JP2012153220A - Hybrid vehicle and control method therefor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure a travel distance by preventing generation of an abnormal voltage such as an overvoltage inside an electrical system in battery-less travel of a hybrid vehicle.SOLUTION: This hybrid vehicle 20 executes battery-less travel by turning off an SMR 55 when a battery 50 is abnormal. An HVECU 70 sets upper and lower limit ranges of an electric power variation amount of an electric power line 54 which can be generated by an output torque of MG1 and MG2 on the basis of torque upper and lower limit ranges of the MG1 and the MG2 during the battery-less travel, and calculates a command value of the electric power variation amount necessary for causing a voltage VH of the electric power line 54 to approach the voltage command value. The HVECU 70 determines the propriety of the electric power control by the output torque of the MG1 and the MG2 on the basis of the comparison between the command value and the upper and lower limit ranges.

Description

  The present invention relates to a hybrid vehicle and a control method therefor, and more specifically to travel control of a hybrid vehicle having a travel mode in which an in-vehicle power storage device is not used.

  In recent years, hybrid vehicles equipped with a traveling motor and an internal combustion engine have attracted attention as environmentally friendly automobiles. As one aspect of a drive system of a hybrid vehicle, an engine, an electric motor, and a generator are known that are mechanically connected via a power split mechanism configured with a planetary gear.

  JP 2007-196733 A (Patent Document 1), JP 2008-279978 A (Patent Document 2) and JP 2007-137373 A (Patent Document 3) disclose a hybrid vehicle having such a drive system. Describes a traveling control in a case where the battery is disconnected from the electrical system and travels (hereinafter also referred to as battery-less traveling) in a state where charging and discharging of the in-vehicle power storage device is prohibited.

  In Patent Document 1, when running on a battery, a torque command value for an electric motor is set based on power generated by the generator and a correction torque for adjusting the voltage across the terminals of the smoothing capacitor to be equal to or lower than the withstand voltage. Is described.

  In Patent Document 3, in order to quickly respond to the required torque required for the drive shaft during battery-less traveling, a generator is generated when the difference between the target engine speed and the current engine speed is greater than or equal to a predetermined value. It is described that the inverter is gate-cut off. It also describes that when the difference between the target engine speed and the current engine speed is small, the output torque of the motor and the generator is set based on feedback control for matching the capacitor voltage to the target voltage. Yes.

JP 2007-196733 A JP 2008-279978 A JP 2007-137373 A

  In battery-less traveling of a hybrid vehicle described in Patent Documents 1 and 3, power control for controlling the DC voltage (smoothing capacitor voltage) on the inverter DC side is executed by the torque of the generator and / or the motor. However, depending on the vehicle state, if the torque necessary for vehicle travel is secured, there is a possibility that the torque for power control cannot be secured. Under such a state, if the battery-less running described in Patent Documents 1 and 3 is continued, the power balance is lost due to a shortage of torque for power control, so that the accumulated power of the smoothing capacitor gradually increases. Or it decreases. As a result, when a voltage abnormality such as an overvoltage occurs, it becomes difficult to drive the electric motor thereafter, and there is a possibility that traveling cannot be continued.

  The present invention has been made to solve such problems, and an object of the present invention is to prevent the occurrence of voltage abnormality such as overvoltage in the electric system during battery-less running of a hybrid vehicle. Is to secure the mileage.

  In one aspect of the present invention, a hybrid vehicle includes an internal combustion engine, a generator, a motor, a power storage device, and a power control unit. The internal combustion engine is configured to have a power transmission path between the internal combustion engine and the drive shaft. The generator is configured to generate power using at least a part of the power of the internal combustion engine. The electric motor is configured to have a power transmission path with the drive shaft. The power storage device is electrically connected via a switch to a power line electrically connected to both the electric motor and the generator. The power control unit is configured to control the output torque of the generator and the motor so as to control the voltage of the power line while generating the vehicle driving force in the traveling state in which the switch is opened. In particular, the power control unit sets an upper and lower limit range of the power change amount of the power line that can be generated by the output torque of the motor and the generator based on the torque range of the generator and the motor, and sets the voltage of the power line to the voltage command value. A command value for the amount of power change necessary for control is calculated. And a power control part determines the propriety of the power control by the output torque of an electric motor and a generator based on the comparison with a command value and an upper / lower limit range.

  Preferably, the power control unit includes a power control range setting unit, a control calculation unit, and a control determination unit. The power control range setting unit calculates the upper limit value and the lower limit value of the amount of power change that can be generated by the output torque of the motor and the generator based on the upper limit torque of the motor and the lower limit torque of the generator for generating vehicle driving force. To do. The control calculation unit calculates a command value based on a deviation between the voltage of the power line and the voltage command value. The control determination unit determines whether or not power control is possible based on the voltage of the power line when the command value is outside the range from the upper limit value to the lower limit value.

  Preferably, each of the electric motor and the generator is a permanent magnet motor. The hybrid vehicle includes first and second power converters. The first power converter is electrically connected between the power line and the generator so as to perform bidirectional power conversion between the power line and the generator to control the output torque of the generator. Composed. The second power converter is electrically connected between the power line and the motor and is configured to perform bidirectional power conversion between the power line and the motor to control the output torque of the motor. . Then, when it is determined that power control is impossible in the traveling state in which the switch is opened, the hybrid vehicle is controlled to stop the operation of the first power converter and continue traveling.

  More preferably, when the voltage of the power line is within a predetermined voltage range, the power control unit sets the command value so as to limit the range from the upper limit value to the lower limit value.

  Preferably, in the hybrid vehicle, when the rotation speed of any two of the first to third rotation elements is determined, the rotation speed of the remaining one rotation element is determined and A differential device is further provided that is configured to input / output power to / from the remaining one rotating element based on power input / output to / from any two rotating elements of the third rotating elements. The first rotating element is mechanically connected to the output shaft of the internal combustion engine, the second rotating element is mechanically connected to the output shaft of the generator, and the third rotating element is a drive shaft and Mechanically connected to the output shaft of the motor.

  In another aspect of the present invention, there is provided a method for controlling a hybrid vehicle, wherein the hybrid vehicle has an internal combustion engine configured to have a power transmission path between the hybrid vehicle and at least a part of the power of the internal combustion engine. A power generator that is used to generate power, a motor configured to have a power transmission path between the drive shaft, and a power line electrically connected to both the motor and the generator via a switch. And a power storage device that is electrically connected. The control method includes a step of opening the switch when an abnormality of the power storage device is detected during traveling, and setting a torque range of the generator and motor for vehicle traveling in the traveling state in which the switch is opened. A step of calculating an upper and lower limit range of a power change amount of the power line that can be generated by the output torque of the electric motor and the generator based on the set torque range, and for controlling the voltage of the power line to a voltage command value A step of calculating a command value of a required power change amount, and a step of determining whether or not power control is possible based on the output torque of the motor and the generator based on a comparison between the command value and the upper and lower limit ranges.

  Preferably, the step of determining includes a step of determining whether or not power control is possible based on the voltage of the power line when the command value is outside the upper and lower limit range.

  Preferably, each of the electric motor and the generator is a permanent magnet motor. The hybrid vehicle is electrically connected between the power line and the generator, and the first power for performing bidirectional power conversion between the power line and the generator to control the output torque of the generator. A converter and a second power converter electrically connected between the power line and the motor for performing bidirectional power conversion between the power line and the motor to control the output torque of the motor; Is further provided. The control method further includes a step of controlling to stop the operation of the first power converter and to continue traveling when it is determined that power control is impossible in the traveling state in which the switch is opened.

  More preferably, the determining step is limited to a range from the upper limit value to the lower limit value when the command value is outside the range from the upper limit value to the lower limit value and the voltage of the power line is within a predetermined voltage range. Set the command value to

  According to the present invention, in battery-less traveling of a hybrid vehicle, it is possible to secure a traveling distance by preventing occurrence of voltage abnormality such as overvoltage in the electric system.

1 is a schematic configuration diagram of a hybrid vehicle according to an embodiment of the present invention. FIG. 2 is a circuit diagram of an electric system for driving and controlling the motor generator shown in FIG. 1. FIG. 2 is a collinear diagram when the hybrid vehicle shown in FIG. 1 is running. It is a functional block diagram for electric power control in the battery-less traveling control by the hybrid vehicle control device according to the embodiment of the present invention. It is a conceptual diagram which shows the relationship between a system voltage and a torque upper limit. It is a flowchart which shows the control processing of the electric power control in the battery-less driving control by the control apparatus of the hybrid vehicle by embodiment of this invention. It is a functional block diagram for battery-less traveling control by the control apparatus of the hybrid vehicle by embodiment of this invention. It is a flowchart which shows the control processing of the battery-less driving control by embodiment of this invention. It is a conceptual diagram explaining the setting method of the upper and lower limit range of a driving torque.

  Embodiments of the present invention will be described below in detail with reference to the drawings. In the following, the same or corresponding parts in the drawings are denoted by the same reference numerals, and the description thereof will not be repeated in principle.

FIG. 1 is a schematic configuration diagram of a hybrid vehicle according to an embodiment of the present invention.
Referring to FIG. 1, hybrid vehicle 20 according to the present embodiment includes an engine 22, a crankshaft 26 as an output shaft of engine 22, a torsional damper 28, a three-shaft power split mechanism 30, a battery. 50. The crankshaft 26 is connected to the power split mechanism 30 via a torsional damper 28.

  Hybrid vehicle 20 further includes an electronic control unit for hybrid (hereinafter referred to as “HVECU”) that controls motor generators MG1 and MG2 (hereinafter simply referred to as MG1 and MG2), transmission 60, and the entire drive system of hybrid vehicle 20. 70).

  MG2 is coupled to power split mechanism 30 via transmission 60. Each of MG1 and MG2 can output both positive torque and negative torque, and can be driven as an electric motor as well as a generator.

  The engine 22 is an “internal combustion engine” that outputs power using a hydrocarbon fuel such as gasoline or light oil. The engine electronic control unit (hereinafter also referred to as “engine ECU”) 24 receives signals from various sensors that detect the operating state of the engine 22 such as the crank angle of the crankshaft 26 from the crank angle sensor 23. The engine ECU 24 communicates with the HVECU 70 and receives a control command for the engine 22 from the HVECU 70. The engine ECU 24 performs fuel injection control, ignition control, intake air amount control, etc. of the engine 22 so that the engine 22 operates in accordance with a control command from the HVECU 70 based on the operation state of the engine 22 based on signals from various sensors. Execute engine control. Furthermore, the engine ECU 24 outputs data relating to the operating state of the engine 22 to the HVECU 70 as necessary.

  The power split mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed 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, and a carrier 34. The carrier 34 is configured to hold the plurality of pinion gears 33 so as to rotate and revolve freely. The power split mechanism 30 is configured as a planetary gear mechanism that performs a differential action with the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements.

  The crankshaft 26 of the engine 22 is connected to the carrier 34, and the output shaft of the MG1 is connected to the sun gear 31 via the sun gear shaft 31a. The ring gear shaft 32 a as a “drive shaft” rotates as the ring gear 32 rotates. The output shaft of MG2 is connected to the ring gear shaft 32a via the transmission 60. Hereinafter, the ring gear shaft 32a is also referred to as a drive shaft 32a.

  The drive shaft 32a is mechanically coupled to the drive wheels 39a and 39b via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32, that is, the drive shaft 32 a by the power split mechanism 30 is output to the drive wheels 39 a and 39 b via the gear mechanism 37 and the differential gear 38.

  Thus, the power split mechanism 30 corresponds to a “differential device”. The carrier 34 corresponds to a “first rotating element”, the sun gear 31 corresponds to a “second rotating element”, and the ring gear 32 corresponds to a “third rotating element”.

  The transmission 60 is configured to give a predetermined reduction ratio Gr between the output shaft 48 of the MG 2 and the drive shaft 32a. The transmission 60 is typically constituted by a planetary gear mechanism. The transmission 60 includes an external gear sun gear 65, an internal gear ring gear 66 arranged concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. Since the planetary carrier is fixed to the case 61, the plurality of pinion gears 67 only rotate without revolving. That is, the ratio (reduction ratio) of the rotational speeds of the sun gear 65 and the ring gear 66 is fixed.

  The configuration of the transmission 60 is not limited to the example of FIG. Further, the output shaft of the MG 2 and the ring gear shaft (drive shaft) 32a may be connected without using the transmission 60.

  When MG1 functions as a generator, power from engine 22 input from carrier 34 is distributed to sun gear 31 side and ring gear 32 side according to the gear ratio. On the other hand, when MG 1 functions as an electric motor, the power from engine 22 input from carrier 34 and the power from MG 1 input from sun gear 31 are integrated and output to ring gear 32.

  MG1 and MG2 are typically configured by a three-phase permanent magnet type synchronous motor. MG1 and MG2 exchange power with battery 50 via converter 40 and inverters 41 and 42. Each of inverters 41 and 42 is configured by a general three-phase inverter having a plurality of switching elements.

  The battery 50 is shown as a representative example of the “power storage device”. As the battery 50, a lithium ion secondary battery or a nickel hydride secondary battery is typically applied. However, instead of the battery 50, another power storage device such as an electric double layer capacitor, or a combination of a secondary battery and another power storage device may be used.

  The battery 50 is managed by a battery electronic control unit (hereinafter also referred to as “battery ECU”) 52. A signal necessary for managing the battery 50 is input to the battery ECU 52. For example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, a charge / discharge current of the battery 50 from a current sensor (not shown), a battery temperature from a temperature sensor (not shown) attached to the battery 50, and the like. Is input to the battery ECU 52. The battery ECU 52 outputs data related to the state of the battery 50 to the HVECU 70 by communication as necessary. In addition, in order to manage the battery 50, the battery ECU 52 also calculates a remaining capacity (SOC: State of Charge) based on the integrated value of the charge / discharge current detected by the current sensor.

  The battery 50, the SMR (System Main Relay) 55, the converter 40, and the inverters 41 and 42 constitute an electric system of the hybrid vehicle 20. SMR 55 is arranged between battery 50 and converter 40.

  FIG. 2 is a circuit diagram of an electrical system for driving and controlling MG1 and MG2 shown in FIG.

  Referring to FIG. 2, when SMR 55 is off, battery 50 is disconnected from the electrical system. When SMR 55 is on, battery 50 is connected to the electrical system. The SMR 55 is turned on / off in response to a control signal from the HVECU 70. For example, in a state where the ignition switch 80 is turned on, the user performs an operation for starting operation, thereby instructing activation of the electric system. When the activation of the electric system is instructed, the HVECU 70 turns on the SMR 55.

  Converter 40 has a general boost chopper circuit configuration including a reactor and two power semiconductor switching elements (hereinafter also simply referred to as switching elements). As the power semiconductor switching element, a bipolar transistor, a power MOSFET (Metal Oxide Semiconductor Field-Effect Transistor), an IGBT (Insulated Gate Bipolar Transistor), or the like can be used. An antiparallel diode is connected to each switching element.

  Inverter 41 connected to MG1 includes a U-phase arm, a V-phase arm, and a W-phase arm. The U-phase arm, V-phase arm and W-phase arm are connected in parallel. Each of the U-phase arm, the V-phase arm, and the W-phase arm has two switching elements connected in series. Each switching element is provided with an antiparallel diode.

  The phase coils (U, V, W) wound around the stator (not shown) of MG1 are alternately connected at the neutral point 112. The connection point of the switching element in each phase arm of inverter 41 is connected to the end of each phase coil of MG1.

  Similarly to the inverter 41, the inverter 42 has a general three-phase inverter configuration. The phase coils (U, V, W) wound around the stator (not shown) of MG2 are alternately connected at the neutral point 122. The connection point of the switching element in each phase arm of inverter 42 is connected to the end of each phase coil of MG2.

  When the electric power discharged from the battery 50 is supplied to MG1 or MG2, the voltage is boosted by the converter 40. Conversely, when the battery 50 is charged with the electric power generated by the MG1 or MG2, the voltage is stepped down by the converter 40.

  System voltage VH, which is a DC voltage on power line 54 between converter 40 and inverters 41 and 42, is detected by voltage sensor 180. The detection result of voltage sensor 180 is transmitted to motor ECU 45.

  Converter 40 performs bidirectional DC voltage conversion between system voltage VH and voltage Vb of battery 50. The duty of the switching element of converter 40 is controlled such that system voltage VH of power line 54 matches voltage command value VHr.

  The inverter 41 converts the DC voltage on the power line 54 into an AC voltage by turning on and off the switching element. The converted AC voltage is supplied to MG1. Further, the inverter 41 converts AC power generated by the regenerative power generation by the MG 1 into DC power.

  Similarly, the inverter 42 converts the DC voltage on the power line 54 into an AC voltage and supplies it to MG2. Inverter 42 also converts AC power generated by regenerative power generation by MG 2 into DC power.

  As described above, the power line 54 that electrically connects the converter 40 and the inverters 41 and 42 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42. For this reason, the electric power generated by either MG1 or MG2 can be consumed by another motor. Therefore, the battery 50 is charged / discharged by electric power generated from either MG1 or MG2 or insufficient power. Note that the battery 50 is not charged / discharged if the power balance is balanced by MG1 and MG2.

  Both MG 1 and MG 2 are driven and controlled by a motor electronic control unit (hereinafter also referred to as “motor ECU”) 45. Signals necessary for driving and controlling MG1 and MG2 are input to motor ECU 45. For example, signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of MG1 and MG2 and phase currents applied to MG1 and MG2 detected by a current sensor (not shown) are input to the motor ECU 45. Is done. Based on the signals from the rotational position detection sensors 43 and 44, the rotational speeds of the MG1 and MG2 can be detected.

  The motor ECU 45 is in communication with the HVECU 70 and drives and controls the MG1 and MG2 in accordance with an operation command from the HVECU 70. Specifically, motor ECU 45 outputs a switching control signal to inverters 41 and 42 so that the output torques of MG1 and MG2 match torque command values Tr1 and Tr2. For example, motor ECU 45 calculates the output voltage command (AC voltage) of inverters 41 and 42 based on the deviation between the current command value set according to torque command values Tr1 and Tr2 and the detected current value of MG1 and MG2. . Then, the switching control signals of the inverters 41 and 42 are generated so that the pseudo AC voltage output from the inverters 41 and 42 approaches each output voltage command, for example, according to pulse width modulation control. The inverter 41 corresponds to a “first power converter”, and the inverter 42 corresponds to a “second power converter”.

  Referring again to FIG. 1, HVECU 70 is configured as a microprocessor centered on a CPU (Central Processing Unit) 72. The HVECU 70 includes a CPU 72, a ROM (Read Only Memory) 74 that stores processing programs, maps, and the like, a RAM (Random Access Memory) 76 that temporarily stores data, and an input / output port and a communication port (not shown). . The HVECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83. Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port.

  Further, as described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 45, and the battery ECU 52 via the communication port. Accordingly, the HVECU 70 exchanges various control signals and data with other ECUs. Note that the engine ECU 24, the motor ECU 45, and the battery ECU 52 can also be configured by a microprocessor, similar to the HVECU 70. In FIG. 1, the HVECU 70, the engine ECU 24, the motor ECU 45, and the battery ECU 52 are described as separate ECUs, but an ECU in which some or all of these functions are integrated may be arranged. Or you may arrange | position ECU so that the function of each ECU shown in figure may be divided | segmented further.

  The HVECU 70 executes travel control for performing travel suitable for the vehicle state. For example, when starting the vehicle and traveling at a low speed, the hybrid vehicle 20 travels by the output of MG2 with the engine 22 stopped. During steady running, the engine 22 is started, and the hybrid vehicle 20 runs by the outputs of the engine 22 and MG2. In particular, the fuel efficiency of the hybrid vehicle 20 is improved by operating the engine 22 at a highly efficient operating point.

  When engine 22, MG1 and MG2 are connected via power split device 30, the rotational speeds of engine 22, MG1 and MG2 are connected in a collinear diagram as shown in FIG.

  Referring to FIG. 3, during traveling, MG2 mainly operates as a “motor”, and MG1 mainly operates as a “generator”. Hereinafter, the torque and rotation speed of MG2 are also expressed as Tm and Nm, and the torque and rotation speed of MG1 are also expressed as Tg and Ng.

  The engine 22 is controlled by the engine ECU 24 (FIG. 1) so as to operate at an operating point (engine speed Ne and engine torque Te) determined based on the engine required power.

  The torque Tg and the rotational speed Ng of MG1 are controlled so that the engine rotational speed Ne becomes a target rotational speed according to the operating point. As described above, during normal traveling, MG1 outputs negative torque (Tg <0) and enters a state of generating electricity.

  At this time, the direct torque Tep transmitted to the drive shaft 32a by the torque Tg output so as to handle the reaction force of the engine torque Te is expressed as Tep = −Tg × (1 / ρ). Note that ρ is a gear ratio in the power split mechanism 30.

  On the other hand, the torque generated in the drive shaft 32a by the torque Tm of MG2 using the gear ratio (reduction ratio) Gr of the transmission 60 is represented by Tm × Gr. Therefore, the following equation (1) is established for the drive torque Tp acting on the drive shaft 32a (ring gear 32).

Tp = Tm × Gr−Tg × (1 / ρ) (1)
In the hybrid vehicle 20, when an abnormality occurs in the battery 50 and charging / discharging is prohibited, the SMR 55 is turned off, and the battery 50 is disconnected from the electric system, and the vehicle continues to travel according to the alignment chart shown in FIG. 3. To do. Hereinafter, traveling without using the battery 50 is referred to as “battery-less traveling”, and traveling control during battery-less traveling is referred to as “battery-less traveling control”.

  During battery-less travel, the battery 50 cannot be used as a power buffer. For this reason, the input / output power ΔP for the entire MG1 and MG2 is directly input / output to / from the power line 54 (smoothing capacitor C0). ΔP is expressed by the following equation (2). When ΔP <0, power is supplied from the MG1, MG2 to the power line 54 (the power generation side of the MG1, MG2), and when ΔP> 0, power is supplied from the power line 54 to the MG1, MG2 (MG1, MG2 Power consumption side).

ΔP = Tm × Nm + Tg × Ng (2)
During battery-less travel, the system voltage VH of the power line 54 changes according to the input / output power ΔP according to the relationship P = (½) × C × VH × VH. Note that the capacitance of the smoothing capacitor C0 is C. Therefore, the voltage change ΔVH due to ΔP is expressed by the following equation (3). When ΔP <0, where the power generated by MG1 is larger than the power consumed by MG2, ΔVH> 0, and the system voltage VH increases.

ΔP = − (C / 2) × 2 × VH × ΔVH
= −C × VH × ΔVH (3)
If system voltage VH fluctuates, it will lead to torque fluctuations of MG1 and MG2, and therefore, system voltage VH is preferably controlled to voltage command value VHr even during battery-less running where converter 40 cannot be used.

  For this reason, during battery-less traveling, it is preferable to execute power control based on the output torque of MG1 and MG2 so as to control system voltage VH by adjusting input / output power ΔP of power line 54.

  On the other hand, from the viewpoint of securing vehicle driving force, the output torque of MG1 and MG2 that can be used for power control may be restricted. In such a state, the system voltage VH may gradually increase or decrease due to the continual excess or deficiency of the input / output power ΔP despite the power control being executed. As a result, when a voltage abnormality occurs such that the system voltage VH reaches the administrative upper limit voltage or the lower limit voltage, the operation of the inverters 41 and 42 may be disabled, and further continuation of travel may not be possible. There is.

  Therefore, in the present embodiment, it is sequentially determined whether or not the voltage can be maintained by the power control while executing both the securing of the vehicle driving force and the power control for controlling the system voltage VH. Such battery-less traveling control is executed.

  FIG. 4 is a functional block diagram for power control in battery-less travel control by the hybrid vehicle control apparatus according to the embodiment of the present invention. Each functional block described in FIG. 4 can be realized by hardware processing and / or software processing by the HVECU 70.

  Referring to FIG. 4, power control unit 400 in battery-less travel includes a power control range setting unit 410, a control calculation unit 420, and a power control determination unit 430.

  MG torque upper and lower limit setting unit 300 sets torque upper limit value T1max and torque lower limit value T1min of MG1, and torque upper limit value T2max and torque lower limit value T2min of MG2 in the control cycle.

  For example, as shown in FIG. 5, the torque upper limit value is determined by the system voltage and the rotation speed of the motor generator in the control cycle.

  Referring to FIG. 5, the upper limit torque that can be output by each of MG1 and MG2 varies depending on the MG rotation speed and the system voltage. Under the same MG speed, the lower the system voltage VH, the lower the upper limit torque that can be output. On the other hand, under the same system voltage, the upper limit torque that can be output decreases as the rotational speed increases.

  Even when the torque and / or the rotational speed are in a negative range, the same relationship as described above is established among the absolute value of the MG torque, the absolute value of the MG rotational speed, and the system voltage VH. Therefore, in each control cycle, the torque upper limit values T1max and T2max and / or the torque lower limit values T1min and T2min can be set in light of the system voltage VH and the rotational speed (Ng, Ne).

  Alternatively, torque upper limit values T1max, T2max and / or torque lower limit values are used in order to limit the increase in torque (absolute value) from the viewpoint of component / equipment protection from excessive rotation of the rotating elements and excessive temperatures of MG1 and MG2. Values T1min and T2min may be set.

  Further, in order to suppress steep torque fluctuations, the torque upper and lower limits T1max and T1min of MG1 and the torque upper and lower limits T2max of MG2 are limited so as to limit the amount of change from the output torque in the previous control cycle to a predetermined value or less. , T2min may be set.

  The MG torque upper and lower limit setting unit 300 sets the torque upper limit values T1max and T2max and the torque lower limit values T1min and T2min in each control cycle by integrating the above viewpoints.

  Referring to FIG. 4 again, power control range setting unit 410 calculates the upper and lower limit ranges of power change amount ΔP that can be generated on power line 54 by power control using the output torque of MG1 and MG2. Specifically, power control range setting unit 410 secures the minimum driving force of hybrid vehicle 20 based at least on the torque upper and lower limit ranges of MG1 and MG2 set by MG torque upper and lower limit setting unit 300. MG1 lower limit torque and MG2 upper limit torque are set. Based on the MG1 lower limit torque and the MG2 upper limit torque, the upper and lower limit range of ΔP is calculated. The power control range setting unit 410 sets the upper limit value Prmax and the lower limit value Prmin of the command value (power command value) of the input / output power of the power line 54 based on the upper and lower limit range of ΔP. Prmax to Prmin correspond to upper and lower limit ranges of the amount of power change that can be generated in the power line 54 by power control using the MG1 and MG2 torques.

  Based on system voltage VH and voltage command value VHr of system voltage, control calculation unit 420 calculates power correction command value ΔPr and power command value Pr including ΔPr. The power correction command value ΔPr indicates the amount of change in input / output power of the power line 54 for bringing the system voltage VH close to the voltage command value VHr. The power correction command value ΔPr is set to a negative value (ΔPr <0) when the power of the power line 54 is insufficient, and is set to a positive value (ΔPr> 0) when the power of the power line 54 is excessive.

  The power control determination unit 430 determines whether power control is possible based on a comparison between the power command value Pr * from the control calculation unit 420 and the power command upper limit value Prmax and the power command lower limit value Prmin from the power control range setting unit 410. And a final power command value Pr is set. In addition, the power control determination unit 430 generates a flag Fbl indicating the power control availability determination result.

  Next, control processing for realizing the batteryless travel control according to the functional block diagram shown in FIG. 4 will be described with reference to the flowchart of FIG.

  The control processing shown in the flowchart shown in FIG. 6 is executed at predetermined control cycles during battery-less travel control. Note that the control processing in each step shown in FIG. 6 is executed by software processing and / or hardware processing by the HVECU 70.

  Referring to FIG. 6, HVECU 70 sets MG1 lower limit torque Tgmin and MG2 upper limit torque Tmmax for ensuring a minimum driving force in step S50. The MG1 lower limit torque and the MG2 upper limit torque generate a minimum drive torque and the original torque upper limit values T1max and T2max and torque lower limit values T1min and T2min set by the function of the MG torque upper and lower limit setting unit 300 in FIG. Is set based on a predetermined condition. The predetermined condition is, for example, Tg <−ε (that is, T1max = −ε) and Tm> ε (that is, T2min = ε) (ε is a positive constant).

  In step S52, the HVECU 70 calculates the lower limit value ΔPmin (MG1 and MG2 are on the power generation side) of the power change amount ΔP from the MG1 lower limit torque Tgmin according to the following equation (4).

ΔPmin = Tgmin / (ρ × Gr) × Nm + Tgmin × Ng
= Tgmin × (Ng + Nm / (ρ × Gr)) (4)
Equation (4) is obtained by substituting Tg = Tgmin and Tm = Tgmin / (ρ × Gr) into Equation (2). By setting Tp = 0 in equation (1), the relationship Tm = Tg / (ρ × Gr) is obtained.

  Further, in step S53, HVECU 70 calculates an upper limit value ΔPmax of power change amount ΔP (MG1 and MG2 are on the power consumption side) from MG2 upper limit torque Tmmax according to the following equation (5).

ΔPmax = Tmmax × Nm + (Tmmax × Gr × ρ) × Ng
= Tmmax × (Nm + Ng × Gr × ρ) (5)
Equation (5) is obtained by substituting Tm = Tmmax and Tg = Tmmax × Gr × ρ into Equation (2). As described above, by setting Tp = 0 in the equation (1), the relationship of Tg = Tm × Gr × ρ is obtained.

  In step S54, the HVECU 70 calculates the power command upper limit value Prmax from the upper limit value ΔPmax of the power charge amount ΔP according to the following equation (6). The power command upper limit value Prmax is the maximum power value on the power reduction side of the power line 54, that is, the power consumption side of MG1 and MG2.

Prmax = ΔPmax−Ploss−Pax (6)
In Expression (6), Ploss is power loss due to MG1 and MG2. For example, Ploss can be set as a function of the rotational speed for each of MG1 and MG2. Pax is the power consumption of the auxiliary load that operates using the power of the power line 54.

  Similarly, the HVECU 70 calculates the power command lower limit value Prmin from the lower limit value ΔPmin of the power charge amount ΔP according to the following equation (7) in step S56. The power command lower limit value Prmin is the maximum power value on the power increase side of the power line 54, that is, the power generation side of MG1 and MG2.

Prmin = ΔPmin−Ploss−Pax (7)
In this way, the upper and lower limit range of the power command value by the power control using the output torque of MG1 and MG2, that is, the upper and lower limit range of the power change amount that can be generated in the power line 54 by the power control is set. It will be understood that the processing in steps S50 to S54 corresponds to the function of the power control range setting unit 410 in FIG.

  Subsequently, in step S56, the HVECU 70 calculates a power command value Pr * for controlling the system voltage VH to the voltage command value VHr. The processing in step S56 corresponds to the function of the control calculation unit 420 in FIG. For example, power command value Pr * is set according to the following equation (8).

Pr * = ΔPr + Ploss + Pax (8)
In Expression (8), the power correction command value ΔPr indicates a control calculation value obtained by performing the PID control calculation on the voltage deviation (VH−VHr). Note that when VHr> VH, the power command value Pr * changes in the negative direction by the PID control calculation because the power of the power line 54 is insufficient. On the other hand, when VHr <VH, since the power of the power line 54 is excessive, the power command value Pr * changes in the positive direction by the PID control calculation.

  Further, in step S58, the HVECU 70 compares the power command value Pr * calculated in step S56 with the upper and lower limit ranges (Prmax to Prmin) of the power command value set in step S54.

  When the power command value Pr * is within the range of Prmax to Prmin (when YES is determined in S58), the HVECU 70 uses the power command value Pr * calculated in step S56 as it is as the power command value Pr in step S70. .

  On the other hand, when power command value Pr * is outside the range of Prmax to Prmin, system voltage VH cannot be changed toward voltage command value VHr even if power control is continued. That is, if this state continues, the system voltage VH is expected to gradually increase or decrease away from the voltage command value VHr.

  Therefore, when power command value Pr * is outside the range of Prmax to Prmin (NO determination in S58), HVECU 70 determines in step S60 that system voltage VH cannot be stabilized by power control, and This is handled by the processing in steps S62 to S65.

  In step S62, the HVECU 70 determines whether or not the current system voltage VH is within the predetermined voltage range V1 to V2. The lower limit value V1 and the upper limit value V2 of the voltage range are determined in advance so as to have a margin with respect to the control upper limit value Vmax and the control lower limit value Vmin of the system voltage VH (that is, V1> Vmin, V2 <Vmax). If VH> Vmax or VH <Vmin, it is determined that the voltage is abnormal, and driving of the inverters 41 and 42 is prohibited thereafter, so that traveling becomes difficult.

  When the system voltage VH is within the predetermined voltage range V1 to V2, the HVECU 70 executes power control with limitations in step S65. Specifically, Pr = Prmax is set when Pr *> Prmax, and Pr = Prmin is set when Pr * <Prmin. That is, the power control is executed while limiting so that the minimum driving torque set in steps S52 to S54 can be secured.

  On the other hand, when the system voltage VH is outside the predetermined voltage range V1 to V2, the HVECU 70 instructs the battery control to be executed in another driving mode in step S64 without executing the power control. When step S62 is NO, the flag Fbl in FIG. 4 is turned on.

  For example, when the flag Fbl is turned on, MG1 is shut down. When MG1 is shut down, each switching element constituting inverter 41 is fixed off, and the operation of inverter 41 is stopped. As a result, the torque control of MG1 is stopped, and MG1 generates drag torque due to the magnetic field of the permanent magnet that acts as a rotational resistance. The generated power of MG1 is suppressed to the amount of power generated by this counter electromotive force. As a result, the system voltage VH can be prevented from becoming an overvoltage. On the contrary, when the system voltage VH decreases (VH <V1), the operation of the inverter 42 may be stopped by shutting down MG2.

  As described above, in the present embodiment, whether or not the voltage can be maintained by the power control when the power control for controlling the system voltage VH is executed after securing the minimum vehicle driving force. Are sequentially determined. Thereby, it is possible to prevent the system voltage VH from deviating from the normal range by continuing the power control in a state where the power balance is lost.

  Next, batteryless travel control according to the present embodiment incorporating the above-described power control will be described with reference to FIG.

  FIG. 7 is a functional block diagram for batteryless travel control by the hybrid vehicle control apparatus according to the embodiment of the present invention. Each functional block shown in FIG. 7 can also be realized by hardware processing and / or software processing by the HVECU 70.

  Referring to FIG. 7, batteryless travel control unit 500 sets torque command values Tr1 and Tr2 of MG1 and MG2 so as to execute electric power control while generating vehicle driving force during batteryless travel. The batteryless travel control unit 500 includes an MG torque conversion unit 520, a drive torque upper / lower limit setting unit 540, and a drive torque setting unit 550 in addition to the MG torque upper / lower limit setting unit 300 and the power control unit 400 shown in FIG. And an MG torque conversion unit 560 and an MG torque setting unit 570.

  The MG torque conversion unit 520 is a torque required for MG1 and MG2 (hereinafter also referred to as power control torque) T1p for inputting / outputting power according to the power command value Pr set by the power control unit 400 to / from the power line 54. T2p is calculated.

  The drive torque upper / lower limit setting unit 540 corrects the torque upper / lower limit range (T1max to T1min, T2max to T2min) set by the MG torque upper / lower limit setting unit 300 with the power control torques T1p and T2p, thereby driving torque Tp. Set the upper and lower limits.

  The drive torque upper / lower limit setting unit 540 is calculated by the MG1 torque upper / lower limit values T1max, T1min and the MG2 torque upper / lower limit values T2max, T2min set by the MG torque upper / lower limit setting unit 300 and the MG torque conversion unit 520. A torque upper limit value Tpmax and a torque lower limit value Tpmin that can be output to the drive shaft 32a are set based on the power control torques T1p and T2p. As will be described in detail later, the torque upper limit value Tpmax and the torque lower limit value Tpmin are determined by the MG torque upper and lower limit setting unit 300 after the power control torques T1p and T2p by MG1 and MG2 are secured. It defines the upper and lower limit range of the drive shaft torque when it is within the upper and lower limit range.

  The drive torque setting unit 550 sets the torque closest to the required torque Tp * 0 within the upper and lower limit range (Tpmax to Tpmin) of the drive torque set by the drive torque upper / lower limit setting unit 540 to the drive torque command value Tp *. Set.

  The required torque Tp * 0 is set based on the vehicle state of the hybrid vehicle 20 (typically, the vehicle speed V and the accelerator opening Acc), and is a drive shaft torque for generating a vehicle driving force corresponding to a user request. It corresponds to.

  MG torque conversion unit 560 converts drive torque command value Tp * set by drive torque setting unit 550 into the output torque of MG1 and MG2. Thereby, driving force control torques T1d and T2d of MG1 and MG2 are calculated. The MG torque conversion unit 560 corresponds to a “second torque calculation unit”.

  The MG torque setting unit 570 is based on the sum of the driving force control torques T1d and T2d set by the MG torque conversion unit 560 and the power control torques T1p and T2p set by the MG torque conversion unit 520. Command values T1r and T2r are set.

  Next, a control process for realizing the batteryless travel control according to the functional block diagram shown in FIG. 7 will be described with reference to the flowchart of FIG.

  The control process according to the flowchart shown in FIG. 8 is executed at predetermined control cycles during battery-less travel control. Note that the control processing in each step shown in FIG. 8 is executed by software processing and / or hardware processing by the HVECU 70.

  Referring to FIG. 8, HVECU 70 determines in step S100 whether charging / discharging of battery 50 is prohibited due to battery abnormality. When charging / discharging is prohibited (YES in S100), the HVECU 70 turns off the SMR 55 in step S102. Further, subsequent steps S105 to S170 for batteryless travel control are executed.

  On the other hand, when the battery 50 can be used (when NO is determined in S100), the HVECU 70 skips the subsequent steps S105 to S170 for batteryless travel control.

  In step S105, the HVECU 70 sets the upper and lower limit values of the MG1 torque and the MG2 torque. The process in step S105 corresponds to the function of the MG torque upper / lower limit setting unit 300 in FIG. Thus, the original torque upper limit values T1max and T2max and torque lower limit values T1min and T2min in the current control cycle are set.

  Further, HVECU 70 executes power control for controlling system voltage VH to voltage command value VHr in step S110. In step S110, control processing according to the flowchart shown in FIG. 6 is executed. As a result, the power control availability determination is executed, and the power command value Pr and the flag Fbl are generated.

  In step S115, the HVECU 70 determines whether or not to execute power control based on the result of the power control availability determination in step S110. For example, the determination in step S115 is executed based on the flag Fbl.

  As described above, when the flag Fbl is turned on and power control cannot be performed (NO determination in S115), the HVECU 70 proceeds to step S117 and does not perform power control so that the power control is not performed. Instruct to change the running mode. For example, as described above, MG1 is shut down and battery running is continued.

  HVECU 70 sets torque command values Tr1 and Tr2 of MG1 and MG2 by the processing of steps S120 to S170 when flag Fbl is turned off and power control is executed (YES in S115).

  In step S120, the HVECU 70 calculates the power control torques T1p and T2p of the MG1 and MG2 based on the power command value Pr set in step S110. The processing in step S120 corresponds to the function of the MG torque conversion unit 520 in FIG.

  The power control torques T1p and T2p correspond to the output torques of MG1 and MG2 for inputting / outputting power according to the power command value Pr to / from the power line 54 without affecting the drive shaft torque. The power control torques T1p and T2p can be obtained as follows.

  First, in equation (1), Tp = 0 is set, and Tm = T2p and Tg = T1p are substituted to obtain the following equation (9).

0 = T2p × Gr−T1p × (1 / ρ) (9)
From the equation (9), it is understood that the relationship of the following equation (10) is established between the power control torques T1p and T2p.

T1p = T2p × ρ × Gr (10)
Furthermore, in the equation (2), ΔP = Pr, Tm = T2p, and substituting T1p of the equation (6) into Tg, the following equation (11) is obtained.

Pr = T2p × Nm + T2p × ρ × Gr × Ng
= T2p × (Nm + (ρ × Gr × Ng)) (11)
From the equation (11), it is understood that the power control torque T2p of MG2 is expressed by the following equation (12).

T2p = Pr / (Nm + (ρ × Gr × Ng)) (12)
Further, from the equations (12) and (10), the power control torque T1p of MG1 is represented by the following equation (13).

T1p = Pr × (ρ × Gr) / (Nm + (ρ × Gr × Ng)) (13)
When MG1 and MG2 output power control torques T1p and T2p, power according to the power command value Pr is input to and output from the power line 54 without changing the torque acting on the drive shaft 32a (Tp = 0). Can do.

  In step S130, the HVECU 70 corrects the torque upper and lower limit ranges of MG1 and MG2 set in step S105 in order to ensure the output of the power control torques T1p and T2p. Further, in step S140, the HVECU 70 sets the torque upper and lower limit values Tpmax and Tpmin of the drive shaft 32a based on the torque upper and lower limit values of MG1 and MG2 obtained in step S130. That is, the processes in steps S130 and S140 correspond to the function of the drive torque upper / lower limit setting unit 540 shown in FIG.

  In step S130, the corrected torque upper limit value T1max # and torque lower limit value T1min # for MG1 are obtained by subtracting the power control torque T1p from the original torque upper limit value T1max and torque lower limit value T1min. Similarly, a corrected torque upper limit value T2max # and torque lower limit value T2min # are obtained for MG by subtracting power control torque T2p from original torque upper limit value T2max and torque lower limit value T2min.

  Torque range in which MG1 can output to secure driving torque so that power control torque T1p is secured by torque upper limit value T1max # and torque lower limit value T1min # and is within the original torque upper / lower limit range T1max to T1min. Is shown. Similarly, the torque upper limit value T2max # and the torque lower limit value T2min # indicate a torque range in which MG2 can be output for securing the drive torque after securing the power control torque T2p.

  In step S140, the upper and lower limit values of the drive torque output to the drive shaft 32a are calculated based on the torque upper and lower limit values corrected in step S130.

  Here, the relationship between the torques Tg and Tm of MG1 and MG2 for generating the drive torque Tp while maintaining the power balance, that is, ΔPr = 0, is expressed as follows by setting ΔP = 0 in the equation (2). It is shown by the equation (14).

Tg = − (Nm / Ng) × Tm (14)
By substituting the equation (14) into the equation (1) and deleting Tg, the relationship between the drive torque Tp and the torque Tm of MG2 when ΔP = 0 is expressed by the equation (15).

Tp = Tm × Gr + (1 / ρ × Nm / Ng) × Tm
= (Gr + (1 / ρ × Nm / Ng)) × Tm (15)
By substituting the torque upper limit values T2max # and T2min # for MG2 into the equation (11), the upper and lower limit values Tpmax2 and Tpmin2 of the drive torque Tp from the MG2 torque limit are obtained.

  Similarly, by substituting equation (14) into equation (1) and eliminating Tm, the relationship between drive torque Tp and torque Tg of MG1 when ΔP = 0 is expressed by equation (16). .

Tp = − (Ng / Nm × Gr) × Tg− (1 / ρ) × Tg
=-(1 / ρ + Gr × Ng / Nm) × Tg (16)
Therefore, by substituting torque upper limit values T1max # and T1min # for MG1 into equation (16), upper and lower limit values Tpmax1, Tpmin1 of drive torque Tp from the MG1 torque limit are obtained.

  Referring to FIG. 9, the range in which the upper and lower limit range (Tpmax1 to Tpmin1) of the drive torque from the MG1 torque limit and the upper and lower limit range (Tpmax2 to Tpmin2) of the drive torque from the MG2 torque limit overlap is the drive torque Tp. The upper and lower limits are set. That is, the drive torque upper limit value Tpmax = min (Tpmax1, Tpmax2), and the drive torque lower limit value Tpmin = max (Tpmin1, Tpmin2). As a result, the upper and lower limit range (Tpmax to Tpmin) of the drive torque Tp that can be output to the drive shaft 32a, that is, the settable range of the drive torque command value Tp *, is ensured while ensuring the output of the power control torques T1p and T2p Determined.

  Referring to FIG. 8 again, in step S150, HVECU 70 sets drive torque command value Tp # based on drive torque upper and lower limit values Tpmax, Tpmin and user requested torque Tp * 0. The process of step S150 corresponds to the function of the drive torque setting unit 550 in FIG.

  In step S150, the drive torque command value Tp * is set to a value closest to the required torque Tp * 0 within the upper and lower limit range (Tpmax to Tpmin) of the drive torque Tp set in step S140. Specifically, when Tp * 0> Tpmax, Tp * = Tpmax is set. Similarly, when Tp * 0 <Tpmin, Tp * = Tpmin is set. When Tpmin <Tp * 0 <Tpmax, Tp * = Tp * 0 is set.

  In step S160, the HVECU 70 calculates the driving force control torques T1d and T2d of MG1 and MG2 from the driving torque command value Tp * set in step S150. The driving force control torques T1d and T2d correspond to the output torques of MG1 and MG2 for generating driving torque according to the driving torque command value Tp * after executing power control. The processing in step S160 corresponds to the function of the MG torque conversion unit 560 in FIG.

  The driving force control torque T1d is obtained by Expression (17) by setting Tp = Tp * and Tg = T1d in Expression (16).

T1d = −Tp * / (1 / ρ + Gr × Ng / Nm) (17)
Similarly, the driving force control torque T2d is obtained by Expression (18) by setting Tp = Tp * and Tm = T2d in Expression (15).

T2d = Tp * / (Gr + (1 / ρ × Nm / Ng)) (18)
HVECU 70 sets torque command values Tr1 and Tr2 for MG1 and MG2 in step S170. The processing in step S170 corresponds to the function of the MG torque setting unit 570 in FIG.

  In step S170, final torque command values T1r and T2r are calculated based on the following equations (19) and (20).

T1r = T1p + T1d (19)
T2r = T2p + T2d (20)
Then, the output torque of MG1 and MG2 is controlled according to the torque command values T1r and T2r by the electric system shown in FIG.

  As described above, in the batteryless travel control of the hybrid vehicle according to the present embodiment, the power control torque T1p for executing the power control after sequentially determining whether or not the voltage can be maintained by the power control. , T2p can be narrowed down to a range that can be secured, and the output torques of MG1 and MG2 for driving torque output can be set.

  For this reason, it is possible to prevent the system voltage VH from deviating from the normal range by continuing the power control in the state where the power balance is lost, and thus it is possible that the voltage abnormality occurs during the battery-less traveling and the traveling becomes impossible. Sex can be suppressed. As a result, it can be expected to extend the cruising distance of battery-less traveling.

  Further, when power control can be performed, system voltage VH is stabilized even in battery-less travel where converter 40 cannot be used, and therefore fluctuations in output torque of MG1 and MG2 are suppressed. As a result, vehicle running performance is improved. In addition, since power control is performed using both MG1 and MG2 torques, the range of torque that can be output from MG1 and MG2 is widened after realizing power control. As a result, it becomes easier to secure the vehicle driving force in battery-less traveling, and the traveling performance is improved.

  It should be noted that the configuration of the hybrid vehicle to which the present invention is applied is described in terms of points that are not limited to the illustration of FIG. Specifically, an internal combustion engine, a generator that generates power using at least part of the power of the internal combustion engine, and an electric motor that outputs torque to the drive shaft by the power of the power line to which the generated power of the generator is supplied are used. If the configuration is capable of executing battery-less travel, the output torque of the generator and the motor can be set appropriately according to the battery-less travel control described in the present embodiment.

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

  The present invention can be applied to travel control of a hybrid vehicle having a travel mode in which the on-vehicle power storage device is not used.

  20 hybrid vehicle, 22 engine, 23 crank angle sensor, 24 engine ECU, 26 crankshaft, 28 torsional damper, 30 power split mechanism, 31, 65 sun gear, 31a sun gear shaft, 32, 66 ring gear, 32a ring gear shaft (drive shaft) ), 33, 67 Pinion gear, 34 carrier, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 40 converter, 41, 42 inverter, 43, 44 rotational position detection sensor, 45 motor ECU, 48 output shaft (MG2) , 50 battery, 52 battery ECU, 54 power line, 60 transmission, 61 case, 70 HVECU, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift Transition sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 112, 122 neutral point, 180 voltage sensor, 300 MG torque upper / lower limit setting unit, 400 power control unit , 410 power control range setting unit, 420 control calculation unit, 430 power control determination unit, 500 batteryless travel control unit, 520, 560 MG torque conversion unit, 540 drive torque upper / lower limit setting unit, 550 drive torque setting unit, 570 torque Setting unit, C0 smoothing capacitor, Fbl flag, MG1 motor generator (generator), MG2 motor generator (motor), Ne engine speed, Ng MG1 speed, Nm MG2 speed, Pr *, Pr power command value, Prmax Force command upper limit value, Prmin power command lower limit value, T1r, T2r torque command value, T1p, T2p power control torque, T1max, T2max MG torque upper limit value (original), T1min, T2min torque lower limit value (original), T1d, T2d drive Force control torque, Te engine torque, Tep direct delivery torque, Tg MG1 torque, Tm MG2 torque, Tp * 0 required torque, Tp * drive torque command value, Tpmax drive torque upper limit value, Tpmin drive torque lower limit value, VH system voltage, VHr Voltage command value.

Claims (9)

An internal combustion engine configured to have a power transmission path between the drive shaft,
A generator for generating electricity using at least part of the power of the internal combustion engine;
An electric motor configured to have a power transmission path between the drive shaft,
A power storage device electrically connected via a switch to a power line electrically connected to both the electric motor and the generator;
A power control unit for controlling an output torque of the generator and the electric motor so as to control a voltage of the electric power line while generating a vehicle driving force in a traveling state in which the switch is opened;
The power control unit sets an upper and lower limit range of a power change amount of the power line that can be generated by output torque of the motor and the generator based on a torque range of the generator and the motor, and a voltage of the power line The command value of the input / output power necessary for controlling the voltage to the voltage command value is calculated, and based on the comparison between the command value and the upper and lower limit range, whether or not the electric power can be controlled by the output torque of the motor and the generator Determine the hybrid vehicle. The power control unit
Based on the upper limit torque of the electric motor and the lower limit torque of the generator for generating the vehicle driving force, the upper limit value and the lower limit value of the electric power change amount that can be generated by the output torque of the electric motor and the generator are calculated. A power control range setting unit for
A control calculation unit for calculating the command value based on a deviation between the voltage of the power line and the voltage command value;
The control determination part which determines the propriety of the power control further based on the voltage of the power line when the command value is outside the range from the upper limit value to the lower limit value. Hybrid vehicle. Each of the electric motor and the generator is a permanent magnet motor,
The hybrid vehicle
A first electrically connected between the power line and the generator to perform bidirectional power conversion between the power line and the generator to control the output torque of the generator; A power converter;
A second power converter electrically connected between the power line and the motor for performing bidirectional power conversion between the power line and the motor to control an output torque of the motor; And further comprising
The hybrid vehicle is controlled so as to continue running by stopping the operation of the first power converter when it is determined that the power control is impossible in a running state in which the switch is opened. The hybrid vehicle according to claim 1 or 2.   The hybrid vehicle according to claim 2, wherein when the voltage of the power line is within a predetermined voltage range, the power control unit sets the command value to limit the range from the upper limit value to the lower limit value. When the rotation speed of any two of the first to third rotation elements is determined, the rotation speed of the remaining one rotation element is determined, and the rotation speed of the first to third rotation elements is determined. A differential device configured to input / output power to / from the remaining one rotating element based on power input / output to / from any two of the rotating elements;
The first rotating element is mechanically coupled to an output shaft of the internal combustion engine;
The second rotating element is mechanically coupled to an output shaft of the generator;
The hybrid vehicle according to claim 1, wherein the third rotating element is mechanically connected to the drive shaft and the output shaft of the electric motor. A power transmission path between the internal combustion engine configured to have a power transmission path between the drive shaft, a generator for generating power using at least part of the power of the internal combustion engine, and the drive shaft And a power storage device electrically connected via a switch to a power line electrically connected to both the motor and the generator. A control method,
The control method is:
When an abnormality of the power storage device is detected during traveling, opening the switch; and
In a running state in which the switch is opened, setting a torque range of the generator and the motor for running the vehicle;
Calculating an upper and lower limit range of a power change amount of the power line that can be generated by an output torque of the electric motor and the generator based on the set torque range;
Calculating a command value of the amount of power change necessary for controlling the voltage of the power line to a voltage command value;
And a step of determining whether or not electric power control is possible based on output torque of the electric motor and the generator based on a comparison between the command value and the upper and lower limit range. The step of determining includes
The hybrid vehicle control method according to claim 6, further comprising: determining whether or not the power control is possible based on a voltage of the power line when the command value is outside the upper and lower limit range. Each of the electric motor and the generator is a permanent magnet motor,
The hybrid vehicle
A first electrically connected between the power line and the generator to perform bidirectional power conversion between the power line and the generator to control the output torque of the generator; A power converter;
A second power converter electrically connected between the power line and the motor for performing bidirectional power conversion between the power line and the motor to control an output torque of the motor; And further comprising
The control method is:
And further comprising a step of controlling to stop the operation of the first power converter and continue running when it is determined that the power control is impossible in the running state in which the switch is opened. Item 8. The hybrid vehicle control method according to Item 6 or 7. The step of determining includes
When the command value is outside the range from the upper limit value to the lower limit value and the voltage of the power line is within a predetermined voltage range, the command value is limited to the range from the upper limit value to the lower limit value. The hybrid vehicle control method according to claim 7, wherein the command value is set.

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