JP2019181971A - Hybrid automobile - Google Patents

Abstract

To enable output of drive force required by the driver when a CD mode and a sequential shift mode are selected.SOLUTION: A hybrid automobile includes: a drive mode selection switch for selecting an executing drive mode from among plural drive modes that include a CD mode and a CS mode; and a shift mode selection switch for selecting an executing shift mode from among plural shift modes that include a sequential shift mode. When the CD mode is selected as the executing drive mode, with the sequential shift mode selected as the executing shift mode, the control is such that an engine is operated and an automobile travels with power from a battery and power from the engine.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, as this type of hybrid vehicle, a vehicle that switches between a CD mode (Charge Depleting mode) and a CS mode (Charge Sustaining mode) has been proposed (see, for example, Patent Document 1). In this hybrid vehicle, when the power storage rate SOC of the power storage device is greater than a predetermined amount, the engine is stopped as a CD mode and travels with priority using only the motor, and the power storage rate SOC of the power storage device reaches a predetermined amount. When it arrives, the mode is switched to the CS mode, and electric power is generated using the kinetic energy generated by the engine, the engine and the motor are operated, and the vehicle travels while maintaining the storage rate SOC in the vicinity of the predetermined amount.

JP 2011-57116 A

  In the hybrid vehicle, in the CD mode, in order to reduce the storage ratio SOC of the battery, electric driving (EV driving) is performed by driving with the power from the motor while the engine is stopped as much as possible. In the CS mode, the battery charging is performed. The vehicle travels so as to cover the power required for traveling with the output from the engine in order to maintain the ratio SOC. Therefore, in the CD mode, traveling is performed by electric power from the battery, and in the CS mode, traveling is performed by power from the engine. On the other hand, some have a function of a sequential shift which is a virtual shift shift in order to give a good driving feeling to the driver. In the sequential shift, the driver may request a large driving force, but there may be a case where the driving force requested by the driver cannot be provided in traveling using electric power from the battery or driving from the engine.

  The main purpose of the hybrid vehicle of the present invention is to be able to output the driving force requested by the driver when the CD mode and the sequential shift mode are selected.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
Engine,
A motor,
A power storage device for exchanging electric power with the motor;
A drive mode selection switch for selecting an execution drive mode from a plurality of drive modes including a CD mode (Charge Depleting mode) and a CS mode (Charge Sustaining mode);
A shift mode selection switch for selecting an execution shift mode from a plurality of shift modes including a sequential shift mode;
A control device for controlling the engine and the motor based on an execution drive mode by the drive mode selection switch and an execution shift mode by the shift mode selection switch;
A hybrid vehicle comprising:
The control device operates the engine when the CD mode is selected as the execution drive mode and the sequential shift mode is selected as the execution shift mode, and the electric power from the power storage device and the engine Control to drive with the power from
It is characterized by that.

  In the hybrid vehicle of the present invention, when the CD mode is selected as the execution drive mode and the sequential shift mode is selected as the execution shift mode, the engine is operated and the electric power from the power storage device and the engine It controls so that it may drive by motive power. Thus, even when the driver requests a large driving force, the requested driving force can be output.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 5 is a flowchart illustrating an example of a power source switching process executed by an HVECU 70.

  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. 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, in addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port. . The engine ECU 24 receives signals from various sensors necessary to control the operation of the engine 22, for example, a crank angle θcr from a crank position sensor that detects the rotational position of the crankshaft 26 of the engine 22 from an input port. ing. 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, 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. Inverters 41 and 42 are connected to motors MG <b> 1 and MG <b> 2 and to battery 50 via 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. . The motor ECU 40 receives signals from various sensors necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 from rotational position detection sensors 43 and 44 that detect rotational positions of the rotors of the motors MG1 and MG2. , Θm2, etc. are input via the input port. 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 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, and 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. Examples of signals input to the battery ECU 52 include a battery voltage Vb from a voltage sensor 51 a installed between terminals of the battery 50, a battery current Ib from a current sensor 51 b attached to an output terminal of the battery 50, and a battery 50. The battery temperature Tb from the temperature sensor 51c attached to 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 and the input / output limits Wout and Win based on the integrated value of the battery current Ib 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 input / output limits Win and Wout of the battery 50 are allowable charge / discharge power that may charge / discharge the battery 50, and are calculated based on the storage ratio SOC of the battery 50 and the temperature Tb of the battery 50 from the temperature sensor 51c. The

  The charger 60 is connected to the power line 54 and can charge the battery 50 using the power from the external power source 69 when the power plug 61 is connected to an external power source 69 such as a household power source. It is configured to be able to. The charger 60 includes an AC / DC converter and a DC / DC converter. The AC / DC converter converts AC power from an external power source supplied via the power plug 61 into DC power. The DC / DC converter converts the voltage of the DC power from the AC / DC converter and supplies it to the battery 50 side. The charger 60 supplies power from the external power source to the battery 50 by controlling the AC / DC converter and the DC / DC converter by the HVECU 70 when the power plug 61 is connected to the external power source. To do.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores 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. Here, 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), a sequential position (S position), and the like. The S position is a sequential shift mode that changes the driving force when the accelerator is on and the braking force when the accelerator is off while traveling to a virtual gear, for example, six steps (drive braking force according to the gears S1 to S6). The position to select. Thereby, in the S position, it is possible to give the driver a feeling of shifting by a virtual stepped transmission. In addition, a shift-up signal and a shift-down signal from the shift-up switch 81a and the shift-down switch 81b for instructing the shift-up and shift-down of the gear stage M when the shift position SP is a sequential position (S position) can also be mentioned. . Furthermore, the accelerator opening 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 mentioned. From the mode switch 89 for instructing the vehicle speed V from the vehicle speed sensor 88, the CD mode (Charge Depleting mode) for decreasing the storage rate SOC of the battery 50, or the CS mode (Charge Sustaining mode) for holding the storage rate SOC of the battery 50. A mode instruction signal Smd can also be mentioned. A connection signal SWC from the connection switch 62 that is attached to the power plug 61 and determines whether or not the power plug 61 is connected to the external power supply 69 can also be cited. A control signal to the charger 60 is output from the HVECU 70 via an output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  In the hybrid vehicle 20 of the embodiment, at the sequential position (S position), it is necessary to give the driver a feeling of shifting by a virtual stepped transmission, so in the CS mode, the operating state of the engine 22 is maintained and intermittent. Prohibit driving.

   In the hybrid vehicle 20 of the embodiment, the HVECU 70 receives a connection detection signal from the connection detection sensor (when the power plug 61 is connected to an external power supply) at home or while the system is off at a preset charging point. Using the power from the external power source, the charger 60 is controlled so that the battery 50 is in a fully charged state or a predetermined charged state slightly lower than that. When the system is activated after the battery 50 is charged, the battery 50 travels in the CD mode until the storage ratio SOC of the battery 50 reaches a mode switching threshold value Shv (for example, 25%, 30%, 35%, etc.) or less. After the rate SOC reaches the mode switching threshold value Shv or less, the vehicle 50 travels in the CS mode so that the storage rate SOC of the battery 50 is held at the holding rate SOC * with the mode switching threshold value Shv. When the CS mode is instructed by the mode switch 89 until the storage ratio SOC of the battery 50 reaches the mode switching threshold Shv or less, the storage ratio SOC of the battery 50 when the CS mode is instructed is held as the retention ratio SOC *. Travel like so. In the embodiment, basically, the vehicle travels by electric travel (EV travel) that travels without driving the engine 22 in the CD mode, and the hybrid travel travels with the operation of the engine 22 in the CS mode. Travel by (HV travel).

  When traveling in HV, the HVECU 70 sets a required torque Td * required for traveling (required for the drive shaft 36) based on the accelerator opening Acc and the vehicle speed V, and sets the drive shaft to the set required torque Td *. The required travel power Pd * required for travel is calculated by multiplying the rotational speed Nd of 36 (the rotational speed Nm2 of the motor MG2). Subsequently, the required engine power Pe * required for the vehicle (engine 22) is reduced by subtracting the required charge / discharge power Pb * (positive value when discharging from the battery 50) based on the required travel power Pd * and the storage ratio SOC. The target engine speed Ne *, the target torque Te *, and the motors MG1, MG2 of the engine 22 are set so that the engine required power Pe * is output from the engine 22 and the required torque Td * is output to the drive shaft 36. Torque commands Tm1 * and Tm2 * are set. Then, the target rotational speed Ne * and target torque Te * of the engine 22 are transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. When the engine ECU 24 receives the target rotational speed Ne * and the target torque Te * of the engine 22, the engine ECU 24 controls the operation of the engine 22 (intake air) so that the engine 22 is operated based on the target rotational speed Ne * and the target torque Te *. Volume control, fuel injection control, ignition control, etc.). When motor ECU 40 receives torque commands Tm1 * and Tm2 * of motors MG1 and MG2, switching control of a plurality of switching elements of inverters 41 and 42 is performed such that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *. To do. As the charge / discharge required power Pb *, the output limit Wout of the battery 50 is used in the CD mode, and the power calculated so that the difference between the storage ratio SOC and the holding ratio SOC * is small in the CS mode. It is done.

  During EV traveling, the HVECU 70 sets the required torque Td * based on the accelerator opening Acc and the vehicle speed V, sets the 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, and torque commands Tm1 * and Tm2 * of motors MG1 and MG2 are transmitted to motor ECU 40. The control of the inverters 41 and 42 by the motor ECU 40 has been described above.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the CD mode and the sequential shift mode are selected will be described. FIG. 2 is a flowchart illustrating an example of a power source switching process executed by the HVECU 70 of the embodiment. The power source switching process is executed when the mode switch 89 or the shift lever 81 is operated.

  When the power source switching process is executed, the HVECU 70 first determines whether or not the current mode is the CD mode (step S100), and whether or not the shift position SP is the sequential position (S position). That is, it is determined whether or not it is a sequential shift mode (step S110). When it is determined that the current mode is the CD mode and the sequential shift mode, the driving power is calculated based on the engine power and the battery power (step S120), and the power source switching process is terminated. The calculation of the driving force based on the engine power and the battery power is performed by, for example, determining a ratio between the power to be output from the engine 22 and the power to be output from the battery 50 in advance, and dividing the required travel power Pd * by that ratio. Then, the power to be output from the engine 22 and the power to be output from the battery 50 are calculated, and the operating point of the engine 22, the torque command Tm1 * of the motor MG1, and the torque command Tm2 * of the motor MG2 are calculated based on this power. be able to. In this case, a ratio between the maximum engine power that can be output from the engine 22 and the maximum battery power that can be output from the battery 50 can be used as the ratio. Thus, in the calculation of the driving force based on the engine power and the battery power, the maximum power can be output from the engine 22 and the maximum power can be output from the battery 50. Therefore, even when the driver requests a large driving force. The requested driving force can be output.

  When it is determined in steps S100 and S110 that the current mode is the CD mode, but not the sequential shift mode, the driving power is calculated based on the battery power (step S130), and the power source switching process is terminated. The calculation of the driving force based on the battery power can be performed, for example, by calculating the torque command Tm2 * of the motor MG2 on the assumption that all the travel request power Pd * is output from the battery 50.

  When it is determined in step S100 that the current mode is not the CD mode, that is, the CS mode, the calculation of the driving force based on the engine power is performed (step S140), and the power source switching process is terminated. The calculation of the driving force based on the engine power, for example, calculates the operating point of the engine 22, the torque command Tm1 * of the motor MG1, and the torque command Tm2 * of the motor MG2 on the assumption that all the travel required power Pd * is output from the engine 22. Can be done.

  In the hybrid vehicle 20 of the embodiment described above, when both the CD mode and the sequential shift mode are selected, the driving force is calculated based on the engine power and the battery power. Accordingly, the maximum power can be output from the engine 22 and the maximum power can be output from the battery 50, and the requested driving force can be output even when the driver requests a large driving force.

  In the hybrid vehicle 20 of the embodiment, a six-stage transmission is considered as a virtual stepped transmission. However, the number of stages of the virtual stepped transmission is not limited to six, and may be three, four, five, seven, eight, nine, ten, or the like.

  In the hybrid vehicle 20 of the embodiment, the battery 50 is used as the power storage device, but a capacitor may be used 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 MG2 corresponds to the “motor”, the battery 50 corresponds to the “power storage device”, the mode switch 89 corresponds to the “drive mode selection switch”, and the shift The lever 81 corresponds to a “shift mode selection switch”, and the HVECU 70, the engine ECU 24, and the motor ECU 40 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 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, 43, 44 rotational position sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 electronic control unit for battery (battery ECU), 54 power line, 60 charger, 61 power plug, 62 connection switch, 69 external power supply, 70 hybrid electronic control unit (HVECU), 80 ignition switch, 81 shift lever, 81a shift door Shape Switch, 81b downshift switch, 82 shift position sensor, 83 accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, 89 a mode switch, MG1, MG2 motor.

Claims (1)

Engine,
A motor,
A power storage device for exchanging electric power with the motor;
A drive mode selection switch for selecting an execution drive mode from a plurality of drive modes including a CD mode (Charge Depleting mode) and a CS mode (Charge Sustaining mode);
A shift mode selection switch for selecting an execution shift mode from a plurality of shift modes including a sequential shift mode;
A control device for controlling the engine and the motor based on an execution drive mode by the drive mode selection switch and an execution shift mode by the shift mode selection switch;
A hybrid vehicle comprising:
The control device operates the engine when the CD mode is selected as the execution drive mode and the sequential shift mode is selected as the execution shift mode, and the electric power from the power storage device and the engine Control to drive with the power from
A hybrid vehicle characterized by that.

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