JP2013241154A - Control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve regenerative braking without deteriorating NV.SOLUTION: A device that controls a hybrid vehicle that includes an internal combustion engine and flywheel with a changeable inertial mass includes: a required drive force calculation means that calculates the required drive power of a drive shaft; a regenerative control means that controls a second rotating electric machine so that the regenerative braking by the regenerative torque is performed when the calculated required drive power is negative; a target value calculation means that calculates a target value of an engine speed based on the regenerative electric power relating to regenerative braking and a charge limiting electric power of the electricity accumulation means when the regenerative braking is performed; and an inertia control means that changes the inertia mass of the flywheel to the high inertial side, when the calculated target value is higher than the current value.

Description

  The present invention controls a hybrid vehicle in which the inertial mass is provided with a variable flywheel engine shaft of the internal combustion engine, to a technical field of a control apparatus for a hybrid vehicle.

  Relates the physical structure of the flywheel in which the inertial mass is variable, conventional various ones have been proposed. On the other hand, as for the control of the inertial mass is variable flywheel, for example, a flywheel device disclosed in Patent Document 1. According to this flywheel device, by reducing the moment of inertia of the flywheel during downshifting, there is a possible shorten the time required for shifting.

  Further, in the two hybrid vehicle motorized connecting the engine and two motor through a differential mechanism, when it is impossible to sufficiently perform power regeneration by motor is Ritsutaba the charge limit power Win driving shaft side, or raising the engine rotation by the engine side of the motor, by or driving various auxiliary devices, techniques for reducing the battery power level of the storing means has also been proposed (e.g., see Patent Document 2).

  Further, the power plant that is configured to be able to disengaging the flywheel to engine shaft, has also been proposed to perform abnormally accordance engine control related disconnection of the flywheel (see Patent Document 3).

JP 2009-085400 JP JP 2005-002989 JP JP 2007-315220 JP

  In a hybrid vehicle, deceleration, etc., in the case where the negative torque is required to the drive shaft, the regenerative braking by the regenerative torque of the rotary electric machine is suitably carried out. At this time, when SOC (State Of Charge) is large enough or the like of the power storage means, which may regenerative power during deceleration regeneration by the drive shaft side motor exceeds the limiting charging power Win (meaning acceptable power) .

  In such a case, for example, in the 2-motor type hybrid vehicle as described in Patent Document 2, for example as described in the literature, another rotating electric machine and the electric rotating machine of the drive shaft side to be used for regenerative braking It is possible to take measures to expand the charging limited power Win by the power consumption at.

  Here, as an embodiment of the power consumption in the rotary electric machine, it is known to increase the engine rotation speed of the internal combustion engine. More specifically, for example, the target value of the engine speed in order to ensure the acceptance of the power storage unit side which is required to perform a desired regenerative braking is defined, by driving the rotary electric machine in a power running side , the engine speed is raised to the target value.

  On the other hand, increasing measures such engine speed, although that may suitably perform regenerative braking, since the engine speed varies greatly during regenerative braking, easily be a factor to deteriorate the so-called NV (Noise and Vibration). Traditionally, the control of the hybrid vehicle standing on this point of view has not been proposed.

  In other words, the conventional technology, there is a technical problem that is to perform adequately the regenerative braking in the physical tolerance of the power storage unit while suppressing the deterioration of NV is difficult. Incidentally, by performing the drive of the accessory instead of raising the engine speed, but do not occur the deterioration of NV at a glance, the power consumption by the accessory drive has a power consumption in raising the engine speed to force smaller than the contribution to than the original limiting charging power Win expansion is not always sufficient.

  The present invention has been made in view of the technical problems described above, the control apparatus for a hybrid vehicle capable of sufficiently performing the regenerative braking in the physical tolerance of the power storage unit while suppressing the deterioration of NV it is an object of the present invention to provide a.

  To solve the problem described above, the control apparatus for a hybrid vehicle according to the present invention, an internal combustion engine, mounted on the engine shaft of the internal combustion engine, and the inertial mass variable flywheel, a first rotating electric machine, the axle another differential including a second rotating electric machine capable of inputting and outputting torque between the drive shaft leading to the engine shaft, the rotary element are respectively connected to the output shaft and the drive shaft of the first rotating electrical machine a differential mechanism having a plurality of rotating elements rotatable, and a storage means, input and output can be configured and controlled the hybrid vehicle and the electric power between said first and second rotating electric machine and said power storage unit to, a control apparatus for a hybrid vehicle, so that the regenerative braking by the regenerative torque is performed when the required driving force calculating means for calculating a required driving force of the drive shaft, the required driving force the calculated is negative the second times to Calculating a regenerative control means for controlling the electric machine, when the regenerative braking is performed, based on the charge power limit of the regenerative power to the power storage unit according to the regenerative braking, the target value of the engine rotational speed of the internal combustion engine a target value calculating means for, the calculated target value, characterized by comprising an inertial control means for varying the inertial mass of the flywheel to a high inertia side is higher than the current value (claim 1 ).

  Differential mechanism according to the present invention includes an internal combustion engine, the first and second rotating electric machine and each connected thereto or connectable configured rotating element both of the possible power running and regeneration, another differential rotatable plurality of rotating elements (i.e., the rotating element for each power element is at least a portion of the rotary element provided in the power split mechanism, not all may not be) provided with, for example, rotating It takes the form of a planetary gear mechanism with two degrees of freedom.

  The differential mechanism, the differential action between the rotary elements each other, connected by a drive shaft irrespective another directly or indirectly on the axle (Briefly, an output shaft of the differential mechanism) to A part of the engine torque of the internal combustion engine can be transmitted. The second rotating electric machine is capable of inputting and outputting torque between the drive shaft, a hybrid vehicle according to the present invention, a part of the engine torque of the internal combustion engine and a torque of the second rotating electrical machine by cooperatively controlling, it is possible to perform so-called hybrid cars.

  On the other hand, is supplied to the drive shaft regenerative torque as negative torque from the second rotating electric machine can provide a braking force to the hybrid vehicle, also by the power generation action of the forward rotation negative torque (regenerative effect), power regeneration (i.e. , power generation) can be carried out. In the control apparatus for a hybrid vehicle according to the present invention is calculated by the required driving force calculation means, the required driving force as a driving force required for the drive shaft (Incidentally, the relationship between the driving force and torque, the gear ratio and the tire If diameters other elements Sadamare becomes unique relation, if need not be distinguished in identifying at least present invention) is a negative value, the second rotary electric machine by the regenerative control means and regeneration state is braking with power regeneration, i.e. the regenerative braking is performed.

  Here, in the control apparatus for a hybrid vehicle according to the present invention, the target value calculating means calculates the target value of the engine speed of the internal combustion engine based on a charge power limit of the regenerative power and power storage unit according to the regenerative braking.

  Regenerative power in the regenerative braking periods are stored in the power storage means formed by input configured to enable power between the first and second rotating electrical machine, the power storage unit, due to the SOC and the battery temperature, etc. there is a charge limiting power (acceptable power). Regenerative electric power during regenerative braking, this is Ritsutaba the charging power limit, not be enough to provide regenerative braking. Therefore, to achieve expansion of the charge limit power by forced elevation measures of the engine speed via the first rotary electric machine is the target value of the engine speed is determined. Engine speed target value calculated by the target value calculating means, when the regenerative power is in conflict to the charging power limit is higher than the engine speed at that time.

  Here, in particular, in the control apparatus for a hybrid vehicle according to the present invention, when the calculated target value is greater than the current value, i.e., when the regenerative electric power during regenerative braking is in conflict to the charging power limit, due to the inertia control unit , the inertial mass of the flywheel is changed to the high inertia side (side where the inertial mass increases). Inertial mass of the flywheel, binary manner in case, whether stepwise or when changed to the high inertia side with respect to the inertial mass of the point Regardless continuously, the engine rotation speed increase measures by the first rotating electric machine is made in that process, the power consumed when increasing a predetermined amount engine speed increases. That is, charging when the limit power is determined power consumption required for a desired value, rise of the engine speed in engine rotation speed increase measures of the power storage means, in the case where the inertial mass is in the low inertia side compared to be small.

  Therefore, according to the present invention, it is possible to suppress the NV largely depends on the rise of the engine speed, without eliciting the NV, is possible to realize a suitable regenerative braking in accordance with the state of the power storage means than is possible.

  Incidentally, the flywheel according to the present invention, the inertial mass binary manner a stepwise or continuously variable. The physical structure for the inertial mass variable is uniquely not defined, it is possible to adopt various known manner. For example, a flywheel according to the present invention is to movably accommodate the magnetic fluid in the radial direction in the disc-shaped flywheel, realized by such as be those 該径 direction position stepwise or continuously changed in the magnetic fluid it may be. Alternatively, to configure the flywheel from the main wheel and the sub-wheel, low inertia by using only the main wheel may be configured to realize a high inertia by connecting the sub-wheel main wheel.

  In another aspect of the control apparatus for a hybrid vehicle according to the present invention, the inertia control means, the larger the deviation between the target value and the current value, increasing the range of change in the inertial mass of the flywheel (claim 2 ).

  The deviation between the target value and the current value is uniquely associated with a deviation between the charge limit power regenerative power. That is, as the deviation between the target value and the current value is large, so that the excess amount of regenerative power to the charging limit power is high.

  Therefore, by increasing the variation range of the inertia mass in accordance with the deviation between the target value and the current value of the engine rotational speed, it is suppressed as much as possible an abrupt change of the inertial mass, to achieve more efficient regenerative braking can.

  In this case, although the flywheel is preferably the inertial mass is variable in multiple stages, even in a configuration in which the inertial mass changes in a two-valued, high inertia side when such the deviation exceeds a predetermined value by measures the like to change the inertial mass to, can realize the present embodiment.

  Such an operation and other advantages of the present invention will become apparent from the embodiments described below.

1 is a schematic configuration diagram conceptually illustrating a configuration of a hybrid vehicle according to a first embodiment of the present invention. FIG. 2 is a schematic configuration diagram conceptually showing a configuration of a hybrid drive device in the hybrid vehicle of FIG. 1. It is a schematic sectional view conceptually showing the structure of the engine in the hybrid drive system of FIG. FIG. 3 is an operation alignment chart of the hybrid drive device of FIG. 2. It is a flowchart of the flywheel control executed by the ECU in the hybrid vehicle in FIG. It is a flowchart of the flywheel control according to the second embodiment of the present invention.

<Embodiment of the Invention>
Hereinafter, various embodiments of the present invention will be described with reference to the drawings.

<First Embodiment>
<Configuration of Embodiment>
First, the configuration of the hybrid vehicle 1 according to the first embodiment of the present invention will be described with reference to FIG. FIG. 1 is a schematic configuration diagram conceptually showing the configuration of the hybrid vehicle 1.

  In Figure 1, the hybrid vehicle 1, ECU (Electronic Control Unit: electronic control unit) 100, PCU (Power Control Unit) 11, a battery 12, and an accelerator opening sensor 13 and the vehicle speed sensor 14 and the hybrid drive system 10, It is an example of a “hybrid vehicle” according to the present invention.

  ECU100 is, CPU (Central Processing Unit), a ROM (Read Only Memory) and an electronic control unit which comprises a RAM (Random Access Memory), etc., it is capable of controlling the operation of each unit of the hybrid vehicle 1, the present invention It is an example of such a “hybrid vehicle control device”. ECU100 in accordance with the control program stored in the ROM, a viable flywheel control described later.

  Incidentally, ECU 100, in accordance with the present invention "required driving force calculating means", the "regeneration control means", "target value calculation means", "stop control means", "inertia control means" and "rotation speed control unit" respectively an integral electronic control unit that is configured to function as an example, the operation of the respective means are configured to be executed by all ECU 100. However, the physical, mechanical, and electrical configurations of each of the units according to the present invention are not limited to this. For example, each of these units includes a plurality of ECUs, various processing units, various controllers, a microcomputer device, and the like. It may be configured as various computer systems.

  The hybrid drive device 10 drives the hybrid vehicle 1 by supplying driving torque as driving force to the left axle SFL (corresponding to the left front wheel FL) and the right axle SFR (corresponding to the right front wheel FR), which are the axles of the hybrid vehicle 1. Drive unit. The detailed configuration of the hybrid drive device 10 will be described later.

  PCU11 supplies to motor generator MG1 and motor generator MG2 will be described later converts the DC power extracted from the battery 12 to AC power, converts the AC power generated by motor-generator MG1 and motor generator MG2 into DC power Te comprises an inverter capable of supplying configured not shown to the battery 12, a power power control unit which is capable of controlling the input and output between the battery 12 and motor generators MG1 and motor generator MG2. The PCU 11 is electrically connected to the ECU 100, and its operation is controlled by the ECU 100.

  Battery 12, for example, a unit battery cell such as a lithium ion battery cells more (e.g., hundreds) a battery unit having a structure connected in series, which is an example of a "power storage device".

  The accelerator opening sensor 13 is a sensor configured to be able to detect an accelerator opening Ta as an operation amount of an accelerator pedal (not shown) of the hybrid vehicle 1. The accelerator opening sensor 13 is electrically connected to the ECU 100, and the detected accelerator opening Ta is referred to by the ECU 100 at a constant or indefinite period.

  The vehicle speed sensor 14 is a sensor configured to be able to detect the vehicle speed V of the hybrid vehicle 1. The vehicle speed sensor 14 is electrically connected to the ECU 100, and the detected vehicle speed V is referred to by the ECU 100 at a constant or indefinite period.

  Next, a detailed configuration of the hybrid drive apparatus 10 will be described with reference to FIG. FIG. 2 is a schematic configuration diagram conceptually showing the configuration of the hybrid drive apparatus 10. In the figure, the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.

  2, the hybrid drive system 10 includes an engine 200, a flywheel 300, the input shaft 400, power split device 500, MG1 output shaft 600, drive shaft 700, motor generators MG1, the motor generator MG2 and reduction gear 800.

  Engine 200 is which is an example multi-cylinder gasoline engine "internal combustion engine" of the present invention is configured so as to function as a main power source of the hybrid vehicle 1. Here, the detailed configuration of the engine 200 will be described with reference to FIG. Here, FIG. 3 is a schematic sectional view conceptually showing the structure of the engine 200. In the figure, the same reference numerals are given to the same portions as those in FIGS. 1 and 2, and the description thereof is omitted as appropriate. The "internal combustion engine" of the present invention has at least one cylinder, inside the cylinder, such as gasoline, thermal energy mixture including various fuels such as light oil or alcohol generated upon combustion, such as a piston, a concept including a physical or mechanical configured to be capable authority removed transmitting means as kinetic energy through appropriate such connecting rods and the crankshaft. As long as the concept is satisfied, the configuration of the internal combustion engine according to the present invention is not limited to that of the engine 200 and may have various aspects.

  3, the engine 200, explosive power by time, according burning allowed to combust a mixture through the ignition operation by the igniter 202 is part of a spark plug (not numbered) in the combustion chamber becomes exposed in the cylinder 201 the reciprocating motion of the piston 203 generated according to, via a connecting rod 204, and is convertible configured into a rotational movement of which is an example crankshaft 205 of the "engine shaft" of the present invention. In the vicinity of the crankshaft 205, detectable crank position sensor 206 and crank angle θcrk a rotation angle of the crankshaft 205 is installed. The crank position sensor 206, ECU 100 (not shown) and are electrically connected, ECU 100, based on the crank angle signal outputted from the crank position sensor 206, and calculates the engine rotational speed NE of the engine 200 be able to.

  In the engine 200, air sucked from the outside passes through the intake pipe 207 and is guided into the cylinder 201 through the intake port 210 when the intake valve 211 is opened. On the other hand, the intake port 210 is exposed fuel injection valve of the injector 212, and has a possible injection of a fuel to the intake port 210. The fuel injected from the injector 212 is mixed with the intake air before and after the opening timing of the intake valve 211 to become the above-described mixture.

  The fuel is stored in a fuel tank (not shown), and is supplied to the injector 212 via a delivery pipe (not shown) by the action of a feed pump (not shown). The air-fuel mixture combusted inside the cylinder 201 becomes exhaust, and is led to the exhaust pipe 215 via the exhaust port 214 when the exhaust valve 213 that opens and closes in conjunction with the opening and closing of the intake valve 211 is opened.

  A three-way catalyst 216 is installed in the exhaust pipe 215. The three-way catalyst 216, CO (carbon monoxide) discharged from the engine 200 and the HC and oxidative combustion reactions of (hydrocarbon), also substantially the reduction reaction of NOx discharged from the engine 200 (nitrogen oxide) at the same time by allowed to proceed, it is capable of purifying-configured conventional emission control catalyst device exhaust of the engine 200.

  An air-fuel ratio sensor 217 configured to be able to detect the exhaust air-fuel ratio of the engine 200 is installed in the exhaust pipe 215. Further, a water temperature sensor 218 for detecting the cooling water temperature related to the cooling water (LLC) circulated and supplied to cool the engine 200 is disposed in the water jacket installed in the cylinder block that houses the cylinder 201. ing. These air-fuel ratio sensor 217 and the water temperature sensor 218, respectively ECU 100 and are electrically connected, the detected air-fuel ratio and the coolant temperature was is configured to be appropriately referred to by each ECU 100.

  On the other hand, on the upstream side of the intake port 210 in the intake pipe 207, a throttle valve 208 capable of adjusting the intake air amount related to the intake air guided through a cleaner (not shown) is disposed. The throttle valve 208 is configured such that its drive state is controlled by a throttle valve motor 209 electrically connected to the ECU 100. ECU100 is basically opening degree of an accelerator pedal, not shown (i.e., accelerator opening Ta described above), but to control the throttle valve motor 209 as the throttle opening corresponding to the obtained, the throttle valve motor 209 it is also possible to adjust the throttle opening without the intervention of the driver's intention through the operation control. That is, the throttle valve 208 is configured as part of the electronically controlled throttle.

  Returning to Figure 2, the flywheel 300 is attached to the crankshaft 205 as described above, it is generally disk-shaped vibration suppressing device which rotates together with the crank shaft 205. The disc-shaped body portion of the flywheel 300, a cylindrical housing extending in an arc from near the center in the radial direction is formed with a plurality, magnetic fluid in the housing portion movably accommodated the housing section It is. The flywheel 300 has a built-in magnetic field generator magnetic field capable of generating for changing the position of the magnetic fluid in the longitudinal direction of the housing portion, in accordance with the intensity of the magnetic field which the magnetic field generator is emitted, The position of the magnetic fluid in the container is changed.

  The magnetic fluid accommodated in the accommodating portion has a mass. Therefore, when the position of the magnetic fluid changes in the accommodating portion, the inertial mass of the flywheel 300 is changed. That is, the flywheel 300 enough to the magnetic fluid is positioned in the center near the low inertia (inertial mass is small), and the flywheel 300 enough to the magnetic fluid is in position on the outer peripheral surface near the high inertia (inertial mass is greater) to become. Relationship between the magnitude of the magnetic field inertial mass and the magnetic field generator emits a flywheel 300 is provided in advance experimentally and theoretically. Further, the magnetic field generator is connected to ECU 100 and electrically driven under control of ECU 100. Accordingly, ECU 100 may be continuously variably controls the inertial mass of the flywheel 300 to a desired value.

  Incidentally, the flywheel 300 is an example of a "fly-wheel" according to the present invention, particularly a configuration for controlling the inertial mass by the positional change of the magnetic fluid, the control aspects of such inertial mass is only an example , the physical configuration of the flywheel to the inertial mass is variable, it can be applied to various known configurations.

  Motor generator MG1 is a which is an example motor generator of the present invention, "first rotating electric machine", comprising: a power running function for converting electrical energy into kinetic energy, and a regenerative function of converting kinetic energy into electrical energy and it has a configuration. Motor generator MG2 is a which is an example motor generator of the present invention, "the second rotating electric machine", similarly to motor generators MG1, converts electrical energy and power running function for converting the kinetic energy, the kinetic energy into electrical energy It has become regeneration function that and configured to include a. The motor generators MG1 and MG2, for example is configured as a three-phase synchronous motor generator, for example a rotor having a plurality of permanent magnets on its outer surface and a stator which three-phase coils wound thereon to form a rotating magnetic field Although it has the structure with which it comprises, it may have another structure.

  Power split mechanism 500 is provided at the center portion, other that a which is an example sun gear S1 of the "rotating element" according to the present invention, formed concentrically on the outer circumference of the sun gear S1, according to the present invention "rotating element" rotatably supporting a which is one example the ring gear R1 of the plurality of pinion gears P1 which is disposed to rotate and revolve the outer periphery of the sun gear S1 is between the sun gear S1 and the ring gear R1, the rotation axes of the pinion gear, Furthermore the "rotating element" according to the present invention and a another which is an example carrier C1, a planetary gear mechanism which is an example rotating two degree of freedom of "differential mechanism" of the present invention.

  In power split mechanism 500, the rotation speed of the sun gear S1 is fixed to an output shaft of the motor generator MG1 MG1 output shaft 600 (which is connected to the rotor RT of the motor generator MG1), the rotation speed of motor generator MG1 This is equivalent to the MG1 rotational speed Nmg1. The ring gear R1 is fixed to the drive shaft 700, the rotational speed is equivalent to the rotational speed serving output rotation speed Nout of the drive shaft 700. Incidentally, the drive shaft 700, the rotor is fixed in the motor-generator MG2, which is equal to the rotational speed serving MG2 rotational speed Nmg2 the output rotation speed Nout and the motor generator MG2. Carrier C1 is connected to the input shaft 400 connected to the crankshaft 205 of the engine 200, the rotational speed is equivalent to the engine speed NE of the engine 200. In the hybrid drive device 10, the MG1 rotation speed Nmg1 and the MG2 rotation speed Nmg2 are detected at a constant cycle by a rotation sensor such as a resolver, and are sent to the ECU 100 at a constant or indefinite cycle.

  Drive shaft 700, a drive shaft SFR and SFL respectively drive the driving wheels serving right front wheel FR and the front left wheel FL of the hybrid vehicle 1 (i.e., they drive shafts is an example of the "axle" of the present invention), It is connected via a speed reduction mechanism 800 as the deceleration device including a differential and various reduction gear. Thus, motor torque Tmg1 supplied to the drive shaft 700 to the power running of motor generator MG2 is transmitted to each drive shaft via a reduction mechanism 800, it is utilized as a running power of the hybrid vehicle 1. On the other hand, the driving force input to the drive shaft 700 via each drive shaft and the reduction mechanism 800 during regeneration of the motor generator MG2 is used as a generator for power of the motor generator MG2. In this case, the motor torque Tmg1 of the motor generator MG2 becomes a kind of regenerative torque, whose magnitude is, the magnitude of the regenerative power, a magnitude of the braking force applied to the drive wheel via a drive shaft 700 (regenerative braking force) correlated to. MG2 rotational speed Nmg2 are in unique relation with the vehicle speed V of the hybrid vehicle 1.

  In the hybrid drive system 10, power split mechanism 500, the engine 200 of the engine torque Te which is supplied to the input shaft 400 via a crankshaft 205, a carrier C1 and by the pinion gear P1 given to the sun gear S1 and the ring gear R1 distributed in a ratio (a ratio corresponding to the gear ratio between the gears other), it is possible to divide the power of the engine 200 into two systems. More specifically, for ease of operation of the power dividing mechanism 500, defining the gear ratio ρ of the number of teeth of the sun gear S1 with respect to the number of teeth of the ring gear R1, the engine torque Te to the carrier C1 of the engine 200 when allowed to act, the torque Tes appearing in MG1 output shaft 600 by the following equation (1), also the engine the direct torque Tep appearing on the drive shaft 700 is represented respectively by the following equation (2).

Tes = Te × ρ / (1 + ρ) (1)
Tep = Te × 1 / (1 + ρ) (2)
The configuration according to the embodiment relating to the “differential mechanism” according to the present invention is not limited to that illustrated as the power split mechanism 500. For example, the power distribution means according to the present invention includes a plurality of planetary gear mechanisms, and a plurality of rotating elements provided in one planetary gear mechanism are appropriately connected to each of a plurality of rotating elements provided in another planetary gear mechanism, An integral differential mechanism may be configured.

  Further, the speed reduction mechanism 800 according to this embodiment is merely reduces the rotational speed of the drive shaft 700 according to a preset reduction ratio, the hybrid vehicle 1 is, apart from this type of reduction gear transmission, for example, a plurality the clutch mechanism and brake mechanism may comprise a geared transmission apparatus having a plurality of gear shift stages as components.

<Operation of Embodiment>
<Operation of Power Split Mechanism 500>
In the hybrid vehicle 1 according to the present embodiment, a kind of electric CVT (Continuously Variable Transmission) function is realized by the differential action of the power split mechanism 500. Here, the operation of the power split mechanism 500 will be described with reference to FIG. FIG. 4 is an operation collinear diagram of the hybrid drive device 10. In the figure, the same reference numerals are given to the same portions as those in FIG. 2, and the description thereof will be omitted as appropriate.

  4, the vertical axis represents the rotational speed, the horizontal axis, a motor-generator MG1 (uniquely sun gear S1) from left to right, the engine 200 (uniquely carrier C1) and the motor generator MG2 (uniquely the ring gear R1) is represented.

  Here, the power dividing mechanism 500 is a planetary gear mechanism which exhibits the differential action of the rotating two degree of freedom between the rotating elements each other, the sun gear S1, when the rotational speed of the two elements of the carrier C1 and the ring gear R1 is definite , the rotational speed of one rotation element of the remainder has a structure determined inevitably. That is, on the operation collinear diagram, the operation state of each rotary element can be represented by one operation collinear line corresponding to one operation state of the hybrid drive device 10 on a one-to-one basis. It should be noted that the points on the operation collinear chart will be represented by operation points mi (i is a natural number) as appropriate. That is, one rotational speed corresponds to one operating point mi.

  4, the operating point of the motor generator MG2 is in an operating point m1. In this case, if the operating point is the operating point m3 of motor generators MG1, the operating point of the engine 200 connected to the remainder of the one rotation element serving carrier C1 becomes the operating point m @ 2. In this case, for example, the operating point remains the motor generator MG1 to maintain the rotational speed of the drive shaft 700 should be changed to the operating point m4 and operating point m5, the operating point of the engine 200 respectively to the operating point m6 and the operating point m7 to change.

  That is, in the hybrid drive device 10, by motor generator MG1 and the rotation speed control device, it is possible to operate the engine 200 at the desired operating point. The operating point of the engine 200 (the operating point in this case, is the defined by the combination of the engine rotational speed and the engine torque Te) is basically the optimum fuel efficiency operating point to the fuel consumption rate of the engine 200 is minimized It is controlled.

  Incidentally, Supplementally, in the power division mechanism 500, in order to supply the engine feedthrough torque Tep corresponding to the engine torque Te as described above to the drive shaft 700, the foregoing torque Tes which appears in response to the engine torque Te and size is equal and sign is inverted (i.e., a negative torque) is required to supply a reaction torque to the MG1 output shaft 600 from the motor generator MG1. In this case, at the operating point in the positive rotation region such as the operating point m3 or the operating point m4, MG1 is in a power generation state of positive rotating negative torque. That is, in the hybrid drive device 10, by the functioning of the motor generator MG1 as a reaction element, the part of the engine torque Te to the drive shaft 700 can perform the power generation while supplying. When a torque required to drive shaft 700 drive shaft demand torque Tpn is insufficient at engine the direct torque Tep is appropriate motor torque Tmg2 is supplied with the driving shaft 700 from the motor generator MG2.

  On the other hand, when the vehicle decelerates or the like, when the vehicle requires a braking force, by controlling the motor torque Tmg2 supplied to the drive shaft 700 from the motor generator MG2 to a negative torque, it is possible to decelerate the vehicle. In this case, the motor generator MG2, the power regeneration state from becoming a negative torque in the normal rotation region. That is, the negative motor torque Tmg2 is regenerative torque, performs power regeneration while applying a braking force to the vehicle, the torque to achieve a so-called regenerative braking.

  Here, during regenerative braking, but regenerative power by the (rotational speed of uniquely driving shaft 700) and the magnitude of the regenerative torque MG2 rotational speed Nmg2 is determined, apart from that, the battery 12 is limited to acceptable power is there. The degree of this limitation is expressed as a limiting charging power Win, SOC of the battery 12 (State Of Charge) or changed appropriately by the battery temperature or the like. The charge limit power Win is repeatedly calculated in a predetermined cycle by ECU100 based on known techniques. From the viewpoint of protecting the battery 12, since it is not possible to supply power exceeding the limiting charging power Win in the battery 12, it is necessary to appropriate measures in such cases.

  As this type of countermeasure, it is conceivable to reduce the regenerative torque. However, since decreasing the regenerative torque braking force to be applied to the vehicle is reduced, the braking force is insufficient, alternative need to occur by the frictional braking force by separately provided various known hydraulic braking system in a vehicle. In this case, there is no problem in the balance of the braking force, it is not necessarily sufficient from the viewpoint of effective use of energy resources.

  Therefore, in the case where in this manner power regeneration beyond the limiting charging power Win occurs is foreseen, forcibly lowering the SOC of the battery 12 to consume electric power by motor generators MG1, have been limiting charging power Win measures to expand the are taken. The power consumption by motor generator MG1, and means to operate the motor generator MG1 in the normal rotation positive torque region, as is apparent from the dynamic collinear diagram of FIG. 4, force the engine rotational speed NE of the engine 200 It means to increase the.

  However, if in this manner increases the engine speed NE, the larger the rise in the engine speed, NV is degraded in the hybrid vehicle 1. Therefore, in the present embodiment, ECU 100 is turned by executing the flywheel control, to suppress configure rise of when forcibly increase the engine speed NE.

<Details of flywheel control>
Here, with reference to FIG. 5, the flywheel control performed by ECU100 as operation | movement of this embodiment is demonstrated. FIG. 5 is a flowchart of the flywheel control. The flywheel control is control for maintaining the inertial mass of the flywheel 300 at an optimum value. Note that the flywheel control is one of various types of control executed when the ECU 100 controls the operation of the hybrid vehicle 1 and is repeatedly executed at a predetermined cycle.

  In FIG. 5, ECU 100 calculates the a torque required of the drive shaft 700 required driving torque Tpn (step S110). It required driving torque Tpn is calculated by performing a predetermined conversion process to the required driving force Ft. Required driving force Ft is the accelerator opening Ta detected by the accelerator opening sensor 13, based on the vehicle speed V detected by the vehicle speed sensor 14, select the appropriate values from the stored required driving force map in the ROM It is obtained by.

  When the required driving torque Tpn is calculated, ECU 100 was calculated required driving torque Tpn is equal to or negative value (step S120). Negative required driving torque Tpn corresponds to a deceleration request of the hybrid vehicle 1, which corresponds to the execution request of the regenerative braking by supplying the regenerative torque is a negative motor torque from the motor generator MG2. If the requested drive torque Tpn takes no negative value (step S110: NO), Briefly when taking the positive value i.e., ECU 100 controls according to the normal inertia control inertial mass of the flywheel 300 (step S190). The normal inertia control, the inertial mass of the flywheel 300, in advance experimentally, empirically or determined theoretically, control to an operation control on the optimum value of the hybrid vehicle 1. Such normal inertia control has a low relationship with the present application, it will be omitted here in detail. However, in this embodiment, the inertial mass of the flywheel 300, the value of the low inertia side (side inertial mass is small), binary controlled between a value of the high inertia side (side inertial mass is greater) before the process is started. Inertial mass of the flywheel 300 according to the instruction value of the ECU 100 (high inertia command value or low inertia command value), the drive of the flywheel 300 is changed by being driven and controlled.

  If the required driving torque Tpn is negative value (Step S120: YES), i.e., if there is a regenerative braking execution request, ECU 100 obtains the charge limit power Win of the battery 12 (step S130). Charge limit power Win is separately SOC value of the battery 12 ECU100 acquires or estimates (e.g., charge 100 (% full), the value of state of charge obtained by normalizing the full discharge as 0 (%)), of the battery 12 based on the temperature or the like, it is obtained from the charging power limit map stored in the ROM. Charge limit power Win basically, SOC value stepwise smaller the closer to 100 (%).

  When acquiring the charge limit power Win, ECU 100 from a required driving torque Tpn and the charging limit power Win, it calculates a target engine rotational speed NEtg the engine 200 (step S140). Here, the target engine rotational speed NEtg calculated at step S140, the regenerative power by the regenerative braking is the current value is less than the charge limit power Win, depending on the deviation If regenerative power is charged limit power Win or It is set at a high rotation side than the current value each.

  Specifically, ECU 100 is a regenerative torque corresponding to the required driving torque Tpn calculates the regenerative power (generated power) in the case of supplying from the motor generator MG2. The regenerative electric power is obtained by the numerical calculation based on the size and MG2 rotational speed Nmg2 regenerative torque. Next, calculate the deviation (charging power deviation) between the regenerative power by the motor generator MG2 and charge limiting power Win, as the charging power deviation is large, set high target engine speed NEtg.

  Target engine rotational speed NEtg are goals of the force increase action in the engine speed NE by the motor generators MG1, consumption needed to be supplied to the regenerative torque corresponding to the required driving torque Tpn to the drive shaft 700 (the larger the charging power deviation larger) power and motor generator MG1 is determined based on the power required to raise a unit volume of the rotational speed the engine of the engine 200.

  The motor generator MG1 power consumption required to raise a unit volume of the engine speed of the engine 200 varies depending on the inertial mass of the flywheel 300 attached to the crankshaft 205. Inertial mass of the flywheel 300, as described above, are controlled in either the low inertia side or high inertia side by the usual inertia control in step S190, ECU 100 is an inertial mass of the flywheel 300 at that time the power consumption, and calculates the target engine rotational speed NEtg based on.

  ECU100 determines the calculated target engine speed NEtg the current value (i.e., the current engine speed NE) whether the high rotation side than (step S150). If high rotation side than the current value (step S150: NO), i.e., the regenerative electric power during regenerative braking unless violate the limiting charging power Win, to maintain the inertial mass of the flywheel 300 to the current value (step S180). On the other hand, if the calculated target engine speed NEtg is in the high rotation speed side than the current value (step S150: YES), i.e., if the regenerative power during regenerative braking is conflict with the limiting charging power Win, ECU 100 is determines whether it is running low inertia command to the flywheel 300 (step S160). If high inertia command in (step S160: NO), the process proceeds to step S180, the inertial mass is maintained at the current value (i.e., the value of the high inertia side).

  Here, when and regenerative power during regenerative braking is conflict with the limiting charging power Win, a and low inertia command in respect flywheel 300 (step S160: YES), ECU 100, to the flywheel 300 executing a high inertia command (step S170). When a high inertia command is executed, the flywheel control ends.

  Inertial mass of the flywheel 30, when changing the value of the high inertia side by the high inertia command, the power consumption when forcibly increase the engine rotational speed NE and the power running driving motor generator MG1, referred to in step S140 increased as compared with the power consumption. Therefore, according to the time of taking the rising action of the engine speed NE by motor generator MG1 in parallel with the flywheel control, before the engine speed NE reaches the set target engine speed NEtg in step S140 , the charge restriction by limiting charging power Win is released. That is, rise of the engine speed NE is reduced, the rotational fluctuation of the engine 200 is minimized. As a result, when advancing as expected the regenerative braking can be suppressed as much as possible deterioration of the NV in the hybrid vehicle 1.

  In the control mode in this way switches the inertial mass of the flywheel 300 in a two-valued, it is possible to give the diversity by the structure of the inertial mass variable in flywheel 300.

Second Embodiment
Next, flywheel control according to a second embodiment of the present invention will be described with reference to FIG. FIG. 6 is a flowchart of flywheel control according to the second embodiment. In the figure, the same reference numerals are assigned to the same parts as those in FIG. 5, and the description thereof is omitted as appropriate.

  6, located in the target engine rotational speed NEtg the high rotation side than the current value (step S150: YES), and if the low inertia command to the flywheel 300 is executed (step S160: YES), ECU 100 is Then, the rotational speed deviation ΔNE is acquired (step S161). The rotation speed deviation [Delta] NE, which is a difference between the target engine speed NEtg and the current value. When acquiring the rotation speed deviation [Delta] NE, ECU 100 is a multi-stage (or continuous) executes inertia command corresponding to the rotational speed deviation [Delta] NE (step S171). That is, more inertia command to the high inertial side is made larger the rotation speed deviation [Delta] NE.

  According to this embodiment, since the inertial mass of the flywheel 300 in response to the rotational speed deviation ΔNE is controlled, a change in the inertial mass of the flywheel 300 the deterioration of NV of the hybrid vehicle 1 in a range which does not elicit Kakyu it is possible to suppress. Therefore, it is not necessary to change unnecessarily increase the inertial mass of the flywheel 300 (in this embodiment, a power resource for generating the magnetic field) energy resource that drives the flywheel 300 to reduce correspondingly can.

  In the present embodiment, the normal inertia control in flywheel 300 (step S190) is made as unchanged from the first embodiment. However, in view of the point having the configuration from the beginning flywheel 300 can continuously variably control the inertial mass, in the normal inertia control corresponding to step S190, the inertial mass of the flywheel 300 in multiple steps ( or continuously) may be controlled. In that case, the determination process in the step S160, a process for determining whether or not is being commanded other than the high inertia command, when branches "YES" side, the rotation range of the remaining control range of the inertial mass An inertia command may be issued according to the number deviation ΔNE.

  The present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification, and control of a hybrid vehicle involving such a change. The apparatus is also included in the technical scope of the present invention.

  The present invention is applicable to a hybrid vehicle that the inertial mass has a variable flywheel.

  1 ... hybrid vehicle, 10 ... hybrid drive apparatus, 100 ... ECU, 200 ... engine, 300 ... flywheel 400 ... input shaft, 500 ... power split mechanism, 600 ... MG1 output shaft, 700 ... driving shaft, 800 ... speed reduction mechanism , MG1, MG2 ... motor-generator.

Claims (2)

An internal combustion engine;
A flywheel attached to the engine shaft of the internal combustion engine and having a variable inertial mass;
A first rotating electrical machine;
A second rotating electrical machine capable of torque input and output with a drive shaft connected to the axle;
A differential mechanism comprising a plurality of rotating elements capable of differentially rotating with each other, including rotating elements connected to the engine shaft, the output shaft of the first rotating electrical machine and the drive shaft, respectively;
Power storage means, and
A hybrid vehicle control device that controls a hybrid vehicle configured to be able to input and output electric power between the power storage means and the first and second rotating electrical machines,
Required driving force calculating means for calculating the required driving force of the drive shaft;
Regenerative control means for controlling the second rotating electrical machine so that regenerative braking by regenerative torque is performed when the calculated required driving force is negative;
Target value calculating means for calculating a target value of the engine speed of the internal combustion engine based on regenerative electric power related to the regenerative braking and charge limit power of the power storage means when the regenerative braking is performed;
A hybrid vehicle control device comprising: inertia control means for changing the inertial mass of the flywheel to a high inertia side when the calculated target value is higher than a current value. 2. The control apparatus for a hybrid vehicle according to claim 1, wherein the inertia control unit increases a change width of an inertial mass of the flywheel as the deviation between the target value and the current value increases.

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