JP2011152819A - Hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress fuel consumption until a system is turned off, and to reduce the amount of accumulated electricity of a secondary battery until the system is turned off in a, so called, plug-in hybrid vehicle. <P>SOLUTION: When an electric traveling priority mode is set, and a power Pdrv* for traveling exceeds a power (threshold Pstart) equivalent to the output limit Wout of a battery, an engine 22 and two motors are controlled so that this hybrid vehicle can travel by outputting a power obtained by subtracting a threshold Pstart from the power Pdrv* for traveling from the engine, and outputting a power equivalent to the output limit Wout from a battery 50 (S390 to S450). Thus, it is possible to suppress fuel consumption when the electric traveling priority mode is set, and to reduce the electricity accumulation ratio SOC of the battery. That is, it is possible to suppress fuel consumption until a system is stopped, and to reduce the electricity accumulation ratio SOC of the battery until the system is stopped. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle, and more specifically, from an internal combustion engine capable of outputting driving power, a motor capable of inputting / outputting driving power, a secondary battery capable of exchanging power with the motor, and a motor. The present invention relates to a hybrid vehicle capable of electric traveling that uses only power that is input and output, and hybrid traveling that uses power that is output from an internal combustion engine and power that is input and output from the motor.

  Conventionally, as this type of hybrid vehicle, an engine that outputs driving power and a motor that outputs driving power are mounted, and the engine is driven to run when the remaining amount of fuel exceeds a predetermined threshold. It has been proposed to run with priority over the hybrid mode, and run with priority over the electric running mode in which the engine is stopped and the vehicle is driven by the power from the motor when the remaining amount of fuel is less than the threshold. Reference 1). In this hybrid vehicle, the above-described control delays the remaining fuel amount from becoming completely zero.

JP 2009-12593 A

  As a recent hybrid vehicle, a so-called plug-in hybrid vehicle that can be connected to an external power source in a system-off state and can charge a secondary battery that supplies power to the motor by the power from the external power source has been proposed. In this plug-in hybrid vehicle, since the secondary battery is charged every time the system is turned off, in order to reduce the amount of storage of the secondary battery before the system is turned off, While driving with priority on electric driving that runs only with power, when the driver greatly depresses the accelerator pedal and driving with a large driving force is required during electric driving, only with the power from the motor Since the required driving force cannot be output, the control is switched so that the engine is started and the vehicle is driven by the driving force required by the power from the engine and the power from the motor. At this time, the power output from the engine and the power output from the motor affect the fuel consumption of the vehicle and the amount of power stored in the secondary battery, so how to distribute the power output from the engine and the power output from the motor. Is an issue.

  The main object of the hybrid vehicle of the present invention is to suppress the amount of fuel consumed until the system is turned off in a so-called plug-in hybrid vehicle and to reduce the amount of power stored in the secondary battery before the system is turned off.

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

The hybrid vehicle of the present invention
Using only an internal combustion engine capable of outputting driving power, an electric motor capable of inputting / outputting driving power, a secondary battery capable of exchanging electric power with the motor, and power input / output from the electric motor A hybrid vehicle capable of traveling using an electric traveling to travel, a hybrid traveling to travel using power output from the internal combustion engine and power input / output from the electric motor,
A charger that is connected to an external power source in a system-off state and charges the secondary battery using power from the external power source;
Traveling power setting means for setting traveling power required for traveling;
A power storage ratio calculating means for calculating a power storage ratio, which is a ratio of the amount of power stored in the secondary battery to the total capacity based on the state of the secondary battery;
Output limit setting means for setting an output limit as the maximum power that can be output from the secondary battery based on the state of the secondary battery;
When the calculated power storage ratio is greater than or equal to a first predetermined ratio when the system is turned on, the calculated power storage ratio is less than a second predetermined ratio that is smaller than the first predetermined ratio as the vehicle travels. Mode setting means for setting an electric travel priority mode for prioritizing the electric travel and setting a hybrid travel priority mode for prioritizing the hybrid travel when the electric travel priority mode is not set;
When the set driving power exceeds the power corresponding to the set output limit while the electric driving priority mode is set, the set output from the set driving power. Control means for controlling the internal combustion engine and the motor so that the power obtained by reducing the power corresponding to the limit is output from the internal combustion engine and the power corresponding to the output limit is output from the secondary battery. When,
It is a summary to provide.

  In the hybrid vehicle of the present invention, when the power storage ratio, which is the ratio of at least the amount of power stored in the secondary battery when the system is turned on, is greater than or equal to the first predetermined ratio, the power storage ratio is the first as the vehicle travels. The electric travel priority mode is set to prioritize the electric travel until the second predetermined ratio smaller than the predetermined ratio is set, and the hybrid travel priority is performed to prioritize the hybrid travel when the electric travel priority mode is not set. The mode is set, and the electric motor and the internal combustion engine are controlled so as to travel in the electric travel priority mode or the hybrid travel priority mode. When the power for driving required for driving while the electric driving priority mode is set exceeds the power corresponding to the output limit as the maximum power that can be output from the secondary battery, The internal combustion engine and the motor are controlled so that the power obtained by reducing the power corresponding to the output restriction is output from the internal combustion engine and the power corresponding to the output restriction is output from the secondary battery. In this way, when the traveling power is so large that it is not possible to output all of the traveling power from the secondary battery, the secondary battery outputs the power corresponding to the output restriction, and the insufficient power is output from the internal combustion engine. By outputting, it is possible to reduce the fuel consumption when the electric travel priority mode is set, and to reduce the storage ratio of the secondary battery. That is, the amount of fuel consumed until the system is turned off can be suppressed, and the amount of power stored in the secondary battery can be reduced before the system is turned off. In the hybrid vehicle of the present invention, an electric generator capable of exchanging electric power with the secondary battery and capable of inputting / outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator, and a drive connected to the axle A planetary gear mechanism in which three rotating elements are connected to three axes of the shaft, and the control means is means for controlling the generator during operation control of the internal combustion engine. .

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flowchart which shows an example of the driving mode setting routine performed by the electronic control unit for hybrid 70 of an Example. It is a flowchart which shows an example of the electric travel priority mode drive control routine performed by the electronic control unit for hybrid 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of a mode of setting an example of the operation line of the engine 22, and target rotational speed Ne * and target torque Te *. It is explanatory drawing which shows the relationship between the power Pdrv * for driving | running | working in the Example, the power from the battery 50, and the power from the engine 22. FIG.

  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-based fuel such as gasoline or light oil, and a crankshaft 26 serving as an output shaft of the engine 22. A carrier 34 is connected to a plurality of pinion gears 33 via a damper 28, and a ring gear 32 is connected to a ring gear shaft 32a as a drive shaft connected to drive wheels 39a, 39b via a gear mechanism 37 and a differential gear 38. A triaxial power distribution and integration mechanism 30 connected and configured as a planetary gear mechanism, a motor MG1 configured as a well-known synchronous generator motor and having a rotor connected to the sun gear 31 of the power distribution and integration mechanism 30; A ring gear shaft as a drive shaft constructed as a known synchronous generator motor A motor MG2 having a rotor connected to 2a via a reduction gear 35, inverters 41 and 42 for driving the motors MG1 and MG2, a battery 50 configured as, for example, a lithium ion secondary battery, From a booster circuit 55 configured as a well-known booster converter that boosts electric power and supplies it to the inverters 41, 42, a system main relay 56 that connects and disconnects the battery 50 and the booster circuit 55, and a booster circuit 55 A charger 90 that is attached to a low-voltage power line 59 on the system main relay 56 side and converts AC power from the external power supply 100 to DC power to charge the battery 50, and a hybrid electronic control unit that controls the entire vehicle 70.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as engine ECU) 24 such as fuel injection control, ignition control, and intake air amount adjustment control. Signals from various sensors that detect the operating state of the engine 22 are input to the engine ECU 24, and the engine ECU 24 controls driving to a throttle valve, a fuel injection valve, a spark plug, a variable valve timing mechanism, and the like (not shown). A signal is being output. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on a crank position from a crank position sensor (not shown).

  The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. In the battery ECU 52, signals necessary for managing the battery 50, for example, the voltage Vb between the terminals from the voltage sensor 51a installed between the terminals of the battery 50, the current attached to the output terminal on the positive side of the battery 50 The charge / discharge current Ib from the sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input, and data on the state of the battery 50 is communicated to the hybrid electronic control unit 70 as necessary. Output. Further, in order to manage the battery 50, the battery ECU 52 sets the storage ratio SOC as a ratio to the total capacity of the storage amount that can be discharged from the battery 50 based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b. The input / output limits Win and Wout that are the maximum allowable power that may charge / discharge the battery 50 are calculated based on the calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  The charger 90 connects the vehicle side connector 92 to the external power supply side connector 102 of the external power supply 100 to charge the battery 50 using the power from the external power supply 100. Although not shown, the charger 90 includes a charging relay that connects and disconnects the low-voltage power line 59 and the vehicle-side connector 92, and an AC / DC converter that converts AC power from the external power source 100 into DC power. , A DC / DC converter that converts the voltage of the DC power converted by the AC / DC converter and supplies it to the low voltage system power line 59 side is provided.

  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 has a voltage (high voltage system voltage) from a voltage sensor 57a attached between terminals of a capacitor 57 attached to the high voltage system power line 54 on the inverter 41, 42 side from the booster circuit 55. ) VH, voltage from the voltage sensor 58a attached between the terminals of the capacitor 58 attached to the low voltage system power line 59 (voltage of the low voltage system) VL, ignition signal from the ignition switch 80, shift lever 81 Shift position SP from the shift position sensor 82 that detects the operation position, accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, and brake pedal position sensor 86 that detects the depression amount of the brake pedal 85 Brake pen from Le position BP, and a vehicle speed V from a vehicle speed sensor 88 is input through the input port. From the hybrid electronic control unit 70, a switching control signal to the switching element of the booster circuit 55, a drive signal to the system main relay 56, a control signal to the charger 90, and the like are output via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on. 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. Both can be considered as the engine operation mode.

  Further, in the hybrid vehicle 20 of the embodiment, the vehicle 22 is traveling so that the storage ratio SOC of the battery 50 is low enough to start the engine 22 sufficiently when reaching the home or a preset charging point. The charging / discharging control of the battery 50 is performed, and after stopping the vehicle at home or at a preset charging point, the vehicle side connector 92 of the charger 90 is connected to the external power source side connector 102 of the external power source 100. By controlling a DC / DC converter and an AC / DC converter (not shown), the battery 50 is fully charged or in a predetermined charging state lower than full charging with electric power from the external power source 100. When the system is started after the battery 50 is charged, as shown in the travel mode setting routine illustrated in FIG. 2, the storage ratio SOC of the battery 50 when the system is started is set in advance as a storage ratio SOC that allows a certain amount of electric travel. The threshold value Shv2 (for example, 20% or 30%) set to such an extent that the storage ratio SOC of the battery 50 can start the engine 22 when the set threshold value Shv1 (for example, 40% or 50%) or more is exceeded. Is set to the electric travel priority mode in which the travel in the motor operation mode (electric travel) is preferentially performed (steps S100 to S140), and the storage ratio SOC of the battery 50 when the system is activated is less than the threshold value Shv1. Or when the system is started up, the storage ratio SOC of the battery 50 is the threshold value Shv1. Even if it is above, after the storage ratio SOC of the battery 50 reaches the threshold value Shv2, the vehicle travels by setting the hybrid travel priority mode in which the travel in the engine operation mode is prioritized (hybrid travel) (step S150). .

  Next, the operation when the hybrid vehicle 20 of the embodiment is traveling in the electric travel priority mode, in particular, not only the power from the motor MG2 but also the power from the engine 22 during traveling in the electric travel priority mode. The operation when traveling using the vehicle will be described. FIG. 3 is a flowchart illustrating an example of an electric travel priority mode drive control routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the electric travel priority mode drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first sets the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the motors MG1 and MG2. A process of inputting data necessary for control, such as the rotational speeds Nm1, Nm2, the storage ratio SOC of the battery 50, the input / output limits Win, Wout of the battery 50, is executed (step S300). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the storage rate SOC of the battery 50 is calculated from the integrated value of the charge / discharge current Ib of the battery 50 detected by the current sensor 51b, and is input from the battery ECU 52 by communication. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the storage ratio SOC of the battery 50 and are 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. And the travel power Pdrv * required for the vehicle for travel (step S310), and a value obtained by multiplying the output limit Wout of the battery 50 by the conversion coefficient kw for converting the power to the drive system power Is set to a threshold value Pstart for starting the engine 22 (step S320). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map. The travel power Pdrv * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the loss Loss as a loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Subsequently, it is determined whether the engine 22 is operating or stopped (step S330). When the engine 22 is stopped, is the set traveling power Pdrv * equal to or less than the threshold value Pstart? (Step S340), when the traveling power Pdrv * is equal to or less than the threshold value Pstart, it is determined that the electric traveling can be continued, and a value 0 is set to the torque command Tm1 * of the motor MG1 (step S350). Then, the value obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 is set as a torque command Tm2 * to be output from the motor MG2 (step S360), and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40. (Step S370), and this routine is finished. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of switching elements (not shown) of the inverters 41 and 42 so that the torques of the torque commands Tm1 * and Tm2 * are output from the motors MG1 and MG2. By such control, it is possible to travel by outputting the required torque Tr * from the motor MG2 to the ring gear shaft 32a as the drive shaft.

  If it is determined in step S340 that the traveling power Pdrv * is greater than the threshold value Pstart, the engine 22 is started (step S390). Here, the engine 22 is started by outputting torque from the motor MG1 and outputting torque that causes the motor MG2 to cancel torque output to the ring gear shaft 32a as a drive shaft in accordance with the output of this torque. Is performed, and fuel injection control and ignition control are started when the rotational speed Ne of the engine 22 reaches a predetermined rotational speed (for example, 1000 rpm). During the start of the engine 22, the drive control of the motor MG2 is performed so that the required torque Tr * is output to the ring gear shaft 32a. That is, the torque to be output from the motor MG2 is the sum of the torque for outputting the required torque Tr * to the ring gear shaft 32a and the torque for canceling the torque acting on the ring gear shaft 32a when the engine 22 is cranked. Torque.

  When the engine 22 is started, the power obtained by subtracting the threshold value Pstart from the traveling power Pdrv * is set as the required power Pe * to be output from the engine 22, and based on the required power Pe * and the operation line for operating the engine 22 efficiently. A target rotational speed Ne * and a target torque Te * are set as operating points for operating the engine 22 (step S400). FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Subsequently, using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the gear ratio of the power distribution and integration mechanism 30 (the number of teeth of the sun gear / the number of teeth of the ring gear) ρ, A target rotation speed Nm1 * of MG1 is calculated, and a torque command Tm1 * to be output from the motor MG1 is calculated by Expression (2) based on the calculated target rotation speed Nm1 * and the input rotation speed Nm1 of the motor MG1 ( Step S410). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. Here, Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. Yes, “k2” in the third term on the right side is the gain of the integral term.

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

  The deviation between the power limit (generated power) of the motor MG1 obtained by multiplying the output limit Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1 is the rotational speed of the motor MG2. The torque limit Tlim as the upper limit of the torque that may be output from the motor MG2 by dividing by Nm2 is calculated by the following equation (3) (step S420), the required torque Tr *, the torque command Tm1 *, and the power distribution integration mechanism The temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated by the equation (4) using the gear ratio ρ of 30 (step S430), and the motor is set as a value obtained by limiting the temporary motor torque Tm2tmp with the calculated torque limit Tlim. A torque command Tm2 * for MG2 is set (step S440). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft can be set as a torque limited by the output limit Wout of the battery 50. Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S450), and this routine is terminated. To do. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection of the engine 22 so that the engine 22 is operated at an operating point (target operating point) composed of the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that has received the torque commands Tm1 *, Tm2 * by performing control, ignition control, intake air amount adjustment control, etc., receives an inverter 41, so that the torque commands Tm1 *, Tm2 * are output from the motors MG1, MG2. 42 performs switching control of a switching element (not shown). Here, considering the case where the engine 22 is operated at an operation point consisting of the target rotational speed Ne * and the target torque Te *, the engine 22 outputs power obtained by subtracting the threshold value Pstart from the traveling power Pdrv *. The power of the threshold value Pstart is output from the battery 50, that is, the power corresponding to the output limit Wout of the battery 50 is output from the driving power Pdrv * from the engine 22 and the power corresponding to the output limit Wout of the battery 50 is output. Will run.

Tlim = (Wout-Tm1 * ・ Nm1) / Nm2 (3)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)

  When traveling using the power from the engine 22 is started in this way, the next time this routine is executed, it is determined in step S330 that the engine 22 is in operation, so the traveling power Pdrv * is set as a margin from the threshold value Pstart. Is compared with a value obtained by subtracting the predetermined power α (step S380). Here, the predetermined power α is for providing hysteresis so that the engine 22 is not frequently started and stopped when the traveling power Pdrv * is in the vicinity of the threshold value Pstart, and can be set as appropriate. . When the traveling power Pdrv * is equal to or greater than a value obtained by subtracting the predetermined power α from the threshold value Pstart, it is determined that the operation of the engine 22 should be continued, and corresponds to the output limit Wout of the battery 50 from the traveling power Pdrv * from the engine 22. The target speed Ne *, the target torque Te *, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so as to output the power and output the power corresponding to the output limit Wout of the battery 50. Then, processing to be transmitted to the engine ECU 24 and the motor ECU 40 is executed (steps S400 to S450), and this routine is finished. When the traveling power Pdrv * is less than the value obtained by subtracting the predetermined power α from the threshold value Pstart, the operation of the engine 22 is stopped (step S460), and a value 0 is set in the torque command Tm1 * of the motor MG1 so as to perform electric traveling. A value obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 is set as the torque command Tm2 * of the motor MG2, and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (steps S350 to S370). This routine is terminated.

  FIG. 6 shows a relationship among the traveling power Pdrv *, the power from the battery 50 and the power from the engine 22 in the embodiment. As shown in the figure, the hybrid vehicle 20 according to the embodiment, when the electric travel priority mode is set, from the battery 50 when the travel power Pdrv * is equal to or lower than the power (threshold value Pstart) corresponding to the output limit Wout of the battery 50. When the travel power Pdrv * exceeds the power (threshold value Pstart) corresponding to the output limit Wout of the battery 50, the battery 50 outputs the power corresponding to the output limit Wout and is insufficient. With respect to power (travel power Pdrv * −threshold value Pstart), the engine 22 outputs power and travels.

  According to the hybrid vehicle 20 of the embodiment described above, when the electric travel priority mode is set, when the travel power Pdrv * is equal to or less than the power corresponding to the output limit Wout of the battery 50, only the power from the battery 50 is used. When the vehicle travels and the traveling power Pdrv * exceeds the power corresponding to the output limit Wout of the battery 50, the power corresponding to the output limit Wout is output from the battery 50 and the insufficient power is output from the engine 22 to travel. Therefore, the fuel consumption amount when the electric travel priority mode is set can be suppressed, and the storage ratio SOC of the battery 50 can be reduced. That is, the amount of fuel consumed until the system is stopped can be suppressed, and the storage ratio SOC of the battery 50 can be reduced before the system is stopped.

  In the embodiment, the configuration of the hybrid vehicle 20 including the engine 22, the two motors MG1 and MG2, the power distribution and integration mechanism 30, and the battery 50 is used as a preferred embodiment of the present invention. An internal combustion engine capable of driving and inputting / outputting power for traveling, a secondary battery capable of exchanging electric power with the motor, and an electric traveling and an internal combustion engine that travel using only the power input and output from the motor A hybrid vehicle having any configuration may be used as long as the hybrid vehicle can travel using the output power and the power input / output from the electric motor.

  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 the “internal combustion engine”, the motor MG2 corresponds to the “motor”, the battery 50 corresponds to the “secondary battery”, the charger 90 corresponds to the “charger”, the accelerator Based on the opening degree Acc and the vehicle speed V, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b as the torque required for the vehicle is set and the set required torque Tr The electric travel priority mode drive control of FIG. 3 for setting the travel power Pdrv * required for the vehicle to travel as the sum of * multiplied by the rotational speed Nr of the ring gear shaft 32a and the loss Loss as a loss The hybrid electronic control unit 70 that executes the process of step S310 of the routine corresponds to the “driving power setting means” and is detected by the current sensor 51b. A battery ECU 52 that calculates a power storage ratio SOC as a ratio of the total amount of charge that can be discharged from the battery 50 based on the integrated value of the charge / discharge current Ib corresponds to “power storage ratio calculation means”, and the power storage ratio SOC and the battery temperature The battery ECU 52 that calculates the input / output limits Win and Wout, which are the maximum allowable power that may charge and discharge the battery 50 based on Tb, corresponds to “output limit setting means”, and the battery 50 is stored when the system is started. When the rate SOC is equal to or greater than the threshold value Shv1, an electric travel priority mode is set in which electric travel is given priority until the power storage rate SOC reaches the threshold value Shv2, and the power storage rate SOC of the battery 50 when the system is activated is less than the threshold value Shv1. Even when the power storage ratio SOC of the battery 50 at the time of system startup is equal to or greater than the threshold value Shv1 After the storage ratio SOC of the battery 50 reaches the threshold value Shv2, the hybrid electronic control unit 70 that executes the travel mode setting routine of FIG. When the electric power driving priority mode is set and the driving power Pdrv * exceeds the power corresponding to the output limit Wout of the battery 50 (threshold value Pstart), the output is limited from the battery 50. For the power that is output corresponding to Wout and for the insufficient power, the target rotational speed Ne * and the target torque Te * of the engine 22 are set so that the engine 22 can output the power and run, and torque commands of the motors MG1 and MG2 are set. Tm1 * and Tm2 * are set and the target rotation of the engine 22 is set. The number Ne * and the target torque Te * are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. Steps S380 to S450 of the electric travel priority mode drive control routine of FIG. A hybrid electronic control unit 70 that executes the process, an engine ECU 24 that starts and stops the engine 22, controls the engine 22 based on the target rotational speed Ne * and the target torque Te *, and torque The motor ECU 40 that controls the motors MG1 and MG2 based on the commands Tm1 * and Tm2 * corresponds to “control means”.

  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 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear , 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 High voltage system power line, 55 Boost circuit, 56 System main relay, 57, 58 Capacitor, 57a, 58a Voltage sensor 59 low voltage system power line, 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 Battery charger, 92 Vehicle side connector, 100 External power supply, 102 External power supply side connector, MG1, MG2 Motor.

Claims (1)

Using only an internal combustion engine capable of outputting driving power, an electric motor capable of inputting / outputting driving power, a secondary battery capable of exchanging electric power with the motor, and power input / output from the electric motor A hybrid vehicle capable of traveling using an electric traveling to travel, a hybrid traveling to travel using power output from the internal combustion engine and power input / output from the electric motor,
A charger that is connected to an external power source in a system-off state and charges the secondary battery using power from the external power source;
Traveling power setting means for setting traveling power required for traveling;
A power storage ratio calculating means for calculating a power storage ratio, which is a ratio of the amount of power stored in the secondary battery to the total capacity based on the state of the secondary battery;
Output limit setting means for setting an output limit as the maximum power that can be output from the secondary battery based on the state of the secondary battery;
When the calculated power storage ratio is greater than or equal to a first predetermined ratio when the system is turned on, the calculated power storage ratio is less than a second predetermined ratio that is smaller than the first predetermined ratio as the vehicle travels. Mode setting means for setting an electric travel priority mode for prioritizing the electric travel and setting a hybrid travel priority mode for prioritizing the hybrid travel when the electric travel priority mode is not set;
When the set driving power exceeds the power corresponding to the set output limit while the electric driving priority mode is set, the set output from the set driving power. Control means for controlling the internal combustion engine and the motor so that the power obtained by reducing the power corresponding to the limit is output from the internal combustion engine and the power corresponding to the output limit is output from the secondary battery. When,
A hybrid car with

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