JP2013123941A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To more appropriately deal, when recovering after power supply to a controller is shut off, according to a situation at the time.SOLUTION: During recovery from shutoff where power supply to a HVECU is recovered after the power supply to the HVECU is shut off and a system main relay is turned off, and when the operation of engine is stopped while traveling (S120), the engine and two motors are controlled so as to perform batteryless travel for traveling accompanied by the operation of engine in a state where the system main relay is turned off after engine is started (S140 to S160). On the other hand, in a stopped state during the recovery from shutoff, the system main relay is turned on (S200).

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, this type of hybrid vehicle includes an engine, a motor MG1, a drive shaft coupled to the axle, an output shaft of the engine, and a rotating shaft of the motor MG1 connected to a ring gear, a carrier, and a sun gear. A battery having a mechanism, a motor MG2 having a rotation shaft connected to the drive shaft, a battery for exchanging electric power with motors MG1 and MG2, and a circuit breaker for connecting and releasing the connection between motors MG1 and MG2 and the battery. When charging / discharging is prohibited, the battery and the motors MG1 and MG2 are cut off by the circuit breaker, and the engine and the motors MG1 and MG2 are controlled to output torque based on the required torque to the drive shaft. If the drive limit of the motor MG2 is imposed during that time, the engine is stopped and Shall stop the traveling and driving stop over motor MG1, MG2 has been proposed (e.g., see Patent Document 1).

JP 2007-196733 A

  In such a hybrid vehicle, when the power supply to the control device that controls the entire vehicle is cut off and the battery and the motors MG1 and MG2 are cut off by the circuit breaker, the power supply to the control device is restored. It is desirable to deal more appropriately with the situation.

  According to the hybrid vehicle of the present invention, the power supply from the low voltage system to the control device is restored after the power supply from the low voltage system to the control device is cut off and the relay is turned off. The main purpose is to deal more appropriately.

  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 engine capable of outputting power for traveling, a first motor capable of inputting / outputting power to / from the output shaft of the engine, a second motor capable of inputting / outputting power for traveling, a high voltage battery, and the first A relay that connects and disconnects the drive voltage system to which the motor and the second motor are connected and the high voltage battery; a capacitor that is attached to the drive voltage system; a low voltage battery; and the low voltage battery The engine, the first motor, and the first motor are operated so as to operate in response to an intermittent operation of the engine while the relay is on and the power is supplied from a low-voltage system to which the motor is connected. A hybrid vehicle comprising two motors and a control device for controlling the relay,
The control device shuts down the engine during running when the power supply from the low voltage system is cut off and the relay is turned off and the power supply from the low voltage system is restored. When the engine is started, the engine is started with the relay turned off, and after the engine is started, control is performed so that batteryless running is performed with the operation of the engine with the relay turned off. It is a device that turns on the relay when inside,
This is the gist.

  In the hybrid vehicle of the present invention, the engine is operated so as to receive power from a low-voltage system connected to a low-voltage battery, and to perform normal traveling that travels with intermittent operation of the engine while the relay is on. And the control device for controlling the first motor, the second motor and the relay at the time of shut-off return when the power supply from the low voltage system is restored after the power supply from the low voltage system is shut off and the relay is turned off. When the engine is stopped during traveling, the engine is started with the relay turned off, and after the engine is started, the batteryless traveling is performed with the engine running with the relay turned off. Control. Thereby, driving | running | working can be continued, without stopping once. On the other hand, the relay is turned on when the vehicle is stopped at the time of return from interruption. Thereby, normal driving | running | working can be performed after that. As a result, it can be said that at the time of return from interruption, it can be more appropriately dealt with in accordance with the situation at that time (running or stopping). In this aspect of the hybrid vehicle of the present invention, the control means is a device that controls the battery-less traveling when the engine is being operated during traveling when the shut-off is restored. You can also.

  In such a hybrid vehicle of the present invention, the control device may be a device that turns on the relay when the vehicle stops after the battery-less running. If it carries out like this, normal driving | running | working can be performed after that.

  In the hybrid vehicle of the present invention, when the control device is started, the previous stop is caused by any of the driver's operation, the control device abnormality, the vehicle collision, or the interruption of the power supply from the low voltage system. It is also possible to determine whether or not to perform the processing according to the determined result. Here, the “starting time” may be a time when the power supply from the low voltage system starts (when returning). In this aspect of the hybrid vehicle of the present invention, the control device executes a system start-up process when the previous stop is caused by a driver's operation, and the previous stop is caused by an abnormality of the control device. When the system stop process is executed, the system stop process is executed. When the previous stop is caused by the collision of the vehicle, the collision response process is executed. The previous stop is caused by the interruption of the power supply from the low voltage system. When the engine is stopped during running, the engine is started with the relay turned off and the batteryless running is performed after the engine is started. It may be caused by the interruption of the power supply from the system, and may be a device that turns on the relay when the vehicle is stopped.

  The hybrid vehicle of the present invention further includes a planetary gear having three rotating elements connected to a drive shaft connected to an axle, an output shaft of the engine, and a rotating shaft of the first motor, and the second motor includes: A rotating shaft may be connected to the drive shaft.

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 block diagram which shows the outline of a structure of the electric drive system containing motor MG1, MG2. It is a flowchart which shows an example of the interruption | blocking reset process routine performed by HVECU70 of an Example. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30 when cranking the engine 22. FIG. 5 is a flowchart illustrating an example of a startup processing routine executed by an HVECU 70. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

  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 one embodiment of the present invention, and FIG. 2 is a configuration diagram showing an outline of the configuration of an electric drive system including motors MG1 and MG2. As shown in the drawing, the hybrid vehicle 20 of the embodiment includes an engine 22 that outputs power using gasoline or light oil as a fuel, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that controls the drive of the engine 22, an engine, and the like. A planetary gear 30 having a carrier connected to the crankshaft 26 and a ring gear connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37, and a rotor configured as a synchronous generator motor, for example. Motor MG1 connected to the sun gear of planetary gear 30, for example, a motor MG2 configured as a synchronous generator motor and having a rotor connected to drive shaft 36, inverters 41 and 42 for driving motors MG1 and MG2, For example, it is configured as a lithium ion secondary battery A high voltage battery 50, a power line to which the inverters 41 and 42 are connected (hereinafter referred to as drive voltage system power line 54a), and a power line to which the high voltage battery 50 is connected (hereinafter referred to as battery voltage system power line 54b). Is connected to the boost voltage converter 55 for adjusting the voltage VH of the drive voltage system power line 54a and exchanging power between the drive voltage system power line 54a and the battery voltage system power line 54b, and the battery voltage system power line 54b. The system main relay 56 is connected to the high voltage battery 50 and the boost converter 55, and the inverters 41 and 42 are controlled to drive and control the motors MG1 and MG2 and the boost converter 55. Electronic control unit for motor (hereinafter referred to as motor ECU) 40 A low voltage connected to a battery electronic control unit (hereinafter referred to as a battery ECU) 52 for managing the high voltage battery 50 and a low voltage system power line 54c connected to an auxiliary machine (not shown) as a lead storage battery. A DC / DC converter 62 connected to the boost converter 55 side from the system main relay 56 in the battery 60 and the battery voltage system power line 54b to step down the power of the battery voltage system power line 54b and supply it to the low voltage system power line 54c. And a hybrid electronic control unit (hereinafter referred to as HVECU) 70 for controlling the entire vehicle. The engine ECU 24, the motor ECU 40, the battery ECU 52, and the HVECU 70 operate by receiving power supplied from the low voltage system power line 54c.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a water temperature sensor that detects the crank position θcr from the crank position sensor that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22. From the cam position sensor for detecting the cooling water temperature Tw from the cylinder, the in-cylinder pressure Pin from the pressure sensor installed in the combustion chamber, the rotational position of the intake valve for intake and exhaust to the combustion chamber and the camshaft for opening and closing the exhaust valve Position θca, throttle position TP from a throttle valve position sensor that detects the position of the throttle valve, intake air amount Qa from an air flow meter attached to the intake pipe, intake air temperature Ta from a temperature sensor also attached to the intake pipe, Installed in the exhaust system The air-fuel ratio AF from the air-fuel ratio sensor and the oxygen signal O2 from the oxygen sensor attached to the exhaust system are input via the input port, and the engine ECU 24 is for driving the engine 22. Various control signals, such as the drive signal to the fuel injection valve, the drive signal to the throttle motor that adjusts the throttle valve position, the control signal to the ignition coil integrated with the igniter, and the opening / closing timing of the intake valve can be changed A control signal to the variable valve timing mechanism is output via the output port. The engine ECU 24 is in communication with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operation state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on a signal from a crank position sensor (not shown) attached to the crankshaft 26.

  Each of the motors MG1 and MG2 is configured as a known synchronous generator motor including a rotor in which a permanent magnet is embedded and a stator in which a three-phase coil is wound. As shown in FIG. 2, the inverters 41 and 42 include six transistors T11 to T16 and T21 to 26, and six diodes D11 to D16 and D21 connected in parallel to the transistors T11 to T16 and T21 to T26 in the reverse direction. D26. Two transistors T11 to T16 and T21 to T26 are arranged in pairs so as to be on the source side and the sink side with respect to the positive and negative buses of the drive voltage system power line 54a, respectively. The three-phase coils (U-phase, V-phase, W-phase) of the motors MG1, MG2 are connected to the connection points. Therefore, by adjusting the on-time ratios of the transistors T11 to T16 and T21 to T26 that make a pair while the voltage is applied to the inverters 41 and 42, a rotating magnetic field can be formed in the three-phase coil, and the motors MG1, The MG2 can be driven to rotate. Since the inverters 41 and 42 share the positive and negative buses of the drive voltage system power line 54a, the power generated by one of the motors MG1 and MG2 can be supplied to another motor. A smoothing capacitor 57 is connected to the positive and negative buses of the drive voltage system power line 54a.

  As shown in FIG. 2, the boost converter 55 is configured as a boost converter including two transistors T31 and T32, two diodes D31 and D32 connected in parallel to the transistors T31 and T32 in a reverse direction, and a reactor L. . The two transistors T31 and T32 are connected to the positive bus of the drive voltage system power line 54a, the negative bus of the drive voltage system power line 54a and the battery voltage system power line 54b, respectively, and the connection point between the transistors T31 and T32 and the battery Reactor L is connected to the positive electrode bus of voltage system power line 54b. Therefore, by turning on and off the transistors T31 and T32, the power of the battery voltage system power line 54b is boosted and supplied to the drive voltage system power line 54a, or the power of the drive voltage system power line 54a is decreased and the battery voltage system Or can be supplied to the power line 54b. A smoothing capacitor 58 is connected to the positive and negative buses of the battery voltage system power line 54b.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and not shown. The phase current applied to the motors MG1 and MG2 detected by the current sensor, the voltage of the capacitor 57 (voltage of the drive voltage system power line 54a) VH from the voltage sensor 57a attached between the terminals of the capacitor 57 and the capacitor 58 The voltage of the capacitor 58 (voltage of the battery voltage system power line 54b) VL or the like from the voltage sensor 58a attached between the terminals is input via the input port, and the transistor T11 of the inverters 41 and 42 is input from the motor ECU 40. To T16, T21 to T26 switching control signal and boost converter A switching control signal to the transistors T31 and T32 of the data 55 is output through the output port. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 also calculates the rotational angular velocities ωm1, ωm2 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44. ing.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The battery ECU 52 receives signals necessary for managing the high voltage battery 50, such as an inter-terminal voltage Vb from a voltage sensor (not shown) installed between the terminals of the high voltage battery 50 and an output terminal of the high voltage battery 50. A charging / discharging current Ib from a current sensor (not shown) attached to the connected power line, a battery temperature Tb from a temperature sensor (not shown) attached to the high voltage battery 50, and the like are input. Data relating to the state of the battery 50 is transmitted to the HVECU 70 by communication. Further, in order to manage the high-voltage battery 50, the battery ECU 52 is based on the integrated value of the charging / discharging current Ib detected by the current sensor, with respect to the total capacity of the power that can be discharged from the high-voltage battery 50 at that time. The storage ratio SOC, which is a ratio, is calculated, or the input / output limits Win, Wout, which are the maximum allowable power that may charge / discharge the high voltage battery 50, are calculated based on the calculated storage ratio SOC and the battery temperature Tb. doing. The input / output limits Win and Wout of the high voltage battery 50 are set to basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient based on the storage ratio SOC of the high voltage battery 50. Can be set by multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  The HVECU 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, a non-volatile flash memory 78 for holding the stored data, I / O port and communication port are provided. 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 degree from the accelerator pedal position sensor 84 that detects the amount of depression 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. From the HVECU 70, a drive signal to the system main relay 56, a control signal to the DC / DC converter 62, and the like are output via an output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. The shift position SP includes a parking position (P position), a neutral position (N position), a forward drive position (D position), a reverse travel reverse position (R position), and the like.

  In the hybrid vehicle 20 of the embodiment thus configured, the required torque Tr * to be output to the drive shaft 36 is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque Tr * is output to the drive shaft 36. 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 the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is transmitted to the planetary gear 30 and the motor. Torque conversion operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that torque is converted by the MG1 and the motor MG2 and output to the drive shaft 36, and the sum of the required power and the power required for charging and discharging the high voltage battery 50 The engine 22 is operated and controlled so that the power suitable for 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 high-voltage battery 50 is transmitted to the planetary gear 30, the motor MG1, and the motor. The required power is applied to the drive shaft 36 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the motor MG1 is powered, motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the drive shaft 36, etc. There is. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power is output to the drive shaft 36 with the operation of the engine 22. Since there is no substantial difference in control, both are hereinafter referred to as the engine operation mode.

  In the engine operation mode, the HVECU 70 sets the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88, and the set required torque The travel power Pdrv * required for travel is calculated by multiplying Tr * by the rotational speed Nr of the drive shaft 36 (for example, the rotational speed obtained by multiplying the rotational speed Nm2 of the motor MG2 and the vehicle speed V by the conversion factor). The engine is obtained by subtracting the charge / discharge required power Pb * (positive value when discharging from the high voltage battery 50) of the high voltage battery 50 obtained from the calculated traveling power Pdrv * based on the storage ratio SOC of the high voltage battery 50. The required power Pe * as the power to be output from 22 is set. Here, the required power Pe * is set to be equal to or less than the maximum power Pemax (for example, about several tens to 100 kW) that can be output from the engine 22. Then, the target rotational speed Ne of the engine 22 is obtained using an operation line (for example, a fuel efficiency optimal operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can efficiently output the required power Pe * from the engine 22. * And target torque Te * are set, and the rotational speed feedback control is performed so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the high-voltage battery 50. Is used to set a torque command Tm1 * as a torque to be output from the motor MG1, and when the motor MG1 is driven with the torque command Tm1 *, the torque acting on the drive shaft 36 via the planetary gear 30 is subtracted from the required torque Tr *. The motor MG2 torque command Tm2 * is set, and the set target rotational speed Ne * and target torque Te are set. The bets sent to the engine ECU 24, the torque command Tm1 *, the Tm2 * is sent to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te *, controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that performs control or the like and receives the torque commands Tm1 * and Tm2 * causes the transistors T11 to T16 and T21 to T26 of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. Perform switching control. By such control, it is possible to travel while outputting the required torque Tr * to the drive shaft 36 within the range of the input / output limits Win and Wout of the high voltage battery 50 while operating the engine 22 efficiently. In this engine operation mode, when the required power Pe * of the engine 22 reaches a stop threshold value Pstop defined as the upper limit of the range of the required power Pe * that is better to stop the engine 22, the engine 22 Stop operation and enter motor operation mode.

  In the motor operation mode, the HVECU 70 sets a required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, sets a value 0 to the torque command Tm1 * of the motor MG1, and also uses a high voltage. Torque command Tm2 * of motor MG2 is set and transmitted to motor ECU 40 so that required torque Tr * is output to drive shaft 36 within the range of input / output limits Win and Wout of battery 50. The motor ECU 40 receiving the torque commands Tm1 * and Tm2 * performs switching control of the transistors T11 to T16 and T21 to T26 of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. Do. By such control, it is possible to travel by outputting the required torque Tr * to the drive shaft 36 within the range of the input / output limits Win and Wout of the high voltage battery 50 with the engine 22 stopped. In this motor operation mode, the required power of the engine 22 obtained by subtracting the charge / discharge required power Pb * of the high-voltage battery 50 from the traveling power Pdrv * obtained by multiplying the required torque Tr * by the rotational speed Nr of the drive shaft 36. When Pe * reaches the starting threshold value Pstart defined as the lower limit of the range of the required power Pe *, which is better to start the engine 22, the engine 22 is cranked and started by the motor MG1 to operate the engine. Enter mode.

  In the hybrid vehicle 20 of the embodiment, when the vehicle travels in the engine operation mode or the motor operation mode, the voltage VH of the drive voltage system power line 54a is the target voltage VHtag corresponding to the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2. Thus, switching control of the transistors T31 and T32 of the boost converter 55 is performed.

  Furthermore, in the hybrid vehicle 20 of the embodiment, the system main relay 56 is a normally open type relay. Therefore, when the power supply from the low voltage battery 60 to the HVECU 70 is temporarily interrupted due to an abnormality in the wiring between the low voltage battery 60 and the HVECU 70 or a voltage drop of the low voltage battery 60, the system from the HVECU 70 The drive signal to the main relay 56 is cut off, and the system main relay 56 is turned off. Further, when communication between the HVECU 70 and the engine ECU 24 or the motor ECU 40 is interrupted due to temporarily interrupting the power supply from the low voltage battery 60 to the HVECU 70, in the embodiment, the engine ECU 24 causes the engine 22 to The operation is stopped, and the motor ECU 40 gates all of the transistors T11 to T16 and T21 to T26 of the inverters 41 and 42.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, in particular, the power supply to the HVECU 70 is cut off (temporarily for several seconds or the like) and the system main relay 56 is turned off. An operation at the time of return from interruption after the power supply is restored will be described. FIG. 3 is a flowchart illustrating an example of a shutoff return processing routine executed by the HVECU 70 of the embodiment. This routine is started when the power supply to the HVECU 70 is restored.

  When the shut-off return processing routine is executed, the CPU 72 of the HVECU 70 inputs the vehicle speed V from the vehicle speed sensor 88 and the rotational speed Ne of the engine 22 (step S100), and is running or stopped using the input vehicle speed V. Is determined (step S110). Here, the rotational speed Ne of the engine 22 is calculated from the crank position θcr detected by a crank position sensor (not shown) and is input from the engine ECU 24 by communication.

  If it is determined in step S110 that the vehicle is traveling (the vehicle speed V is greater than 0), it is determined whether the engine 22 is operating or stopped (step S120), and the engine 22 is stopped. Is determined, it is determined whether or not the engine 22 can be started (step S130). Now, considering the time when the process of step S120 is executed for the first time after the execution of this routine is started (immediately after the power supply to the HVECU 70 is restored), it is determined that the operation of the engine 22 has been stopped in step S120. In step S130, it is determined whether or not the engine 22 can be started. In the embodiment, the process of step S130 is performed when the rotational speed Ne of the engine 22 is equal to or higher than a predetermined rotational speed Neref determined as a lower limit of the rotational speed range in which the engine 22 can perform explosion combustion, or when the vehicle speed V is When the vehicle speed is equal to or higher than a predetermined vehicle speed Vref that is predetermined as a lower limit of a vehicle speed range within which the engine 22 can be cranked to a predetermined rotation speed Neref within the capacity range, it is determined that the engine 22 can be started, and the engine 22 rotates at a predetermined rotation speed. It is determined that the engine 22 cannot be started when the vehicle speed V is less than the predetermined vehicle speed Vref when the vehicle speed V is less than a few Nerefs. Here, the predetermined rotational speed Neref is a rotational speed lower than the idle rotational speed Nidl (for example, 900 rpm, 1000 rpm, 1100 rpm, etc.) when the engine 22 is idling, and for example, 400 rpm, 500 rpm, 600 rpm, etc. are used. it can. As the predetermined vehicle speed Vref, for example, a vehicle speed V of 20 km / h, 25 km / h, 30 km / h, or the like can be used.

  Here, the predetermined vehicle speed Vref will be described. FIG. 4 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30 when cranking the engine 22. In the figure, the left S-axis indicates the rotational speed of the sun gear, which is the rotational speed Nm1 of the motor MG1, the C-axis indicates the rotational speed of the carrier, which is the rotational speed Ne of the engine 22, and the R-axis indicates the rotational speed Nm2 of the motor MG2. The rotational speed Nr of the drive shaft 36 is shown. The two thick arrows on the R-axis are output from the motor MG1 and applied to the drive shaft 36 via the planetary gear 30 (−Tm1 / ρ), and are output from the motor MG2 to the drive shaft 36. Torque Tm2. For simplicity, a cranking torque Tcr for cranking the engine 22 is output from the motor MG1, and a cancel torque Tc (in this case, Tc = Tcr / ρ) for canceling the drive shaft action torque is output from the motor MG2. (In theory, when cranking the engine 22 without outputting torque to the drive shaft 36). At this time, when the rotational speed Nm1 of the motor MG1 is in a negative region, as shown in FIG. 4, the motor MG1 is regeneratively driven and the motor MG2 is driven by power, and the rotational speed Nm1 of the motor MG1 is positive. In this case, the motors MG1 and MG2 are both driven by powering. Further, as can be seen from the alignment chart of FIG. 4, the higher the vehicle speed V, the more likely the rotation speed Nm1 of the motor MG1 becomes in a negative region. Now, considering that the system main relay 56 is off, in order to obtain a power balance within the capacity range of the capacitor 57, it is considered that the region where the rotational speed Nm1 of the motor MG1 is negative is preferable. . Based on the above, in the embodiment, the lower limit of the vehicle speed range in which the engine 22 can be cranked to the predetermined rotation speed Neref or more within the capacity range of the capacitor 57 is used as the predetermined vehicle speed Vref.

  When it is determined in step S130 that the engine 22 can be started, the engine 22 is started (step S140). Here, in the embodiment, the engine 22 is started by the HVECU 70, the engine ECU 24, and the motor ECU 40 so that the cranking torque Tcr is output from the motor MG1 as necessary so that the rotational speed Ne of the engine 22 is equal to or higher than the predetermined rotational speed Neref. And the cancel torque Tc is output from the motor MG2, and the engine 22 and the motor MG1 are started so that the fuel injection control and the ignition control of the engine 22 are started on condition that the rotational speed Ne of the engine 22 is equal to or higher than the predetermined rotational speed Neref. , MG2 is controlled by this.

  When the rotation speed Ne of the engine 22 becomes equal to or higher than a predetermined rotation speed (for example, the idle rotation speed Nidl), the start of the engine 22 is completed, and the capacitor 57 and the capacitor 58 are precharged (step S150). In the embodiment, the capacitor 57 and the capacitor 58 are precharged by the HVECU 70, the engine ECU 24, and the motor ECU 40 with the motor MG1 using the power from the engine 22 with the transistor T31 of the boost converter 55 turned on. At the same time, the engine 22 and the motors MG1, MG2, and the boost converter 55 are controlled so that the cancel torque Tc is output from the motor MG2.

  When the engine 22 is thus started and the capacitor 57 and the capacitor 58 are precharged, or when it is determined in step S120 that the engine 22 is operating, the operation of the engine 22 is performed with the system main relay 56 turned off. Is carried out with the battery (step S160), and the process returns to step S100. In the embodiment, the battery-less travel is performed by the HVECU 70, the engine ECU 24, and the motor ECU 40, in which a part of the power output from the engine 22 is converted into power-power and converted into power-power by the motor MG1 and the motor MG2. The engine 22 and the motors MG1, MG2, and MG2, so that torque based on the required torque Tr * is output to the drive shaft 36 along with charging / discharging of the capacitors 57 and 58 within the capacity range of the capacitors 57 and 58. It is assumed that the boost converter 55 is controlled. By such processing, it is possible to continue traveling without stopping once.

  If it is determined in step S130 that the engine 22 cannot be started, inertial traveling is performed with the inverters 41 and 42 shut off (step S170), and the process returns to step S100. In this embodiment, inertial running is performed by controlling the inverters 41 and 42 so that the transistors T11 to T16 and T21 to T26 of the inverters 41 and 42 are all gate-cut by the HVECU 70 and the motor ECU 40. Thereby, it can drive | work with inertia.

  After the battery-less running or the inertia running in this way, or when the processing of step S110 is executed for the first time after the execution of this routine is started (immediately after the return from shut-off), the vehicle is stopped in step S110 (the vehicle speed V is When the engine 22 is being operated, an operation stop command is transmitted to the engine ECU 24 to stop the operation of the engine 22 (steps S180 and S190), and the system main relay 56 is turned on ( Step S200), this routine is finished. When the system main relay 56 is turned on in this manner, thereafter, normal running can be performed in which the system main relay 56 is on and the vehicle is running in the engine operation mode or the motor operation mode.

  According to the hybrid vehicle 20 of the embodiment described above, the power supply to the HVECU 70 is cut off and the system main relay 56 is turned off, and then the power supply to the HVECU 70 is restored. When the engine 22 is stopped, the engine 22 and the motors MG1 and MG2 are controlled so that the battery 22 is driven with the operation of the engine 22 with the system main relay 56 turned off after the engine 22 is started. Therefore, it is possible to continue traveling without stopping. Further, since the system main relay 56 is turned on when the vehicle is stopped at the time of return from shut-off, it is possible to perform normal traveling that travels with intermittent operation of the engine 22 while the system main relay 56 is on. As a result, it can be said that at the time of return from interruption, it can be more appropriately dealt with in accordance with the situation at that time (running or stopping).

  In the hybrid vehicle 20 of the embodiment, the vehicle speed V at that time is used to determine whether the vehicle is traveling or stopped. However, the present invention is not limited to this. For example, the execution of the shut-off return processing routine in FIG. When the process of step S110 is executed for the second time or later (not immediately after the return from shut-off), it is determined that the vehicle is stopped when the vehicle speed V is 0 over a predetermined time (for example, several seconds), and otherwise. The vehicle speed V is a value of 0 for a predetermined time and it is determined that the vehicle is stopped when the brake is on and at the other time it is determined that the vehicle is traveling, When the vehicle speed V is zero over a predetermined time and the shift position SP is the parking position or the neutral position, it is determined that the vehicle is stopped and at other times it is determined that the vehicle is traveling. Or when the vehicle speed V is 0 for a predetermined time, the brake is on, and the shift position SP is at the parking position or the neutral position, it is determined that the vehicle is stopped and at other times it is determined that the vehicle is traveling. It may be a thing. Note that when the process of step S110 is executed for the first time after the execution of the shut-off return processing routine of FIG. 3 is started (immediately after the shut-off return), whether or not the brake is on and the shift position SP is used in addition to the vehicle speed V. It may be determined whether the vehicle is traveling or stopped.

  In the hybrid vehicle 20 of the embodiment, when communication between the HVECU 70 and the engine ECU 24 or the motor ECU 40 is interrupted due to temporarily interrupting the power supply from the low voltage battery 60 to the HVECU 70, the engine ECU 24 Although the operation of the engine 22 is stopped, the engine 22 may be operated independently. In this case, since it is determined that the engine 22 is operating when the process of step S120 is executed for the first time after the execution of the interruption / recovery process routine of FIG. 3 is started, the batteryless running can be performed as it is.

  In the hybrid vehicle 20 according to the embodiment, the capacitor 57 and the capacitor 58 are precharged after the engine 22 is started by using the power from the engine 22 while the transistor T31 of the boost converter 55 is turned on. In addition, the engine 22 and the motors MG1, MG2, and the boost converter 55 are controlled so that the cancel torque Tc is output from the motor MG2. However, the motor MG1 generates power using the power from the engine 22. Thus, the capacitor 57 is precharged and the cancel torque Tc is output from the motor MG2. Further, the capacitor 58 is precharged by switching control of the transistors T31 and T32 of the boost converter 55, and the engine 22 and the motor MG1. MG2, may be controlled boost converter 55.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is operated when it is determined that the vehicle is stopped, the system main relay 56 is turned on after the engine 22 is stopped. The system main relay 56 may be turned on while operating independently.

  In the hybrid vehicle 20 of the embodiment, the operation when the system main relay 56 is turned on is not described in detail. For example, the transistors T31 and T32 of the boost converter 55 are gate-cut off (drive voltage system power line 54a). In the state in which no power is supplied from the battery voltage system power line 54b to the battery voltage system power line 54b), after the charge of the capacitor 58 is consumed by the control of the DC / DC converter 62, the system main relay 56 is turned on to precharge the capacitor 57 and the capacitor 58. , Things can be considered.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is stopped and the operation of the engine 22 is stopped and the engine 22 cannot be started, the inertia traveling is performed for a relatively long time. If this is continued, the counter electromotive force of the motors MG1 and MG2 continues to act on the drive voltage system power line 54a, which is not preferable. In this case, it is necessary to pass a d-axis current to the motor MG1 and the motor MG2. It is also possible to execute a process for discharging the electric charges of the capacitor 57 and the capacitor 58.

  In the hybrid vehicle 20 of the embodiment, the operation at the time of return to shut-off has been described. However, at the time of starting the HVECU 70 including when the ignition is turned on or at the time of shut-off return (at the start of power supply from the low voltage battery 60 to the HVECU 70). May execute a startup processing routine illustrated in FIG.

  When the startup processing routine is executed, the HVECU 70 first determines whether the previous stop of the HVECU 70 (stop of power supply to the low voltage battery 60 or the HVECU 70) is due to the driver's operation (ignition off). A driver operation flag F1 indicating whether or not the previous stop of the HVECU 70 is caused by an abnormality of the HVECU 70, and a stoppage of the control device abnormality flag F2 indicating whether or not the previous stop of the HVECU 70 is caused by a vehicle collision. Data such as a collision flag F3 indicating whether or not there is is input (step S300).

  Here, the driver operation flag F1 is set to a value of 1 when the driver's operation (ignition off) is detected immediately before the stop of the HVECU 70, and the driver's operation is not detected. When the value is set to 0, the data written in the flash memory 78 is read and input.

  Further, the control device abnormality flag F2 is set to a value of 1 when an abnormality of the HVECU 70 is detected immediately before the stop of the HVECU 70, and is set to a value of 0 when no abnormality of the HVECU 70 is detected. Thus, the data written in the flash memory 78 is input by reading. The abnormality of the HVECU 70 may be detected by a monitoring electronic control unit (not shown) that monitors the HVECU 70 (instructs the HVECU 70 to restart (forced reset) when an abnormality is detected in the HVECU 70). it can.

  Further, the collision flag F3 is set to a value of 1 when a vehicle collision has been detected immediately before the stop of the HVECU 70, and set to a value of 0 when no vehicle collision is detected. The input was made by reading the data written in the memory 78. The vehicle collision is detected by, for example, a collision sensor (not shown), or the vehicle speed V or the required torque Tr * is increased to some extent from the state where the deceleration corresponding to the brake pedal position BP is exceeded or the brake is off. It is possible to detect when the vehicle speed V suddenly decreases.

  When the data is input in this manner, the value of the input driver operation flag F1 is checked (step S310). When the driver operation flag F1 is 1, the previous stop of the HVECU 70 is caused by the driver's operation. Determination is made, normal system startup processing such as turning on the system main relay 56 and precharging the capacitor 57 and the capacitor 58 is executed (step S320), and this routine is terminated. When normal system startup processing is executed in this way, normal driving can be performed thereafter.

  When the driver operation flag F1 is 0 in step S310, it is determined that the previous stop of the HVECU 70 is not caused by the operation of the driver, and the value of the control device abnormality flag F2 is checked (step S330). When the control device abnormality flag F2 is 1, it is determined that the previous stop of the HVECU 70 is caused by the abnormality of the HVECU 70, a system stop process (so-called ready-off process) is executed (step S340), and this routine is executed. finish.

  When the control device abnormality flag F2 is 0 in step S330, it is determined that the previous stop of the HVECU 70 is not caused by the abnormality of the HVECU 70, and the value of the collision flag F3 is examined (step S350). When the collision flag F3 is 1, it is determined that the previous stop of the HVECU 70 is caused by a vehicle collision, a collision handling process is executed (step S360), and this routine is terminated. Here, in this modified example, the collision handling process controls the inverters 41 and 42 so that the electric charges of the capacitor 57 and the capacitor 58 are discharged by flowing the d-axis current to the motor MG1 and the motor MG2 by the HVECU 70 and the motor ECU 40. And the subsequent system stop process are executed.

  When the collision flag F3 is 0 in step S350, it is determined that the previous stop of the HVECU 70 is not caused by a vehicle collision, and the previous stop of the HVECU 70 is a temporary power supply from the low voltage battery 60 to the HVECU 70. 3 is judged (deemed) to be caused by a general interruption, the start of execution of the interruption return processing routine of FIG. 3 described above is instructed (step S370), and this routine is terminated.

  As described above, when the HVECU 70 is started, when the previous stop of the HVECU 70 is caused by the operation of the driver, the normal system start-up process is executed, and the previous stop of the HVECU 70 is caused by the abnormality of the HVECU 70. In some cases, a system stop process is executed. In a case where the previous stop of the HVECU 70 is caused by a vehicle collision, a collision response process is executed. The previous stop of the HVECU 70 is a temporary power supply from the low voltage battery 60 to the HVECU 70. When it is caused by a general shut-off, the shut-off return process is executed, so that it can be dealt with more appropriately according to the cause of the previous stop of the HVECU 70.

  In this modification, the driver operation flag F1, the control device abnormality flag F2, and the collision flag F3 are set according to the situation at the time of the previous stop of the HVECU 70. It is good also as what is set according to the situation at the time of starting of HVECU70 this time. For example, the collision flag F3 is set according to the collision sensor, the vehicle speed V, and the required torque Tr * until immediately before the stop of the previous HVECU 70, but the vehicle speed V immediately before the stop of the previous HVECU 70 It may be set according to the difference from the vehicle speed V immediately after the start of the HVECU 70 this time.

  The hybrid vehicle 20 of the embodiment includes a boost converter 55 that adjusts the voltage VH of the drive voltage system power line 54a and exchanges power between the drive voltage system power line 54a and the battery voltage system power line 54b. However, this may not be provided.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 6, the drive shaft 36 transmits the power from the motor MG2. It may be connected to an axle (an axle connected to the wheels 39a and 39b in FIG. 6) different from the connected axle (the axle to which the drive wheels 38a and 38b are connected).

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, but is exemplified in the hybrid vehicle 220 of the modification of FIG. As described above, the inner rotor 232 connected to the crankshaft of the engine 22 and the outer rotor 234 connected to the drive shaft 36 that outputs power to the drive wheels 38a and 38b have a part of the power from the engine 22. A counter-rotor motor 230 that transmits power to the drive shaft 36 and converts remaining power into electric power may be provided.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “engine”, the motor MG1 corresponds to the “first motor”, the motor MG2 corresponds to the “second motor”, and corresponds to the high voltage battery 50 “high voltage battery”. The system main relay 56 corresponds to a “relay”, the capacitor 57 corresponds to a “capacitor”, the low voltage battery 60 corresponds to a “low voltage battery”, the power supply to the HVECU 70 is cut off, and the system main relay 56 When the engine 22 is running at the time of shut-off recovery when the power supply to the HVECU 70 is restored after the engine is turned off, the engine 22 is started and then the system main relay 56 is turned off and the engine 22 is turned off. The engine 22 and the motors MG1 and MG2 are controlled and shut off so that battery-less traveling that travels with driving is performed. When parked during retrace turns on the system main relay 56, a combination consisting of HVECU70 the engine ECU24 and the motor ECU40 Metropolitan corresponds to a "control device".

  Here, the “engine” is not limited to the one that outputs power by using gasoline or light oil as a fuel, and any type of engine that can output power for traveling, such as a hydrogen engine. It does not matter. The “first motor” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor that can input and output power to the engine output shaft, such as an induction motor. It doesn't matter. The “second motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor such as an induction motor that can input and output driving power. I do not care. The “high voltage battery” is not limited to the high voltage battery 50 configured as a lithium ion secondary battery, and any type of high voltage such as a nickel hydrogen secondary battery, a nickel cadmium secondary battery, or a lead storage battery. A battery may be used. The “relay” is not limited to the system main relay 56, and any relay can be used as long as the drive voltage system to which the first motor and the second motor are connected and the high voltage battery are connected and disconnected. It may be a relay. The “capacitor” is not limited to the capacitor 57, and may be any type of capacitor as long as it is attached to the drive voltage system. The “low voltage battery” is not limited to the low voltage battery 60 configured as a lead storage battery, and any type of low voltage battery such as a lithium ion secondary battery, a nickel hydride secondary battery, or a nickel cadmium secondary battery. It does not matter. The “control device” is not limited to the combination of the HVECU 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. In addition, as the “control device”, the engine 22 is stopped during operation when the power supply to the HVECU 70 is cut off and the power supply to the HVECU 70 is restored after the system main relay 56 is turned off. In some cases, the engine 22 and the motors MG1 and MG2 are controlled so that the battery 22 travels with the operation of the engine 22 when the engine 22 is started and the system main relay 56 is turned off. When the vehicle is stopped, the system main relay 56 is not limited to being turned on, but is operated by receiving power from a low voltage system to which a low voltage battery is connected. The engine, the first motor, the second motor, and the rear motor are operated so that the normal traveling is performed with intermittent operation. When the engine is stopped and the engine is stopped during the shutdown recovery when the power supply from the low voltage system is cut off and the relay is turned off and the power supply from the low voltage system is restored. The engine is started with the relay turned off, and after the engine is started, control is performed so that battery-less running is performed with the operation of the engine with the relay turned off, and the relay is turned on when the vehicle is stopped. Any object can be used.

  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, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 39a, 39b wheel, 40 motor Electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 high voltage battery, 52 battery electronic control unit (battery ECU), 54a drive voltage system power line, 54b battery voltage system power Line, 54c low voltage system power line, 55 boost converter, 56 system main relay, 57 capacitor, 57a voltage sensor, 58 capacitor, 58a voltage sensor, 60 low voltage battery, 62 DC / DC converter , 70 Hybrid electronic control unit (HVECU), 72 CPU, 74 ROM, 76 RAM, 78 flash memory, 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, 230 Counter rotor motor, 232 Inner rotor, 234 Outer rotor, D11 to D16, D21 to D26, D31, D32 Diode, L reactor, MG1, MG2 motor, T11 to T16, T21 ~ T26, T31, T32 transistors.

Claims (4)

An engine capable of outputting power for traveling, a first motor capable of inputting / outputting power to / from the output shaft of the engine, a second motor capable of inputting / outputting power for traveling, a high voltage battery, and the first A relay that connects and disconnects the drive voltage system to which the motor and the second motor are connected and the high voltage battery; a capacitor that is attached to the drive voltage system; a low voltage battery; and the low voltage battery The engine, the first motor, and the first motor are operated so as to operate in response to an intermittent operation of the engine while the relay is on and the power is supplied from a low-voltage system to which the motor is connected. A hybrid vehicle comprising two motors and a control device for controlling the relay,
The control device shuts down the engine during running when the power supply from the low voltage system is cut off and the relay is turned off and the power supply from the low voltage system is restored. When the engine is started, the engine is started with the relay turned off, and after the engine is started, control is performed so that batteryless running is performed with the operation of the engine with the relay turned off. It is a device that turns on the relay when inside,
Hybrid car. The hybrid vehicle according to claim 1,
The control device is a device that turns on the relay when the vehicle stops after the battery-less running,
Hybrid car. A hybrid vehicle according to claim 1 or 2,
The control device determines whether the previous stop is caused by a driver's operation, an abnormality of the control device, a collision of a vehicle, or interruption of power supply from the low voltage system at the time of start-up, An apparatus that executes processing according to the determined result;
Hybrid car. A hybrid vehicle according to any one of claims 1 to 3,
A planetary gear having three rotating elements connected to a driving shaft coupled to an axle, an output shaft of the engine, and a rotating shaft of the first motor;
The second motor has a rotation shaft connected to the drive shaft.
Hybrid car.

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