JP2018154284A - Hybrid-vehicular control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress power for charging a battery from exceeding an input limit, and suppress discomfort given to a user.SOLUTION: In a case where power for charging a battery exceeds an input limit of the battery during a given travel in which to travel with an engine operated in the state of first and second inverters being shut down, a step-up converter is controlled so that a voltage of a first power line is higher than a target voltage of the first power line, the voltage being set on the basis of a rotation speed of a first motor and a voltage of the first power line in the case of the power for charging the battery not exceeding the input limit of the battery.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a hybrid vehicle control device, and more particularly to a control device mounted on a hybrid vehicle including an engine, first and second motors, planetary gears, first and second inverters, and a step-up / down converter.

  Conventionally, as a control device of this type of hybrid vehicle, a hybrid including an engine, first and second motors, planetary gears, first and second inverters, a power storage device, and a step-up / down converter (converter). A device that is mounted on a vehicle and controls the first and second inverters and the buck-boost converter has been proposed (see, for example, Patent Document 1). In the hybrid vehicle, the planetary gear has a sun gear, a carrier, and a ring gear connected to the three shafts of the first motor, the engine, and an output member coupled to the drive wheels, respectively. The second motor is connected to the output member. The first and second inverters drive the first and second motors, respectively. The buck-boost converter is connected to a first power line to which the first and second inverters are connected and a second power line to which the power storage device is connected. In this hybrid vehicle control device, when the engine is running with the first and second inverters shut down, the voltage of the first power line (system voltage), the rotation speed of the output member, and the accelerator operation amount Based on the above, the engine and the buck-boost converter are controlled so that the back electromotive voltage generated with the rotation of the first motor becomes higher than the voltage of the first power line. By such control, the braking torque resulting from the counter electromotive voltage of the first motor is adjusted, and the reaction torque of the braking torque (driving torque generated in the output member) is adjusted.

JP 2013-203116 A

  In the above-described hybrid vehicle control device, when the rotation speed of the first motor increases, the regenerative power of the first motor may increase, and the power for charging the power storage device may exceed the input limit of the power storage device. As a technique for suppressing the power for charging the power storage device from exceeding the input limit, a technique for reducing the regenerative power of the first motor by lowering the rotational speed of the first motor by lowering the rotational speed of the engine can be considered. However, in general, since the engine has low response to control, it takes a certain amount of time until the engine speed actually decreases even if the engine speed is decreased. Such a change in the engine speed may give the user a sense of incongruity.

  The control device for a hybrid vehicle according to the present invention is mainly intended to suppress the power charging the power storage device from exceeding the input limit and to suppress the user from feeling uncomfortable.

  The control apparatus for a hybrid vehicle of the present invention employs the following means in order to achieve the above-described main object.

The hybrid vehicle control device of the present invention comprises:
In the nomographic chart, there are three rotation elements on three axes of the engine, the first motor, the first motor, and the drive shaft connected to the engine and the drive wheel. The first motor, the engine, and the drive shaft Planetary gears connected in order, a second motor connected to the drive shaft, a first inverter that drives the first motor, a second inverter that drives the second motor, a power storage device, The voltage is changed between the first power line and the second power line connected to the first power line to which the first and second inverters are connected and the second power line to which the power storage device is connected. A hybrid vehicle that is mounted on a hybrid vehicle including a buck-boost converter that exchanges electric power and controls the engine, the first and second inverters, and the buck-boost converter. A control unit,
When the electric power for charging the power storage device exceeds the input limit of the power storage device during a predetermined travel while driving the engine with the first and second inverters shut down, the power storage device From the target voltage of the first power line set based on the rotation speed of the first motor and the voltage of the first power line when the power for charging the battery does not exceed the input limit of the power storage device, Controlling the buck-boost converter so that the voltage of one power line becomes high;
This is the gist.

  In the hybrid vehicle control device of the present invention, the electric power for charging the power storage device exceeds the input limit of the power storage device during a predetermined travel while driving the engine with the first and second inverters shut down. When the power to charge the power storage device does not exceed the input limit of the power storage device, the target voltage of the first power line is set based on the rotation speed of the first motor and the voltage of the first power line. The buck-boost converter is controlled so that the voltage of the first power line becomes high. During predetermined travel, the torque of the first motor is smaller when the voltage difference between the back electromotive voltage of the first motor and the voltage of the first power line is small than when it is large. From the target voltage of the first power line set based on the rotation speed of the first motor and the voltage of the first power line when the power for charging the power storage device does not exceed the input limit of the power storage device, the first power As the line voltage increases, the difference between the voltage of the first power line and the back electromotive voltage of the first motor decreases, and the torque of the first motor decreases. When the torque of the first motor is reduced, the regenerative power of the first motor is reduced and the power for charging the power storage device is reduced, so that the power for charging the power storage device can be prevented from exceeding the input limit of the power storage device. Moreover, since the engine speed is not reduced, it is possible to suppress the user from feeling uncomfortable. As a result, it is possible to suppress the electric power for charging the power storage device from exceeding the input limit of the power storage device and to prevent the user from feeling uncomfortable.

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 control routine at the time of inverterless driving | running | working performed by HVECU70 of an Example. It is explanatory drawing which shows an example of the collinear diagram of the planetary gear 30 when the back electromotive voltage Vcef of motor MG1 is higher than the voltage VH of the high voltage side electric power line 54a at the time of inverterless driving | running | working. It is explanatory drawing which shows an example of the relationship between accelerator opening Acc and the target voltage VH * of the high voltage side electric power line 54a. It is explanatory drawing which shows an example of the relationship between value (VHcmin-VH) and correction | amendment rotation speed (alpha). It is explanatory drawing which shows an example of the relationship between value (VH-VHcmax) and correction | amendment rotation speed (beta). It is explanatory drawing which shows an example of the time change of accelerator opening Acc, target rotation speed Ne *, torque Tm1 output from motor MG1, charging electric power Pb, and voltage VH of the high voltage side electric power line 54a.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention, 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, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a step-up / down converter 55, a battery 50, a system main relay 56, and a hybrid. Electronic control unit (hereinafter referred to as “HVECU”) 70.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as a fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  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 necessary for controlling the operation of the engine 22, for example, a crank angle θcr from the crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22 from an input port. Has been. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 39a and 39b via a differential gear 38. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

  The motor MG1 is configured as a synchronous generator motor having a rotor in which a permanent magnet is embedded and a stator in which a three-phase coil is wound. As described above, the rotor is connected to the sun gear of the planetary gear 30. ing. The motor MG2 is configured as a synchronous generator motor similar to the motor MG1, and the rotor is connected to the drive shaft 36.

  Inverters 41 and 42 are used to drive motors MG1 and MG2. As shown in FIG. 2, the inverter 41 is connected to the high voltage side power line 54a, and includes six transistors T11 to T16 and six diodes D11 to D16 connected in parallel to the six transistors T11 to T16, respectively. D16. Two transistors T11 to T16 are arranged in pairs so as to be on the source side and the sink side with respect to the positive electrode side line and the negative electrode side line of the high voltage side power line 54a, respectively. Each of the connection points between the transistors T11 to T16 that are paired with each other is connected to each of the three-phase coils (U-phase, V-phase, W-phase) of the motor MG1. Therefore, when the voltage is acting on the inverter 41, the on-time ratio of the paired transistors T11 to T16 is adjusted by the motor electronic control unit (hereinafter referred to as “motor ECU”) 40. A rotating magnetic field is formed in the three-phase coil, and the motor MG1 is driven to rotate. Similarly to the inverter 41, the inverter 42 is connected to the high voltage side power line 54a and includes six transistors T21 to T26 and six diodes D21 to D26. When the voltage is applied to the inverter 42, the motor ECU 40 adjusts the ratio of the on-time of the paired transistors T21 to T26, whereby a rotating magnetic field is formed in the three-phase coil, and the motor MG2 is Driven by rotation.

  The buck-boost converter 55 is connected to the high voltage side power line 54a and the low voltage side power line 54b, and two transistors T31 and T32 and two transistors T31 and T32 connected in parallel to each other. Diodes D31 and D32 and a reactor L are included. The transistor T31 is connected to the positive side line of the high voltage side power line 54a. The transistor T32 is connected to the transistor T31 and the negative side line of the high voltage side power line 54a and the low voltage side power line 54b. The reactor L is connected to a connection point between the transistors T31 and T32 and a positive electrode side line of the low voltage side power line 54b. The buck-boost converter 55 boosts the power of the low voltage side power line 54b and supplies it to the high voltage side power line 54a by adjusting the ratio of the on-time of the transistors T31 and T32 by the motor ECU 40. The power of the side power line 54a is stepped down and supplied to the low voltage side power line 54b. A smoothing capacitor 57 is attached to the positive electrode side line and the negative electrode side line of the high voltage side power line 54a, and a smoothing capacitor 57 is attached to the positive electrode side line and the negative electrode side line of the low voltage side power line 54b. A capacitor 58 is attached.

  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. . As shown in FIG. 1, signals from various sensors necessary for driving and controlling the motors MG <b> 1 and MG <b> 2 and the step-up / down converter 55 are input to the motor ECU 40 through the input port. Signals input to the motor ECU 40, for example, flow in the rotational positions θm1 and θm2 from the rotational position detection sensors 43a and 44a that detect the rotational positions of the rotors of the motors MG1 and MG2, and the phases of the motors MG1 and MG2. Examples include phase currents Iu1, Iv1, Iu2, and Iv2 from current sensors 45u, 45v, 46u, and 46v that detect currents. Further, the voltage (high voltage side voltage) VH of the capacitor 57 (high voltage side power line 54a) from the voltage sensor 57a attached between the terminals of the capacitor 57 and the voltage sensor 58a attached between the terminals of the capacitor 58. The voltage (low voltage side voltage) VL of the capacitor 58 (low voltage side power line 54b) can also be mentioned. Various control signals for driving and controlling the motors MG1, MG2 and the step-up / down converter 55 are output from the motor ECU 40 via the output port. Examples of signals output from the motor ECU 40 include switching control signals to the transistors T11 to T16 and T21 to T26 of the inverters 41 and 42 and switching control signals to the transistors T31 and T32 of the step-up / down converter 55. . The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 determines the electrical angles θe1 and θe2 of the motors MG1 and MG2 and the angular speeds ωm1 and ωm2 and the rotational speeds Nm1 and Nm2 based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43a and 44a. Is calculated.

  The battery 50 is configured as a lithium ion secondary battery or a nickel hydride secondary battery having a rated voltage of 250 V, 280 V, 300 V, etc., for example, and is connected to the low voltage side power line 54 b. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  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. . Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. As a signal input to the battery ECU 52, for example, the voltage Vb of the battery 50 from the voltage sensor 51 a attached between the terminals of the battery 50 or the battery 50 from the current sensor 51 b attached to the output terminal of the battery 50 is used. The current Ib and the temperature Tb of the battery 50 from the temperature sensor 51c attached to the battery 50 can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port. Battery ECU 52 calculates storage rate SOC based on the integrated value of current Ib of battery 50 from current sensor 51b. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50. Further, the battery ECU 52 receives an output limit Wout as an allowable maximum value of power that can be discharged from the battery 50 based on the storage ratio SOC and the battery temperature Tb, and an input as an allowable maximum value (absolute value) that can charge the battery 50. Limit Win is set.

  The system main relay 56 is provided closer to the battery 50 than the capacitor 58 in the low voltage side power line 54b. This system main relay 56 is on / off controlled by the HVECU 70 to connect and disconnect the battery 50 and the step-up / down converter 55 side.

  Although not shown, the HVECU 70 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. Signals from various sensors are input to the HVECU 70 via input ports. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Further, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed sensor 88 The vehicle speed V can also be mentioned. The shift position SP includes a parking position (P position), a reverse position (R position), a neutral position (N position), a forward position (D position), and the like. 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.

  In the hybrid vehicle 20 of the embodiment configured in this way, the vehicle travels in a hybrid travel (HV travel) mode in which the engine 22 is operated and the electric travel (EV travel) mode in which the engine 22 is not operated.

  In the HV travel mode, the HVECU 70 sets the required torque Td * required for the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, and sets the rotational speed Nd (motor) of the drive shaft 36 to the set required torque Td *. The required power Pd * required for the drive shaft 36 is calculated by multiplying by the rotation speed Nm2) of MG2. Subsequently, the required power Pe * required for the engine 22 is set by subtracting the charge / discharge required power Pb * (a positive value when discharging from the battery 50) based on the storage ratio SOC of the battery 50 from the required power Pd *. . Next, the target rotational speed Ne *, the target torque Te *, and the torques of the motors MG1, MG2 of the engine 22 are output so that the required power Pe * is output from the engine 22 and the required torque Td * is output to the drive shaft 36. Commands Tm1 * and Tm2 * are set. Subsequently, predetermined voltages VHcmax1 and VHcmin1 are set in the control upper and lower limit voltages VHcmax and VHcmin of the high voltage side power line 54a, respectively, and the torque commands of the motors MG1 and MG2 are within the range of the control upper and lower limit voltages VHcmax and VHcmin. The target voltage VH * of the high voltage side power line 54a is set so as to increase as the absolute values of Tm1 * and Tm2 * and the absolute values of the rotational speeds Nm1 and Nm2 increase. The predetermined voltages VHcmax1 and VHcmin1 will be described later. Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 and the target voltage VH * of the high voltage side power line 54a are transmitted to the motor ECU 40. Send to. The engine ECU 24 performs intake air amount control, fuel injection control, ignition control, and the like of the engine 22 so that the engine 22 is operated based on the target rotational speed Ne * and the target torque Te *. The motor ECU 40 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 *, and the voltage of the high voltage side power line 54a. Switching control of the transistors T31 and T32 of the buck-boost converter 55 is performed so that VH becomes the target voltage VH *.

  Here, the predetermined voltages VHcmax1 and VHcmin1 will be described. The predetermined voltage VHcmax1 is a voltage several to several tens of volts lower than the allowable upper limit voltage VHpmax, and the predetermined voltage VHcmin1 is a voltage several to several tens of volts higher than the allowable lower limit voltage VHpmin. The allowable upper limit voltage VHpmax is an upper limit of the range of the voltage VH suitable for controlling the step-up / down converter 55 (the voltage VH of the high-voltage side power line 54a can be appropriately adjusted). The lower limit duty Dlo as the lower limit of the range of the duty (the voltage VL of the low voltage side power line 54b / the target voltage VH * of the high voltage side power line 54a) that can ensure the controllability of T31, T32 is low. The minimum value of the value obtained by dividing the voltage VL (VL / Dlo) and the component protection voltage determined in consideration of the breakdown voltage of each element of the buck-boost converter 55 and the surge voltage associated with the switching of the transistors T31 and T32. Is used. The allowable lower limit voltage VHpmin is a lower limit of the range of the voltage VH suitable for controlling the step-up / down converter 55 (the voltage VH of the high-voltage side power line 54a can be appropriately adjusted). A value (VL / Dhi) obtained by dividing the voltage VL of the low-voltage side power line 54b by the upper limit duty Dhi as the upper limit of the duty range that can ensure the controllability of T31 and T32 is used.

  In the EV travel mode, the HVECU 70 sets the required torque Td * 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 the required torque Td * is applied to the drive shaft 36. Torque command Tm2 * of motor MG2 is set so as to be output. Subsequently, similarly to the HV traveling mode, upper and lower control voltages VHcmax and VHcmin for controlling the high voltage side power line 54a and a target voltage VH * are set. Then, torque commands Tm1 *, Tm2 * of the motors MG1, MG2 and the target voltage VH * of the high voltage side power line 54a are transmitted to the motor ECU 40. Control of inverters 41 and 42 and step-up / down converter 55 by motor ECU 40 has been described above.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, in particular, while the engine 22 is operated with the inverters 41 and 42 shut down (all the transistors T11 to T16 and T21 to T26 are turned off). The operation at the time of traveling without inverter (retreat traveling) will be described. Here, in the inverter-less travel, when travel in the HV travel mode, an abnormality of the inverters 41 and 42 or an abnormality of a sensor (such as the rotational position detection sensors 43a and 44a) used for controlling the inverters 41 and 42 occurs. To be done.

  When the inverterless travel time control routine is executed, the HVECU 70 inputs the accelerator opening Acc, the rotational speed Nm of the motor MG2, the voltage VH of the high voltage side power line 54a, the voltage Vb of the battery 50, and the current Ib (step). S100). Here, a value detected by the accelerator pedal position sensor 84 is input as the accelerator opening Acc. As the rotational speed Nm2 of the motor MG2, a value calculated based on the rotational position θm2 of the rotor of the motor MG2 detected by the rotational position detection sensor 44a is input from the motor ECU 40 by communication. As the voltage VH of the high voltage side power line 54a, a value detected by the voltage sensor 57a is input from the motor ECU 40 by communication. As the voltage Vb and current Ib of the battery 50, values detected by the voltage sensor 51a and the current sensor 51b are input from the battery ECU 52 by communication.

  Subsequently, a predetermined voltage VHcmax2 lower than the predetermined voltage VHcmax1 is set as the control upper limit voltage VHcmax of the high voltage side power line 54a, and a predetermined voltage VHcmin2 higher than the predetermined voltage VHcmin1 is set as the control lower limit voltage VHcmin. (Step S110). Here, the predetermined voltage VHcmax2 is, for example, a voltage several to several tens of volts lower than the predetermined voltage VHcmin1, and the predetermined voltage VHcmin2 is, for example, a voltage several to several tens of volts higher than the predetermined voltage VHcmax1. Used.

  Then, the temporary rotational speed Nm1tmp as a temporary value of the target rotational speed Nm1 * of the motor MG1 so that the counter electromotive voltage Vcef generated with the rotation of the motor MG1 becomes higher than the voltage VH of the high voltage side power line 54a. And the temporary voltage VHtmp as a temporary value of the target voltage VH * of the high voltage side power line 54a is set (step S120). Here, the counter electromotive voltage Vcef of the motor MG1 corresponds to the product of the angular velocity ωm1 of the motor MG1 and the counter electromotive voltage constant Ke.

  FIG. 4 is an explanatory diagram showing an example of a collinear diagram of the planetary gear 30 when the counter electromotive voltage Vcef of the motor MG1 is higher than the voltage VH of the high voltage side power line 54a during inverterless travel. In the figure, the left S-axis indicates the rotational speed of the sun gear of the planetary gear 30 that is the rotational speed Nm1 of the motor MG1, the C-axis indicates the rotational speed of the carrier of the planetary gear 30 that is the rotational speed Ne of the engine 22, and the R-axis is The rotational speed of the ring gear of planetary gear 30 that is the rotational speed Nm2 of motor MG2 (and the rotational speed Nd of drive shaft 36) is shown. In the figure, “ρ” indicates the gear ratio of the planetary gear 30 (the number of teeth of the sun gear / the number of teeth of the ring gear). When the back electromotive voltage Vcef of the motor MG1 is higher than the voltage VH of the high voltage side power line 54a, as shown in the figure, the voltage difference (Vcef) between the back electromotive voltage Vcef of the motor MG1 and the voltage VH of the high voltage side power line 54a. A regenerative torque Tcef based on -VH) is generated in the motor MG1, and a drive torque (reaction torque) Trf (= -Tcef / ρ) based on the regenerative torque Tcef is output to the drive shaft 36. Here, in detail, the regenerative torque Tcef is driven by the motor MG1 along with the operation of the engine 22, and the electric power based on the counter electromotive voltage Vcef of the motor MG1 is rectified by the diodes D11 to D16 of the inverter 41 to be a high voltage. This occurs when the battery 50 is supplied via the side power line 54a, the buck-boost converter 55, and the low voltage side power line 54b.

  The process of step S120 described above is a process of setting the temporary rotation speed Nm1tmp of the motor MG1 and the temporary voltage VHtmp of the high voltage side power line 54a so that the drive torque Trf is output to the drive shaft 36. As the temporary rotation speed Nm1tmp of the motor MG1, for example, a rotation speed (constant value) of about 4000 rpm to 6000 rpm is used. Further, the temporary voltage VHtmp of the high voltage side power line 54a is within the range of the control upper and lower limit voltages VHcmax (= VHcmax2) and VHcmin (= VHcmin2), and is counter-electromotive when the motor MG1 rotates at the temporary rotation speed Nm1tmp. It is set based on the accelerator opening Acc within the range of the voltage Vcef or less. An example of the relationship between the accelerator opening Acc and the temporary voltage VHtmp of the high voltage side power line 54a is shown in FIG. In the figure, “Vcef [Nm1tmp]” indicates the counter electromotive voltage Vcef when the motor MG1 rotates at the temporary rotation speed Nm1tmp. As shown in the figure, the temporary voltage VHtmp of the high-voltage side power line 54a is lower when the accelerator opening degree Acc is larger than when it is small, specifically, it becomes lower as the accelerator opening degree Acc is larger. Set to This is because the voltage difference (Vcef−VH) is increased and the drive torque Trf is increased as the accelerator opening Acc is increased.

  Next, the voltage VH of the high voltage side power line 54a is compared with the control lower limit voltage VHcmin and the control upper limit voltage VHcmax (steps S130 and S140). When the voltage VH of the high voltage side power line 54a is not less than the control lower limit voltage VHcmin and not more than the control upper limit voltage VHcmax, the temporary rotation speed Nm1tmp is set to the target rotation speed Nm1 * of the motor MG1 (step S150). By such processing, the target rotational speed Nm1 * of the motor MG1 is set so that the drive torque Trf is output to the drive shaft 36.

  Here, the reason why the predetermined voltages VHcmax2 (<Vcmax1) and VHcmin2 (> Vcmin1) are set as the control upper and lower limit voltages VHcmax and VHcmin of the high-voltage side power line 54a during inverterless travel will be described. Inverter-less travel, the inverters 41 and 42 are gated, so that the motors MG1 and MG2 are driven by the inverters 41 and 42 as compared to normal travel (during travel in the HV travel mode and EV travel mode). Compared with driving, the fluctuation of the voltage VH of the high voltage side power line 54a is likely to increase. Therefore, if the predetermined voltages VHcmax1 and VHcmin1 that are the same as those during normal driving are set to the upper and lower control voltages VHcmax and VHcmin for control of the high-voltage side power line 54a during inverterless running, the voltage VH of the high-voltage side power line 54a becomes the allowable lower limit There is a possibility that the voltage VH of the high voltage side power line 54a cannot be adjusted appropriately and the fluctuation of the drive torque Trf becomes large because the voltage becomes lower than the voltage VHpmin or becomes higher than the allowable upper limit voltage VHpmax. In the embodiment, based on this, the predetermined voltages VHcmax2 and VHcmin2 are set to the control upper and lower limit voltages VHcmax and VHcmin of the high voltage side power line 54a during the inverterless travel.

  Note that, as described above, during inverterless traveling, the voltage VH of the high voltage side power line 54a is likely to fluctuate more easily than during normal traveling, so that the target voltage VH * of the high voltage side power line 54a is controlled for control. Even if the buck-boost converter 55 is controlled by setting it within the range of the lower limit voltages VHcmax and VHcmin, the voltage VH of the high voltage side power line 54a becomes lower than the control lower limit voltage VHcmin or higher than the control upper limit voltage VHcmax. Sometimes.

  When the voltage VH of the high-voltage side power line 54a is less than the control lower limit voltage VHcmin in step S130, the corrected rotational speed is within a positive range based on the value obtained by subtracting the voltage VH from the control lower limit voltage VHcmin (VHcmin−VH). α is set (step S160), and a value (Nm1tmp + α) obtained by adding the corrected rotation speed α to the temporary rotation speed Nm1tmp of the motor MG1 is set as the target rotation speed Nm1 * of the motor MG1 (step S170). An example of the relationship between the value (VHcmin−VH) and the correction rotational speed α is shown in FIG. As shown in the figure, the correction rotational speed α is set to be larger when the value (VHcmin−VH) is larger than when it is small, specifically, as the value (VHcmin−VH) is larger. Is done.

  When the voltage VH of the high voltage side power line 54a is less than the control lower limit voltage VHcmin, the voltage VH of the high voltage side power line 54a is further lowered when the voltage VH of the high voltage side power line 54a is less than the allowable lower limit voltage VHpmin. This is not preferable. In the embodiment, considering that the drive torque Trf is based on the voltage difference (Vcef−VH), the target rotational speed Nm1 * of the motor MG1 is increased instead of decreasing the voltage VH of the high voltage side power line 54a. Thus, the back electromotive voltage Vcef is increased. As a result, the drive torque Trf is increased while the capacitor 57 is charged and the voltage VH of the high voltage side power line 54a is prevented from further decreasing. In addition, the higher the value (VHcmin−VH), that is, the lower the voltage VH of the high-voltage side power line 54a with respect to the control lower limit voltage VHcmin, the larger the target rotational speed Nm1 * of the motor MG1. The target rotational speed Nm1 * of the motor MG1 is set so as to increase the driving torque Trf more appropriately while suppressing the voltage VH of the line 54a further lower.

  When the voltage VH of the high voltage side power line 54a is higher than the control upper limit voltage VHcmax in step S140, the rotation is corrected within a positive range based on the value obtained by subtracting the control upper limit voltage VHcmax from the voltage VH (VH−VHcmax). A number β is set (step S180), and a value obtained by subtracting the corrected rotation speed β from the temporary rotation speed Nm1tmp of the motor MG1 (Nm1tmp−β) is set as the target rotation speed Nm1 * of the motor MG1 (step S190). An example of the relationship between the value (VH−VHcmax) and the corrected rotation speed β is shown in FIG. As shown in the figure, the correction rotational speed β is set so as to increase as the value (VH−VHcmax) increases, specifically, as the value (VH−VHcmax) increases, it increases as the value (VH−VHcmax) increases. Is done.

  When the voltage VH of the high voltage side power line 54a is higher than the control upper limit voltage VHcmax, the voltage VH of the high voltage side power line 54a is further increased when the voltage VH of the high voltage side power line 54a is the allowable upper limit voltage VHpmax. It may become higher than that, which is not preferable. In the embodiment, considering that the drive torque Trf is based on the voltage difference (Vcef−VH), instead of increasing the voltage VH of the high voltage side power line 54a, the target rotational speed Nm1 * of the motor MG1 is decreased. Thus, the counter electromotive voltage Vcef is reduced. As a result, the drive torque Trf is reduced while suppressing the voltage VH of the high-voltage side power line 54a from further increasing. In addition, the higher the value (VH−VHcmax), that is, the higher the voltage VH of the high-voltage side power line 54a is relative to the control upper limit voltage VHcmax, the smaller the target rotational speed Nm1 * of the motor MG1 is. The target rotational speed Nm1 * of the motor MG1 is set so that the drive torque Trf is appropriately reduced while appropriately suppressing the voltage VH of the line 54a from becoming higher.

  When the target rotational speed Nm1 * of the motor MG1 is set in this way, an equation (using the target rotational speed Nm1 * of the motor MG1, the rotational speed Nm2 of the motor MG2 (the rotational speed Nd of the drive shaft 36), and the gear ratio ρ of the planetary gear 30) 1), the target rotational speed Ne * of the engine 22 is calculated (step S200). Equation (1) can be easily derived using FIG.

  Ne * = (Nm1 * ・ ρ + Nm2) / (1 + ρ) (1)

  Subsequently, the charging power Pb (absolute value) of the battery 50 is calculated by multiplying the current Ib of the battery 50 by the voltage Vb (step S210), and the charging power Pb is compared with the input limit Win of the battery 50 (step S220). ).

  When the charging power Pb is equal to or less than the input limit Win of the battery 50 in step S220, the temporary voltage VHtmp is set to the target voltage VH * of the high voltage side power line 54a (step S230), and the target rotational speed Ne * of the engine 22 is set. The engine ECU 24 is transmitted and the target voltage VH * of the high voltage side power line 54a is transmitted to the motor ECU 40 (step S250), and this routine is terminated. When the engine ECU 24 receives the target rotational speed Ne * of the engine 22, the engine ECU 24 performs intake air amount control, fuel injection control, and ignition control of the engine 22 so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne *. When the motor ECU 40 receives the target voltage VH *, the motor ECU 40 performs switching control of the transistors T31 and T32 of the step-up / down converter 55 so that the voltage VH of the high voltage side power line 54a becomes the target voltage VH *. By such control, the voltage VH of the high-voltage side power line 54a can be set to the target voltage VH * (provisional voltage VHtmp), and torque based on the drive torque Trf can be output to the drive shaft 36 to travel.

  When charging power Pb exceeds input limit Win of battery 50 in step S220, a value obtained by subtracting voltage VH from back electromotive voltage Vcef of motor MG1 is multiplied by value α (= α · (Vcef−VH)). Is added to the temporary voltage VHtmp (= VHtmp + α · (Vcef−VH)) is set as the target voltage VH * of the high-voltage power line 54a (step S240). The value α is a positive value smaller than the value 1, and is set to a value that makes the target voltage VH * lower than the counter electromotive voltage Vcef, for example, 0.1, 0.2, 0.3, and the like. By such processing, the target voltage VH * is set to a value higher than the temporary voltage VHtmp and lower than the counter electromotive voltage Vcef. Note that the charging power Pb exceeds the input limit Win of the battery 50, the charging power Pb increases, the charging power Pb exceeds the input limitation Win of the battery 50, and the temperature of the battery 50 changes. A case where the charging power Pb exceeds the input limit Win of the battery 50 by decreasing the input limit Win of the battery 50 can be mentioned.

  When the target voltage VH * is set in this way, the target rotational speed Ne * of the engine 22 is transmitted to the engine ECU 24, and the target voltage VH * of the high voltage side power line 54a is transmitted to the motor ECU 40 (step S250). finish. When the engine ECU 24 receives the target rotational speed Ne * of the engine 22, the engine ECU 24 performs intake air amount control, fuel injection control, and ignition control of the engine 22 so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne *. When the motor ECU 40 receives the target voltage VH *, the motor ECU 40 performs switching control of the transistors T31 and T32 of the step-up / down converter 55 so that the voltage VH of the high voltage side power line 54a becomes the target voltage VH *.

  FIG. 8 is an explanatory diagram showing an example of temporal changes in the accelerator opening Acc, the target rotational speed Ne *, the torque Tm1 output from the motor MG1, the charging power Pb, and the voltage VH of the high voltage side power line 54a. Regarding the torque Tm1, the rotational speed Nm1 of the motor MG1 is positive and the torque in the direction in which the motor MG1 is driven by powering is set to a positive value. When the accelerator pedal 83 is depressed during traveling to increase the accelerator opening Acc (time t1), the target rotational speed Ne * of the engine 22 increases, the rotational speed Nm1 of the motor MG1 increases, and the counter electromotive force generated by the motor MG1. As the voltage Vcef increases, the torque Tm1 decreases (the regenerative torque Tcef increases), and the regenerative power of the battery 50 increases. Since the battery 50 is mainly charged with the regenerative power of the motor MG1, the charging power Pb increases. When the charging power Pb exceeds the input limit Win of the battery 50 (time t2), the value obtained by adding the value α · (Vcef−VH) to the temporary voltage VHtmp is set as the target voltage VH * (step S240). The target voltage VH * is set larger than the target voltage VH * (provisional voltage VHtmp) when the charging power Pb is equal to or less than the input limit Win of the battery 50, and the voltage VH increases. When the voltage VH increases, the voltage difference (Vcef−VH) decreases, and therefore, the regenerative torque Tcef based on the voltage difference (Vcef−VH) between the back electromotive voltage Vcef of the motor MG1 and the voltage VH of the high voltage side power line 54a. It becomes smaller (torque Tm1 increases) and the charging power Pb of the battery 50 becomes smaller. Thereby, the charging power Pb becomes smaller than the input restriction Win. As described above, when the charging power Pb exceeds the input limit Win of the battery 50, the charging power Pb is set by setting the value obtained by adding the value α · (Vcef−VH) to the temporary voltage VHtmp to the target voltage VH *. It is possible to suppress the charging power Pb from exceeding the input limit Win as the input limit Win or lower. At this time, since the rotation speed of the engine 22 is not reduced, it is possible to suppress the user from feeling uncomfortable. By such control, it is possible to suppress the charging power Pb of the battery 50 from exceeding the input limit Win and to suppress the user from feeling uncomfortable. Further, if the regenerative torque Tcef of the motor MG1 is decreased by decreasing the rotation speed of the engine 22 to decrease the charging power Pb, the engine 22 generally has low response to control. A certain amount of time is required until the charging power Pb actually decreases as the voltage decreases. In the embodiment, the target voltage VH * is made higher than the provisional voltage VHtmp without reducing the rotational speed of the engine 22, thereby suppressing the charging power Pb of the battery 50 from exceeding the input limit Win more quickly. it can.

  According to the hybrid vehicle 20 of the embodiment described above, when the charging power Pb of the battery 50 exceeds the input limit Win during inverterless travel, the voltage VH of the high voltage side power line 54a is higher than the provisional voltage VHtmp. By controlling the step-up / down converter 55 so as to increase, it is possible to suppress the charging power Pb of the battery 50 from exceeding the input limit Win and to suppress the user from feeling uncomfortable.

  In the hybrid vehicle 20 of the embodiment, the temporary rotational speed Nm1tmp is set so that the counter electromotive voltage Vcef is higher than the voltage VH in the processing of steps S120 to S190, and the target rotational speed of the motor MG1 is set using the temporary rotational speed Nm1tmp. Nm1 * is set. However, when the accelerator opening Acc is 0, that is, when the accelerator pedal 83 is off, the target rotational speed Nm1 * of the motor MG1 may be set so that the back electromotive voltage Vcef does not exceed the voltage VH. By so doing, it is possible to suppress the drive torque Trf being output to the drive shaft 36 when the accelerator pedal 83 is off.

  In the hybrid vehicle 20 of the embodiment, the battery 50 is used as the power storage device. However, any device may be used as long as it can store power, such as a capacitor.

  Although the hybrid vehicle 20 of the embodiment includes the engine ECU 24, the motor ECU 40, the battery ECU 52, and the HVECU 70, at least two of them may be configured as a single electronic control unit.

  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 planetary gear 30 corresponds to the “planetary gear”, the motor MG2 corresponds to the “second motor”, and the inverter 41 Corresponds to the “first inverter”, the inverter 42 corresponds to the “second inverter”, the battery 50 corresponds to the “power storage device”, the step-up / down converter 55 corresponds to the “step-up / down converter”, and the engine ECU 24 The motor ECU 40, the battery ECU 50, and the HVECU 70 correspond to a “control device”.

  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 control devices for hybrid vehicles.

  20 Hybrid Vehicle, 22 Engine, 23 Crank Position Sensor, 24 Engine Electronic Control Unit (Engine ECU), 26 Crankshaft, 28 Damper, 30 Planetary Gear, 36 Drive Shaft, 38 Differential Gear, 39a, 39b Drive Wheel, 40 For Motor Electronic control unit (motor ECU), 41, 42 inverter, 43a, 44a rotational position detection sensor, 45u, 45v, 46u, 46v current sensor, 50 battery, 51a, 57a, 58a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU), 54a high voltage power line, 54b low voltage power line, 55 buck-boost converter, 56 system main relay, 57, 58 capacitor, 7 Hybrid electronic control unit (HVECU), 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, D11 to D16, D21-D26, D31, D32 Diode, L reactor, MG1, MG2 motor, T11-T16, T21-T26, T31, T32 transistors.

Claims (1)

In the nomographic chart, there are three rotation elements on three axes of the engine, the first motor, the first motor, and the drive shaft connected to the engine and the drive wheel. The first motor, the engine, and the drive shaft Planetary gears connected in order, a second motor connected to the drive shaft, a first inverter that drives the first motor, a second inverter that drives the second motor, a power storage device, The voltage is changed between the first power line and the second power line connected to the first power line to which the first and second inverters are connected and the second power line to which the power storage device is connected. A hybrid vehicle that is mounted on a hybrid vehicle including a buck-boost converter that exchanges electric power and controls the engine, the first and second inverters, and the buck-boost converter. A control unit,
When the electric power for charging the power storage device exceeds the input limit of the power storage device during a predetermined travel while driving the engine with the first and second inverters shut down, the power storage device From the target voltage of the first power line set based on the rotation speed of the first motor and the voltage of the first power line when the power for charging the battery does not exceed the input limit of the power storage device, Controlling the buck-boost converter so that the voltage of one power line becomes high;
Control device for hybrid vehicle.

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