JP2019111969A - Hybrid automobile - Google Patents

Abstract

To achieve both a good acceleration feeling and good fuel consumption.SOLUTION: A hybrid automobile includes an engine, a continuously variable transmission device which continuously transmits power from the engine and outputs the shifted power to a driving shaft connected to driving wheels, an electric motor which can input/output power for travelling, and a power storage device which performs exchange of the power from/to the electric motor. In acceleration, it is controlled that a rotation speed of the engine increases according to an increase in a vehicle speed. At this time, when a fluctuation width in predetermined time of a power storage ratio of the power storage device is a predetermined value or more, engine priority control which gives priority to the power output from the engine is executed, and when the fluctuation width is lower than the predetermined value, discharge priority control which gives priority to the power discharged from the power storage device is executed.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle including a continuously variable transmission that steplessly changes the power from an engine and a motor capable of inputting and outputting driving power.

  Conventionally, as a hybrid vehicle of this type, in a vehicle provided with an engine, a motor and a continuously variable transmission, at least a lapse of time from the time when there is a vehicle speed increase and an acceleration request when there is an acceleration request by the user. There has been proposed one that performs an acceleration feeling effect control (rotational speed increase control) to increase the engine rotational speed along with one (see, for example, Patent Document 1). In this hybrid vehicle, the excess or deficiency of the engine output generated by the feeling of acceleration effect control is corrected by the motor output, but when the feeling of acceleration effect control is started, the engine rotational speed is initial when the drive of the motor is not limited. The value is set to the basic initial value, and when the drive of the motor is restricted, the initial value of the engine rotational speed is set to a value larger than the basic initial value by a predetermined value.

JP, 2015-120427, A

  However, in the above-described hybrid vehicle, when the storage ratio of the battery is low, the electric power that can be discharged from the battery is small, so there may be a case where the motor output can not be output from the motor. In this case, although it is conceivable to set the initial value of the engine rotational speed to a value which is larger by a predetermined value than the basic initial value, the motor output can not be expected, so the acceleration request by the user can not be satisfied. In addition, it is conceivable to increase the torque as it is and to output a larger power from the engine, but the efficiency of the engine is lowered and the fuel efficiency is deteriorated.

  The hybrid vehicle of the present invention has as its main object to achieve both good feeling of acceleration and good fuel consumption.

  The hybrid vehicle of the present invention adopts the following means in order to achieve the above-mentioned main object.

The hybrid vehicle of the present invention is
With the engine,
A continuously variable transmission which continuously shifts the power from the engine and outputs it to a drive shaft connected to drive wheels;
A motor capable of inputting and outputting driving power,
A storage device that exchanges power with the motor;
A control device configured to control the engine, the continuously variable transmission, and the electric motor such that the number of revolutions of the engine is increased according to the increase in vehicle speed at the time of acceleration;
A hybrid vehicle comprising
The control device executes, when accelerating, engine priority control that prioritizes the power output from the engine when the fluctuation range in the predetermined time of the storage ratio of the power storage device is a predetermined value or more, and the fluctuation range is the predetermined When it is less than the value, the discharge priority control which gives priority to the power discharged from the power storage device is executed,
It is characterized by

  The hybrid vehicle according to the present invention includes an engine, a continuously variable transmission that continuously shifts power from the engine and outputs the power to a drive shaft connected to drive wheels, and an electric motor capable of inputting and outputting driving power. And a power storage device that exchanges electric power with the motor. In the hybrid vehicle of the present invention, the engine, the continuously variable transmission and the electric motor are controlled such that the number of revolutions of the engine is increased according to the increase of the vehicle speed at the time of acceleration. This can give the driver a good feeling of acceleration. Then, when accelerating, the engine priority control that prioritizes the power output from the engine is executed when the fluctuation range of the storage ratio of the storage device in a predetermined time is equal to or greater than the predetermined value. Discharge priority control is performed to prioritize power to be discharged. The storage ratio of the storage device tends to be small when the fluctuation range of the storage ratio of the storage device in a predetermined time is equal to or more than a predetermined value. Therefore, storage of the storage device is performed by executing engine priority control giving priority to the power output from the engine. It is possible to suppress the reduction of the rate. Since the storage ratio of the storage device is maintained to a certain extent when the fluctuation range of the storage ratio of the storage device in a predetermined time is less than the predetermined value, fuel efficiency can be achieved by executing discharge priority control giving priority to the power discharged from the storage device. It can be good. As a result, it is possible to achieve both good feeling of acceleration and good fuel consumption.

  Here, "the engine speed of the engine increases with the increase of the vehicle speed" means, for example, setting the target engine speed of the engine to a tendency that the engine speed of the engine increases as the vehicle speed increases. Setting the target engine speed of the engine to a tendency that the engine speed of the engine tends to increase as the accelerator opening degree increases as the engine speed increases as the engine speed increases. The “variation range of the storage ratio in a predetermined time” not only includes, for example, the variation range of the instantaneous storage ratio in a predetermined time, but also includes the variation range in a predetermined time of the average storage ratio in unit time. For example, if one minute is used as the unit time and five minutes is used as the predetermined time, the fluctuation range in five minutes of the average charge ratio for one minute is obtained. As "discharge priority control", for example, the engine is operated on the fuel efficiency priority operation line where fuel efficiency is good, and among the power required for traveling, the power output from the engine is excessive or deficient from the power storage device Control to output can be used. On the other hand, as "engine priority control", for example, the engine is operated on a power priority operation line that outputs larger power than the fuel consumption priority operation line at the same rotation speed, and is output from the engine among the power required for traveling The control which is output from the power storage device can be used for the power which is excessive or deficient in power.

FIG. 1 is a block diagram schematically showing a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 6 is a flowchart showing an example of a priority control switching process routine executed by the HVECU 70. It is explanatory drawing which shows an example of the relationship between fluctuation range (DELTA) SOC and average fuel consumption. It is an explanatory view explaining a mode that operation point of engine 22 is derived using a fuel-consumption priority operation line and a power priority operation line. It is an explanatory view explaining a mode that operation point of engine 22 is derived using a fuel-consumption priority operation line and a power priority operation line. FIG. 13 is an explanatory drawing showing an example of a time change of the storage ratio SOC, the variation range ΔSOC, and the required power P * when the variation range ΔSOC of the storage ratio SOC is relatively small. FIG. 13 is an explanatory drawing showing an example of a time change of the storage ratio SOC, the variation range ΔSOC, and the required power P * when the variation range ΔSOC of the storage ratio SOC is relatively large.

  Next, modes for carrying out the present invention will be described using examples.

  FIG. 1 is a block diagram schematically showing the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As illustrated, the hybrid vehicle 20 according to the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a buck-boost converter 55, a battery 50 as a storage device, and a system main relay. 56, an auxiliary battery 60, 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, light oil or the like 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 processing programs, 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 operation control of the engine 22, for example, a crank angle θcr from a crank position sensor 23 for detecting the rotational position of the crankshaft 26 of the engine 22 from an input port It is done. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through the 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 rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. The ring gear of the planetary gear 30 is connected with a drive shaft 36 connected to the drive wheels 39 a and 39 b via a differential gear 38. The 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 permanent magnets are embedded and a stator in which a three-phase coil is wound, and the rotor is connected to the sun gear of the planetary gear 30 as described above. ing. The motor MG2 is configured as a synchronous generator-motor similarly to the motor MG1, and a rotor is connected to the drive shaft 36.

  The inverter 41 is connected to the high voltage side power line 54a, and is configured as a known inverter circuit having six transistors and six diodes. The inverter 42, like the inverter 41, is connected to the high voltage side power line 54a, and is configured as a known inverter circuit having six transistors and six diodes. The inverters 41 and 42 adjust the ratio of the on time of the pair of transistors by the motor electronic control unit (hereinafter referred to as “motor ECU”) 40 when the voltage is applied, thereby the motors MG1 and MG2. A rotating magnetic field is formed in the three-phase coil of MG2, and the motors MG1 and MG2 are rotationally driven.

  A buck-boost converter 55 is connected to the high voltage side power line 54a and the low voltage side power line 54b, and is a well-known buck-boost having two transistors, two diodes and a reactor constituting an upper arm and a lower arm. It is configured as a converter circuit. The step-up / step-down converter 55 boosts the power of the low voltage side power line 54b by adjusting the ratio of the on time of the two transistors that constitute the upper arm and the lower arm by the motor ECU 40, and thereby increases the high voltage side power line 54a. The power of the high voltage side power line 54a is stepped down and supplied to the low voltage side power line 54b. A capacitor 57 for smoothing is attached to the positive electrode side line and the negative electrode side line of the high voltage side power line 54 a, and the positive electrode side line and the negative electrode side line of the low voltage side power line 54 b are provided for smoothing. A capacitor 58 is attached.

  Although not shown, the motor ECU 40 is configured as a microprocessor centering on a CPU, and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port. . Signals from various sensors necessary for driving and controlling the motors MG1 and MG2 and the buck-boost converter 55 are input to the motor ECU 40 via the input port. As signals input to the motor ECU 40, for example, the rotational positions θm1 and θm2 from the rotational position detection sensors 43 and 44 for detecting the rotational positions of the rotors of the motors MG1 and MG2 and the respective phases of the motors MG1 and MG2 The phase currents Iu1, Iv1, Iu2, Iv2 from the current sensors 45u, 45v, 46u, 46v for detecting the current, and the motor temperature tm1 from the temperature sensor 45t attached to the motor MG1 can be mentioned. Also, the 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 capacitor 58 (low voltage) from the voltage sensor 58a attached between the terminals of the capacitor 58. The voltage VL of the side power line 54b) can also be mentioned. The motor ECU 40 outputs various control signals for driving and controlling the motors MG1 and MG2 and the buck-boost converter 55 through the output port. As a signal output from motor ECU40, the switching control signal to the transistor of inverter 41 and 42 and the switching control signal to the transistor of buck-boost converter 55 can be mentioned, for example. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the electrical angles θe1 and θe2 and the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44. .

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery, and is connected to the low voltage side power line 54b. 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 processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. . Signals from various sensors necessary to manage the battery 50 are input to the battery ECU 52 through 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 51a attached between the terminals of the battery 50 or the battery 50 from the current sensor 51b attached to the output terminal of the battery 50 The current Ib and the temperature Tb of the battery 50 from the temperature sensor 51 c attached to the battery 50 can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the current Ib of the battery 50 from the 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. The battery ECU 52 also calculates the output limit Wout and the input limit Win of the battery 50 based on the temperature Tb of the battery 50 and the storage ratio SOC from the temperature sensor 51c. The output limit Wout is the allowable maximum power (power of positive value) that may be discharged from the battery 50. The input limit Win is the maximum allowable power (negative power) at which the battery 50 may be charged.

  The system main relay 56 is provided closer to the battery 50 than the capacitor 58 in the low voltage side power line 54b. The system main relay 56 is connected and disconnected between the battery 50 and the buck-boost converter 55 by being on / off controlled by the HVECU 70.

  Auxiliary battery 60 is configured as a storage battery having a voltage lower than that of battery 50, for example, a lead storage battery, and is connected to auxiliary power system power line 64. The accessory system power line 64 is connected to the low voltage side power line 54b via the DC / DC converter 62, and the power on the low voltage side power line 54b side is converted to a low voltage by the DC / DC converter 62. Supplied. An accessory 66 such as a steering device is connected to the accessory power line 64.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes, besides the CPU, a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port. Signals from various sensors are input to the HVECU 70 through input ports. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. In addition, the accelerator opening Acc from the accelerator pedal position sensor 84 for detecting the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, and the vehicle speed sensor 88 The vehicle speed V can also be mentioned. From the HVECU 70, a drive control signal to the system main relay 56, a drive control signal to the DC / DC converter 62, and the like are output via an output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port.

  The hybrid vehicle 20 of the embodiment configured in this manner travels in a hybrid travel mode (HV travel mode), an electric travel mode (EV travel mode), or the like. The HV traveling mode is a traveling mode in which the vehicle travels with the operation of the engine 22 and the driving of the motors MG1 and MG2. The EV travel mode is a travel mode in which the engine 22 is stopped and the motor MG2 is driven to travel.

  In the EV travel mode, the vehicle travels basically as follows. The HVECU 70 first sets the required torque Td * required for traveling based on the accelerator opening Acc and the vehicle speed V. Subsequently, the torque command Tm1 * of the motor MG1 is set to a value of 0, and the torque command Tm2 * of the motor MG2 is set such that the required torque Td * is output to the drive wheels 39a and 39b within the allowable drive range of the motor MG2. The target voltage VH * as a target value of the voltage VH of the high voltage side power line 54a is set so that the motors MG1 and MG2 can be driven efficiently by the torque commands Tm1 * and Tm2 *. Then, the set torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 and the target voltage VH * are transmitted to the motor ECU 40. Motor ECU 40 controls switching of a plurality of transistors of inverters 41 and 42 so that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *, and voltage VH of high voltage side power line 54a attains target voltage VH *. The transistors of the buck-boost converter 55 are switched and controlled as

  In the HV driving mode, basically, the vehicle travels as follows. The HVECU 70 first sets the required torque Td * required for traveling based on the accelerator opening Acc and the vehicle speed V, and the driver requests the traveling based on the set required torque Td * and the vehicle speed V. Set the required power Pd *. Subsequently, charge / discharge required power Pb * obtained by adding power Psoc or the like necessary for storage ratio SOC of battery 50 to approach target ratio SOC * to power (auxiliary power) required for the auxiliary machine Set a positive value when discharging from 50). Then, the value obtained by multiplying the required power Pd * by the required power Pd * multiplied by the efficiency 減 じ る is reduced and the power Pac required for the air conditioner is added to obtain the required power Pe * required for the vehicle (required for the engine 22) calculate. Thus, when the required power Pe * is set, the required power Pe * is output from the engine 22 and the required torque Td * is output to the drive wheels 39a and 39b within the allowable drive range of the engine 22 and the motors MG1 and MG2. The target rotational speed Ne * and the target torque Te * of the engine 22, 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 set. The target rotation speed Ne * and the target torque Te * of the engine 22 are respectively applied to the fuel efficiency operation line for efficiently operating the engine 22 according to the situation and the power priority operation line for prioritizing the power by applying the required power Pe *. Set Further, as torque command Tm1 * of motor MG1, a value calculated by rotation speed feedback control for rotating engine 22 at target rotation speed Ne * is set. Since the torque command Tm1 * of the motor MG1 is a torque in the direction to hold down the rotational speed Ne of the engine 22, when the rotational speed Nm1 of the motor MG1 is positive (when the motor MG1 is rotating in the same direction as the engine 22) In this case, the motor MG1 is regeneratively driven (functions as a generator). A value (Td * −Ted) obtained by subtracting the direct delivery torque Ted of the engine 22 from the required torque Td * is set to the torque command Tm2 * of the motor MG2. Here, the direct delivery torque Ted of the engine 22 is a torque that is output from the engine 22 to the drive shaft 36 via the planetary gear 30 with an output of a torque in a direction to suppress the rotational speed Ne of the engine 22 from the motor MG1. Then, target rotational speed Ne * and target torque Te * of engine 22 are transmitted to engine ECU 24, and torque commands Tm1 * and Tm2 * of motors MG1, MG2 and target voltage VH * are transmitted to motor ECU 40. 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 at the target rotation speed Ne * and the target torque Te *. Motor ECU 40 controls switching of a plurality of transistors of inverters 41 and 42 so that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *, and voltage VH of high voltage side power line 54a attains target voltage VH *. The transistors of the buck-boost converter 55 are switched and controlled as

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly, the operation when an acceleration feeling effect control for making the feeling of acceleration good in the HV traveling mode is performed will be described. The feeling of acceleration effect control is control for improving the feeling of acceleration given to the driver at the time of acceleration. Specifically, the engine 22 and the motor MG1 are controlled such that the rotation speed Ne of the engine 22 is increased according to the increase of the vehicle speed V. , MG2 are driven and controlled. In this case, first, the required torque Td * required for traveling is set based on the accelerator opening Acc and the vehicle speed V, and the target rotation speed Ne * of the engine 22 is set based on the vehicle speed V. Subsequently, the target rotation speed Ne * is applied to the fuel efficiency priority operation line or the power priority operation line to set the target torque Te * of the engine 22. Then, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so that the engine 22 is driven at the target operating point of the target rotation speed Ne * and the target torque Te * and travels with the required torque Td *. The setting of the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 has been described above.

  In the embodiment, the control when using the fuel efficiency prioritization line when performing the acceleration feeling effect control in the HV traveling mode is referred to as battery priority control, and the control when using the power priority action line is referred to as engine priority control . Next, an operation of switching between the battery priority control and the engine priority control while the acceleration feeling effect control is being executed in the HV traveling mode will be described. FIG. 2 is a flowchart showing an example of the priority control switching process routine executed by the HVECU 70. This routine is repeatedly executed every predetermined repetition time (for example, every 10 seconds or every 20 seconds).

  When the priority control switching process routine is executed, the HVECU 70 first calculates the fluctuation range ΔSOC of the average power storage ratio SOC per predetermined time (step S100). Here, the average storage ratio SOC is a storage ratio SOC per unit time, and for example, an average value of the storage ratio SOC in one minute can be used. The predetermined time is longer than the above-mentioned unit time, and for example, 5 minutes or 7 minutes can be used. Now, assuming that the unit time is 1 minute and the predetermined time is 5 minutes, the fluctuation range ΔSOC is the fluctuation range of the average value of the storage ratio SOC per minute in the past 5 minutes.

  Next, it is determined whether the calculated fluctuation range ΔSOC is equal to or larger than the threshold value Sref (step S110). As the threshold value Sref, it is possible to use a fluctuation range ΔSOC that minimizes the average fuel consumption. FIG. 3 is an explanatory view showing an example of the relationship between the fluctuation range ΔSOC and the average fuel consumption. As shown in the figure, the relationship between the fluctuation range ΔSOC and the average fuel consumption becomes large regardless of whether the fluctuation range ΔSOC is small or large, and the fluctuation range in which the average fuel consumption becomes minimum can be found. In the embodiment, the fluctuation range that minimizes the average fuel consumption is used as the threshold value Sref. As shown in FIG. 3, in a region where the fluctuation range ΔSOC is small, charging and discharging of the battery 50 are performed relatively uniformly, for example, acceleration and deceleration are frequently performed as in the case of traveling in a city area, The average fuel consumption will be large because there is much engine priority control. On the other hand, in a region where fluctuation range ΔSOC is large, charging and discharging of battery 50 are relatively shifted, for example, a state in which the storage ratio SOC decreases with the passage of time as when traveling uphill. Therefore, the engine 22 is operated for forced charging due to the decrease in the storage ratio SOC of the battery 50, and the average fuel consumption is increased.

  When it is determined in step S110 that the fluctuation range ΔSOC is equal to or greater than the threshold value Sref, the engine priority counter Ce is incremented (step S120) and the battery priority counter Cb is decremented (step S130). Here, the engine priority counter Ce and the battery priority counter Cb are counters having predetermined values (for example, 100 and 200) as initial values. Subsequently, it is determined whether the engine priority counter Ce is greater than or equal to the threshold Cref (step S140). The threshold Cref is for suppressing hunting, and is determined in advance based on the execution frequency of the priority control switching process routine. When it is determined that the engine priority counter Ce is equal to or higher than the threshold Cref, it is determined that the state in which charging and discharging of the battery 50 are relatively offset and continuing is continued, and switching to engine priority control (step S150) End this routine. FIG. 4 and FIG. 5 are explanatory diagrams for explaining how the driving point of the engine 22 is derived using the fuel consumption priority operation line and the power priority operation line. FIG. 4 shows how the target torque Te * of the engine 22 is derived using the target rotation speed Ne * set based on the vehicle speed V for the required power P *. In FIG. The figure also shows how the target torque Te * of the engine 22 is derived similarly when the power P * is the same but the target rotational speed Ne * becomes large due to the increase of the vehicle speed V. In FIG. 4, when the feeling of acceleration effect control is not executed, the number of revolutions N0 and torque T0 at the intersection of the curve where required power P * is constant (curve P * in the figure) and the fuel efficiency prioritization line are The target rotational speed Ne * and the target torque Te * of the engine 22 are set. Since the target rotational speed Ne * corresponding to the vehicle speed V is set when the feeling of acceleration effect control is executed, in the engine priority control, the torque Tpwr obtained by applying the target rotational speed Ne * set to the power priority operation line is targeted Set as torque Te *. In this case, the power Ppwr which is insufficient for the required power P * is output from the battery 50. On the other hand, in the battery priority control, the torque Teco obtained by applying the target rotation speed Ne * set to the fuel efficiency priority operation line is set as the target torque Te *. In this case, the power Peco lacking in the required power P * is output from the battery 50. As illustrated, Ppwr> Peco. When the target rotational speed Ne * increases as the vehicle speed V increases, as shown in FIG. 5, the power Ppwr exceeds the required power P * when the power priority operation line is used, and the battery 50 is charged by the power Ppwr. Ru. On the other hand, when the fuel consumption priority operation line is used, only the power Peco is insufficient with respect to the required power P *, and the power Peco is output from the battery 50. As will be understood from FIGS. 4 and 5, since the power Ppwr output from the battery 50 when using the power priority operation line is smaller than the power Peco output from the battery when using the fuel consumption priority operation line, the power priority operation is performed. By performing control using a line, that is, engine priority control, the fluctuation range ΔSOC can be reduced. Therefore, by switching to the engine priority control when it is determined that the engine priority counter Ce is equal to or greater than the threshold Cref, the fluctuation range ΔSOC can be reduced to approach the threshold Sref and the average fuel consumption can be reduced. When it is determined in step S140 that the engine priority counter Ce is less than the threshold Cref, the present routine is ended without switching the priority control.

  When it is determined in step S110 that the fluctuation range ΔSOC is less than the threshold value Sref, the engine priority counter Ce is decremented (step S160), and the battery priority counter Cb is incremented (step S170). Subsequently, it is determined whether the battery priority counter Cb is greater than or equal to the threshold Cref (step S180). When it is determined that the battery priority counter Cb is greater than or equal to the threshold Cref, the control is switched to the battery priority control (step S190), and this routine is ended. As described with reference to FIGS. 4 and 5, by switching to the battery priority control when it is determined that the battery priority counter Cb is greater than or equal to the threshold Cref, the fluctuation range ΔSOC is increased to approach the threshold Sref, and the average fuel consumption is averaged. Can be made smaller. When it is determined in step S180 that the battery priority counter Cb is less than the threshold Cref, the present routine is ended without switching the priority control.

  FIG. 6 is an explanatory diagram showing an example of temporal changes in the storage ratio SOC, the variation range ΔSOC, and the required power P * when the variation range ΔSOC of the storage ratio SOC is relatively small, and FIG. 7 is a variation of the storage ratio SOC FIG. 7 is an explanatory view showing an example of a time change of a storage ratio SOC, a fluctuation range ΔSOC, and a required power P * when the width ΔSOC is relatively large. As shown in FIG. 6, as the state where the fluctuation range ΔSOC is relatively small, it is possible to consider, for example, urban traveling in which there is a lot of signal waiting. In this city driving, the battery 50 is discharged at the time of acceleration due to the start, and the battery 50 is charged at the time of braking when the vehicle is stopped. Therefore, the fluctuation range ΔSOC is relatively small. The fluctuation range ΔSOC reaches less than the threshold Sref, and a certain amount of time elapses, and the engine priority control is switched to the time T1 when the battery priority counter Cb reaches the threshold Cref or more. Therefore, the fluctuation range ΔSOC becomes large and approaches the threshold value Sref, and the average fuel consumption is reduced. As shown in FIG. 7, as the state in which the fluctuation range ΔSOC is relatively large, for example, a state in which a long slope is being climbed can be considered. In this uphill traveling, the amount of discharge from the battery 50 is large, and the storage ratio SOC of the battery 50 is largely reduced, so that the fluctuation range ΔSOC is large. When the fluctuation range ΔSOC reaches the threshold Sref or more and a certain amount of time elapses, the control is switched to the battery priority control at the time T2 when the engine priority counter Ce reaches the threshold Cref or more. Therefore, the fluctuation range ΔSOC decreases and approaches the threshold value Sref, and the average fuel consumption is reduced.

  In the hybrid vehicle 20 of the embodiment described above, the engine priority counter Ce is increased when the variation range ΔSOC of the average storage ratio SOC within the predetermined time is equal to or greater than the threshold Sref while the feeling of acceleration effect control is being executed. At the same time, the battery priority counter Cb is decreased, and engine priority control is executed when the engine priority counter Ce reaches a threshold Cref or more. As a result, the fluctuation range ΔSOC can be reduced to approach the threshold value Sref and the average fuel consumption can be reduced. On the other hand, while the feeling of acceleration effect control is being executed, if the variation range ΔSOC of the average storage ratio SOC within the predetermined time is smaller than the threshold Sref, the engine priority counter Ce is decreased and the battery priority counter Cb is increased. When the battery priority counter Cb reaches the threshold Cref or more, the battery priority control is executed. As a result, the fluctuation range ΔSOC can be increased to approach the threshold value Sref and the average fuel consumption can be reduced. Of course, since the control of feeling of acceleration is performed, it is possible to give the driver a good feeling of acceleration. As a result, it is possible to achieve both good feeling of acceleration and good fuel consumption.

  The hybrid vehicle 20 according to the embodiment includes the motor MG1 and the planetary gear 30, but instead of the motor MG1 and the planetary gear 30, a mechanical continuously variable transmission may be provided.

  In the hybrid vehicle 20 of the embodiment, the battery 50 is used as the power storage device, but any device capable of storing power may be used, and a capacitor or the like may be used.

  Although the hybrid vehicle 20 of the embodiment includes the buck-boost converter 55, it may not be included.

  The hybrid vehicle 20 of the embodiment includes the engine ECU 24, the motor ECU 40, the battery ECU 52, and the HVECU 70. However, 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 section of "Means for Solving the Problems" will be described. In the embodiment, the engine 22 corresponds to the "engine", the motor MG1 and the planetary gear 30 correspond to the "stepless transmission", the motor MG2 corresponds to the "motor", and the battery 50 corresponds to the "power storage device". The HVECU 70, the engine ECU 24, the motor ECU 40, and the battery ECU 52 correspond to a "control device".

  In addition, the correspondence of the main elements of the embodiment and the main elements of the invention described in the section of the means for solving the problem implements the invention described in the column of the means for solving the problem in the example. The present invention is not limited to the elements of the invention described in the section of “Means for Solving the Problems”, as it is an example for specifically explaining the mode for carrying out the invention. That is, the interpretation of the invention described in the section of the means for solving the problem should be made based on the description of the section, and the embodiment is an embodiment of the invention described in the section of the means for solving the problem. 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 by these Examples, In the range which does not deviate from the summary of this invention, it becomes various forms Of course it can be implemented.

  The present invention is applicable to the manufacturing industry of hybrid vehicles and the like.

  20 hybrid cars, 22 engines, 23 crank position sensors, 24 electronic control units for engines (engine ECU), 26 crankshafts, 28 dampers, 30 planetary gears, 36 drive shafts, 38 differential gears, 39a, 39b drive wheels, 40 motors Electronic control unit (motor ECU), 41, 42 inverters, 43, 44 rotational position detection sensors, 45t temperature sensors, 45u, 45v, 46u, 46v current sensors, 50 batteries, 51a, 57a, 58a voltage sensors, 51b current sensors, 51c temperature sensor, 52 electronic control unit for battery (battery ECU), 54a high voltage side power line, 54b low voltage side power line, 55 boost converter, 56 system main relays, 57, 58 Sensor, 60 auxiliary battery, 62 DC / DC converter, 64 auxiliary power line, 66 auxiliary, 70 electronic control unit (HVECU) for hybrid, 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, MG1, MG2 motor.

Claims (1)

With the engine,
A continuously variable transmission which continuously shifts the power from the engine and outputs it to a drive shaft connected to drive wheels;
A motor capable of inputting and outputting driving power,
A storage device that exchanges power with the motor;
A control device configured to control the engine, the continuously variable transmission, and the electric motor such that the number of revolutions of the engine is increased according to the increase in vehicle speed at the time of acceleration;
A hybrid vehicle comprising
The control device executes, when accelerating, engine priority control that prioritizes the power output from the engine when the fluctuation range in the predetermined time of the storage ratio of the power storage device is a predetermined value or more, and the fluctuation range is the predetermined When it is less than the value, the discharge priority control which gives priority to the power discharged from the power storage device is executed,
A hybrid car characterized by

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