JP2012106672A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make a driver grasp the status of the management of a power accumulation ratio of a secondary battery.SOLUTION: When a hybrid vehicle travels by hybrid-traveling using power which is outputted from an engine and power which is inputted and outputted to/from motors, the engine and the two motors are controlled so that the power accumulation ratio SOC of the battery may approach a target ratio SOC* and the hybrid vehicle may travel by requested torque. In this case (S710), power accumulation ratio information which indicates the power accumulation ratio SOC of the battery and target ratio information which indicates the target ratio SOC* are displayed on a display 90 (S730). By this, since the driver can grasp the power accumulation ratio information and the target ratio information, the driver can grasp the status of the management of the power accumulation ratio SOC of the battery.

Description

  The present invention relates to a hybrid vehicle, and more specifically, an internal combustion engine capable of outputting power for traveling, a generator capable of generating power using power from the internal combustion engine, an electric motor capable of outputting power for traveling, and power generation A secondary battery capable of exchanging electric power with a motor and an electric motor, and using electric power traveling using only power output from the motor, power output from the internal combustion engine, and power output from the motor The present invention relates to a hybrid vehicle capable of running in a hybrid manner.

  Conventionally, this type of hybrid vehicle includes an engine, a first motor generator, a power split mechanism connected to the engine, the first motor generator, and wheels, and a second motor generator connected to the wheels. A power storage device that exchanges power with the first motor generator and the second motor generator, and a display unit that displays information, and a remaining amount of fuel in a fuel tank that supplies fuel to the engine and a remaining amount of power stored in the power storage device Has been proposed (for example, see Patent Document 1). In this hybrid vehicle, the driver is notified (warned) by blinking only the display corresponding to the fuel remaining amount and the remaining amount of electricity stored below the threshold value. In this hybrid vehicle, when traveling in the HV mode in which the engine is operated, power generation is performed using the power of the engine, so that charge / discharge of the power storage device is managed so that the SOC of the power storage device approaches a specified value. is doing.

JP 2008-247081 A

  In the above-described hybrid vehicle, although the driver can grasp the current remaining power level of the power storage device, the remaining power level of the power storage device approaches the target remaining amount (for example, the specified value described above). There was a problem that the driver could not grasp the state of management when managing the quantity.

  The main purpose of the hybrid vehicle of the present invention is to enable the driver to grasp the state of management of the storage ratio of the secondary battery.

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

The hybrid vehicle of the present invention
An internal combustion engine capable of outputting power for traveling, a generator capable of generating power using power from the internal combustion engine, an electric motor capable of outputting power for traveling, and exchange of electric power with the generator and the motor A hybrid battery that travels using only the power output from the electric motor and the power output from the internal combustion engine and the power output from the motor. It is a hybrid car that can
Display means capable of displaying information;
When traveling by the hybrid travel, the internal combustion engine and the internal combustion engine are configured so that the power storage ratio, which is the ratio of the power storage amount stored in the secondary battery to the total capacity, becomes a target ratio and travels with the required torque required for travel. Control means for controlling the generator and the motor;
Display control means for controlling the display means to display information indicating the power storage ratio and information indicating the target ratio;
It is a summary to provide.

  In the hybrid vehicle of the present invention, when traveling by hybrid traveling that uses the power output from the internal combustion engine and the power output from the electric motor, the ratio of the amount of power stored in the secondary battery to the total capacity The internal storage engine, the generator, and the electric motor are controlled so as to travel with the required torque required for traveling while the storage ratio is the target ratio, and information indicating the storage ratio and information indicating the target ratio are displayed. Control the display means. Therefore, by allowing the driver to grasp the target ratio in addition to the power storage ratio, the driver can grasp the state of management of the power storage ratio of the secondary battery.

  In the hybrid vehicle of such an invention, a charger that is connected to an external power supply in a system stopped state and charges the secondary battery using electric power from the external power supply, and the power storage ratio is equal to or higher than a first predetermined ratio when the system is started In this case, the electric travel priority mode in which the electric travel is prioritized over the hybrid travel is set to the travel mode until the power storage ratio becomes less than a second predetermined ratio smaller than the first predetermined ratio. A driving mode setting means for setting, in the driving mode, a hybrid driving priority mode in which the hybrid driving is given priority over the electric driving when the electric driving priority mode is not set to the driving mode; The control means is configured to determine whether the driving mode is set when the power storage ratio reaches less than the second predetermined ratio. And when the hybrid travel priority mode is set to the travel mode, means for setting a third predetermined ratio that is greater than or equal to the second predetermined ratio and smaller than the first predetermined ratio as the target ratio, and You can also In this aspect of the hybrid vehicle of the present invention, the hybrid vehicle includes a hybrid setting switch for instructing the hybrid setting which is the setting of the hybrid driving priority mode and the cancellation of the hybrid setting, and the driving mode setting means sets the electric driving priority mode to the hybrid driving priority mode. When the hybrid setting switch is instructed by the hybrid setting switch when the driving mode is set, the hybrid driving priority mode is a means for setting the driving mode, and the control means is controlled by the hybrid setting switch. When the hybrid mode is instructed and the hybrid mode is set to the travel mode by the travel mode setting unit, the hybrid mode is set to the travel mode by the travel mode setting unit. The charge ratio of the time that has been set is a unit that sets the target ratio may be a thing.

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. 7 is a flowchart showing an example of an electric travel priority mode drive control routine by the hybrid electronic control unit 70; 7 is a flowchart showing an example of a hybrid travel priority mode drive control routine by the hybrid electronic control unit 70; It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the map for charging / discharging request | requirement power 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. It is explanatory drawing which shows typically the mode of the time change of the electrical storage ratio SOC of the battery 50, the state of EV priority cancellation SW89, a driving mode, and the rotation speed Ne of the engine 22. FIG. 4 is a flowchart showing an example of a display control routine executed by the hybrid electronic control unit 70; It is explanatory drawing which shows an example of a mode that information is displayed on the display. It is explanatory drawing which shows an example of a mode that information is displayed on the display. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to 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 that uses gasoline or light oil as fuel, and signals from various sensors that detect the operating state of the engine 22 (for example, the crank angle of the crankshaft 26 of the engine 22). A carrier is connected to an engine electronic control unit (hereinafter referred to as an engine ECU) 24 for driving and controlling the engine 22 and a crankshaft 26 of the engine 22. And a planetary gear 30 having a ring gear connected to a drive shaft 32 connected to the drive wheels 39a and 39b via a differential gear 38, and a motor having a rotor connected to the sun gear of the planetary gear 30, for example, as a synchronous generator motor. MG1, For example, a motor MG2 configured as a synchronous generator motor and having a rotor connected to drive shaft 32, inverters 41 and 42 for driving motors MG1 and MG2, and signals necessary for driving and controlling motors MG1 and MG2 (For example, signals from rotational position detection sensors 43 and 44 for detecting the rotational positions of the rotors of the motors MG1 and MG2, phase currents applied to the motors MG1 and MG2 detected by a current sensor (not shown), etc.) A motor electronic control unit (hereinafter referred to as motor ECU) 40 that drives and controls the motors MG1 and MG2 by switching control of switching elements (not shown) of the inverters 41 and 42, and a battery 50 configured as, for example, a lithium ion secondary battery. And signals necessary to manage the battery 50 (for example, The voltage Vb between the terminals from the voltage sensor 51a attached between the terminals of the battery 50, the charge / discharge current Ib from the current sensor 51b attached to the positive output terminal of the battery 50, and the temperature sensor 51c attached to the battery 50. A battery electronic control unit (hereinafter referred to as battery ECU) 52, a power line (hereinafter referred to as high voltage system power line) 54a connected to inverters 41 and 42, and a system main relay. 56 is connected to a power line (hereinafter referred to as a battery voltage system power line) 54b to which the battery 50 is connected via 56 to boost the power of the battery voltage system power line 54b and supply it to the high voltage system power line 54a. Ascending to lower the power of the high voltage system power line 54a and supply it to the battery voltage system power line 54b A voltage converter 55, a charger 60 attached to the battery voltage system power line 54b and capable of charging the battery 50 by converting AC power from an external power source such as a household power source into DC power, and control for controlling the entire vehicle And a hybrid electronic control unit.

  The engine ECU 24 not only controls the drive of the engine 22, but also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor. The motor ECU 40 not only controls switching of the switching elements of the inverters 41 and 42 but 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. Yes. In order to manage the battery 50, the battery ECU 52 is a power storage that is a ratio of a stored power amount stored in the battery 50 based on an integrated value of the charge / discharge current Ib detected by the current sensor 51b to a total capacity (power storage capacity). The ratio 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 storage ratio SOC and the battery temperature Tb detected by the temperature sensor 51c. It is. 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 60 is connected to the battery voltage system power line 54b via a relay 62, and converts an AC power from an external power source supplied via a power cord 68 into a DC power, and an AC / DC converter 66. A DC / DC converter 64 that converts the voltage of the DC power from the AC / DC converter 66 and supplies the converted voltage to the battery voltage system power line 54b.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes a connection detection signal from a connection detection sensor 69 that detects whether or not the power cord 68 is connected to an external power source, and between terminals of a capacitor 57 attached to the high voltage system power line 54a. The voltage (voltage of the high voltage system) VH from the voltage sensor 57a attached to the battery, the voltage from the voltage sensor 58a attached between the terminals of the capacitor 58 attached to the battery voltage system power line 54b (voltage of the battery voltage system) ) VL, ignition signal from the ignition switch 80, shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83 , Depression amount of brake pedal 85 Electric travel priority mode cancel switch (hereinafter referred to as EV priority cancel SW) that cancels the brake pedal position BP from the brake pedal position sensor 86 to be detected, the vehicle speed V from the vehicle speed sensor 88, and sets the hybrid travel priority mode. A cancel signal EVCN from 89 is input via the input port. Here, the electric travel priority mode and the hybrid travel priority mode will be described later. From the hybrid electronic control unit 70, a drive control signal to the boost converter 55, a drive signal to the system main relay 56 and the relay 62, a drive control signal to the AC / DC converter 66 and the DC / DC converter 64, and information are sent. A display signal or the like to the display 90 to be displayed is output via the output port. The hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via a communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  The hybrid vehicle 20 of the embodiment configured in this way calculates the required torque to be output to the drive shaft 32 based on the accelerator opening Acc and the vehicle speed V corresponding to the amount of depression 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 torque is output to the drive shaft 32. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is transmitted to the planetary gear 30 and the motor MG1. And a motor MG2 to convert the torque and output to the drive shaft 32. The torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2, and the power suitable for the sum of the required power and the power required for charging and discharging the battery 50 Is controlled so that the engine 22 is output from the engine 22, and all or a part of the power output from the engine 22 with charging / discharging of the battery 50 is converted by the planetary gear 30, the motor MG1, and the motor MG2. So that the required power is output to the drive shaft 32. Charge-discharge drive mode for driving and controlling over data MG1 and the motor MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 32. 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.

  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 power cord 68 of the charger 60 is connected to an external power source such as a household power source. By controlling the converter 66 and the DC / DC converter 64, the battery 50 is brought into a fully charged state or a predetermined charging state lower than the fully charged state by the electric power from the external power source.

  Furthermore, in the hybrid vehicle 20 of the embodiment, the electric travel priority mode in which traveling by the motor operation mode (electric traveling) is preferentially performed by the hybrid electronic control unit 70 as compared to traveling by the engine operation mode (hybrid traveling). Alternatively, the vehicle travels by setting the hybrid travel priority mode in which the hybrid travel is prioritized as compared with the electric travel to the travel mode. FIG. 2 is a flowchart illustrating an example of a travel mode setting routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is executed when the system is started.

  When the travel mode setting routine is executed, the CPU 72 of the hybrid electronic control unit 70 first calculates the storage ratio of the battery 50 calculated based on the integrated value of the charge / discharge current Ib of the battery 50 detected by the current sensor 51b. The SOC is input from the battery ECU 52 by communication (step S100), and the input storage ratio SOC of the battery 50 is set as a threshold Sref1 (for example, 40%, 50%, etc.) set in advance as a storage ratio SOC that allows a certain amount of electric travel. ) (Step S110), when the storage ratio SOC of the battery 50 is equal to or greater than the threshold value Sref1, the electric travel priority mode is set to the travel mode (step S120).

  Subsequently, the storage ratio SOC of the battery 50 and the cancel signal EVCN from the EV priority cancel SW 89 are input (step S130), and it is determined whether the input cancel signal EVCN is on or off (step S140). When cancel signal EVCN is off, power storage rate SOC of battery 50 is smaller than threshold value Sref1, and threshold value Sref2 (for example, 20%) set in advance as a power storage rate SOC enough to start engine 22 sufficiently. (Step S150), when the storage ratio SOC of the battery 50 is equal to or greater than the threshold value Sref2, the electric travel priority mode is set to the travel mode (step S160), and the process returns to step S130. In this way, when the vehicle travels in the electric travel priority mode and the storage ratio SOC of the battery 50 decreases to reach less than the threshold value Sref2 (step S150), the hybrid travel priority mode is set to the travel mode (step S210), and the battery 50 is charged. A predetermined ratio Sset (for example, a threshold value Sref2 or a value slightly higher than this) is set as the target ratio SOC * used for managing the ratio SOC (step S220), and this routine is terminated. Thus, when the hybrid travel priority mode is set to the travel mode because the storage ratio SOC of the battery 50 is less than the threshold value Shv, the hybrid travel priority mode is continuously set to the travel mode until the system is stopped.

  On the other hand, if the EV priority cancellation SW 89 is turned on by the driver while the electric travel priority mode is set to the travel mode, it is determined in step S140 that the cancel signal EVCN is on, and the hybrid travel priority mode is traveled. The mode is set (step S180), it is determined whether the previously input cancel signal (previous EVCN) is on or off (step S190), and when the previous cancel signal (previous EVCN) is off, It is determined that the EV priority cancellation SW 89 has just been turned on and the storage ratio SOC of the battery 50 input in step S130 is set to the target ratio SOC * (step S200), the process returns to step S130, and the previous time in step S180. When the cancel signal (previous EVCN) is on It is determined that it is not immediately after the EV priority canceled SW89 is turned on and returns to step S130 without setting a target ratio SOC *. That is, in the embodiment, when the EV priority cancellation SW 89 is turned on by the driver when the electric driving priority mode is set to the driving mode, the storage rate SOC when the driving mode is switched to the hybrid driving priority mode is set. The target ratio SOC * is set. Thereafter, when the EV cancel SW 89 is turned off by the driver, it is determined in step S140 that the cancel signal EVCN is off. As described above, when the storage ratio SOC of the battery 50 is equal to or greater than the threshold value Sref2, the electric travel priority mode is set. Is set as the travel mode (steps S150 and S160), the process returns to step S130. When the storage ratio SOC of the battery 50 reaches less than the threshold value Sref2, the hybrid travel priority mode is set to the travel mode (step S210), and a predetermined value is set. The ratio Sset is set to the target ratio SOC * (step S220), and this routine ends.

  When the storage ratio SOC of the battery 50 is less than the threshold value Sref1 in step S110, the hybrid travel priority mode is set to the travel mode without setting the electric travel priority mode to the travel mode (step S210), and a predetermined ratio is set. Sset is set to the target ratio SOC * (step S220), and this routine ends.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the operation when traveling in the electric travel priority mode or the hybrid travel priority mode will be described. FIG. 3 shows an example of an electric travel priority mode drive control routine that is repeatedly executed every predetermined time (for example, every several msec) by the hybrid electronic control unit 70 when the electric travel priority mode is set to the travel mode. FIG. 4 is a flowchart illustrating the hybrid travel priority mode drive that is repeatedly executed at predetermined time intervals (for example, every several milliseconds) by the hybrid electronic control unit 70 when the hybrid travel priority mode is set to the travel mode. It is a flowchart which shows an example of a control routine. In the following description, first, drive control when traveling in the electric travel priority mode will be described, and then drive control when traveling in the hybrid travel priority mode will be described.

  When the electric travel priority mode drive control routine of FIG. 3 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, and the engine 22. A process of inputting data necessary for control, such as the rotation speed Ne, the rotation speed Nm of the motor MG2, and the storage ratio SOC of the battery 50 is executed (step S300). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) and is input from the engine ECU 24 by communication. Further, the rotational speed Nm2 of the motor MG2 is calculated from the rotational position of the rotor of the motor MG2 detected by the rotational position detection sensor 44 and is input from the motor ECU 40 by communication. Further, the storage ratio 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.

  When the data is input in this way, the required torque Tr * to be output to the drive shaft 32 connected to the drive wheels 39a and 39b is set as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. The required torque Tr * is multiplied by the rotational speed Nr of the drive shaft 32 (such as the rotational speed Nm2 of the motor MG2 or the rotational speed obtained by multiplying the vehicle speed V by a conversion factor). The power Pdrv * is set (step S310). Here, in the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr *. When the vehicle speed V is given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map.

  Subsequently, the input storage ratio SOC of the battery 50 is set to the target ratio SOC * (step S312), and the charge / discharge required power Pb * is set based on the storage ratio SOC of the battery 50 and the target ratio SOC * (step S312). S314), the required charging / discharging power Pb * is subtracted from the traveling power Pdrv * to set the required engine power Pe * to be output from the engine 22 (step S316), and the conversion coefficient for converting the electric power into the driving system power An output limit equivalent power (kw · Wout) obtained by multiplying kw by the output limit Wout of the battery 50 is set to a threshold value Pstart for starting the engine 22 (step S320). An example of the charge / discharge required power setting map is shown in FIG. As shown in the figure, the charge / discharge required power Pb * is such that when the storage ratio SOC of the battery 50 is larger than the target ratio SOC *, the absolute value increases as the storage ratio SOC increases. When the storage ratio SOC of the battery 50 is smaller than the target ratio SOC *, the charging power (negative value) is set such that the absolute value increases as the storage ratio SOC decreases. By setting the charge / discharge required power Pb * in this manner, the charge / discharge required power Pb * can be set so that the storage ratio SOC becomes the target ratio SOC *. In this routine, since the storage ratio SOC of the battery 50 is set to the target ratio SOC * in the process of step S312, a value of 0 is set for the charge / discharge request power Pb *.

  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). The requested torque Tr * is set as the torque command Tm2 * of the motor MG2 (step S360), the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S370), and this routine is terminated. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. By such control, it is possible to travel by outputting the required torque Tr * from the motor MG2 to the drive shaft 32.

  If it is determined in step S340 that the traveling power Pdrv * is greater than the threshold value Pstart, it is determined that the engine 22 should be started, and the engine 22 is started (step S380). When the engine 22 is started, the target rotational speed Ne * and the target torque Te * are set as operating points at which the engine 22 should be operated based on the engine required power Pe * and the operation line for operating the engine 22 efficiently. (Step S400). FIG. 7 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 engine required power Pe * (Ne * × Te *).

  Subsequently, the torque command Tm1 * of the motor MG1 is calculated by the equation (1) based on the target rotational speed Ne * of the engine 22, the rotational speed Ne, and the target torque Te * of the engine 22 (step S410), and the required torque Tr The torque command Tm2 * of the motor MG1 divided by the gear ratio ρ of the planetary gear 30 is added to *, and the torque command Tm2 * of the motor MG2 is calculated by the following equation (2) (step S420). Ne * and target torque Te * are transmitted to engine ECU 24, and torque commands Tm1 * and Tm2 * of motors MG1 and MG2 are transmitted to motor ECU 40 (step S430), and this routine is terminated. Here, Expression (1) is a relational expression in feedback control for rotating the engine 22 at the target rotational speed Ne *. In Expression (1), “k1” in the first term on the right side is a gain of a proportional term. Yes, “k2” in the second term on the right side is the gain of the integral term. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * causes the fuel of the engine 22 to operate at an operating point (target operating point) composed of the target rotational speed Ne * and the target torque Te *. Controls such as injection control, ignition control, and intake air amount adjustment control are performed. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. With this control, the engine 22 can travel while outputting the required torque Tr * to the drive shaft 32 while outputting the engine required power Pe *.

Tm1 * = k1 ・ (Ne * -Ne) + k2 ・ ∫ (Ne * -Ne) dt (1)
Tm2 * = Tr * + Tm1 * / ρ (2)

  When the traveling using the power from the engine 22 (hybrid traveling) 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. The threshold value Pstart is compared with a value obtained by subtracting the predetermined power α as a margin (step S390). 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 larger than the 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 the charge / discharge required power Pb * (value 0 in this routine is determined from this traveling power). ) Is output from the engine 22, and the required torque Tr * is output to the drive shaft 32 so that the engine 22 travels with the target rotational speed Ne *, the target torque Te *, and the motor MG1. , MG2 torque commands Tm1 * and Tm2 * are set and transmitted to the engine ECU 24 and the motor ECU 40 (steps S400 to S430), and this routine is terminated. On the other hand, when it is determined that the driving 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 S440), and the torque of the motor MG1 is set so as to drive by electric driving. The command Tm1 * is set to a value of 0 and the required torque Tr * is set to the torque command Tm2 * of the motor MG2 and transmitted to the motor ECU 40 (steps S350 to S370), and this routine is terminated.

  Next, drive control when traveling in the hybrid travel priority mode will be described. When the hybrid travel priority mode drive control routine of FIG. 4 is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc, the vehicle speed V, the engine speed Ne, the motor MG2 speed Nm2, and so on. Data necessary for control, such as the storage ratio SOC of the battery 50 and the target ratio SOC *, are input (step S500), and the required torque Tr * to be output to the drive shaft 32 based on the accelerator opening Acc and the vehicle speed V input. The travel power Pdrv * is set by multiplying the set required torque Tr * by the rotational speed Nr of the drive shaft 32 (step S510), and charging / discharging is performed based on the storage ratio SOC and the target ratio SOC * of the battery 50. The required power Pb * is set (step S514), and the set charge / discharge required power Pb * is set to the traveling power Pd. v is subtracted from * to set the engine power demand Pe * (step S516). These processes are the same as the processes of steps S300, S310, S314, and S316 of the electric travel priority mode drive control routine of FIG. 3 except that the target ratio SOC * is input in the process of step S500. The target ratio SOC * is the value set in step S200 of the driving mode setting routine of FIG. 2 (when the driving mode is switched from the electric driving priority mode to the hybrid driving priority mode by turning on the EV priority cancellation SW 89). The storage ratio SOC of the battery 50) or the value set in the process of step S220 (predetermined ratio Sset) is input.

  Subsequently, the HV priority determination power Phv set in advance as the lower limit value of the power region in which the engine 22 can be efficiently operated is set to the threshold value Pstart for starting the engine 22 (step S520). Here, in the embodiment, the HV priority determination power Phv is an output limit equivalent power (kw) when the electric travel priority mode is set to the travel mode and the battery temperature Tb is normal temperature (for example, 20 ° C. or 25 ° C.). A value smaller than the lower limit value of Wout) (equivalent to output restriction power (kw · Wout), hereinafter referred to as EV priority determination lower limit power Pev) when the battery temperature Tb is normal temperature and the storage ratio SOC of the battery 50 is the threshold value Sref2. Was set.

  Then, it is determined whether the engine 22 is operating or stopped (step S530). When the engine 22 is stopped, it is determined whether or not the engine required power Pe * is equal to or less than the threshold value Pstart. When the determination is made (step S540) and the engine required power Pe * is equal to or less than the threshold value Pstart, it is determined that the electric travel can be continued, and similarly to the processing of steps S350 to S370 of the electric travel priority mode drive control routine of FIG. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are set and transmitted to motor ECU 40 (steps S550 to S570), and this routine ends.

  If it is determined in step S540 that the engine required power Pe * is greater than the threshold value Pstart, it is determined that the engine 22 should be started, and the engine 22 is processed in the same manner as in step S380 of the electric travel priority mode drive control routine of FIG. Is started (step 480). When the engine 22 is started, the engine required power Pe obtained by subtracting the charge / discharge required power Pb * from the travel power Pdrv * is the same as the processing in steps S400 to S430 of the electric travel priority mode drive control routine of FIG. * Is output from the engine 22 and the required torque Tr * is output to the drive shaft 32 so that the engine 22 travels with the target rotational speed Ne *, the target torque Te *, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2. Is transmitted to the engine ECU 24 and the motor ECU 40 (steps S600 to S630), and this routine is terminated.

  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 S530 that the engine 22 is in operation, so the engine required power Pe * is set to a margin from the threshold value Pstart. Is compared with a value obtained by subtracting the predetermined power β (step S590). Here, the predetermined power β is for providing hysteresis so that the engine 22 is not frequently started and stopped when the engine required power Pe * is in the vicinity of the threshold value Pstart, and can be set as appropriate. The same value as the above-mentioned predetermined power α may be used. When the engine required power Pe * is equal to or greater than a value obtained by subtracting the predetermined power β from the threshold value Pstart, it is determined that the operation of the engine 22 should be continued, and the engine obtained by subtracting the charge / discharge required power Pb * from the traveling power Pdrv * The target power Pe * is output from the engine 22 and the required torque Tr * is output to the drive shaft 32 so that the engine 22 travels. The target rotational speed Ne *, the target torque Te *, and the torque commands Tm1 * of the motors MG1 and MG2 , Tm2 * are set and transmitted to the engine ECU 24 and the motor ECU 40 (steps S600 to S630), and this routine is terminated. On the other hand, when it is determined that the engine required power Pe * is less than the value obtained by subtracting the predetermined power β from the threshold value Pstart, the operation of the engine 22 is stopped (step S670), and the motor MG1 is operated so as to travel by electric travel. , MG2 torque commands Tm1 * and Tm2 * are set and transmitted to the motor ECU 40 (steps S550 to S570), and this routine is terminated.

  The drive control has been described above. As described above, when the electric travel priority mode is set to the travel mode, basically, when the travel power Pdrv * is equal to or less than the output limit equivalent power (kw · Wout), the vehicle travels by the electric travel. When the power Pdrv * is greater than the output limit equivalent power (kw · Wout), the vehicle travels by hybrid travel in which the engine request power Pe * equal to the travel power Pdrv * is output from the engine 22 for travel. Thereby, the storage ratio SOC of the battery 50 is reduced. When the hybrid travel priority mode is set to the travel mode, basically, the charge / discharge required power Pb * for setting the storage ratio SOC of the battery 50 to the target ratio SOC * is subtracted from the travel power Pdrv *. When the engine required power Pe * obtained is less than the HV priority determination power Phv, which is smaller than the EV priority determination lower limit power Pev, the vehicle travels by electric travel. When the engine request power Pe * is greater than the HV priority determination power Phv, the engine The vehicle travels by hybrid travel that outputs the required power Pe * from the engine 22 and travels with charging and discharging of the battery 50. Thereby, when traveling by hybrid traveling, charging / discharging of battery 50 is performed such that storage ratio SOC of battery 50 becomes target ratio SOC *.

  FIG. 8 is an explanatory diagram schematically showing the state of the time change of the storage ratio SOC of the battery 50, the state of the EV priority cancellation SW 89, the travel mode, and the rotational speed Ne of the engine 22. As can be seen from the figure, when the EV priority cancel switch 89 is turned on while traveling in the electric travel priority mode (time t1), the travel mode is switched to the hybrid travel priority mode and the battery 50 at that time The power storage ratio SOC is set to the target ratio SOC *, and the vehicle travels while charging and discharging the battery 50 so that the power storage ratio SOC of the battery 50 becomes the target ratio SOC * when traveling by hybrid travel. Thereafter, when EV priority cancel SW 89 is turned off (time t2), the vehicle travels with the travel mode switched to the electric travel priority mode, and when the storage ratio SOC of battery 50 reaches less than threshold value Sref2 (time t3). In addition, the traveling mode is switched to the priority mode, and the predetermined ratio Sset is set to the target ratio SOC *. When the vehicle 50 travels by hybrid traveling, the battery 50 travels while charging / discharging the battery 50 so that the storage ratio SOC becomes the target ratio SOC *. To do.

  Next, an operation for displaying information on the display 90 when traveling in the electric travel priority mode or the hybrid travel priority mode will be described. FIG. 9 is a flowchart showing an example of a display control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time. When the display control routine is executed, the CPU 72 of the hybrid electronic control unit 70 is set to a value of 0 when traveling by electric travel and set to a value of 1 when traveling by hybrid travel. The hybrid travel flag Fhv is input (step S700), and the value of the input hybrid travel flag Fhv is checked (step S710). When the hybrid travel flag Fhv is 0, that is, when traveling by electric travel, FIG. As illustrated in FIG. 10, the storage ratio information 92 indicating the storage ratio SOC of the battery 50 is displayed on the display 90 (step S720), and this routine is terminated. On the other hand, when the hybrid travel flag Fhv is 1, that is, when traveling by hybrid travel, as shown in FIG. 11, both the power storage ratio information 92 and the target ratio information 94 indicating the target ratio SOC * are displayed. The display is output to 90 (step S730), and this routine is terminated. The target ratio information 94 is displayed as a graphic (triangle) in the example of FIG. 11, but is displayed as characters (for example, “target value of power storage ratio is 60%”) or a symbol. It may be a thing. In the embodiment, as described above, when traveling by hybrid traveling, the engine 22 and the motors MG1 and MG2 are controlled so that the power storage ratio SOC of the battery 50 becomes the target ratio SOC * and travels by the required torque Tr *. Depending on the driver's accelerator operation, the running state of the vehicle, etc., the storage ratio SOC of the battery 50 may temporarily increase or decrease relatively relatively with respect to the target ratio SOC *. Therefore, if the target ratio information 94 is not displayed on the display 90 (see FIG. 10), the driver cannot grasp the target ratio SOC *, and the power storage ratio SOC of the battery 50 becomes the target ratio SOC *. Even when the battery 50 is charged and discharged, it is difficult to grasp the state. In the embodiment, in order to improve this point, the target ratio information 94 is displayed on the display 90 in addition to the power storage ratio information 92 as illustrated in FIG. Thereby, in addition to the power storage ratio SOC, the target ratio SOC * can be grasped by the driver, and the driver can grasp the state of management of the power storage ratio SOC of the battery 50. In particular, when the driver turns on the EV priority cancel SW 89 while traveling in the electric travel priority mode, the driver travels in the electric travel priority mode, which is relatively easy to reduce the storage ratio SOC of the battery 50. However, since it is considered that the vehicle 50 desires to travel in the hybrid travel priority mode in which the vehicle 50 can travel without significantly reducing the power storage rate SOC of the battery 50, the target rate information 94 is displayed on the display 90 in addition to the power storage rate information 92. Thus, it is significant that the driver can grasp the state of management of the storage ratio SOC of the battery 50. When the engine 22 is stopped and the vehicle is running by electric driving, the battery 50 cannot be charged / discharged so that the storage ratio SOC of the battery 50 becomes the target ratio SOC *. Information 94 is not displayed on the display 90.

  According to the hybrid vehicle 20 of the embodiment described above, when the vehicle travels by hybrid travel that uses the power output from the engine 22 and the power input / output from the motor MG2, the storage rate SOC of the battery 50 is the target. The engine 22 and the motors MG1, MG2 are controlled so that the vehicle travels with the required torque Tr * as well as the ratio SOC *, and the storage ratio information 92 indicating the storage ratio SOC of the battery 50 and the target ratio information 94 indicating the target ratio SOC * Is displayed on the display 90, the driver can understand the state of management of the storage ratio SOC of the battery 50 by allowing the driver to grasp the storage ratio information 92 and the target ratio information 94. it can.

  In the hybrid vehicle 20 of the embodiment, the target ratio information 94 is not displayed on the display 90 when the vehicle is electrically driven. However, when the vehicle is driven by the electrically driven vehicle in the hybrid vehicle priority mode, the travel mode setting routine of FIG. The value set in step S200 or step S220 may be displayed on the display 90 as the target ratio information 94. Incidentally, when the electric travel is performed in the electric travel priority mode, the electric travel priority mode is generally a mode for the purpose of reducing the storage ratio SOC of the battery 50 until the next system stop, and the target ratio SOC * is Since it does not become a constant value (see the process in step S312 of the electric travel priority mode drive control routine of FIG. 3), it is considered that the target ratio information 94 need not be displayed on the display 90.

  In the hybrid vehicle 20 of the embodiment, when traveling in the electric travel priority mode, regardless of whether or not the engine 22 is in operation (when the electric travel priority mode drive control routine of FIG. 3 is executed). The storage ratio SOC of the battery 50 is set to the target ratio SOC *, but the storage ratio SOC of the battery 50 when starting the engine 22 may be set to the target ratio SOC *.

  In the hybrid vehicle 20 of the embodiment, when the EV priority canceling switch SW89 is turned on and the traveling mode is switched to the electric traveling priority mode while traveling in the electric traveling priority mode, the battery 50 when the traveling mode is switched. Is set to the target ratio SOC *. However, the storage ratio SOC of the battery 50 when the traveling mode is switched and a predetermined upper limit value Slim (for example, 60%, 70%, 80%, etc.) ) May be set as the target ratio SOC *.

  In the hybrid vehicle 20 of the embodiment, the EV priority cancel SW 89 is provided. However, such a switch may not be provided.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the drive shaft 32 connected to the drive wheels 39a and 39b. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. The power from MG2 may be output to an axle (an axle connected to wheels 39c and 39d in FIG. 12) different from an axle (an axle connected to drive wheels 39a and 39b) to which drive shaft 32 is connected. .

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the motor MG2 corresponds to a “motor”, the battery 50 corresponds to a “secondary battery”, and the display 90 Corresponds to “display means”, and when traveling by hybrid traveling using the power output from the engine 22 and the power input / output from the motor MG2, the storage ratio SOC of the battery 50 is equal to the target ratio SOC *. The target rotational speed Ne * and target torque Te * of the engine 22 and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set and transmitted to the engine ECU 24 and the motor ECU 40 so as to travel with the required torque Tr *. The electric travel priority mode drive control routine and the hybrid travel priority mode drive control routine of FIG. 4 are executed. The electronic control unit 70 for hybrid and the target rotational speed Ne * and the target torque Te * of the engine 22 are received from the electronic control unit 70 for hybrid and the engine based on the received target rotational speed Ne * and target torque Te *. Engine ECU 24 that controls motor 22, motor ECU 40 that receives motor torque commands Tm 1 * and Tm 2 * from hybrid electronic control unit 70 and controls motors MG 1 and MG 2 based on received torque commands Tm 1 * and Tm 2 *, Corresponds to “control means”. When the vehicle travels by hybrid traveling, the hybrid electronic system executes the display control routine of FIG. 9 for displaying the storage ratio information 92 indicating the storage ratio SOC of the battery 50 and the target ratio information 94 indicating the target ratio SOC * on the display 90. The control unit 70 corresponds to “display control means”.

  Here, the “internal combustion engine” of the present invention is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and can output power for traveling such as a hydrogen engine. Any type of internal combustion engine may be used. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator as long as it can generate power using power from an internal combustion engine, such as an induction motor. It doesn't matter. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can output power for traveling, such as an induction motor. The “secondary battery” is not limited to the battery 50 configured as a lithium ion secondary battery, but includes a generator, an electric motor and electric power such as a nickel hydride secondary battery, a nickel cadmium secondary battery, and a lead storage battery. Any type of secondary battery may be used as long as exchange is possible. The “display unit” is not limited to the display 90, and any display unit can be used as long as it can display information. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, when traveling by hybrid traveling using the power output from the engine 22 and the power input / output from the motor MG2, the storage ratio SOC of the battery 50 is set to the target ratio SOC *. At the same time, the engine 22 and the motors MG1 and MG2 are controlled by setting the target rotational speed Ne * and target torque Te * of the engine 22 and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 so as to travel with the required torque Tr * It is not limited to what is to be performed, and when traveling by hybrid travel, the power storage ratio that is the ratio of the amount of power stored in the secondary battery to the total capacity becomes the target ratio and the required torque required for travel Anything that controls the internal combustion engine, generator and motor to run It may be. The “display control means” is limited to that which displays on the display 90 power storage ratio information 92 indicating the power storage ratio SOC of the battery 50 and target ratio information 94 indicating the target ratio SOC * when traveling by hybrid travel. However, the present invention is not limited to this, and any device may be used as long as the display unit is controlled so that information indicating the storage ratio and information indicating the target ratio are displayed.

  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, 120 Hybrid vehicle, 22 engine, 26 crankshaft, 30 planetary gear, 32 drive shaft, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery , 51a voltage sensor, 51b current sensor, 51c temperature sensor, 54a high voltage system power line, 54b battery voltage system power line, 55 boost converter, 56 system main relay, 57, 58 capacitor, 57a, 58a voltage sensor, 60 charger , 62 Relay, 64 DC / DC converter, 66 AC / DC converter, 68 Power cord, 69 Connection detection sensor, 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, 89 EV priority cancel switch, 90 display, MG1, MG2 motor .

Claims (3)

An internal combustion engine capable of outputting power for traveling, a generator capable of generating power using power from the internal combustion engine, an electric motor capable of outputting power for traveling, and exchange of electric power with the generator and the motor A hybrid battery that travels using only the power output from the electric motor and the power output from the internal combustion engine and the power output from the motor. It is a hybrid car that can
Display means capable of displaying information;
When traveling by the hybrid travel, the internal combustion engine and the internal combustion engine are configured so that the power storage ratio, which is the ratio of the power storage amount stored in the secondary battery to the total capacity, becomes a target ratio and travels with the required torque required for travel. Control means for controlling the generator and the motor;
Display control means for controlling the display means to display information indicating the power storage ratio and information indicating the target ratio;
A hybrid car with The hybrid vehicle according to claim 1,
A charger that is connected to an external power source in a system-stopped state and charges the secondary battery using power from the external power source;
When the power storage ratio is greater than or equal to the first predetermined ratio at the time of system startup, the electric travel is prioritized over the hybrid travel until the power storage ratio becomes less than a second predetermined ratio that is smaller than the first predetermined ratio. When the electric travel priority mode for traveling is set to the travel mode and the electric travel priority mode is not set to the travel mode, the hybrid travel priority mode for prioritizing the hybrid travel over the electric travel is set to the travel mode. Driving mode setting means to set to,
With
When the hybrid travel priority mode is set to the travel mode by the travel mode setting means because the power storage ratio has become less than the second predetermined ratio, the control means is more than the second predetermined ratio. Means for setting a third predetermined ratio smaller than the first predetermined ratio as the target ratio;
Hybrid car. A hybrid vehicle according to claim 2,
A hybrid setting switch for instructing the hybrid setting that is the setting of the hybrid driving priority mode and the cancellation of the hybrid setting;
The driving mode setting means sets the hybrid driving priority mode to the driving mode when the hybrid setting switch is instructed when the electric driving priority mode is set to the driving mode. And
The control means, when the hybrid setting priority is set by the hybrid setting switch and the hybrid driving priority mode is set to the driving mode by the driving mode setting means, the hybrid driving priority is set by the driving mode setting means. Means for setting the power storage ratio when the mode is set to the travel mode to the target ratio;
Hybrid car.

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