JP2019156007A - Control device for hybrid vehicle - Google Patents

Abstract

To prevent discomfort from being imparted to a user when an accelerator is on.SOLUTION: An engine and first and second motors are controlled such that when estimated input power exceeds maximum permissible power permitted for charging a power storage device, operation of the engine is continued if the engine is operating, and the engine is started by motoring the engine with the first motor if operation of the engine is stopped. In addition, if a power storing proportion is exceeding a first proportion during operation of the engine, the maximum permissible power is decreased, in comparison with the case where the proportion is equal to or lower than the first proportion. If the power storing proportion is exceeding a second proportion, lower than the first proportion, when operation of the engine is stopped, the maximum permissible power is decreased, in comparison with the case where the proportion is equal to or lower than the second proportion.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a control device for a hybrid vehicle, and more particularly to a control device mounted on a hybrid vehicle including an engine, a first motor, a planetary gear, a second motor, and a power storage device.

  Conventionally, as a control device of this type of hybrid vehicle, a device mounted on a hybrid vehicle including an engine, a first motor, a planetary gear, a second motor, and a power storage device (battery) has been proposed. (For example, refer to Patent Document 1). The planetary gear has a first rotation element, a second rotation element, and a third rotation element that are arranged in order in the collinear diagram. The rotation axis of the first motor is connected to the first rotation element, and the engine of the engine is connected to the second rotation element. An output shaft is connected, and a drive shaft connected to the drive wheels is connected to the third rotating element. The second motor is connected to the drive shaft. The power storage device exchanges electric power with the first and second motors. In this control device, the engine and the first and second motors are controlled such that the engine is operated within the range of the maximum allowable power allowed for charging the power storage device and the first and second motors are driven. Yes.

JP 2012-51515 A

  In the hybrid vehicle control device described above, when the engine is motored by the first motor at the current vehicle speed and the engine is started, the input power input to the power storage device is estimated, and the estimated input power indicates the maximum allowable power. When the vehicle speed is exceeded, the engine is motored by the first motor and the engine is started to suppress the input power to the power storage device from greatly exceeding the maximum allowable power when the vehicle speed further increases. . In addition, when the power storage ratio, which is the ratio of the stored capacity to the total capacity of the power storage device, exceeds the first ratio, the maximum allowable power is reduced compared to when the power storage ratio is less than the first ratio, May protect. If the power storage ratio is higher than the first ratio when starting the engine, the drive of the first motor is limited so that the generated power when the engine is motored by the first motor does not exceed the maximum allowable power. Since the startability may be disadvantageously reduced, the maximum allowable power may be temporarily increased to improve the engine startability. However, if the maximum allowable power is increased, the input power of the power storage device is unlikely to exceed the maximum allowable power, and the engine start is suppressed. If the engine start is suppressed in this way, when the user turns on the accelerator, the engine is not started and the engine continues to stop, which may give the user a sense of discomfort.

  The main purpose of the control device for a hybrid vehicle of the present invention is to prevent the user from feeling uncomfortable when the accelerator is on.

  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:
Engine,
A first motor;
A first rotation element, a second rotation element, and a third rotation element that are arranged in order in the alignment chart; a rotation shaft of the first motor is connected to the first rotation element; and the engine is connected to the second rotation element. A planetary gear to which a drive shaft connected to a drive wheel is connected to the third rotating element;
A second motor connected to the drive shaft;
A power storage device that exchanges electric power with the first and second motors;
And a hybrid vehicle control device mounted on the hybrid vehicle,
Based on the vehicle speed, when the engine is motored by the first motor to start the engine, the input power input to the power storage device is estimated,
In the case where the estimated input power exceeds the maximum allowable power allowed for charging the power storage device, the engine operation is continued when the engine is operating, and the engine operation is stopped when the engine is stopped. Controlling the engine and the first and second motors so that the engine is started by motoring the engine with one motor;
Further, when the engine is in operation, the maximum allowable power is reduced when the power storage ratio exceeds the first ratio compared to when the power storage ratio is lower than the first ratio, and the engine is shut down. When the power storage ratio exceeds a second ratio smaller than the first ratio, the maximum allowable power is made smaller than when the power storage ratio is equal to or less than the second ratio.
This is the gist.

  In the hybrid vehicle control device of the present invention, the input power input to the power storage device when the engine is started by motoring the engine by the first motor is estimated based on the vehicle speed. When the estimated input power exceeds the maximum allowable power allowed for charging the power storage device, the engine operation is continued when the engine is operating, and the engine is operated by the first motor when the engine is stopped. The engine and the first and second motors are controlled so that the engine is started by motoring. In addition, when the engine is in operation, the maximum allowable power is reduced when the power storage ratio exceeds the first ratio compared to when it is equal to or less than the first ratio, and the power storage ratio when the engine is stopped. When the value exceeds the second ratio which is smaller than the first ratio, the maximum allowable power is made smaller than when the ratio is less than the second ratio. As a result, when the engine is not stopped, the maximum allowable power when the storage ratio is high is reduced compared to when the engine is operating, so the engine starts when the storage ratio is high. It becomes easy. Therefore, when the power storage ratio is high, the engine is easily started when the accelerator is turned on, so that it is possible to prevent the user from feeling uncomfortable when the accelerator is turned on.

  Thus, in the hybrid vehicle control device of the present invention, when the accelerator is on and the engine is in operation, the power storage ratio exceeds the first ratio compared to when the power storage ratio is equal to or less than the first ratio. When the maximum allowable power is reduced, the accelerator is on, and the engine is stopped, the maximum allowable power is greater than the second power ratio when the power storage ratio exceeds the second ratio. The power may be reduced.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a control device as an embodiment of the present invention. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the electrical storage ratio SOC of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. 5 is a flowchart showing an example of an engine start determination routine executed by an HVECU 70. It is explanatory drawing which shows an example of the relationship between the electrical storage ratio SOC of the battery 50, and the correction coefficient Kwin_e.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a control device as an embodiment of the present invention. 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 battery 50, 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. . Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 from an input port. Signals input to the engine ECU 24 include a crank angle θcr from a crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22, a throttle opening TH from a throttle valve position sensor that detects a throttle valve position, and the like. Can be mentioned.

  Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through an output port. Other control signals output from the engine ECU 24 include a control signal to the throttle motor that adjusts the position of the throttle valve, a control signal to the fuel injection valve, and a control signal to the ignition coil integrated with the igniter. Various things can be mentioned.

  The engine ECU 24 is connected to the HVECU 70 via a communication port, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operating state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 calculates the rotation speed of the crankshaft 26, that is, the rotation 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 38 a and 38 b via a differential gear 37. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30.

  The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to the drive shaft 36. The inverters 41 and 42 are connected to the battery 50 via the power line 54. The motors MG1 and MG2 are driven to rotate by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  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. . Signals from various sensors necessary for driving and controlling the motors MG1, MG2 are input to the motor ECU 40 via the input port. Examples of signals input to the motor ECU 40 include rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2. Moreover, the phase current from the current sensor which detects the electric current which flows into each phase of motor MG1, MG2 can also be mentioned.

  From the motor ECU 40, switching control signals to a plurality of switching elements (not shown) of the inverters 41 and 42 are output via an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 controls driving of the motors MG1 and MG2 by a control signal from the HVECU 70 and outputs data related to the driving state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery. As described above, the battery 50 is connected to the inverters 41 and 42 via the power line 54. 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. Signals input to the battery ECU 52 include the battery voltage Vb from the voltage sensor 51 a installed between the terminals of the battery 50, the battery current Ib from the current sensor 51 b attached to the output terminal of the battery 50, and the battery 50. The battery temperature Tb from the obtained temperature sensor 51c can be mentioned.

  The battery ECU 52 is connected to the HVECU 70 via a communication port, and outputs data relating to the state of the battery 50 to the HVECU 70 as necessary. 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, or the input / output limits Win, Wout of the battery 50 based on the calculated storage ratio SOC and the battery temperature Tb. Or calculating. 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 input / output limits Win and Wout of the battery 50 are the maximum charging / discharging power at which charging / discharging of the battery 50 is allowed. In the embodiment, the output limit Wout is a positive value and the input limit Win is a negative value. The input / output limits Win and Wout of the battery 50 basically set the basic values Winb and Woutb of the input / output limits Win and Wout based on the battery temperature Tb, and for output limitation based on the storage ratio SOC of the battery 50. Can be set by multiplying the basic values Winb and Woutb of the input / output limits Win and Wout by the correction coefficients Kwin and Kwout. FIG. 2 shows an example of the relationship between the battery temperature Tb and the basic values Winb and Woutb of the input / output limits Win and Wout. FIG. 3 shows the storage ratio SOC of the battery 50 and the correction coefficients Kwin and Kwout of the input / output limits Win and Wout. An example of the relationship is shown. In FIG. 3, the correction coefficient Kwout is set to a constant value 1 when the storage rate SOC is greater than or equal to the rate S0, and is set to decrease from the value 1 toward the value 0 when the storage rate SOC is less than the rate S0. . Therefore, when battery temperature Tb is constant, output limit Wout is set to be larger when power storage rate SOC is equal to or higher than rate S0 than when it is lower than rate S0. The correction coefficient Kwin is set to a constant value 1 when the power storage rate SOC is equal to or less than the rate S1, and is set to decrease from the value 1 toward the value 0 when the power storage rate SOC exceeds the rate S1. Therefore, when the battery temperature Tb is constant, the absolute value | Win | (maximum charging power) of the input limit Win is smaller when the storage ratio SOC exceeds the ratio S1 than when the storage ratio SOC is less than the ratio S1. It is set as follows.

  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 signals input to the HVECU 70 include an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and a vehicle speed V from the vehicle speed sensor 88. In addition, the accelerator pedal position Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83 and the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85 can also be cited.

  As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  In the hybrid vehicle 20 of the embodiment configured as described above, the vehicle travels by hybrid travel (HV travel) or travels by electric travel (EV travel). In HV traveling, the vehicle travels with the operation of the engine 22. In EV travel, the engine 22 is stopped and travels.

  The HVECU 70 performs the following control when the accelerator-on is detected by the accelerator pedal position sensor 84. That is, first, the required torque Td * required for travel (to be output to the drive shaft 36) is set based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. Subsequently, the required traveling power Pdrv * required for traveling is calculated by multiplying the set required torque Td * by the rotational speed Nr of the drive shaft 36. Here, as the rotation speed Nr of the drive shaft 36, a rotation speed obtained by multiplying the rotation speed Nm2 of the motor MG2 or the vehicle speed V by a conversion factor can be used. Then, the required power Pe * required for the vehicle is set by adding the charge / discharge required power Pb * of the battery 50 (a positive value when the battery 50 is charged) to the calculated required travel power Pdrv *. Here, the charge / discharge required power Pb * is set so that the absolute value of the difference ΔSOC becomes smaller based on the difference ΔSOC between the storage ratio SOC of the battery 50 and the target ratio SOC *.

  Next, it is determined whether the current travel mode is the HV travel mode or the EV travel mode. If it is determined that the vehicle is in the EV traveling mode, an engine start determination is performed to determine whether to start the engine 22 or not. The engine start determination will be described later. In the engine start determination, if it is determined that the engine 22 is not started, it is determined that the EV travel mode is continued, a value 0 is set to the torque command Tm1 * of the motor MG1, and the battery 50 input / output limits Win and Wout are within the range. The torque command Tm2 * of the motor MG2 is set so that the required torque Td * (required travel power Pdrv *) is output to the drive shaft 36. Then, torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40. Motor ECU 40 performs switching control of each transistor of inverters 41 and 42 so that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *.

  If it is determined in the engine start determination that the engine 22 is to be started, an engine start process for starting the motor 22 by motoring with the motor MG1 is executed in order to shift from the EV travel mode to the HV travel mode. In the engine start process, a predetermined motoring torque is output from the motor MG1 to increase the rotation speed of the engine 22, and the operation of the engine 22 is started when the rotation speed Ne of the engine 22 exceeds the start rotation speed Nestat. To do. When the engine 22 is started and shifts to the HV traveling mode, the required power Pe * is output from the engine 22 and the required torque Td * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. In this way, the target operating point (target rotational speed Ne *, target torque Te *) of the engine 22 and torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set. The target operating point (target rotational speed Ne *, target torque Te *) of the engine 22 is an optimal operating line that optimizes fuel consumption by taking into account noise and vibration among the operating points (rotational speed, torque) of the engine 22. The operating point (rotation speed, torque) on the optimum operation line corresponding to the required power Pe * is determined and set in advance. The target operating point (target rotational speed Ne *, target torque Te *) of the engine 22 is transmitted to the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the 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 based on the target operation point. The motor ECU 40 controls the inverters 41 and 42 as described above.

  The HVECU 70 performs the following control when the accelerator-off is detected by the accelerator pedal position sensor 84. That is, first, the required torque Td * (required braking force) is set based on the vehicle speed V from the vehicle speed sensor 88. Subsequently, the required traveling power Pdrv * required for traveling is calculated by multiplying the set required torque Td * by the rotational speed Nr of the drive shaft 36. Next, it is determined whether or not the absolute value | Prdv * | of the required travel power Pdrv * is greater than the absolute value | Win | of the input limit Win. When the absolute value | Prddv * | is equal to or smaller than the absolute value | Win |, the fuel cut command is transmitted to the engine ECU 24, the value 0 is set in the torque command Tm1 * of the motor MG1, and the range of the input limit Win of the battery 50 The torque command Tm2 * of the motor MG2 is set so that the required torque Td * (required braking force) is output to the drive shaft 36, and the torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40. The engine ECU 24 that has received the fuel cut command executes fuel cut of the engine 22. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the inverters 41 and 42 as described above.

  When the absolute value | Prddv * | exceeds the absolute value | Win |, the motor for causing the friction torque (braking force) of the engine 22 to act on the drive shaft 36 by motoring the engine 22 in a fuel cut state. Ring torque is set to torque command Tm1 * of motor MG1. Then, the torque command Tm2 * of the motor MG2 is set so that the required torque Td * (required braking force) is output to the drive shaft 36 within the range of the input limit Win of the battery 50, and the torque commands Tm1 *, Tm2 * are set. Is transmitted to the motor ECU 40. The motor ECU 40 controls the inverters 41 and 42 as described above.

  Next, engine start determination when the accelerator is on in the hybrid vehicle 20 of the embodiment configured in this manner will be described. FIG. 4 is a flowchart showing an example of an engine start determination routine executed by the HVECU 70. This routine is repeatedly executed at predetermined time intervals (for example, every several milliseconds) when the accelerator pedal position sensor 84 detects that the accelerator is on.

  When this routine is executed, the HVECU 70 executes a process of inputting the vehicle speed V, the power storage ratio SOC, and the basic value Winb of the input limit Win (step S100). The vehicle speed V is the one detected by the vehicle speed sensor 88. The power storage rate SOC is input via communication from the battery ECU 52 that is calculated based on the integrated value of the current Ib of the battery 50 from the current sensor 51b. The basic value Winb is input via communication by the battery ECU 52 based on the battery temperature Tb detected by the temperature sensor 51c and the relationship between the battery temperature Tb and the basic value Winb illustrated in FIG. Is.

  Subsequently, the maximum charging power Wchmax (positive value), which is the maximum value of the input power Wch input to the battery 50 when the engine 22 is motored by the motor MG1 to start the engine 22 at the current vehicle speed V, is obtained. Set (step S110). If the engine 22 is motored by the motor MG1 while traveling with the engine 22 stopped, the power generated by the motor MG1 is input to the battery 50. Further, for example, when the engine 22 is motored by the motor MG1 while the regenerative braking force is being output from the motor MG2 during coast down, the generated power of the motor MG1 and the generated power of the motor MG2 are input to the battery 50. The When the vehicle speed V is high, that is, when the rotational speed of the drive shaft 36 is high, the rotational speed Nm1 (negative value) of the motor MG1 and the rotational speed Nm2 (positive value) of the motor MG2 increase as absolute values. Therefore, when the vehicle speed V is high, the generated power of the motor MG1 and the generated power of the motor MG2 are larger than when the vehicle speed V is low, and the input power Wch of the battery 50 is large. Considering this, in the embodiment, the relationship between the vehicle speed V and the maximum input power Wchmax is obtained in advance as a maximum input power setting map by experiment or analysis, and the vehicle speed V and the maximum input power setting map are obtained. The maximum input power Wchmax is set. In the maximum input power setting map, the maximum input power Wchmax is set to be larger when the vehicle speed V is high than when it is low.

  When the maximum input power Wchmax is thus set, it is subsequently determined whether or not the engine 22 is in operation (step S120). When the engine 22 is in operation, the input restriction correction coefficient Kwin_e is set based on the storage ratio SOC of the battery 50, and the input restriction Win is set by multiplying the basic value Winb by the correction coefficient Kwin_e (step S130). . FIG. 5 shows an example of the relationship between the storage ratio SOC of the battery 50 and the correction coefficient Kwin_e. In the figure, the solid line shows an example of the relationship between the storage ratio SOC of the battery 50 and the correction coefficient Kwin_e. The broken line is an example of the relationship between the storage ratio SOC of the battery 50 and the correction coefficient Kwin shown in FIG. As shown in the figure, the correction coefficient Kwin_e is constant at a value of 1 when the storage ratio SOC is less than or equal to the ratio S2 greater than the ratio S1, and decreases from the value 1 toward the value 0 when the storage ratio SOC exceeds the ratio S2. Set to do. Therefore, when the battery temperature Tb is constant, the absolute value | Win | (maximum allowable charging power) of the input limit Win is smaller than when the storage ratio SOC exceeds the ratio S2 and less than the ratio S2. It is set to become.

  Subsequently, it is determined whether or not the maximum input power Wchmax exceeds the absolute value | Win | of the input limit Win (step S150). When the maximum input power Wchmax is equal to or smaller than the absolute value | Win |, this routine ends. Since the engine 22 is now operating, the operation of the engine 22 is continued.

  When the maximum input power Wchmax exceeds the absolute value | Win | in step S150, it is determined that the engine 22 is started (step S160), and this routine is terminated. Since the engine 22 is now in operation, that is, when the engine 22 has already been started, the operation of the engine 22 is continued. Thus, when the engine 22 is in operation, the operation of the engine 22 is continued regardless of whether or not the maximum input power Wchmax exceeds the absolute value | Win | of the input limit Win.

  When the engine 22 is not in operation at step S120, that is, when the engine 22 is stopped, the input limit Win is set by multiplying the basic value Winb by the correction coefficient Kwin (step S140). Therefore, when the battery temperature Tb is constant, the input limit Win when the engine 22 set in step S140 is not in operation is the input limit Win when the storage rate SOC is higher than the rate S1, and the engine 22 set in step S130 is in operation. It becomes larger than the input limit Win at a certain time (absolute value | Win | becomes smaller).

  Subsequently, it is determined whether or not the maximum input power Wchmax exceeds the absolute value | Win | of the input limit Win (step S150). When the maximum input power Wchmax is equal to or less than the absolute value | Win | To do. By such processing, the operation stop of the engine 22 is continued.

When the maximum input power Wchmax exceeds the absolute value | Win | in step S150, it is determined that the engine 22 is started (step S160), and this routine is terminated.
Here, the determination in step S150 is performed using the absolute value | Win | of the input restriction Win set in step S140. The absolute value | Win | of the input limit Win set in step S140 is smaller than the absolute value | Win | of the input limit Win when the engine 22 set in step S130 is operating. Therefore, there are many occasions when it is determined that the maximum input power Wchmax exceeds the absolute value | Win | when the power storage rate SOC is high, and the engine 22 is likely to be started. Now, when the accelerator is on, the engine 22 is easily started when the accelerator is on, so that the user feels uncomfortable (the engine 22 is stopped when the accelerator is on). Can be suppressed.

  In the control apparatus for hybrid vehicle 20 of the embodiment described above, maximum input power Wchmax is set based on vehicle speed V, and engine 22 operates when maximum input power Wchmax exceeds absolute value | Win | of input limit Win. The engine 22 and the motors MG1 and MG2 are controlled so that the operation of the engine 22 is continued when the engine is in the middle, and the engine 22 is started by motoring the engine 22 by the motor MG2 when the engine 22 is stopped. . Further, when the engine 22 is in operation, the absolute value | Win | of the input limit Win is made smaller when the power storage rate SOC exceeds the rate S2 than when it is less than the rate S2, and the engine 22 stops operating. When the storage ratio SOC exceeds the ratio S1 smaller than the ratio S2, the absolute value | Win | of the input limit Win is made smaller than when the storage ratio SOC is less than the ratio S1, so that the storage ratio is high. Since it is easy to start the engine when the accelerator is on, it is possible to suppress the user from feeling uncomfortable (the discomfort caused by the engine being continuously stopped when the accelerator is on).

  In the control device for the hybrid vehicle 20 of the embodiment, the maximum input power Wchmax of the battery 50 is set as the power input to the battery 50 based on the vehicle speed V in step S110, but the input of the battery 50 based on the vehicle speed V is set. When the power Wch can be set, the input power Wch of the battery 50 may be set instead of the maximum input power Wchmax.

  In the control device for the hybrid vehicle 20 of the embodiment, the input restriction Win is set based on the battery temperature Tb, the storage rate SOC, and whether or not the engine 22 is in operation, but without considering the battery temperature Tb. Alternatively, the power storage ratio SOC and whether or not the engine 22 is in operation may be set. In this case, the input limit Win is set so that the absolute value | Win | becomes smaller when the engine 22 is in operation and when the storage rate SOC exceeds the rate S2 than when it is less than the rate S2. In the case where the engine 22 is stopped, the absolute value | Win | of the input limit Win is made smaller when the storage ratio SOC exceeds the ratio S1 smaller than the ratio S2 compared to when the ratio S1 or less. That's fine.

  In the control device for the hybrid vehicle 20 according to the embodiment, the hybrid vehicle 20 includes the battery 50 as a power storage device, but may include a capacitor instead of the battery 50.

  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 battery 50 Corresponds to the “battery”, and the engine ECU 24, the motor ECU 40, the battery ECU 52, and the HVECU 70 correspond to the “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 Electronic Control Unit for Engine (Engine ECU), 26 Crankshaft, 30 Planetary Gear, 36 Drive Shaft, 37 Differential Gear, 38a, 38b Drive Wheel, 40 Electronic Control Unit for Motor (Motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU 52), 54 power line, 70 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 a brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (1)

Engine,
A first motor;
A first rotation element, a second rotation element, and a third rotation element that are arranged in order in the alignment chart; a rotation shaft of the first motor is connected to the first rotation element; and the engine is connected to the second rotation element. A planetary gear to which a drive shaft connected to a drive wheel is connected to the third rotating element;
A second motor connected to the drive shaft;
A power storage device that exchanges electric power with the first and second motors;
And a hybrid vehicle control device mounted on the hybrid vehicle,
Estimating the input power input to the power storage device when starting the engine by motoring the engine by the first motor based on the vehicle speed;
In the case where the estimated input power exceeds the maximum allowable power allowed for charging the power storage device, the engine operation is continued when the engine is operating, and the engine operation is stopped when the engine is stopped. Controlling the engine and the first and second motors so that the engine is started by motoring the engine with one motor;
Further, when the engine is in operation, the maximum allowable power is reduced when the power storage ratio exceeds the first ratio compared to when the power storage ratio is lower than the first ratio, and the engine is shut down. When the power storage ratio exceeds a second ratio smaller than the first ratio, the maximum allowable power is made smaller than when the power storage ratio is equal to or less than the second ratio.
Control device for hybrid vehicle.

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