amount of increase in power consumed by the second rotating electrical machine from the predicted value of power generated by the first rotating electrical machine is equal to or greater than the threshold value, the engine is started. . In addition to reducing the electric power generated by the first rotating electric machine, the electric power consumed by the second rotating electric machine is increased, thereby further satisfying conditions necessary for continuing the engine stopped state. Can be easily filled. Therefore, the operation area where the engine is stopped can be further expanded.

  In the vehicle control device according to the third aspect of the invention, in addition to the configuration of the second aspect of the invention, the vehicle is provided with an auxiliary device that operates with the electric power supplied from the power storage device. The control device further comprises means for increasing the power consumed by the auxiliary machine. The continuation means keeps the engine stopped when the value obtained by subtracting the increase in power consumed by the second rotating electrical machine and the power consumed by the auxiliary machine from the predicted value is smaller than the threshold value. Means to do. The starting means controls to start the engine when a value obtained by subtracting the increase in power consumed by the second rotating electrical machine and the power consumed by the auxiliary machine from the predicted value is equal to or greater than a threshold value. Means to do.

  According to this configuration, a threshold value is obtained by further subtracting the amount of increase in power consumed by the second rotating electrical machine and the power consumed by the auxiliary machine from the predicted value of power generated by the first rotating electrical machine. If the value is smaller than the value, the engine is stopped. On the other hand, a value obtained by further subtracting the amount of increase in power consumed by the second rotating electrical machine and the power consumed by the auxiliary machine from the predicted value of power generated by the first rotating electrical machine is equal to or greater than the threshold value. If so, the engine is started. By increasing the power consumed by the auxiliary machine, it is possible to further satisfy the conditions necessary for continuing the engine stopped state. Therefore, the operation area where the engine is stopped can be further expanded.

  In the vehicle control apparatus according to the fourth invention, in addition to the configuration of any one of the second to third inventions, the vehicle includes a planetary gear that includes a sun gear, a ring gear, a planetary gear, and a carrier that supports the planetary gear so as to be capable of rotating. A unit is provided. The first rotating electrical machine is coupled to the sun gear. The second rotating electrical machine is connected to the ring gear. The engine is connected to the carrier.

  According to this configuration, in the vehicle in which the first rotating electrical machine, the second rotating electrical machine, and the engine are connected to each other by the planetary gear unit, it is possible to expand an operation region in which the engine is stopped.

  In the vehicle control device according to the fifth aspect of the invention, in addition to the configuration of any one of the first to fourth aspects, the threshold value is set to be smaller as the temperature of the power storage device is lower.

  According to this configuration, even if the threshold value is lowered because the temperature of the power storage device is low, by increasing the loss in the rotating electrical machine, the condition necessary for maintaining the engine stopped state can be easily satisfied. Can do. Therefore, the engine can be stopped even when the temperature of the power storage device is low.

It is a schematic block diagram which shows a hybrid vehicle. It is a figure (the 1) which shows the alignment chart of a power split device. FIG. 8 is a second diagram showing a nomographic chart of the power split mechanism. FIG. 9 is a third diagram illustrating a nomographic chart of the power split mechanism. It is a figure which shows the upper limit WIN of the charging power to a battery. It is a figure (the 1) which shows the electric system of a hybrid vehicle. It is a figure (the 1) which shows a characteristic line. It is a functional block diagram of PM-ECU of 1st Embodiment. It is a figure (the 2) which shows a characteristic line. It is a figure which shows the electric power B generated when starting cranking of an engine. It is a figure which shows the electric power C generated after a complete explosion of an engine. It is a flowchart which shows the control structure of the program which PM-ECU performs in 1st Embodiment. It is a figure which shows electric power WCRK generated when starting an engine. It is a functional block diagram of PM-ECU of 2nd Embodiment. It is a flowchart which shows the control structure of the program which PM-ECU performs in 2nd Embodiment. FIG. 11 is a diagram (part 1) illustrating a value D obtained by subtracting an increase amount ΔWLOS2 of power consumed by the second MG from a predicted value of power WCRK generated by the first MG when the engine is started. FIG. 11 is a diagram (part 2) illustrating a value D obtained by subtracting an increase amount ΔWLOS2 of power consumed by the second MG from a predicted value of power WCRK generated by the first MG when the engine is started. It is a functional block diagram of PM-ECU of 3rd Embodiment. It is a flowchart which shows the control structure of the program which PM-ECU performs in 3rd Embodiment. The figure which shows the value F which subtracted increase amount (DELTA) WLOS2 of the electric power consumed by 2nd MG, and the electric power E consumed by an auxiliary machine from the predicted value of the electric power WCRK generated by 1st MG when starting an engine (the 1 ). The figure which shows the value F which subtracted electric power E consumed by the increase amount (DELTA) WLOS2 of electric power consumed by 2nd MG, and the electric power E consumed by an auxiliary machine from the predicted value of electric power WCRK generated by 1st MG when starting an engine (the 2 ).

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
With reference to FIG. 1, a hybrid vehicle equipped with the control device according to the first embodiment will be described. This vehicle includes an engine 100, a first MG (Motor Generator) 110, a second MG 120, a power split mechanism 130, a speed reducer 140, and a battery 150.

  This vehicle travels by driving force from at least one of engine 100 and second MG 120. Engine 100, first MG 110, and second MG 120 are connected via power split mechanism 130. The power generated by the engine 100 is divided into two paths by the power split mechanism 130. One is a path for driving the front wheels 160 via the speed reducer 140. The other is a path for driving the first MG 110 to generate power.

  First MG 110 is a three-phase AC rotating electric machine including a U-phase coil, a V-phase coil, and a W-phase coil. First MG 110 generates power using the driving force of engine 100 divided by power split device 130. The electric power generated by first MG 110 is selectively used according to the running state of the vehicle and the state of charge (SOC) of battery 150. For example, during normal traveling, the electric power generated by first MG 110 becomes electric power for driving second MG 120 as it is. On the other hand, when the SOC of battery 150 is lower than a predetermined value, the power generated by first MG 110 is converted from AC to DC by an inverter described later. Thereafter, the voltage is adjusted by a converter described later and stored in the battery 150.

  Second MG 120 is a three-phase AC rotating electric machine including a U-phase coil, a V-phase coil, and a W-phase coil. Second MG 120 is driven by at least one of the electric power stored in battery 150 and the electric power generated by first MG 110.

  The driving force of second MG 120 is transmitted to front wheel 160 via reduction gear 140. Thereby, second MG 120 assists engine 100 or causes the vehicle to travel by the driving force from second MG 120. The rear wheels may be driven instead of or in addition to the front wheels 160.

  During regenerative braking of the hybrid vehicle, the second MG 120 is driven by the front wheels 160 via the speed reducer 140, and the second MG 120 operates as a generator. Thus, second MG 120 operates as a regenerative brake that converts braking energy into electric power. The electric power generated by second MG 120 is stored in battery 150.

  For the control of first MG 110 and second MG 120, for example, PWM (Pulse Width Modulation) control is used. It should be noted that a known general technique may be used as a method for controlling first MG 110 and second MG 120 using PWM control, and therefore, detailed description thereof will not be repeated here.

  Power split device 130 is a planetary gear unit including a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear meshes with the sun gear and the ring gear. The carrier supports the pinion gear so that it can rotate. The sun gear is connected to the rotation shaft of first MG 110. The carrier is connected to the crankshaft of engine 100. The ring gear is connected to the rotation shaft of second MG 120 and speed reducer 140.

  As engine 100, first MG 110 and second MG 120 are connected via a planetary gear unit, the rotational speeds of engine 100, first MG 110 and second MG 120 are connected in a straight line in the collinear chart as shown in FIG. become.

  Therefore, as shown in FIG. 3, when engine 100 is stopped and the hybrid vehicle travels only with the driving force of second MG 120, the output shaft speed of second MG 120 becomes positive and the output shaft speed of first MG 110 becomes positive. Becomes negative.

  When engine 100 is started, as shown in FIG. 4, output shaft speed of first MG 110 is made positive by operating first MG 110 as a motor so that engine 100 is cranked using first MG 110.

  Returning to FIG. 1, the battery 150 is an assembled battery configured by further connecting a plurality of battery modules in which a plurality of battery cells are integrated in series. The voltage of the battery 150 is about 200V, for example. Battery 150 is charged with electric power generated by first MG 110 or second MG 120. The temperature of the battery 150 is detected by the temperature sensor 152.

  Charging power to battery 150 is limited so as not to exceed upper limit value WIN [W]. The upper limit value WIN is determined based on various parameters such as the SOC of the battery 150, the temperature, and the rate of change of temperature.

  For example, as shown in FIG. 5, upper limit value WIN is determined to be smaller as the temperature of battery 150 is smaller. In FIG. 5, the charging power for battery 150 and upper limit value WIN are represented as positive values.

  In addition, you may make it represent the charging electric power to the battery 150 with a negative value. In this case, the absolute value of the charging power to the battery 150 is limited so as not to exceed the absolute value of the upper limit value WIN (the charging power that is a negative value is limited so that it does not fall below the upper limit value WIN that is a negative value). ) Further, the absolute value of upper limit value WIN is determined to be smaller as the temperature of battery 150 is smaller (upper limit value WIN being a negative value is determined to be larger as temperature of battery 150 is smaller).

  Returning to FIG. 1, engine 100 is controlled by PM (Power Train Manager) -ECU (Electronic Control Unit) 170. First MG 110 and second MG 120 are controlled by MG-ECU 172. PM-ECU 170 and MG-ECU 172 are connected so that they can communicate in both directions.

  PM-ECU 170 has a function of managing MG-ECU 172 in addition to the control function of engine 100. For example, activation (power on) and stop (power off) of MG-ECU 172 are controlled by a command signal from PM-ECU 170. PM-ECU 170 commands MG-ECU 172 for the torque of first MG 110, the torque of second MG 120, and the like.

  PM-ECU 170 can be stopped by a command from PM-ECU 170 itself. Activation of PM-ECU 170 is managed by power supply ECU 174.

  With reference to FIG. 6, the electric system of a hybrid vehicle is further demonstrated. The hybrid vehicle is provided with a converter 200, a first inverter 210, a second inverter 220, an SMR (System Main Relay) 230, a DC / DC converter 240, and an auxiliary machine 250.

  Converter 200 includes a reactor, two npn transistors, and two diodes. Reactor has one end connected to the positive electrode side of battery 150 and the other end connected to a connection point of two npn transistors.

  Two npn-type transistors are connected in series. The npn type transistor is controlled by the MG-ECU 172. A diode is connected between the collector and emitter of each npn transistor so that a current flows from the emitter side to the collector side.

  For example, an IGBT (Insulated Gate Bipolar Transistor) can be used as the npn transistor. Instead of the npn type transistor, a power switching element such as a power MOSFET (Metal Oxide Semiconductor Field-Effect Transistor) can be used.

  When the electric power discharged from the battery 150 is supplied to the first MG 110 or the second MG 120, the voltage is boosted by the converter 200. Conversely, when charging the battery 150 with the power generated by the first MG 110 or the second MG 120, the voltage is stepped down by the converter 200.

  System voltage VH between converter 200 and first inverter 210 and second inverter 220 is detected by voltage sensor 180. The detection result of voltage sensor 180 is transmitted to MG-ECU 172.

  First inverter 210 includes a U-phase arm, a V-phase arm, and a W-phase arm. The U-phase arm, V-phase arm and W-phase arm are connected in parallel. Each of the U-phase arm, the V-phase arm, and the W-phase arm has two npn transistors connected in series. Between the collector and emitter of each npn-type transistor, a diode for passing a current from the emitter side to the collector side is connected. A connection point of each npn transistor in each arm is connected to an end portion different from the neutral point 112 of each coil of the first MG 110.

  First inverter 210 converts a direct current supplied from battery 150 into an alternating current, and supplies the alternating current to first MG 110. In addition, first inverter 210 converts the alternating current generated by first MG 110 into a direct current.

  Second inverter 220 includes a U-phase arm, a V-phase arm, and a W-phase arm. The U-phase arm, V-phase arm and W-phase arm are connected in parallel. Each of the U-phase arm, the V-phase arm, and the W-phase arm has two npn transistors connected in series. Between the collector and emitter of each npn-type transistor, a diode for passing a current from the emitter side to the collector side is connected. A connection point of each npn transistor in each arm is connected to an end portion different from the neutral point 122 of each coil of the second MG 120.

  Second inverter 220 converts the direct current supplied from battery 150 into an alternating current, and supplies the alternating current to second MG 120. Second inverter 220 converts the alternating current generated by second MG 120 into a direct current.

  Converter 200, first inverter 210 and second inverter 220 are controlled by MG-ECU 172. The MG-ECU 172 controls the first inverter 210 to output torque according to the torque command value input from the PM-ECU 170. Similarly, MG-ECU 172 controls second inverter 220 to output torque according to the torque command value input from PM-ECU 170.

  During normal travel, the amplitude and phase angle of the current supplied to the first MG 110 and the amplitude and phase angle of the current supplied to the second MG 120 become the amplitude and phase angle on the optimum efficiency characteristic line CL indicated by a broken line in FIG. As described above, the first inverter 210 and the second inverter 220 are controlled. That is, a current having an amplitude and a phase angle on the optimum efficiency characteristic line CL is supplied to the first MG 110 and the second MG 120 with respect to the torque command value.

  The optimum efficiency characteristic line CL is determined using a characteristic line indicated by a solid line in FIG. The characteristic line shows the change in output torque when only the phase angle of the current is changed without changing the amplitude of the current. For example, a characteristic line is created for each amplitude of current based on results of experiments and simulations.

  The optimum efficiency characteristic line CL can be obtained by connecting the phase angle that maximizes the output torque in the characteristic line obtained for each amplitude of the current. For example, the amplitude and phase angle on the optimum efficiency characteristic line CL are stored in the memory as a map.

  The method for determining the amplitude and phase angle of the current supplied to first MG 110 and the amplitude and phase angle of the current supplied to second MG 120 are not limited to this.

  Returning to FIG. 6, SMR 230 is provided between battery 150 and converter 200. The SMR 230 is a relay that switches between a connected state and a disconnected state of the battery 150 and the electrical system. When SMR 230 is open, battery 150 is disconnected from the electrical system. When SMR 230 is closed, battery 150 is connected to the electrical system.

  That is, when SMR 230 is in an open state, battery 150 is electrically disconnected from converter 200 and the like. When SMR 230 is closed, battery 150 is electrically connected to converter 200 and the like.

  The state of SMR 230 is controlled by PM-ECU 170. For example, when PM-ECU 170 is activated, SMR 230 is closed. When PM-ECU 170 stops, SMR 230 is opened.

  DC / DC converter 240 is connected between battery 150 and auxiliary battery 154. DC / DC converter 240 steps down the voltage of battery 150. The auxiliary battery 154 is charged with the power output from the DC / DC converter 240.

  The power charged in the auxiliary battery 154, that is, the power output from the DC / DC converter 240 is supplied to the auxiliary machine 250. Auxiliary machine 250 is, for example, an electric oil pump, an electric water pump, an inverter of an air conditioner, or the like. The auxiliary machine 250 is not limited to these. The auxiliary machine 250 may be connected to the battery 150 without using the DC / DC converter 240.

  The function of PM-ECU 170 will be further described with reference to FIG. Note that the functions described below may be realized by software, or may be realized by hardware.

  PM-ECU 170 includes control unit 300, continuation unit 310, and starter unit 320. Control unit 300 performs control such that power loss by first MG 110 increases. More specifically, the loss is increased by supplying the first MG 110 with a current having an amplitude and phase angle different from the amplitude and phase angle on the optimum efficiency characteristic line CL indicated by a broken line in FIG.

  For example, as indicated by an arrow in FIG. 9, the loss is increased so that the current amplitude becomes the largest with respect to the cranking torque necessary for cranking of engine 100. The maximum amplitude and phase angle with respect to the cranking torque are stored in the memory as a map. The product of the increase amount of the current amplitude and the voltage of the first MG 110 is the increase amount ΔWLOS [W] of the power loss.

  The method for increasing the loss is not limited to this. The amount of increase in current amplitude, that is, the amount of increase in loss, may be set arbitrarily. The amount of increase in loss may be determined according to the temperature of first MG 110.

  Returning to FIG. 8, continuation unit 310 determines that the predicted value of power WCRK [W] generated by first MG 110 when starting stopped engine 100 is higher than upper limit value WIN of the charging power to battery 150. If smaller, engine 100 is controlled so as to continue the state in which engine 100 is stopped.

  That is, when the predicted value of power WCRK generated by first MG 110 when engine 100 is started is smaller than the upper limit value WIN of the charging power to battery 150, engine 100 is kept in a stopped state. Is allowed to control.

  Even when the predicted value of power WCRK generated by first MG 110 when engine 100 is started is smaller than upper limit value WIN of charging power to battery 150, for example, the engine is reduced due to a decrease in battery SOC. When 100 is required to start, engine 100 is started.

The predicted value of the electric power WCRK generated by the first MG 110 when starting the engine 100 is, for example, the electric power B generated when starting cranking of the engine 100 and the electric power generated after the engine 100 is completely exploded (after starting). It is calculated by subtracting the predicted value of the increase amount ΔWLOS of the power loss from the predicted value of the large power A of the generated power C.
That is, electric power WCRK generated by first MG 110 when engine 100 is started is reduced by an increase amount ΔWLOS of electric power loss.

  As shown in FIG. 10, when cranking of engine 100 is started, first MG 110 outputs torque so that the output shaft rotational speed increases, and first MG 110 has a negative output shaft rotational speed. Will generate electricity. The predicted value of the electric power B generated by the first MG 110 when the cranking of the engine 100 is started is, for example, the product of the output shaft speed of the first MG 110 and the cranking torque when the cranking of the engine 100 is started. Calculated.

  The output shaft rotational speed of first MG 110 when cranking of engine 100 is started is calculated based on the output shaft rotational speed of second MG 120 obtained from the vehicle speed and the gear ratio of power split mechanism 130 (planetary gear unit). The cranking torque is predetermined by the developer. Note that the method of calculating the predicted value of the electric power B generated by the first MG 110 when starting cranking of the engine 100 is not limited to this.

  As shown in FIG. 11, the first MG 110 rotates the output shaft when applying torque to the output shaft of the engine 100 to prevent a sudden increase in the output shaft rotational speed of the engine 100 after the engine 100 is completely exploded (after starting). The torque is output so that the number decreases, and the first MG 110 generates power because the output shaft speed of the first MG 110 is positive.

  The predicted value of the electric power C generated after the complete explosion of the engine 100 is determined by the developer based on the results of experiments and simulations. Note that the method for determining the predicted value of the electric power C generated after the complete explosion of the engine 100 is not limited to this.

  Returning to FIG. 8, when starting unit 320 starts engine 100 that has stopped, the predicted value of power WCRK generated by first MG 110 is equal to or greater than the upper limit value WIN of the charging power to battery 150. The engine 100 is controlled so that the engine 100 is started.

  When the electric power generated by first MG 110 and the electric power charged to battery 150 are expressed by negative values, the absolute value of the predicted value of electric power WCRK generated by first MG 110 and the absolute value of upper limit value WIN And may be compared. The same applies to a second embodiment and a third embodiment described later.

  A control structure of a program executed by PM-ECU 170 will be described with reference to FIG.

  In step (hereinafter, step is abbreviated as S) 100, PM-ECU 170 determines whether engine 100 is stopped or not. For example, if the output shaft speed of engine 100 is zero, it is determined that engine 100 is stopped. If engine 100 is stopped (YES in S100), the process proceeds to S102. Otherwise (NO in S100), this process ends.

  In S102, PM-ECU 170 determines whether or not there is a start request for engine 100 that is different from the start request based on the condition defined for upper limit value WIN. For example, when the SOC of battery 150 is equal to or lower than a threshold value, or when heating of the air conditioner is turned on, starting of engine 100 is required. The method for determining whether or not there is a request for starting the engine is not limited to these.

  If there is a request to start engine 100 (YES in S102), the process proceeds to S104. If not (NO in S102), the process proceeds to S110.

  In S104, PM-ECU 170 calculates a predicted value of electric power WCRK generated by first MG 110 when engine 100 is started when the loss of electric power by first MG 110 increases.

  In S106, PM-ECU 170 determines whether or not the predicted value of power WCRK generated by first MG 110 when engine 100 is started is smaller than upper limit value WIN of the charging power to battery 150.

  If the predicted value of power WCRK generated by first MG 110 when engine 100 is started is smaller than upper limit value WIN of the charging power to battery 150 (YES in S106), the process proceeds to S108. If not (NO in S106), the process proceeds to S109.

  In S108, PM-ECU 170 controls engine 100 so as to continue the state in which engine 100 is stopped.

  In S109, PM-ECU 170 performs control so that the power loss by first MG 110 increases.

  In S110, PM-ECU 170 controls engine 100 so that engine 100 is started.

  A method for controlling the operating state of engine 100 based on the above-described structure and flowchart will be described.

  If engine 100 is stopped (YES in S100) and there is no engine start request (NO in S102), first MG 110 starts engine 100 when power loss by first MG 110 increases. A predicted value of power WCRK to be generated is calculated (S104).

  If predicted value of power WCRK generated by first MG 110 when engine 100 is started is smaller than upper limit value WIN of charging power to battery 150 (YES in S106), engine 100 is stopped. (S108).

  On the other hand, if the predicted value of power WCRK generated by first MG 110 when engine 100 is started is equal to or greater than upper limit value WIN of the charging power to battery 150 (NO in S106), the power loss by first MG 110 is reduced. Increased (S109). Thereafter, engine 100 is started (S110).

  The electric power WCRK generated by first MG 110 when engine 100 is started is reduced by increasing the power loss by first MG 110. Therefore, the power charged in battery 150 is reduced.

  Thereby, conditions necessary for continuing the state where engine 100 is stopped can be easily satisfied. Therefore, the operating region where engine 100 is stopped can be expanded.

  For example, as shown in FIG. 13, the upper limit value WIN when the temperature T of the battery 150 is the low temperature T1 is determined to be lower than the upper limit value WIN than when the temperature T of the battery 150 is the high temperature T2. Even so, by increasing the loss of power by first MG 110, the predicted value of power WCRK generated by first MG 110 when engine 100 is started can be made smaller than upper limit value WIN. Therefore, the region where engine 100 is stopped can be expanded to a region where battery 150 temperature is low.

<Second Embodiment>
Hereinafter, a second embodiment will be described. This embodiment is different from the first embodiment described above in that the power loss due to the second MG 120 is increased in addition to the power loss due to the first MG 110 being increased.

  Further, according to the present embodiment, a value D obtained by subtracting an increase amount ΔWLOS2 of power consumed by second MG 120 from a predicted value of power WCRK generated by first MG 110 when engine 100 is started, and upper limit value WIN Are different from the first embodiment described above.

  When the electric power generated by first MG 110 and the electric power charged to battery 150 are represented by negative values, the absolute value of value D may be compared with the absolute value of upper limit value WIN.

  Other structures are the same as those in the first embodiment. Therefore, detailed description thereof will not be repeated here.

  With reference to FIG. 14, the function of PM-ECU 170 in the present embodiment will be described. In the present embodiment, control section 302 performs control so that the power loss due to first MG 110 increases and controls the power loss due to second MG 120 to increase. As the method for increasing the loss, the same method as in the first embodiment described above may be used, and therefore the detailed description thereof will not be repeated here.

  The continuation unit 312 obtains, to the battery 150, a value D obtained by subtracting the increase amount ΔWLOS2 of the power consumed by the second MG 120 from the predicted value of the power WCRK generated by the first MG 110 when starting the stopped engine 100. When the charging power is lower than the upper limit value WIN, the engine 100 is controlled so as to continue the stopped state.

  That is, a value D obtained by subtracting the increase amount ΔWLOS2 of the power consumed by the second MG 120 from the predicted value of the power WCRK generated by the first MG 110 when the engine 100 is started is the upper limit value WIN of the charging power to the battery 150 Is smaller than that, it is permitted to control engine 100 so as to continue the state in which engine 100 is stopped.

  The starting unit 322 subtracts a value D obtained by subtracting the increase amount ΔWLOS2 of power consumed by the second MG 120 from the predicted value of the power WCRK generated by the first MG 110 when starting the stopped engine 100 to the battery 150. When the charging power is equal to or higher than the upper limit value WIN, the engine 100 is controlled to start.

  With reference to FIG. 15, a control structure of a program executed by PM-ECU 170 in the present embodiment will be described. Note that the same step numbers are assigned to the same processes as those in the first embodiment. Therefore, detailed description thereof will not be repeated here.

  In S204, PM-ECU 170 determines the predicted value of power WCRK generated by first MG 110 when engine 100 is started when the power loss by first MG 110 increases and the power loss by second MG 120 increases. calculate.

  In S206, PM-ECU 170 obtains, to battery 150, a value D obtained by subtracting increase amount ΔWLOS2 of power consumed by second MG 120 from a predicted value of power WCRK generated by first MG 110 when engine 100 is started. It is determined whether or not the charging power is lower than the upper limit value WIN.

  A value D obtained by subtracting the increase amount ΔWLOS2 of the power consumed by the second MG 120 from the predicted value of the power WCRK generated by the first MG 110 when the engine 100 is started is greater than the upper limit value WIN of the charging power to the battery 150 If so (YES in S206), the process proceeds to S108. If not (NO in S206), the process proceeds to S209.

  In S209, PM-ECU 170 performs control such that the power loss due to first MG 110 increases and the power loss due to second MG 120 increases.

  A method for controlling the operating state of engine 100 based on the above-described structure and flowchart will be described.

  When engine 100 is stopped (YES in S100) and there is no engine start request (NO in S102), power loss by first MG 110 increases and power loss by second MG 120 increases In step S204, a predicted value of the electric power WCRK generated by the first MG 110 when the engine 100 is started is calculated.

  As shown in FIG. 16, a value D obtained by subtracting an increase amount ΔWLOS2 of power consumed by second MG 120 from a predicted value of power WCRK generated by first MG 110 when engine 100 is started is charged to battery 150. If it is smaller than power upper limit value WIN (YES in S206), engine 100 is kept stopped (S108).

  On the other hand, as shown in FIG. 17, a value D obtained by subtracting the increase amount ΔWLOS2 of the power consumed by the second MG 120 from the predicted value of the power WCRK generated by the first MG 110 when starting the engine 100 is obtained to the battery 150. If it is equal to or greater than the upper limit value WIN of the charging power (NO in S206), the power loss by first MG 110 is increased and the power loss by second MG 120 is increased (S209). Thereafter, engine 100 is started (S110).

  The electric power WCRK generated by first MG 110 when engine 100 is started is reduced by increasing the power loss by first MG 110. Furthermore, the power consumed by the second MG 120 increases as the power loss by the second MG 120 increases. Therefore, the power charged in battery 150 is further reduced.

  Thereby, the conditions necessary for continuing the state where engine 100 is stopped are further easily satisfied. Therefore, the operating region where engine 100 is stopped can be further expanded.

<Third Embodiment>
The third embodiment will be described below. In the present embodiment, the increase amount ΔWLOS2 of power consumed by second MG 120 and power E consumed by auxiliary machine 250 are subtracted from the predicted value of power WCRK generated by first MG 110 when engine 100 is started. The difference between the value F and the upper limit value WIN is different from the first embodiment and the second embodiment described above.

  When the electric power generated by first MG 110 and the electric power charged to battery 150 are represented by negative values, the absolute value of value F and the absolute value of upper limit value WIN may be compared.

  Other structures and the like are the same as those in the first embodiment and the second embodiment described above. Therefore, detailed description thereof will not be repeated here.

  The function of PM-ECU 170 in the present embodiment will be described with reference to FIG. In addition, the same number is attached | subjected about the structure which has the same function as the above-mentioned 1st Embodiment or 2nd Embodiment. Therefore, detailed description thereof will not be repeated here.

  In the present embodiment, continuation unit 313 uses the predicted value of power WCRK generated by first MG 110 when starting stopped engine 100 to increase amount ΔWLOS2 of power consumed by second MG 120 and auxiliary machine 250. When the value F obtained by subtracting the electric power E consumed by is smaller than the upper limit value WIN of the charging power to the battery 150, the engine 100 is controlled so as to continue the stopped state.

  That is, a value F obtained by subtracting the increase amount ΔWLOS2 of the power consumed by the second MG 120 and the power E consumed by the auxiliary machine 250 from the predicted value of the power WCRK generated by the first MG 110 when starting the engine 100, When the charging power to battery 150 is smaller than upper limit value WIN, it is permitted to control engine 100 so as to continue the state in which engine 100 is stopped.

  The starting unit 323 uses the predicted value of the power WCRK generated by the first MG 110 when starting the stopped engine 100 to increase the amount of power ΔWLOS2 consumed by the second MG 120 and the power E consumed by the auxiliary machine 250. When the value F obtained by subtracting is equal to or greater than the upper limit value WIN of the charging power to the battery 150, the engine 100 is controlled so that the engine 100 is started.

  The electric power E consumed by the auxiliary machine 250 is predetermined by the developer based on results of experiments and simulations. For the electric power E consumed by the auxiliary machine 250, an estimated value of the electric power consumed by the auxiliary machine 250 when the engine 100 is started is preferably used for the electric power E consumed by the auxiliary machine 250. For example, the maximum value of power consumed by auxiliary machine 250 is used. Note that power that is larger than the power that is actually consumed by a predetermined increase amount may be used as the power E that is consumed by the auxiliary machine 250.

  PM-ECU 170 further includes an auxiliary machine control unit 330. The auxiliary machine control unit 330 controls the auxiliary machine 250 so as to increase the power consumed by the auxiliary machine 250. More specifically, when engine 100 is started, the power consumed by auxiliary machine 250 is increased.

  Preferably, the power consumed by auxiliary machine 250 is maximized. It should be noted that the electric power consumed by auxiliary machine 250 may be increased so that the electric power consumed by auxiliary machine 250 is increased by a predetermined increase amount while engine 100 is stopped.

  Referring to FIG. 19, a control structure of a program executed by PM-ECU 170 in the present embodiment will be described. Note that the same step numbers are assigned to the same processes as those in the first embodiment or the second embodiment described above. Therefore, detailed description thereof will not be repeated here.

  In S306, PM-ECU 170 determines, based on the predicted value of power WCRK generated by first MG 110 when engine 100 is started, increase amount ΔWLOS2 of power consumed by second MG 120 and power E consumed by auxiliary machine 250. It is determined whether or not the value F obtained by subtracting is smaller than the upper limit value WIN of the charging power to the battery 150.

  A value F obtained by subtracting the increase amount ΔWLOS2 of the electric power consumed by the second MG 120 and the electric power E consumed by the auxiliary machine 250 from the predicted value of the electric power WCRK generated by the first MG 110 when the engine 100 is started is the battery 150. If the charging power is smaller than upper limit value WIN (YES in S306), the process proceeds to S108. If not (NO in S306), the process proceeds to S310.

  In S310, PM-ECU 170 controls auxiliary machine 250 so as to increase the power consumed by auxiliary machine 250.

  A method for controlling the operating state of engine 100 based on the above-described structure and flowchart will be described.

  As shown in FIG. 20, the increase amount ΔWLOS2 of power consumed by second MG 120 and power E consumed by auxiliary machine 250 are subtracted from the predicted value of power WCRK generated by first MG 110 when engine 100 is started. If the value F is smaller than the upper limit value WIN of the charging power to the battery 150 (YES in S306), the engine 100 is kept stopped (S108).

  On the other hand, as shown in FIG. 21, from the predicted value of electric power WCRK generated by first MG 110 when engine 100 is started, increase amount ΔWLOS2 of electric power consumed by second MG 120 and electric power E consumed by auxiliary machine 250 If the value F obtained by subtracting is equal to or greater than the upper limit value WIN of the charging power to the battery 150 (NO in S306), the power consumed by the auxiliary machine 250 is increased (S310). Thereafter, engine 100 is started (S110).

  The electric power WCRK generated by first MG 110 when engine 100 is started is reduced by increasing the power loss by first MG 110. As power loss by second MG 120 increases, the power consumed by second MG 120 is increased. Further, the power consumed by the auxiliary machine 250 is increased (S310). Therefore, the power charged in battery 150 is further reduced.

  Thereby, it is possible to further easily satisfy the conditions necessary for continuing the state where engine 100 is stopped. Therefore, the operating region where engine 100 is stopped can be further expanded.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  100 Engine, 110 1st MG, 120 2nd MG, 130 Power split mechanism, 140 Reducer, 150 Battery, 152 Temperature sensor, 154 Auxiliary battery, 160 Front wheel, 170 PM-ECU, 172 MG-ECU, 174 Power supply ECU, 180 Voltage sensor, 200 converter, 210 1st inverter, 220 2nd inverter, 230 SMR, 240 DC / DC converter, 250 Auxiliary machine, 300, 302 control unit, 310, 312, 313 Continuation unit, 320, 322, 323 Start unit 330 Auxiliary machine control unit.

Claims (5)

A vehicle control device equipped with an engine, a rotating electrical machine that generates electric power when starting the engine, and a power storage device that is charged with electric power generated by the rotating electrical machine,
Control means for controlling the loss of electric power by the rotating electrical machine to increase;
If the predicted value of the electric power generated by the rotating electrical machine when starting the engine is smaller than a threshold value, continuation means for continuing the state where the engine is stopped;
A control apparatus for a vehicle, comprising: start means for starting the engine when a predicted value of electric power generated by the rotating electrical machine when starting the engine is equal to or greater than the threshold value. The rotating electrical machine includes a first rotating electrical machine and a second rotating electrical machine,
The control means includes means for controlling power loss by the first rotating electrical machine and power loss by the second rotating electrical machine to increase,
The continuation means is for continuing the state in which the engine is stopped when a value obtained by subtracting an increase amount of power consumed by the second rotating electrical machine from the predicted value is smaller than the threshold value. Including means,
The starting means includes means for starting the engine when a value obtained by subtracting an increase in power consumed by the second rotating electrical machine from the predicted value is equal to or greater than the threshold value. The vehicle control device according to claim 1. The vehicle is provided with an auxiliary machine that operates with electric power supplied from the power storage device,
Further comprising means for increasing the power consumed by the auxiliary machine;
When the value obtained by subtracting the increase in power consumed by the second rotating electrical machine and the power consumed by the auxiliary machine from the predicted value is smaller than the threshold value, Has means for continuing the stopped state,
When the value obtained by subtracting the increase in power consumed by the second rotating electrical machine and the power consumed by the auxiliary machine from the predicted value is equal to or greater than the threshold value, The vehicle control device according to claim 2, further comprising means for controlling to start the vehicle. The vehicle is provided with a planetary gear unit including a sun gear, a ring gear, a planetary gear, and a carrier that supports the planetary gear in a rotatable manner.
The first rotating electric machine is coupled to the sun gear;
The second rotating electrical machine is coupled to the ring gear;
The vehicle control device according to claim 2, wherein the engine is coupled to the carrier.   The vehicle control device according to claim 1, wherein the threshold value is set to be smaller as the temperature of the power storage device is lower.

Images