JP2011219008A - Vehicle and method of controlling the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress vibration of a vehicle, while reflecting driver's intention.SOLUTION: Vibration damping control by motor MG 2 is performed by setting, when a normal mode is set, vibration damping torque Tv using a control gain kv which has set a value kset1, and limit torque Tlim which has set a value Tset1 (S170, S180, S210, S220), and setting, when a power mode is set, the vibration damping torque Tv using the control gain kv which has set a value kset2 larger than the value kset1, and the limit torque Tlim which has set a value Tset2 larger than value the Tset1 (S190-S220), and using the set vibration damping torque Tv.

Description

  The present invention relates to an automobile and a control method thereof, and more particularly, to an automobile including an electric motor capable of inputting / outputting driving power and a secondary battery capable of exchanging electric power with the electric motor, and a control method of such an automobile.

  Conventionally, in this type of automobile, the fluctuation of the driving force of the vehicle is detected by the rotational angular acceleration of the motor connected to the driving shaft, and the torque command of the motor is corrected by the fluctuation torque having the opposite phase to the detected fluctuation of the driving force. For example, Japanese Patent Application Laid-Open No. H10-228707 has been proposed. In this automobile, a control gain for vibration suppression is learned every time the engine is started or stopped, thereby dealing with variations in vibration characteristics and changes with time of each vehicle.

Japanese Patent Laid-Open No. 2008-24022

  In such automobiles, the degree of suppression of vehicle vibration (pitching and yaw), the degree of reduction in energy efficiency, and the like differ depending on the magnitude of the damping torque. Therefore, in an automobile provided with a power mode switch for instructing priority of power output responsiveness, the same vibration damping torque is used regardless of whether the power mode switch is on or off. The degree of suppression of vibration and the degree of reduction in energy efficiency may not reflect the driver's intention.

  The main purpose of the automobile and its control method of the present invention is to suppress the vibration of the vehicle while reflecting the driver's intention.

  In order to achieve the main object described above, the automobile of the present invention and the control method thereof employ the following means.

The automobile of the present invention
An automobile comprising an electric motor capable of inputting / outputting driving power and a secondary battery capable of exchanging electric power with the electric motor,
A power priority indicating switch for instructing priority of power output responsiveness;
Requested torque setting means for setting a requested torque required for the drive shaft;
When the power priority instruction switch is off, the motor is controlled to travel with a torque based on the set required torque with vibration suppression control by the motor using a first vibration suppression torque, and the power priority instruction When the switch is on, the electric motor is controlled to travel with a torque based on the set required torque, accompanied by a vibration suppression control by the electric motor using a second vibration damping torque larger than the first vibration damping torque. Control means;
It is a summary to provide.

  In the automobile of the present invention, when the power priority instruction switch for instructing priority of power output responsiveness is off, a request required for the drive shaft with vibration control by the motor using the first vibration damping torque. The electric motor is controlled to run with torque based on the torque. On the other hand, when the power priority instruction switch is on, the electric motor is controlled to travel with the torque based on the required torque, accompanied by the vibration suppression control by the electric motor using the second vibration damping torque larger than the first vibration damping torque. As a result, when the power priority instruction switch is off, there are inconveniences due to an increase in damping torque (for example, a decrease in energy efficiency due to an increase in loss, etc., or gear teeth when the output torque from the motor is near zero). The vibration (pitching and yaw) of the vehicle can be suppressed while suppressing the occurrence of strikes and the noise level, etc., and when the power priority instruction switch is on, the vibration of the vehicle is further suppressed and accelerated. It is possible to improve the response of the power output to the acceleration request at the time of request. That is, the vibration of the vehicle can be suppressed while reflecting the driver's intention.

  In such an automobile of the present invention, the control means sets the first damping torque using a first control gain when the power priority indicating switch is off, and when the power priority indicating switch is on, The second control gain may be a means for setting the second damping torque using a second control gain that is greater than the first control gain, and the control means may be configured such that the power priority instruction switch is off. Sometimes, the first damping torque is set by imposing a limit with the first limiting torque, and when the power priority instruction switch is on, the limitation is imposed with a second limiting torque larger than the first limiting torque. The second damping torque can be set as a means. Regardless of which method or both methods are used, it is possible to set a large damping torque compared to when the power priority instruction switch is off.

  Further, in the automobile of the present invention, three internal combustion engines, a generator capable of inputting and outputting power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotation shaft of the generator, A planetary gear mechanism to which a rotating element is connected, and the electric motor may be connected to the drive shaft.

The method for controlling an automobile of the present invention includes:
An automobile control method comprising: an electric motor capable of inputting / outputting driving power; a secondary battery capable of exchanging electric power with the electric motor; and a power priority instruction switch for instructing priority of power output responsiveness. ,
When the power priority instruction switch is off, the motor is controlled to travel with a torque based on a required torque required for the drive shaft with a vibration suppression control by the motor using a first vibration suppression torque, When the power priority instruction switch is on, the electric motor is controlled to travel with a torque based on the required torque, accompanied by a vibration suppression control by the motor using a second vibration damping torque larger than the first vibration damping torque. ,
It is characterized by that.

  In the vehicle control method of the present invention, when the power priority instruction switch for instructing priority of power output responsiveness is off, the drive shaft is requested with vibration control by the electric motor using the first vibration suppression torque. The electric motor is controlled to run with a torque based on the required torque. On the other hand, when the power priority instruction switch is on, the electric motor is controlled to travel with the torque based on the required torque, accompanied by the vibration suppression control by the electric motor using the second vibration damping torque larger than the first vibration damping torque. As a result, when the power priority instruction switch is off, there are inconveniences due to an increase in damping torque (for example, a decrease in energy efficiency due to an increase in loss, etc., or gear teeth when the output torque from the motor is near zero). The vibration (pitching and yaw) of the vehicle can be suppressed while suppressing the occurrence of strikes and the noise level, etc., and when the power priority instruction switch is on, the vibration of the vehicle is further suppressed and accelerated. It is possible to improve the response of the power output to the acceleration request at the time of request. That is, the vibration of the vehicle can be suppressed while reflecting the driver's intention.

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 drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for control accelerator opening setting. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 420 according to a modification. It is a block diagram which shows the outline of a structure of the electric vehicle 520 of a modification.

  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, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire vehicle.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment. Under control of operation such as control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position from a crank position sensor (not shown) that detects the crank angle of the crankshaft 26 of the engine 22. 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 power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The 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 calculates the rotational angular velocities ωm1, ωm2 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the signals from the rotational position detection sensors 43, 44, or the drive wheels 63a, converted into the ring gear shaft 32a, The driving wheel rotational angular velocity ωb as the rotational angular velocity 63b is calculated based on the rotational angular velocity ωm2 of the motor MG2. In the embodiment, the driving wheel rotation angular velocity ωb uses the zeroth-order hold at the control sample time with respect to the control system design model of the two-inertia system obtained by limiting to the characteristics between the motor MG2 and the driving wheels 39a and 39b. It is assumed that the calculation is performed using a discrete model.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. In addition, the battery ECU 52 is a power storage ratio that is a ratio of the amount of power stored in the battery 50 based on the integrated value of the charge / discharge current detected by the current sensor for managing the battery 50 to the total capacity (power storage capacity). The SOC remaining capacity (SOC) is calculated, and the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the calculated remaining capacity (SOC) and the battery temperature Tb. is doing. The input / output limits Win and Wout of the battery 50 are set to basic values of the input / output limits Win and Wout based on the battery temperature Tb, and are input to the output limiting correction coefficient based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. A power mode switch 89 that gives priority to the priority of the response of the brake pedal position BP from the brake pedal position sensor 86, the vehicle speed V from the vehicle speed sensor 88, and the power output. The power mode switch signal PSW and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing. Here, the power mode switch 89 is a normal mode that achieves both a certain level of power output response to the driver's operation of the accelerator pedal 83 and fuel consumption, and the driver's operation of the accelerator pedal 83 compared to the normal mode. Is a switch for switching the power mode to give priority to the responsiveness of the power output to the normal mode. When the power mode switch 89 is off (power mode switch signal PSW is off), the normal mode is set and the power mode switch 89 is on (power When the mode switch signal PSW is ON), the power mode is set.

  The hybrid vehicle 20 of the embodiment thus configured calculates a required torque to be output to the ring gear shaft 32a as a drive shaft based on the accelerator opening and the vehicle speed according to the depression amount of the accelerator pedal 83 by the driver, 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. Both 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 drive shaft 32 with the operation of the engine 22. Can be considered as an engine operation mode.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control, such as Nm2, the rotational angular speed ωm2 of the motor MG2, the rotational angular speed ωb of the driving wheel, the input / output limits Win and Wout of the battery 50, and the power mode flag Fpw is executed (step S100). Here, the rotation speed Nm1 of the motor MG1 is calculated from the rotation position of the rotor of the motor MG1 detected by the rotation position detection sensor 43 and input from the motor ECU 40 by communication. The number Nm2, the rotational angular velocity ωm2, and the driving wheel rotational angular velocity ωb calculated based on the rotational position of the rotor of the motor MG2 detected by the rotational position detection sensor 44 are input from the motor ECU 40 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 remaining capacity (SOC) of the battery 50 and are input from the battery ECU 52 by communication. The power mode flag Fpw is set to a value of 0 when the power mode switch signal PSW from the power mode switch 89 is off (when the normal mode is set), and when the power mode switch signal PSW is on (power) The value 1 is set when the mode is set.

  When the data is thus input, the control accelerator opening Acc * as the accelerator opening for control is set based on the input accelerator opening Acc and the power mode flag Fpw (step S110). Here, in the embodiment, the control accelerator opening Acc * is a ROM 74 as a control accelerator opening setting map in which a relationship among the accelerator opening Acc, the power mode flag Fpw, and the control accelerator opening Acc * is determined in advance. When the accelerator opening Acc and the power mode flag Fpw are given, the corresponding control accelerator opening Acc * is derived and set from the stored map. An example of the control accelerator opening setting map is shown in FIG. In the example of FIG. 3, the accelerator opening Acc * is set as the accelerator opening Acc * for control when the power mode flag Fpw is 0, that is, when the normal mode is set. On the other hand, when the power mode flag Fpw is a value 1, that is, when the power mode is set, the control accelerator opening Acc * is a low opening range (for example, 15% or less, 20% or less, etc.). The accelerator opening Acc is set in order to suppress the feeling of the vehicle jumping out at a low vehicle speed, and when the accelerator opening Acc is outside the low opening area, the response of the power output to the accelerator operation is set. In order to improve, a larger value was set than when the normal mode was set.

  Subsequently, 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 control accelerator opening Acc * and the vehicle speed V and the engine 22 is set to the required power Pe * (step S120). In the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship between the control accelerator opening Acc *, the vehicle speed V, and the required torque Tr *. When Acc * and vehicle speed V are given, 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 required power Pe * 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 charge / discharge required power Pb * required by the battery 50 and the loss 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).

  Then, based on the set required power Pe *, a target rotational speed Ne * and a target torque Te * are set as operating points at which the engine 22 should be operated (step S130). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. 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 *).

  Next, using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35, the target of the motor MG1 is expressed by the following equation (1). Formula (2) is calculated based on the calculated target rotational speed Nm1 *, the input rotational speed Nm1 of the motor MG1, the target torque Te * of the engine 22, and the gear ratio ρ of the power distribution and integration mechanism 30. The torque command Tm1 *, which is the torque to be output from the motor MG1, is calculated (step S140), and the torque command Tm1 * set to the required torque Tr * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 and added. Further, by dividing by the gear ratio Gr of the reduction gear 35, a temporary torque Tm2tmp which is a temporary value of the torque to be output from the motor MG2 is calculated by the equation (3) (step S). 50). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 shows an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expressions (1) and (3) can be easily derived by using this alignment chart. 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. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * =-ρ ・ Te * / (1 + ρ) + k1 ・ (Nm1 * -Nm1) + k2 ・ ∫ (Nm1 * -Nm1) dt (2)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)

  Next, the value of the power mode flag Fpw is checked (step S160). When the power mode flag Fpw is 1, ie, when the normal travel mode is set, the value kset1 is set to the control gain kv for setting the damping torque. Is set (step S170), and a value Tset1 is set to a limit torque Tlim for limiting the magnitude of the damping torque (positive and negative magnitudes) (step S180). A temporary damping torque Tvtmp is set as a value obtained by multiplying the difference between the driving wheel rotational angular velocity ωb and the motor rotational angular velocity ωm2 by the gear ratio Gr of the reduction gear 35 by the control gain kv (step S210), As shown in 5), limiting the magnitude of the temporary damping torque Tvtmp (the magnitude on the positive side and the negative side) with the limit torque Tlim Thus, the damping torque Tv is set (step S220). The difference between the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win, Wout of the battery 50 and the set torque command Tm1 * by the current rotational speed Nm1 of the motor MG1 is the rotational speed of the motor MG2. Torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing by Nm2 are calculated by the following equations (6) and (7) (step S230), as shown in equation (8) In addition, the torque command Tm2 * of the motor MG2 is set by limiting the torque obtained by adding the damping torque Tv to the temporary torque Tm2tmp with the torque limits Tm2min and Tm2max (step S240). Here, the value kset1 set as the control gain kv is set to such an extent that the vibration of the vehicle can be suppressed, and can be obtained by experiments or the like. The value Tset1 set as the limit torque Tlim is set to limit the magnitude of the damping torque Tv to such an extent that the vibration of the vehicle can be suppressed, and can be determined by experiments or the like.

Tvtmp = kv (ωb-ωm2 / Gr) (4)
Tv = max (min (Tvtmp, Tlim),-Tlim) (5)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (6)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (7)
Tm2 * = max (min (Tm2tmp + Tv, Tm2max), Tm2min) (8)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S250), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. Through such control, while suppressing the vibration (pitching and yaw) of the vehicle, the engine 22 is efficiently operated within the range of the input and output limits Win and Wout of the battery 50, and the required torque Tr * is applied to the ring gear shaft 32a as the drive shaft. Can be output and run.

  On the other hand, when the power mode flag Fpw is on in step S160, that is, when the power mode is set, it is determined that the driver is requesting priority of power output responsiveness, and the normal mode is set. A value kset2 larger than the value kset1 is set as the control gain kv (step S190), and a value Tset2 larger than the value Tset1 when the normal mode is set is set as the limit torque Tlim (step S200). The gain kv and the limit torque Tlim are applied to the above formulas (4) and (5) to set the damping torque Tv (steps S210 and S220), and the motor MG2 is calculated by the above formulas (6) to (8). Torque command Tm2 * is set (steps S230 and S240), and the set target of the engine 22 is set. The rolling speed Ne * and the target torque Te * for the engine ECU 24, the torque command Tm1 * of the motor MG1, MG2, and sends each motor ECU40 for Tm2 * (step S250), and terminates the drive control routine. In this way, when the power mode is set, a large damping torque Tv is set by using the control gain kv and the limit torque Tlim that are larger than when the normal mode is set. As a result, the vibration (pitching or yaw) of the vehicle can be further suppressed as compared with when the normal mode is set. As a result, it is possible to improve the responsiveness of the power output to the acceleration request when the driver requests acceleration. In this case, by setting a large damping torque Tv, the loss of energy causes a decrease in energy efficiency or an increase in heat generated by the motor MG2, or the output torque from the motor MG2 is near zero. In this case, the frequency of occurrence of gear rattling increases and the noise level increases. When the normal mode is set, by using a control gain kv and a limit torque Tlim that are smaller than when the power mode is set, a small damping torque Tv is set. The vibration of the vehicle can be suppressed while eliminating the inconvenience.

  According to the hybrid vehicle 20 of the embodiment described above, when the normal mode is set, the damping torque Tv is set using the control gain kv that sets the value kset1 and the limit torque Tlim that sets the value Tset1. When the vibration control is performed by the motor MG2 and the power mode is set, the vibration control is performed by using the control gain kv that sets a value kset2 larger than the value kset1 and the limit torque Tlim that sets a value Tset2 larger than the value Tset1. Since the vibration suppression control by the motor MG2 is performed by setting the torque Tv, in the former case, it is possible to suppress the vibration of the vehicle while suppressing the disadvantage caused by increasing the vibration suppression torque Tv. In the latter case, Improving the responsiveness of the power output to the acceleration request at the time of the acceleration request by further suppressing the vibration of the vehicle It can be achieved.

  In the hybrid vehicle 20 of the embodiment, when the power mode is set, the control gain kv when the normal mode is set is set to a value kset2 larger than the value kset1, and the normal mode is set to the limit torque Tlim. A value Tse2 larger than the current value Tset1 is set, and using this control gain kv and the limit torque Tlim, the vibration suppression control by the motor MG2 is performed by setting a vibration suppression torque Tv larger than when the normal mode is set. However, the control gain kv is not limited to the normal mode, as long as the vibration suppression control is performed by the motor MG2 by setting the vibration suppression torque Tv larger than that when the normal mode is set. A value kset2 larger than the set value kset1 is set. The limit torque Tlim is set to the same value Tset1 as when the normal mode is set. Conversely, the limit torque Tlim is set to a value Tset2 larger than the value Tset1 when the normal mode is set. However, the value kset1 may be set for the control gain kv as in the case where the normal mode is set.

  In the hybrid vehicle 20 of the embodiment, the driving wheel rotation angular velocity ωb is controlled by the control sample time with respect to the control system design model of the two-inertia system obtained by limiting the characteristic between the motor MG2 and the driving wheels 63a and 63b. The calculation is performed using a model that is discretized using 0th-order hold. However, the present invention is not limited to this. For example, a wheel speed sensor is attached to the drive wheels 63a and 63b, and the signal from the wheel speed sensor is used. It is good also as what calculates based on.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 7) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, and the power from the motor MG2 is reduced to the reduction gear. 35, the motor MG is connected to the drive shaft connected to the drive wheels 63a and 63b via the transmission 230, as illustrated in the hybrid vehicle 220 of the modified example of FIG. The engine 22 is connected to the rotation shaft of the motor MG via the clutch 229, and the power from the engine 22 is output to the drive shaft via the rotation shaft of the motor MG and the transmission 230, and from the motor MG. This power may be output to the drive shaft via the transmission 230. Further, as illustrated in the hybrid vehicle 320 of the modified example of FIG. 9, the power from the engine 22 is output to the axle connected to the drive wheels 63a and 63b via the transmission 330 and the power from the motor MG is driven. It may be output to an axle different from the axle to which the wheels 63a, 63b are connected (the axle connected to the wheels 64a, 64b in FIG. 9). Furthermore, as illustrated in the hybrid vehicle 420 of the modification of FIG. 10, the engine 22, the generator 430 that generates power by the power from the engine 22, and the power for traveling using the power from the generator 430 and the battery 50 The motor MG may be provided. Alternatively, as exemplified in the electric vehicle 520 of the modified example of FIG. 11, the present invention may be applied to a simple electric vehicle that does not include an engine and includes a motor MG that outputs driving power. In other words, any type of hybrid vehicle or electric vehicle may be used as long as it includes an electric motor that can input and output driving power and a secondary battery that can exchange electric power with the electric motor.

  Moreover, it is good also as a form of the control method of not only a hybrid vehicle and an electric vehicle but a hybrid vehicle and an electric vehicle.

  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 motor MG2 corresponds to the “motor”, the battery 50 corresponds to the “secondary battery”, the power mode switch 89 corresponds to the “power priority instruction switch”, the accelerator opening Acc and the power mode flag Fpw The hybrid electronic control unit 70 that executes the process of step S120 of the drive control routine of FIG. 2 for setting the required torque Tr * based on the control accelerator opening Acc * and the vehicle speed V obtained using the Corresponding to “torque setting means”, when the normal mode is set, the damping torque Tv is set using the control gain kv set with the value kset1 and the limit torque Tlim set with the value Tset1, and the power mode is set Is set to a control gain kv and a value Tset1 that are set to a value kset2 larger than the value kset1. The damping torque Tv is set using the limit torque Tlim that sets the large value Tset2, and the torque based on the requested torque Tr * is used as the drive shaft with the damping control by the motor MG2 using the set damping torque Tv. The hybrid electronic control unit 70 for executing the processing of steps S130 to S250 of the drive control routine of FIG. 2 for setting the torque command Tm2 * of the motor MG2 to be output to the ring gear shaft 32a and transmitting it to the motor ECU 40, and receiving The motor ECU 40 that controls the motor MG2 based on the torque command Tm2 * is equivalent to the “control means”. The engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, and the power distribution and integration mechanism 30 corresponds to a “planetary gear mechanism”.

  Here, the “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor that can input and output driving power, such as an induction motor. It doesn't matter. The “secondary battery” is not limited to the battery 50, and any type of secondary battery may be used as long as it can exchange electric power with the electric motor. The “power priority instruction switch” is not limited to the power mode switch 89, and any power instruction may be used as long as it instructs the priority of the response of the power output. The “required torque setting means” is limited to one that sets the required torque Tr * based on the accelerator opening Acc * for control and the vehicle speed V obtained using the accelerator opening Acc and the power mode flag Fpw. It does not matter if it sets the required torque required for the drive shaft, such as setting the required torque based only on the control accelerator opening Acc *. The “control means” is not limited to the combination of the hybrid electronic control unit 70 and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, when the normal mode is set, the damping torque Tv is set using the control gain kv set with the value kset1 and the limit torque Tlim set with the value Tset1, and the power mode is set. When set, the damping torque Tv is set using the control gain kv that is set to a value kset2 larger than the value kset1 and the limit torque Tlim that is set to a value Tset2 that is larger than the value Tset1, and the set damping torque Tv is set. The motor MG2 is limited to control the motor MG2 by setting the torque command Tm2 * of the motor MG2 so that the torque based on the required torque Tr * is output to the ring gear shaft 32a as the drive shaft with the vibration suppression control by the used motor MG2. When the power mode is set, the control gain kv A value kset2 larger than the value kset1 when the normal mode is set is set, but the limit torque Tlim is set to the same value Tset1 as when the normal mode is set, or conversely, the limit torque Tlim is set to Sets a value Tset2 larger than the value Tset1 when the normal mode is set, but sets the value kset1 to the control gain kv in the same manner as when the normal mode is set. When the switch is off, the motor is controlled to run with a torque based on the required torque with the vibration damping control by the motor using the first damping torque, and when the power priority indicating switch is on, the first damping torque The required torque is accompanied by vibration control by the motor using a larger second vibration damping torque. As long as it controls the motor so as to travel by the torque based on the click may be any ones. The “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. Absent. The “planetary gear mechanism” is not limited to the power distribution and integration mechanism 30 configured as a single pinion type planetary gear, but may be any planetary gear mechanism such as a double pinion type planetary gear.

  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 automobile manufacturing industry.

  20, 120, 220, 320, 420, 520 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, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery) ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 8 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, 89 power mode switch, 229 clutch, 230, 330 transmission, 430 Generator, MG, MG1, MG2 motor.

Claims (5)

An automobile comprising an electric motor capable of inputting and outputting driving power and a secondary battery capable of exchanging electric power with the electric motor,
A power priority indicating switch for instructing priority of power output responsiveness;
Requested torque setting means for setting a requested torque required for the drive shaft;
When the power priority instruction switch is off, the motor is controlled to travel with a torque based on the set required torque with vibration suppression control by the motor using a first vibration suppression torque, and the power priority instruction When the switch is on, the electric motor is controlled to travel with a torque based on the set required torque, accompanied by a vibration suppression control by the electric motor using a second vibration damping torque larger than the first vibration damping torque. Control means;
Automobile equipped with. The automobile according to claim 1,
The control means sets the first damping torque using a first control gain when the power priority instruction switch is off, and is larger than the first control gain when the power priority instruction switch is on. Means for setting the second damping torque using a second control gain;
Car. The automobile according to claim 1 or 2,
The control means sets the first damping torque by imposing a limit with a first limit torque when the power priority indicating switch is off, and the first limit when the power priority indicating switch is on. A means for imposing a limit with a second limit torque larger than the torque to set the second damping torque;
Car. The automobile according to any one of claims 1 to 3,
An internal combustion engine;
A generator capable of inputting and outputting power;
A planetary gear mechanism in which three rotating elements are connected to three axes of a driving shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator;
With
The electric motor is connected to the drive shaft,
Car. An automobile control method comprising: an electric motor capable of inputting / outputting driving power; a secondary battery capable of exchanging electric power with the electric motor; and a power priority instruction switch for instructing priority of power output responsiveness. ,
When the power priority instruction switch is off, the motor is controlled to travel with a torque based on a required torque required for the drive shaft with a vibration suppression control by the motor using a first vibration suppression torque, When the power priority instruction switch is on, the electric motor is controlled to travel with a torque based on the required torque, accompanied by a vibration suppression control by the motor using a second vibration damping torque larger than the first vibration damping torque. ,
How to control a car.

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