JP4345738B2 - Vehicle and control method thereof - Google Patents

Description

  The present invention relates to a vehicle and a control method thereof.

Conventionally, as a vehicle, a sun gear, a carrier, and a ring gear of a planetary gear are connected to a rotating shaft of a generator, an output shaft of an internal combustion engine, and a driving shaft, respectively, and a rotating shaft of an electric motor is connected to a driving shaft. The thing provided with the battery which exchanges electric power is proposed (for example, refer patent document 1). In this vehicle, when the required torque of the drive shaft suddenly increases, the torque of the generator in the direction of increasing the rotational speed of the internal combustion engine is limited and set based on the output limit of the battery. A decrease in output of the reaction torque of the shaft is suppressed, and a shortage of torque output to the drive shaft is suppressed.
JP 2000-115913 A

  However, in the vehicle described in Patent Document 1, the control on the internal combustion engine side is not particularly considered. For this reason, when the torque output to the drive shaft is suppressed from being insufficient, if the torque of the generator is limited, the operation of the internal combustion engine may not be performed stably.

  The present invention has been made in view of such a problem, and a vehicle capable of stably operating an internal combustion engine when reliably outputting a driving force within a predetermined range with a required driving force as an upper limit, and a control method therefor The purpose is to provide.

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

The vehicle of the present invention
A vehicle that travels by outputting power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and outputting at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power and power;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Required driving force setting means for setting required driving force required for the drive shaft;
The drive power is within the range of the input / output limit of the power storage means with the drive of the power power input / output means for the internal combustion engine to operate at the target rotational speed of the internal combustion engine under predetermined traveling conditions. When the normal time control for controlling the internal combustion engine, the power power input / output means and the electric motor is performed so that the driving force within the predetermined range with the required driving force as an upper limit can be output, the normal time control can be output. When the normal time control is executed, the internal combustion engine can be operated at the target rotational speed of the internal combustion engine at a non-normal time when the drive force within the predetermined range with the required drive force as an upper limit cannot be output. The internal combustion engine and the power power input / output so as to output a driving force within a predetermined range with the required driving force as an upper limit within the range of the input / output limit of the power storage means with the operation of the internal combustion engine according to the control item hand And a control means for executing time control unusual for controlling the said electric motor,
It is equipped with.

  In this vehicle, the required driving force required for the drive shaft with the driving of the electric power input / output means for the internal combustion engine to operate at the target rotational speed of the internal combustion engine under predetermined driving conditions is stored in the power storage means. When the normal control for controlling the internal combustion engine, the power drive input / output means and the electric motor so as to output within the range of the input / output limit is executed, the drive force within a predetermined range with the required drive force as the upper limit can be output. When the normal time control is executed, the internal combustion engine for operating at the target rotational speed of the internal combustion engine at the non-normal time cannot output the driving force within a predetermined range with the required driving force as the upper limit. Non-normal control for controlling the internal combustion engine, the power power input / output means and the electric motor so as to output a driving force within a predetermined range with the required driving force as an upper limit within the range of the input / output restriction of the power storage means with operation. Execute. As described above, in the non-normal time control, the power input / output means outputs the driving force to the drive shaft, and the internal combustion engine is operated by the control item of the internal combustion engine without driving the power power input / output means. Thus, the driving force within a predetermined range with the required driving force as the upper limit within the range of the input / output limitation of the power storage means is output. Therefore, the internal combustion engine can be stably operated when the driving force within the predetermined range with the required driving force as the upper limit is reliably output. Here, the “predetermined traveling condition” includes not only the condition when the vehicle is traveling, but also the condition when the vehicle is stopped.

  In the vehicle according to the aspect of the invention, the control means includes the request accompanied by the operation of the internal combustion engine according to the control item of the internal combustion engine for the internal combustion engine to operate at the target rotational speed of the internal combustion engine in the non-normal time control. Operation of the internal combustion engine by feedback control of the throttle opening of the internal combustion engine so that the internal combustion engine operates at a target rotational speed of the internal combustion engine when the driving force is output within the input / output limit range of the power storage means. Accordingly, the electric power drive input / output means and the electric motor may be controlled so as to output a driving force within a predetermined range with the required driving force as an upper limit. In this way, the internal combustion engine can be stably operated relatively easily by using the rotational speed feedback control based on the throttle opening in the non-normal time control.

In the vehicle of the present invention, the control means outputs the driving power when the driving power within a predetermined range with the required driving power as an upper limit in the non-normal time control is within the input / output limit of the power storage means. A first relationship in which the sum of the electric power input / output by the input / output means and the electric power input / output by the electric motor is within the input / output limit range of the power storage means, and the power power from the output shaft of the internal combustion engine The sum of the driving force output to the driving shaft via the input / output means and the driving force output from the electric motor to the driving shaft becomes a driving force within a predetermined range with the set required driving force as an upper limit. The electric power drive input / output means and the electric motor may be controlled within a range in which the relationship 2 is compatible. At this time, the required driving force setting means sets a required driving force required for the drive shaft, sets a target rotational speed and a target driving force of the internal combustion engine based on the set required driving force, and controls the control The means is inputted / outputted by the electric power input / output means when outputting the driving force within a predetermined range with the required driving force as an upper limit in the non-normal time control within the input / output limit range of the power storage means The sum of the electric power and the electric power input / output by the electric motor is output to the drive shaft from the output shaft of the internal combustion engine via the electric power drive input / output device and the first relationship that is an output limitation of the power storage device. The target driving force of the power input / output means based on the intersection of the second relationship in which the sum of the driving force output from the motor and the driving force output to the drive shaft becomes the set required driving force And the eyes of the motor Controlling the electric power drive input / output means and the electric motor so that the set target driving force is output, and controlling the internal combustion engine so that the target driving force of the internal combustion engine is output It is good.

  In the vehicle of the present invention, the control means controls the internal combustion engine, the electric power drive input / output means, and the electric motor so as to output an upper limit driving force within the predetermined range of the driving force within the predetermined range. Also good. In this way, all of the required driving force can be reliably output to the drive shaft.

  In the vehicle of the present invention, the predetermined traveling condition may be a slope start condition. By so doing, a predetermined range of driving force with the required driving force as the upper limit can be reliably output to the drive shaft when starting on a slope, so that the vehicle can be prevented from sliding down.

  In the vehicle of the present invention, the power drive input / output means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and input / output to any two of the three shafts. Means comprising: a three-axis power input / output means for determining the power input / output to / from the remaining one shaft when the power to be driven is determined; and a generator capable of inputting / outputting power to / from the third rotating shaft It may be.

The vehicle control method of the present invention includes:
A vehicle that travels by outputting power to a drive shaft is connected to the internal combustion engine, the output shaft of the internal combustion engine, and the drive shaft, and includes at least the power from the internal combustion engine with input and output of electric power and power. Using power power input / output means for outputting a part of the power to the drive shaft, an electric motor capable of inputting / outputting power to the drive shaft, and the power power input / output means and power storage means capable of exchanging power with the motor. Control method,
(A) setting a required driving force required for the driving shaft;
(B) Limiting the required driving force to the input / output limit of the power storage means with the driving of the power / power input / output means for the internal combustion engine to operate at the target rotational speed of the internal combustion engine under a predetermined traveling condition When the normal time control for controlling the internal combustion engine, the power power input / output means and the electric motor so as to output within the range is executed, the driving force within the predetermined range with the required driving force as the upper limit can be output at the normal time. When the normal time control is executed, and when the normal time control is executed, the internal combustion engine is operated at the target rotational speed of the internal combustion engine in the non-normal time when the drive force within the predetermined range with the required drive force as the upper limit cannot be output. The internal combustion engine and the electric power so as to output a driving force within a predetermined range with the required driving force as an upper limit in accordance with an operation item of the internal combustion engine according to a control item of the internal combustion engine within an input / output limit range of the power storage means Powered on Is intended to include performing a non-normal operation control for controlling the the force means the electric motor.

  In this vehicle control method, the required driving force required for the drive shaft is accompanied by driving of the electric power drive input / output means for operating the internal combustion engine at the target rotational speed of the internal combustion engine under a predetermined traveling condition. When the normal control for controlling the internal combustion engine, the power power input / output means and the electric motor to output within the range of the input / output limit of the power storage means is executed, it is possible to output the driving force within a predetermined range with the required driving force as the upper limit. Sometimes the normal time control is executed, and when the normal time control is executed, the driving force within the predetermined range with the required driving force as the upper limit cannot be output. In the non-normal time, the internal combustion engine is operated at the target rotational speed of the internal combustion engine. Unusual control of the internal combustion engine, the power drive input / output means, and the electric motor so as to output a drive force within a predetermined range with the required drive force as an upper limit within the range of the input / output limit of the power storage means accompanying the operation of the internal combustion engine Execute time control . As described above, in the non-normal time control, the power input / output means outputs the driving force to the drive shaft, and the internal combustion engine is operated by the control item of the internal combustion engine without driving the power power input / output means. Thus, the driving force within a predetermined range with the required driving force as the upper limit within the range of the input / output limitation of the power storage means is output. Therefore, the internal combustion engine can be stably operated when the driving force within the predetermined range with the required driving force as the upper limit is reliably output. In this vehicle control method, various aspects of the vehicle described above may be adopted, and steps for realizing the functions of the vehicle described above may be added.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. For example, the crank position from the crank position sensor 26a that detects the rotational position of the crankshaft 26, the throttle position from the throttle valve position sensor 94 that detects the position of the throttle valve 92, and the like are input to the engine ECU 24 via the input port. The engine ECU 24 outputs a drive signal to the throttle motor 96 that adjusts the position of the throttle valve 92. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The rotational position detection sensors 43 and 44 are sensors (for example, a resolver) that can detect the rotational positions of the rotors of the motors MG1 and MG2 with relatively high accuracy and high responsiveness. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, a voltage between terminals from the voltage sensor 51 a installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the received current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input. Output to 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor 51b in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 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. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. When starting off the road, the motor MG1 and the motor MG2 are driven and controlled so that the required torque required for the ring gear shaft 32a is output within the range of the input / output limits Win and Wout of the battery 50, and the throttle opening of the engine 22 is controlled. There is a slope start mode in which the rotational speed feedback control is performed.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when traveling in the slope start mode will be described. FIG. 2 is a flowchart showing an example of a slope start drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed at predetermined time intervals (for example, every several msec) when the hybrid vehicle 20 starts on a slope. The determination of whether or not the vehicle is starting on a hill can be made based on, for example, a signal from a vehicle tilt sensor (not shown). Alternatively, whether or not the vehicle starts on a slope is determined by determining whether the shift position SP is the D (drive) or B (brake) position and the ring gear shaft 32a is reversed based on the rotational position of the rotational position detection sensor 44 in the brake-off state. The rotation can be performed based on whether the ring gear shaft 32a has rotated normally or based on the rotational position of the rotational position detection sensor 44 in the brake-off state, with the shift position SP being the R (reverse) position.

  When the slope start drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotational speed of the motors MG1 and MG2. A process of inputting data necessary for control, such as Nm1, Nm2, the rotational speed Ne of the engine 22 and the input / output limits Win, Wout of the battery 50, is executed (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from a crank position sensor 26a attached to the crankshaft 26, and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. The limiting correction coefficient is set, and the input / output limits Win and Wout can be set by multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient. FIG. 3 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 4 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map. The required power Pe * can be calculated from the equation (1) using the set required torque Tr * and the charge / discharge required power Pb * required by the battery 50. Consider a case where a vehicle stopped on a slope starts. The vehicle is stopped, and the rotation speed Nr of the ring gear shaft 32a is 0. At this time, the power required for the ring gear shaft 32a (= Tr * × Nr) is 0, and when the charge / discharge required power Pb * at which charging of the battery 50 is not required is 0, Pe * is 0. Thus, no torque is output from the engine 22. Here, since the input limit Win of the battery 50 is the maximum power that can accept the output power of the engine 22, the torque of the engine 22 is output from the engine 22 using the input limit Win of the battery 50. The required power Pe * is obtained from the following equation (2). The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

Pe * = Tr * ・ Nm2 / Gr-Pb * + Loss (1)
Pe * = Tr * ・ Nm2 / Gr-Win + Loss (2)

  Subsequently, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * (step S120). In this setting, the target rotational speed Ne * and the target torque Te * are set based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 6 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (3). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (4) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S130). Here, Expression (3) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (3) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Expression (4) is a relational expression in feedback control for rotating the motor MG1 at the target rotation speed Nm1 *. In Expression (4), “k1” in the second term on the right side is a gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ)… (3)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (4)

  When the target rotation speed Nm1 * and the torque command Tm1 * of the motor MG1 are calculated in this way, the torque MG2 to be output from the motor MG2 using the required torque Tr *, the torque command Tm1 * and the gear ratio ρ of the power distribution and integration mechanism 30 Torque command Tm2 * is calculated and set by equation (5) (step S140). Equation (5) can be easily derived from the collinear diagram of FIG. 7 described above. Subsequently, the deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win, Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1 is calculated. Torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing by the rotation speed Nm2 of MG2 are calculated by the following equations (6) and (7) (step S150), and the set torque It is determined whether or not the command Tm2 * is within the calculated torque limits Tm2min and Tm2max (step S160). The determination of whether or not the torque limits are within the ranges of Tm2min and Tm2max is to determine whether or not all of the required torque Tr * can be output within the range of the input / output limits Win and Wout of the battery 50. .

Tm2 * = (Tr * + Tm1 * / ρ) / Gr (5)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (6)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (7)

  When the torque command Tm2 * is within the torque limits Tm2min and Tm2max in step S160, all of the required torque Tr * can be output within the range of the input / output limits Win and Wout of the battery 50. The rotation speed Ne * and the target torque Te * are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S170), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. In this way, when starting on a slope, when all of the required torque Tr * can be output within the range of the input / output limits Win and Wout of the battery 50, the motor MG1 for operating the engine 22 at the target rotational speed Ne *. The normal-time control for controlling the engine 22 and the motors MG1, MG2 is executed so as to output all of the required torque Tr * to the ring gear shaft 32a with the rotational speed feedback control.

  On the other hand, when the torque command Tm2 * is not within the ranges of the torque limits Tm2min and Tm2max in step S160, the torque command Tm1 * of the motor MG1, the torque command Tm2 * of the motor MG2, the gear ratio ρ of the power distribution integration mechanism 30, and the reduction gear. Expression (8) and Expression (9) expressed using the gear ratio Gr of 35, the required torque Tr *, and the input / output limits Win and Wout of the battery 50 are compatible, and the required torque Tr * can be output 100%. Torque upper limit value Tm1max and torque lower limit value Tm1min of motor MG1 are set (step S180). Here, the equation (8) indicates that the sum of the torque output to the ring gear shaft 32a as the drive shaft via the sun gear 31 of the power distribution and integration mechanism 30 and the torque output from the motor MG2 to the ring gear shaft 32a is the required torque Tr. The relationship is * and is easily derived from Equation (5). Expression (9) is a relationship in which the sum of the electric power input / output by the motor MG1 and the electric power input / output by the motor MG2 falls within the range of the input / output limits Win and Wout of the battery 50. FIG. 8 is an explanatory diagram showing an example of the torque upper limit value Tm1max and the lower limit value Tm1min of the motor MG1. Here, as shown in the figure, the intersection point between the line on the output limit Wout side of Expression (9) and the line of the required torque Tr * of Expression (8) is set to the torque upper limit value Tm1max. Further, the intersection of the line on the input limit Win side in Expression (9) and the required torque Tr * line in Expression (8) is set to the torque lower limit value Tm1min.

-Tm1 * / ρ + Tm2 * ・ Gr = Tr * (8)
Win ≦ Tm1 * ・ Nm1 + Tm2 * ・ Nm2 ≦ Wout… (9)

  After step S180, the smaller one of the torque command Tm1 * and the torque upper limit value Tm1max of the motor MG1 set in step S130 is selected, and the larger one of the smaller one and the torque lower limit value Tm1min is set as the torque command Tm1 *. The torque command Tm2 * of the motor MG2 is reset from the equation (5) using the reset torque command Tm1 * of the motor MG1 (step S200). Consider a case where a vehicle stopped on a slope starts. For example, the torque command Tm1 * set in step S130 and the torque command Tm2 * set in step S140 are at point X in FIG. 8, and the torque command Tm2 * is limited within the ranges of torque limits Tm2min and Tm2max (see FIG. 8). When the motor MG2 is controlled with this limited value, only a torque smaller than the required torque Tr * is output to the ring gear shaft 32a. As a result, the vehicle may slip down. In particular, when the range of the input / output limits Win and Wout of the battery 50 is narrow (for example, when the battery 50 is cold), the output limit of the motor MG2 becomes large, so this is likely to occur. Therefore, in this embodiment, the motors MG1 and MG2 are connected to a point Z on the Tr * line in the equation (8) so that the required torque Tr * is output 100% within the range of the input / output limits Win and Wout of the battery 50. The torque commands Tm1 * and Tm2 * are reset.

  Then, the torque commands Tm1 * and Tm2 * of the reset motors MG1 and MG2 are transmitted to the motor ECU 40, and a command for controlling to cancel the deviation between the target rotational speed Ne * of the engine 22 and the current rotational speed Ne. This is transmitted to the ECU 24 (step S210), and this routine is terminated. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. . In this case, the engine ECU 24 that has received the command performs feedback control using the following equation (10) to cancel the deviation between the target rotational speed Ne * and the current rotational speed Ne based on the throttle opening TH. The throttle opening TH is adjusted by opening and closing the throttle valve 92 by a throttle motor 96 (see FIG. 1). As shown in FIG. 8, when the torque command Tm1 * after resetting is reset to a larger value on the negative side than that before resetting, that is, the power generation amount is reset to a large value (from point X to point Z) Change), the torque of the motor MG1 increases in the direction to hold down the rotational speed Ne of the engine 22, and the rotational speed of the engine 22 decreases. For this reason, here, the engine 22 is instructed to maintain the target rotational speed Ne *. As described above, when not all of the required torque Tr * can be output in the normal time control at the start of the slope, the rotational speed feedback control of the engine 22 by the throttle opening TH is accompanied by the input / output limits Win and Wout of the battery 50. Thus, the non-normal time control for controlling the engine 22 and the motors MG1, MG2 is executed so that all of the required torque Tr * is output.

  TH = previous TH + kth1 (Ne * -Ne) + kth2∫ (Ne * -Ne) dt… (10)

  According to the hybrid vehicle 20 of the present embodiment described in detail above, the required torque is accompanied by the rotational speed feedback control of the motor MG1 for the engine 22 to operate at the target rotational speed Ne * of the engine 22 when starting on a slope. When the normal time control for controlling the engine 22, the motor MG1, and the motor MG2 so as to output the Tr * within the range of the input / output limits Win and Wout of the battery 50 is performed, when all of the required torque Tr * can be output, the normal time When the control is executed, and when the normal time control is executed, all of the required torque Tr * cannot be output, the battery is accompanied by the rotational speed feedback control of the engine 22 by the throttle opening TH for the engine 22 to operate at the target rotational speed Ne *. Outputs all required torque Tr * within 50 input / output limits Win and Wout Performing a non-normal operation control for controlling the engine 22 and the motors MG1 and MG2 to be. As described above, in the non-normal control, the motor MG1 is caused to output the driving force to the ring gear shaft 32a by the reaction torque, and the engine 22 is not subjected to the rotational speed feedback control of the motor MG1 and the rotational speed based on the throttle opening TH. By operating with feedback control, all of the required torque Tr * is output within the range of the input / output limits Win and Wout of the battery 50. Therefore, the engine 22 can be stably operated when all the required torque Tr * is reliably output to the ring gear shaft 32a. Further, the engine 22 can be stably operated relatively easily by using the rotational speed feedback control based on the throttle opening TH in the non-normal time control. Furthermore, since all the torques of the required torque Tr * can be reliably output when starting on a slope, the vehicle can be prevented from slipping down.

  In addition, this invention is not limited to the Example mentioned above at all, and as long as it belongs to the technical scope of this invention, it cannot be overemphasized that it can implement with a various aspect.

  For example, in the above-described embodiment, when all of the required torque Tr * cannot be output, the non-normal control is executed. However, as shown in FIG. The non-normal control may be executed when a torque of 80% of the torque Tr * cannot be output. Even in this case, the engine 22 can be stably operated when the torque within the predetermined range with the required torque Tr * as the upper limit is reliably output.

  In the above-described embodiment, the slope start has been described. However, the present invention can be applied even during traveling of the vehicle where the rotational speed Ne of the engine 22 is high. Also in this case, in the non-normal time control, the engine 22 is operated at the target rotation speed Ne * to perform the rotation speed feedback control based on the throttle opening TH. Therefore, the torque of the motor MG1 is limited and a small torque command Tm1 * is generated. When reset, it is possible to prevent the engine speed Ne of the engine 22 from being blown up, and when the torque of the motor MG1 is limited and a large torque command Tm1 * is set, a decrease in the engine speed Ne is suppressed. be able to.

  In the above-described embodiment, the engine 22 rotation speed feedback control based on the throttle opening TH is performed as the control item of the engine 22 in the non-normal control, but other than this, for example, the advance side of a variable valve timing mechanism (not shown) The output from the engine 22 may be increased by appropriately selecting one or more of control to increase the fuel injection amount, change of the ignition timing by an ignition coil (not shown), and the like. Even in this case, the engine 22 can be stably operated when the required torque Tr * is reliably output.

  In the above-described embodiment, when the torque command Tm1 * is limited in the non-normal control of starting on a slope, the rotational speed feedback control based on the throttle opening TH is performed. However, control other than the feedback control may be performed. For example, when the torque command Tm1 * is limited, the torque Te * to be output from the engine 22 corresponding to the torque command Tm1 * after resetting is calculated from the following equation (11) using the torque command Tm1 * after resetting. The engine 22 may be controlled so that the recalculated torque Te * is output from the engine 22. In this way, when the torque of the motor MG1 is limited and the torque command Tm1 * is changed, the torque 22 corresponding to the torque output from the motor MG1 after the change is output from the engine 22, thereby obtaining the required torque Tr *. When outputting reliably, the engine 22 can be stably operated.

  Te * =-(1 + ρ) / ρ · (Tm1 * after resetting) (11)

  In the above-described embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. It may be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 10) different from the axle to which the shaft 32a is connected (the axle to which the drive wheels 63a and 63b are connected).

  In the above-described embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the ring gear shaft 32a connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. As illustrated in the hybrid vehicle 220, the engine 22 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a ring gear shaft 32a that outputs power to the drive wheels 63a and 63b. A counter-rotor motor MG2230 that transmits a part of the power to the ring gear shaft 32a and converts the remaining power into electric power may be provided.

  In the above-described embodiment, the description has been given as the form of the hybrid vehicle 20 equipped with the power output device including the engine 22, the power distribution and integration mechanism 30, the motors MG1 and MG2, the battery 50, and the hybrid electronic control unit 70. The apparatus is not limited to the one mounted on the automobile, and may be mounted on a moving body such as a vehicle other than the automobile, a ship, and an aircraft. Moreover, it does not matter as a form of the power output device or a control method of the power output device.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the slope start drive control routine performed by the hybrid electronic control unit 70 of an Example. 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 remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30; It is explanatory drawing which shows an example of torque upper limit Tm1max and lower limit Tm1min of motor MG1. It is explanatory drawing of the setting range of a request torque. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 26a crank position sensor, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35, reduction gear, 40 motor electronic control unit (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), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b driving wheel, 70 hybrid electronic control unit , 72 CPU, 74 ROM, 76 RAM, 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, 92 throttle valve 94, throttle valve position sensor, 96 throttle motor, 230 to rotor motor MG2, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (5)

A vehicle that travels by outputting power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and outputting at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power and power;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Required driving force setting means for setting required driving force required for the drive shaft;
When the start condition of the slope is on, the required driving force is within the range of the input / output limit of the power storage means with the driving of the power power input / output means for the internal combustion engine to operate at the target rotational speed of the internal combustion engine. When the normal time control for controlling the internal combustion engine, the power power input / output means and the electric motor is performed so that the driving force within the predetermined range with the required driving force as an upper limit can be output, the normal time control can be output. When the normal time control is executed, the internal combustion engine can be operated at the target rotational speed of the internal combustion engine at a non-normal time when the drive force within the predetermined range with the required drive force as an upper limit cannot be output. The internal combustion engine and the power power input / output so as to output a driving force within a predetermined range with the required driving force as an upper limit within the range of the input / output limit of the power storage means with the operation of the internal combustion engine according to the control item hand And a control means for performing a non-normal control for controlling said electric motor and,
The required driving force setting means sets a required driving force required for the drive shaft, sets a target rotational speed and a target driving force of the internal combustion engine based on the set required driving force,
The control means outputs and outputs the driving force within a predetermined range with the required driving force as an upper limit in the non-normal time control within the input / output limit range of the power storage means. From the output shaft of the internal combustion engine, and a first relationship in which the sum of the electric power to be inputted and the electric power inputted / outputted by the electric motor is within the range of the input / output restriction of the electric storage means, second and relationship sum of driving force output from the driving force and the motor output to the drive shaft via the electric power-mechanical power input output means to said drive shaft becomes the set required driving force, the intersection of The power driving input / output means and the electric motor are controlled so that the target driving force of the electric power driving input / output means and the target driving force of the electric motor are reset based on the output and the set target driving force is output. The internal combustion machine Controlling the internal combustion engine as the target driving force is outputted, the vehicle. The control means supplies the required driving force with the operation of the internal combustion engine according to a control item of the internal combustion engine for operating the internal combustion engine at the target rotational speed of the internal combustion engine in the non-normal time control. When the output is within the input / output limit range, the required drive is accompanied by the operation of the internal combustion engine by feedback control of the throttle opening of the internal combustion engine for the internal combustion engine to operate at the target rotational speed of the internal combustion engine. Controlling the electric power drive input / output means and the electric motor so as to output a driving force within a predetermined range with a force as an upper limit,
The vehicle according to claim 1. The control means controls the internal combustion engine, the electric power drive input / output means, and the electric motor so as to output an upper limit driving force within the predetermined range among the driving forces within the predetermined range.
The vehicle according to claim 1 or 2 . The power power input / output means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and power to be input / output to any two of the three shafts is determined. Then, a means comprising a three-axis power input / output means for determining the power input / output to and from the remaining one shaft, and a generator capable of inputting / outputting power to the third rotating shaft,
The vehicle according to any one of claims 1 to 3 . A vehicle that travels by outputting power to a drive shaft is connected to the internal combustion engine, the output shaft of the internal combustion engine, and the drive shaft, and includes at least the power from the internal combustion engine with input and output of electric power and power. Using power power input / output means for outputting a part of the power to the drive shaft, an electric motor capable of inputting / outputting power to the drive shaft, and the power power input / output means and power storage means capable of exchanging power with the motor. Control method,
(A) setting a required driving force required for the driving shaft;
(B) When the start condition is on a slope, the requested driving force is limited to the input / output of the power storage means with the driving of the power power input / output means for the internal combustion engine to operate at the target rotational speed of the internal combustion engine. When the normal time control for controlling the internal combustion engine, the power power input / output means and the electric motor so as to output within the range is executed, the driving force within the predetermined range with the required driving force as the upper limit can be output at the normal time. When the normal time control is executed, and when the normal time control is executed, the internal combustion engine is operated at the target rotational speed of the internal combustion engine in the non-normal time when the drive force within the predetermined range with the required drive force as the upper limit cannot be output. The internal combustion engine and the electric power so as to output a driving force within a predetermined range with the required driving force as an upper limit in accordance with an operation item of the internal combustion engine according to a control item of the internal combustion engine within an input / output limit range of the power storage means Powered on Includes performing a non-normal operation control for controlling the the force means the electric motor,
In the step (a), a required driving force required for the drive shaft is set, a target rotational speed and a target driving force of the internal combustion engine are set based on the set required driving force,
In the step (b), when the driving force within the predetermined range with the required driving force as the upper limit in the non-normal time control is output within the input / output restriction range of the power storage means, A first relationship in which the sum of the electric power input / output and the electric power input / output by the electric motor is within the range of the input / output limitation of the power storage means, and the output shaft of the internal combustion engine A second relationship in which the sum of the driving force output from the electric motor to the driving shaft and the driving force output from the electric motor to the driving shaft becomes the set required driving force ; The power drive input / output means and the motor are controlled so that the target drive force of the power drive input / output means and the target drive force of the motor are reset based on the intersection of the power and the set target drive force is output. And before Controlling the internal combustion engine as the target driving force of the internal combustion engine is output, the control method for a vehicle.

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