JP2019182020A - Hybrid automobile - Google Patents

Abstract

To maintain a drive feeling good when a CD mode is 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 being selected as the executing drive mode, or when the CD mode selected as the executing shift mode, the control is such that a shift mode other than the sequential shift mode is used as the executing shift mode regardless of a shift mode selected by the shift mode selection switch.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, as this type of hybrid vehicle, a vehicle that travels by selecting one of 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, the vehicle travels so as to decrease the battery storage rate SOC in the CD mode, and travels so as to maintain the battery storage rate SOC in the CS mode.

JP-A-2016-97697

  Some hybrid vehicles have a sequential shift function, which is a virtual shift shift, in order to give the driver a good driving feeling. When the driver selects a sequential shift, power from the engine is often required to produce a shift feeling, and therefore, engine stoppage (intermittent operation) is also prohibited. On the other hand, in the CD mode, in order to reduce the battery storage rate SOC, electric travel (EV travel) is performed with the power from the motor while the engine is stopped as much as possible. In CS mode, the battery storage rate SOC is The vehicle travels so as to cover the power necessary for traveling with the output from the engine.

  In a hybrid vehicle having such a switch for selecting the CD mode and the CS mode and a switch for selecting the sequential shift, when the driver selects the sequential shift while driving while selecting the CD mode, the CD mode is selected. Suppressing engine operation (starting suppression) due to engine control and prohibition of engine operation stop due to sequential shift are contradictory, causing a driver to feel uncomfortable.

  The main purpose of the hybrid vehicle of the present invention is to improve the driving feeling when the CD mode is 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:
When the CD mode is selected as the execution drive mode, or when the CD mode is selected as the execution drive mode, the control device does not depend on the shift mode selected by the shift mode selection switch. Control a shift mode other than the sequential shift mode as an execution shift mode.
It is characterized by that.

  In this hybrid vehicle, when the CD mode is selected as the execution drive mode, or when the CD mode is selected as the execution drive mode, the sequential shift mode is performed regardless of the shift mode selected by the shift mode selection switch. Any other speed change mode is controlled as the execution speed change mode. Examples of the shift mode other than the sequential shift mode include a normal shift mode (for example, a continuously variable transmission mode) when the CD mode is selected for the vehicle. Accordingly, it is possible to suppress the driver from feeling uncomfortable caused by the contradiction between the suppression of engine operation (starting suppression) in the CD mode and the prohibition of engine operation stop due to the sequential shift. As a result, the driving feeling when the CD mode is selected can be improved.

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 showing an example of a mode 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, since it is necessary to give the driver a sense of shift by a virtual stepped transmission at the sequential position (S position), the power from the engine 22 is secured in the CS mode. In addition, the operating state of the engine 22 is maintained and intermittent operation is prohibited.

   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 power Pd * required for traveling is calculated by multiplying the number of rotations Nd by 36 (the number of rotations Nm2 of the motor MG2). Subsequently, the required power Pe required for the vehicle (required for the engine 22) by reducing the required power Pd * and the charge / discharge required power Pb * (positive value when discharging from the battery 50) based on the storage ratio SOC. Is set so that the required power Pe * is output from the engine 22 and the required torque Td * is output to the drive shaft 36, the target rotational speed Ne *, the target torque Te *, and the motors MG1, MG2 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 thus configured, particularly the operation when the shift lever 81 is operated to the sequential position (S position) when the CD mode is selected will be described. FIG. 2 is a flowchart illustrating an example of a mode switching process executed by the HVECU 70 of the embodiment. This mode switching process is executed when the mode switch 89 or the shift lever 81 is operated.

  In the mode switching process, the HVECU 70 determines whether or not there has been a switching operation between the CD mode and the CS mode based on the mode instruction signal Smd from the mode switch 89 (step S100). When it is determined that the mode switching operation has not been performed, it is determined whether or not the current mode is the CD mode (step S110). When it is determined that the mode is still the CD mode, it is determined whether or not there is an operation to the sequential position (S position) based on the shift position SP from the shift position sensor 82 (step S120). When it is determined that the shift position SP is operated to the sequential position (S position), the operation of the shift position SP to the sequential position (S position) is canceled (step S130), and the mode switching process is terminated. In this case, the shift position SP is kept at the position (D position in the embodiment) before being operated to the sequential position (S position). Accordingly, it is possible to suppress the operation of the engine 22 from being continued due to the sequential shift mode being selected while the CD mode is being selected.

  On the other hand, when it is determined in step S110 that the current mode is not the CD mode (CS mode), or when it is determined in step S120 that the shift position SP has not been operated to the sequential position (S position), This mode state is continued (step S170), and the mode switching process is terminated. The mode state at that time is a mode based on the CD mode and the shift position SP.

  When it is determined in step S100 that the switching operation between the CD mode and the CS mode has been performed, it is determined whether or not the mode switching is switching from the CS mode to the CD mode (step S140). When it is determined that the mode is switched from the CS mode to the CD mode, it is determined whether or not the shift position SP is a sequential position (S position) (step S150). When it is determined that the shift position SP is a sequential position (S position), the sequential shift mode is canceled (step S160), and the mode switching process is terminated. In the embodiment, the sequential shift mode is canceled by setting the shift position SP to the D position. Thereby, it is possible to suppress the operation of the engine 22 from being continued even when the CD mode is selected.

  On the other hand, when it is determined in step S140 that the mode is not switching from the CS mode to the CD mode (switching from the CD mode to the CS mode), or in step S150, it is determined that the shift position SP is not the sequential position (S position). If so, the mode state at that time is continued (step S170), and the mode switching process is terminated. The mode state at that time is a mode based on the CS mode and the shift position SP.

  In the hybrid vehicle 20 of the embodiment described above, when the sequential shift mode is selected by operating the shift position SP to the sequential position (S position) while the CD mode is selected, the shift position SP is selected. Cancel the operation to the sequential position (S position). Accordingly, it is possible to suppress the operation of the engine 22 from being continued due to the sequential shift mode being selected while the CD mode is being selected. If the shift position SP is the sequential position (S position) when the CS mode is switched to the CD mode, the sequential shift mode is canceled. Thereby, it is possible to suppress the operation of the engine 22 from being continued even when the CD mode is selected. As a result, the driving feeling when the CD mode is selected can be improved.

  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:
When the CD mode is selected as the execution drive mode, or when the CD mode is selected as the execution drive mode, the control device does not depend on the shift mode selected by the shift mode selection switch. Control a shift mode other than the sequential shift mode as an execution shift mode.
A hybrid vehicle characterized by that.

Images