JP4692498B2 - Vehicle and control method thereof - Google Patents

Description

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

Conventionally, for this type of vehicle, when traveling at a constant speed at a target vehicle speed, a torque to be output to travel at a constant speed at the target vehicle speed is calculated based on the difference between the target vehicle speed and the vehicle speed. There has been proposed one that controls to be output from a motor (for example, see Patent Document 1). In this vehicle, the engine output is kept constant, and insufficient torque is output from the motor.
JP2000-8902

  As in the case of the vehicle described above, the torque that should be output to travel at a constant speed at the target vehicle speed based on the difference between the target vehicle speed and the vehicle speed cannot be output in some cases. May be controlled to output torque. For example, when the motor temperature is high and the drive of the motor is limited, the torque that is larger than the maximum torque is calculated as the torque that is required even though the maximum torque that can be output as a whole is small. And control to output the torque.

  The vehicle of the present invention and its control method set the allowable driving force that can be output from the driving device more appropriately when traveling at a constant speed at the target vehicle speed, and output the driving force within the range from the driving device to the constant speed. The purpose is to travel.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve the above-described object.

The vehicle of the present invention
A driving device that outputs driving force for traveling;
Constant speed travel instruction means for setting a target vehicle speed and instructing constant speed travel at the target vehicle speed;
Vehicle speed detection means for detecting the vehicle speed;
An allowable driving force setting means for setting a minimum driving force as an allowable driving force among a plurality of maximum driving forces that may be output from the driving device for each of a plurality of factors;
When the constant speed running is instructed, a required driving force to be output from the driving device for running at a constant speed at the target vehicle speed is set based on the detected vehicle speed and the set target vehicle speed. Control means for controlling the driving device so that an execution driving force obtained by limiting the set required driving force with the set allowable driving force is output from the driving device;
It is a summary to provide.

  In the vehicle of the present invention, the minimum driving force among the plurality of maximum driving forces that may be output from the driving device for each of the plurality of factors is set as the allowable driving force. Thereby, the allowable driving force that may be output from the driving device can be set more appropriately. When a constant speed traveling is instructed, a required driving force to be output from the drive device for traveling at a constant speed at the target vehicle speed is set based on the vehicle speed and the target vehicle speed, and the required driving force is set with the set allowable driving force. The driving device is controlled so that the driving force for execution obtained by limiting the output is output from the driving device. Accordingly, it is possible to travel at a constant speed by outputting the driving force within the range of the allowable driving force set more appropriately from the driving device.

  In such a vehicle of the present invention, the plurality of maximum driving forces are the maximum based on the accelerator opening degree vehicle speed correspondence relationship set in advance with respect to the accelerator opening degree and the vehicle speed, in addition to the maximum driving force based on the performance of the driving device. It may include at least one of a driving force, a maximum driving force based on a preset maximum vehicle speed limit, a maximum driving force based on a driving mode, and a maximum driving force based on a driving limit on the driving device. In this way, the allowable driving force can be set more appropriately.

  In the vehicle of the present invention in which the maximum driving force based on the performance of the driving device is included in one of the plurality of maximum driving forces, the driving device includes an internal combustion engine capable of outputting a driving force for driving and a driving for driving An electric motor capable of outputting a force and an electric storage means capable of exchanging electric power with the electric motor, and the maximum driving force based on the performance of the driving device is the maximum driving force that can be output from the internal combustion engine and the electric motor, And a maximum driving force based on the maximum power that can be output from the driving device based on the state of the power storage means. In this case, the drive device is connected to three axes of a generator that inputs and outputs power, a drive shaft that is connected to an output shaft and an axle of the internal combustion engine, and a rotary shaft of the generator. Three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on power input / output to / from any one of the two shafts, and the maximum driving force based on the performance of the driving device is the generator The maximum driving force based on the rotational speed limit of the motor and the maximum driving force based on the performance of the three-axis power input / output means may be included.

The vehicle control method of the present invention includes:
A vehicle control method comprising: a driving device that outputs a driving force for traveling; and a constant speed traveling instruction unit that sets a target vehicle speed and instructs constant speed traveling at the target vehicle speed,
When the constant speed running is instructed, a required driving force to be output from the driving device to set a constant speed at the target vehicle speed is set based on the vehicle speed and the set target vehicle speed, and each of a plurality of factors A driving force for execution obtained by limiting the set required driving force with an allowable driving force as a minimum driving force among a plurality of maximum driving forces that may be output from the driving device is output from the driving device. Controlling the drive so that
It is characterized by that.

  In the vehicle control method according to the present invention, when a constant speed traveling is instructed, a required driving force to be output from the driving device to set a constant speed at the target vehicle speed is set based on the vehicle speed and the target vehicle speed, and a plurality of driving forces are set. The driving device outputs the driving force for execution obtained by limiting the required driving force by the allowable driving force as the minimum driving force among the plurality of maximum driving forces that may be output from the driving device for each of the above factors. Control the drive device. As a result, a more appropriate allowable driving force can be set, and a driving force within the set allowable driving force can be output from the driving device to travel at a constant speed.

  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. 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 engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on a signal from a crank position sensor (not shown) attached to the crankshaft 26.

  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 is equipped with signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 for detecting the rotational positions of the rotors of the motors MG1 and MG2, and the motor MG2. A motor temperature Tm from the temperature sensor 46, a phase current applied to the motors MG1 and MG2 detected by a current sensor (not shown), and the like are input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. Has been. 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 motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between 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 attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. 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. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 2 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 3 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.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. 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 pedal position 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 constant speed running mode are set in the vicinity of the driver's seat. A constant speed travel mode setting signal, a target vehicle speed setting signal from the cruise switch 90 for setting the target vehicle speed V *, and a driving force for the accelerator opening Acc according to the slip attached to the vicinity of the driver's seat to adjust friction such as a snowy road Coefficient Such as snow mode setting signal from the snow mode switch 92 for setting the snow mode has been input via the input port to facilitate the travel of the road. 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. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the cruise switch 90 is set to run at the target vehicle speed V * will be described. FIG. 4 is a flowchart showing an example of a constant speed traveling drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the constant speed traveling drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly, the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm1, Nm2, the target vehicle speed V *, the battery of the motors MG1, MG2. Processing for inputting data necessary for control, such as 50 input / output limits Win, Wout, is executed (step S100). Here, 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. To do. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and are input from the battery ECU 52 by communication.

  When the data is input in this way, the required torque Tr * as the torque to be output to the ring gear shaft 32a as the drive shaft is set by the following equation (1) based on the vehicle speed V and the target vehicle speed V * (step S110). Here, Expression (1) is a relational expression in feedback control for causing a vehicle traveling at the vehicle speed V to travel at the target vehicle speed V *. In the formula (1), the first term on the right side is a feedforward term, which is a torque to be output to the ring gear shaft 32a in order to make the vehicle travel stably at the target vehicle speed V * on a flat road based on the target vehicle speed V *. Is set as In Expression (1), the second term on the right side is a proportional term in the feedback term, and “kv1” is its gain. The third term on the right side is an integral term in the feedback term, and “kv2” is its gain.

  Tr * = f (V *) + kv1 ・ (V * -V) + kv2 ・ ∫ (V * -V) dt (1)

  Then, the process which sets the allowable torque Tlim as the maximum torque which may be output from the power train of a vehicle is performed (step S120). The setting of the allowable torque Tlim is performed by an allowable torque setting process illustrated in FIG. This allowable torque setting process will be described later. In the following drive control, the allowable torque Tlim set by the allowable torque setting process is used.

  When the allowable torque Tlim is thus set, the smaller of the set required torque Tr * and the allowable torque Tlim is set as the execution torque T * (step S130), and the engine 22 is requested using the set execution torque T *. The required power Pe * is set (step S140). The required power Pe * can be calculated as the sum of a value obtained by multiplying the set execution torque T * by the rotation speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Subsequently, a target rotational speed Ne * and a target torque Te * are set as operating points at which the engine 22 should be operated based on the set required power Pe * (step S150). This setting is performed 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, the target speed Nm1 * of the motor MG1 is calculated by the following equation (2) using the target speed Ne * of the engine 22, the speed Nm2 of the motor MG2, and the gear ratio ρ of the power distribution and integration mechanism 30. Based on the calculated target rotation speed Nm1 * and the input rotation speed Nm1 of the motor MG1, a temporary torque Tm1tmp, which is a temporary value of the torque to be output from the motor MG1, is calculated by the equation (3) (step S160). Here, Expression (2) 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 rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. 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. Equation (2) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (3), “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 / ρ (2)
Tm1tmp = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (3)

  Subsequently, torque limits Tm1min and Tm1max are set as upper and lower torque limits even when output from the motor MG1 satisfying both the expressions (4) and (5) (step S170), and the set temporary torque Tm1tmp is expressed by the expression ( The torque command Tm1 * of the motor MG1 is set by limiting with the torque limits Tm1min and Tm1max according to 6) (step 180). Here, Expression (4) is a relationship in which the total torque output to the ring gear shaft 32a by the motor MG1 and the motor MG2 is within a range from the value 0 to the execution torque T *, and Expression (5) is the motor MG1. And the sum of the electric power input / output by the motor MG2 is within the range of the input / output limits Win, Wout. An example of the torque limits Tm1min and Tm1max is shown in FIG. The torque limits Tm1min and Tm1max can be obtained as the maximum value and the minimum value of the torque command Tm1 * in the region indicated by the oblique lines in the drawing.

0 ≦ −Tm1 / ρ + Tm2 ・ Gr ≦ T * (4)
Win ≦ Tm1 / Nm1 + Tm2 / Nm2 ≦ Wout (5)
Tm1 * = max (min (Tm1tmp, Tm1max), Tm1min) (6)

  Then, the torque to be output from the motor MG2 by adding the torque command Tm1 * set to the execution torque T * divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further dividing by the gear ratio Gr of the reduction gear 35 Is calculated by the following equation (7) (step S190), and the current rotational speed Nm1 of the motor MG1 is set to the torque command Tm1 * set to the input / output limits Win and Wout of the battery 50. The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by multiplication by the rotational speed Nm2 of the motor MG2 8) and Equation (9) (Step S200), and the set temporary torque Tm2tmp is obtained by Equation (10). Torque restriction Tm2min, to limit to set a torque command Tm2 * of the motor MG2 by Tm2max (step S210). Here, Equation (7) can be easily derived from the alignment chart of FIG.

Tm2tmp = (T * + Tm1 * / ρ) / Gr (7)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (8)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (9)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (10)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S220), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and 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. By such control, the engine 22 can be efficiently operated within the range of the input / output limits Win and Wout of the battery 50, and the vehicle can be driven at a constant speed at the target vehicle speed V *.

  Next, the processing for setting the allowable torque Tlim in step S120 of the constant speed traveling drive control routine of FIG. 4 will be described using the allowable torque setting processing illustrated in FIG. In the allowable torque setting process, the vehicle speed-derived maximum torque Tvmax that can be output from the power train of the vehicle at the vehicle speed V, the accelerator opening-derived maximum torque Tacc based on the accelerator opening Acc and the vehicle speed V, the maximum preset in the vehicle Maximum torque Tvlim due to vehicle speed limit based on vehicle speed, maximum torque Tsnow due to snow mode based on the torque being limited when the snow mode switch 92 is turned on and the snow mode is set, and the rated maximum rotational speed of the engine 22 And the rated maximum rotational speed of the motor MG1, the maximum rotational speed-derived maximum torque Trev based on the maximum rotational speed of the pinion gear 33 of the power distribution and integration mechanism 30, the motor temperature-induced maximum torque Tmg based on the temperature Tm of the motor MG2, and the input / output of the battery 50 Input / output restrictions based on restrictions Win and Wout Set the Cause maximum torque Tbat (S300~S360), carried out by one of these maximum torque setting most a small torque as the allowable torque Tlim (step S370). Here, in the embodiment, the accelerator opening degree-derived maximum torque Tacc is set as a torque to be output to the ring gear shaft 32a as the drive shaft when the accelerator opening degree Acc is 100% at the vehicle speed V. The relationship between the vehicle speed V and the torque when the accelerator opening degree Acc is 100% is set in advance and stored in the ROM 74 as a map for setting the accelerator opening degree-derived maximum torque, and when the vehicle speed V is given, it corresponds from the map. The torque was derived and set. An example of the accelerator opening degree-derived maximum torque setting map is shown in FIG. Further, in the embodiment, the maximum torque Tvlim due to the vehicle speed limit is rated so that the power train can output when the vehicle speed V is a torque limit coefficient kvlim whose value changes to 1 to 0 in the vicinity of the maximum vehicle speed Vlim preset in the vehicle. It was set as a value obtained by multiplying the maximum torque. An example of the relationship between the vehicle speed V and the torque limit coefficient kvlim is shown in FIG. In the embodiment, the maximum torque Tsnow caused by the snow mode is set to a rated maximum torque that can be output from the power train of the vehicle at the vehicle speed V when the snow mode switch 92 is turned off and the snow mode is not set. When the mode switch 92 is turned on and the snow mode is set, the output limit set to limit the output with respect to the normal output is set as a ratio to the normal output, and this is the vehicle speed V. The value obtained by multiplying the rated maximum torque that can be output from the power train of the vehicle is set. In the embodiment, the maximum rotational speed-derived maximum torque Trev is determined from the vehicle speed V based on the rated maximum rotational speed of the engine 22, the rated maximum rotational speed of the motor MG1, and the maximum rotational speed of the pinion gear 33 of the power distribution and integration mechanism 30. It is obtained by obtaining the maximum number of revolutions allowed for the engine 22 and dividing the power output when the engine 22 is operated at the maximum torque possible at the maximum number of revolutions by the number of revolutions of the ring gear shaft 32a as the drive shaft. The value was to be set. In the embodiment, the motor temperature-induced maximum torque Tmg is a value obtained by multiplying the rated maximum torque of the motor MG2 at the vehicle speed V by a torque limit coefficient ktmlim whose value changes from 1 to 0 with respect to the temperature Tm of the motor MG2. And the rated maximum torque is set as a value obtained by subtracting the maximum rated torque that can be output from the power train at the vehicle speed V. An example of the relationship between the temperature Tm of the motor MG2 and the torque limit coefficient ktmlim is shown in FIG. In the embodiment, the maximum torque Tbat caused by the input / output restriction is the rotational speed of the ring gear shaft 32a using the sum of the maximum power that can be output from the engine 22 at the vehicle speed V and the input / output restrictions Win and Wout of the battery 50 as the drive shaft. It was set as the torque obtained by dividing by. The vehicle speed-induced maximum torque Tvmax, the accelerator opening-derived maximum torque Tacc, the vehicle speed limit-derived maximum torque Tvlim, the snow mode-derived maximum torque Tsnow, the maximum rotational speed-derived maximum torque Trev, the motor temperature-derived maximum torque Tmg, the input By setting the smallest torque among the maximum torques Tbat resulting from the output restriction as the allowable torque Tlim, it is possible to suppress setting an excessive torque as the allowable torque Tlim. As described above, the required torque Tr * is limited by the allowable torque Tlim to set the execution torque T *, and the engine 22 and the motors MG1, MG2 are controlled using the execution torque T *. Even if an excessively large required torque Tr * is set, it can be controlled by the execution torque T * limited by a more appropriate allowable torque Tlim.

  According to the hybrid vehicle 20 of the embodiment described above, the required torque Tr * is obtained as the torque to be output in order to travel at the target vehicle speed V * based on the vehicle speed V and the target vehicle speed V *, and this required torque Tr *. Vehicle speed attributed maximum torque Tvmax, accelerator opening attributed maximum torque Tacc, vehicle speed limit attributed maximum torque Tvlim, snow mode attributed maximum torque Tsnow, maximum engine speed attributed maximum torque Trev, motor temperature attributed maximum torque Tmg, input / output restriction attributed maximum The execution torque T * is set by being limited by the allowable torque Tlim set as the smallest of the torques Tbat, and the execution torque T * is output to the ring gear shaft 32a as the drive shaft so that the engine 22 and the motor MG1 are output. MG2 is controlled, so when driving at the target vehicle speed V * Be set excessive torque demand Tr *, it can be controlled by a more appropriate running torque T *. That is, since the smallest torque among the maximum torques based on a plurality of factors is set as the allowable torque Tlim, the allowable torque that may be output from the power train of the vehicle when traveling at a constant speed at the target vehicle speed V * is more appropriately set. Accordingly, when the vehicle travels at a constant speed at the target vehicle speed V *, it can be controlled with a more appropriate execution torque T *.

  In the hybrid vehicle 20 of the embodiment, the vehicle speed-derived maximum torque Tvmax, the accelerator opening-derived maximum torque Tacc, the vehicle speed limit-derived maximum torque Tvlim, the snow mode-derived maximum torque Tsnow, the maximum rotational speed-derived maximum torque Trev, and the motor temperature-derived maximum torque Tmg. , The smallest torque among the maximum torques Tbat resulting from the input / output restriction is set as the allowable torque Tlim, but the maximum torque Tvmax due to the vehicle speed, the maximum torque Tacc due to the accelerator opening, the maximum torque Tvlim due to the vehicle speed limit, the maximum due to the snow mode The allowable torque Tlim may be set without using any one or more of the torque Tsnow, the maximum rotational speed-derived maximum torque Trev, the motor temperature-induced maximum torque Tmg, and the input / output restriction-derived maximum torque Tbat. Maximum speed Tvmax due to vehicle speed, maximum torque Tacc due to accelerator opening, maximum torque Tvlim due to vehicle speed limit, maximum torque Tsnow due to snow mode, maximum torque Trev due to maximum rotation speed, maximum torque Tmg due to motor temperature, maximum torque Tbat due to input / output restriction In addition to the above, the allowable torque Tlim may be set using the maximum torque based on other factors.

  In the hybrid vehicle 20 of the embodiment, torque limits Tm1min and Tm1max for limiting the temporary torque Tm1tmp of the motor MG1 within a range satisfying the above-described equations (4) and (5) are obtained, and the torque command Tm1 * of the motor MG1 is set. At the same time, the torque limits Tm2min and Tm2max are obtained from the expressions (8) and (9) and the torque command Tm2 * of the motor MG2 is set. However, the torque limits Tm1min and Tm1max are limited within the range satisfying the expressions (4) and (5). The motor torque Tm1tmp is set as it is as the torque command Tm1 * of the motor MG1, and the torque limit Tm2min and Tm2max are obtained from the equations (8) and (9) using the torque command Tm1 *. Tm2 * may be set.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35. However, the motor MG2 may be directly attached to the ring gear shaft 32a, or Instead, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a 2-speed, 3-speed, or 4-speed.

  In the hybrid vehicle 20 of the 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. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 12) different from the axle to which the ring gear shaft 32a is connected (the axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  Moreover, it is not limited to what is applied to such a hybrid vehicle, It does not matter as a form of vehicles other than a vehicle. Moreover, it is good also as a form of the control method of such a vehicle.

  Here, 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 combination of the engine 22, the power distribution and integration mechanism 30, the motor MG1, the motor MG2, and the reduction gear 35 corresponds to the “drive device”, the cruise switch 90 corresponds to the “constant speed travel instruction means”, and the vehicle speed. The sensor 88 corresponds to “vehicle speed detection means”, and includes a vehicle speed-derived maximum torque Tvmax, an accelerator opening-derived maximum torque Tacc, a vehicle speed limit-derived maximum torque Tvlim, a snow mode-derived maximum torque Tsnow, a maximum rotational speed-derived maximum torque Trev, and a motor temperature. The constant torque driving control routine of FIG. 4 for setting the smallest torque among the maximum torque Tmg and the maximum input / output limit torque Tbat as the allowable torque Tlim, that is, the allowable torque setting process of FIG. 5 is executed. The electronic control unit 70 for hybrid The required torque Tr * to be output to the ring gear shaft 32a as the drive shaft is set by the formula (1) based on the vehicle speed V and the target vehicle speed V *, and the required torque Tr * is set by the set allowable torque Tlim. The engine 22 is efficiently operated using the execution torque T * obtained by restricting the engine torque and the execution torque T * is output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. Steps S110 to S220 of the constant speed running drive control routine of FIG. 4 for setting and transmitting the target rotational speed Ne * of the engine 22 and the target torque Te * and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted. The engine 22 is controlled based on the hybrid electronic control unit 70 that executes the process, the target rotational speed Ne *, and the target torque Te *. Gosuru engine ECU24 and the torque command Tm1 *, the motor ECU40 for controlling the motor MG1, MG2 corresponds to a "control unit" based on Tm2 *. Further, the motor MG1 corresponds to a “generator”, and the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”. The accelerator opening-derived maximum torque Tacc corresponds to “maximum driving force based on the accelerator opening and vehicle speed correspondence relationship preset for the accelerator opening and the vehicle speed”, and the vehicle speed limit-derived maximum torque Tvlim is “preset. The maximum torque Tsnow due to the snow mode corresponds to the “maximum driving force based on the driving mode”, and the maximum torque Tmg due to the motor temperature corresponds to “the driving limit to the driving device”. The maximum torque Tvmax derived from the vehicle speed corresponds to the “maximum driving force that can be output from the internal combustion engine and the electric motor”, and the maximum torque Tbat derived from the input / output restriction corresponds to “the state of the power storage unit”. The maximum driving force based on the maximum power that can be output from the driving device based on the maximum rotational speed-derived maximum torque Trev. And the maximum driving force based on the rotational speed limit of the generator, which corresponds to the maximum driving force "based on the performance of the three shaft-type power input output. Here, the “drive device” is not limited to the combination of the engine 22, the power distribution and integration mechanism 30, the motor MG1, the motor MG2, and the reduction gear 35, and may output a driving force for traveling. It does not matter as long as it is anything. The “constant speed traveling instruction means” is not limited to the cruise switch 90, and any means may be used as long as it sets a target vehicle speed and instructs constant speed traveling at the target vehicle speed. The “vehicle speed detection means” is not limited to the vehicle speed sensor 88, but is used to calculate the vehicle speed V based on the rotation speed of the ring gear shaft 32a as a drive shaft, or to be attached to the drive wheels 63a, 63b and the driven wheels. Any device that detects the vehicle speed, such as a device that calculates the vehicle speed V based on a signal from the wheel speed sensor, may be used. As the “allowable driving force setting means”, vehicle speed-derived maximum torque Tvmax, accelerator opening-derived maximum torque Tacc, vehicle speed limit-derived maximum torque Tvlim, snow mode-derived maximum torque Tsnow, maximum rotational speed-derived maximum torque Trev, motor temperature-derived maximum The torque Tmg and the maximum torque Tbat due to input / output restriction are not limited to those that set the smallest torque as the allowable torque Tlim, but are limited to the vehicle speed-derived maximum torque Tvmax, the accelerator opening-derived maximum torque Tacc, and the vehicle speed limit-derived maximum torque. The allowable torque Tlim is set without using any one or more of Tvlim, snow mode-induced maximum torque Tsnow, maximum rotational speed-derived maximum torque Trev, motor temperature-induced maximum torque Tmg, and input / output restriction-derived maximum torque Tbat. Vehicle speed attributed maximum torque Tvmax, accelerator opening attributed maximum torque Tacc, vehicle speed limit attributed maximum torque Tvlim, snow mode attributed maximum torque Tsnow, maximum engine speed attributed maximum torque Trev, motor temperature attributed maximum torque Tmg, input / output restriction attributed maximum The minimum drive among the plurality of maximum driving forces that may be output from the driving device for each of the plurality of factors, such as setting the allowable torque Tlim using the maximum torque based on other factors in addition to the torque Tbat Any force may be used as long as the force is set as an allowable driving force. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft is set according to the equation (1) based on the vehicle speed V and the target vehicle speed V *, and the set allowable torque Tlim is used. The engine 22 is efficiently operated using the execution torque T * obtained by limiting the required torque Tr *, and the ring gear using the execution torque T * as a drive shaft within the range of the input / output limits Win and Wout of the battery 50 It is not limited to controlling the engine 22 and the motors MG1 and MG2 so as to output to the shaft 32a. When a constant speed traveling is instructed, the vehicle travels at a constant vehicle speed based on the vehicle speed and the target vehicle speed. The driving force for execution obtained by setting the required driving force to be output from the driving device and limiting the required driving force set by the allowable driving force is the driving device. As long as it controls the drive unit to be et output may be any ones. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Connected to the three shafts such as the one connected to the shaft or the differential gear, or the like having a different operation from the planetary gear, such as the drive shaft, the output shaft, and the rotating shaft of the generator. As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used. 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. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. 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.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the vehicle manufacturing industry.

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 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 a flowchart which shows an example of the drive control routine at the time of the constant speed driving | running | working performed by the electronic control unit for hybrids 70 of an Example. It is a flowchart which shows an example of the allowable torque setting process performed by the electronic control unit for hybrid 70 of an Example. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; It is explanatory drawing explaining a mode that torque limitation Tm1min and Tm1max are set. It is explanatory drawing which shows an example of the map for accelerator opening degree origin maximum torque setting. It is explanatory drawing which shows an example of the relationship between the vehicle speed V and the torque limit coefficient kvlim. It is explanatory drawing which shows an example of the relationship between the temperature Tm of the motor MG2, and the torque limit coefficient ktmlim. 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), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 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 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 46 temperature sensor, 50 battery, 51 temperature sensor, 52 Electronic control unit for battery (battery ECU), 54 electric power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 7 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, 90 cruise switch, 92 Snow mode switch, 230 to rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor.

Claims (2)

An internal combustion engine, a generator for inputting / outputting power, a drive shaft connected to an output shaft of the internal combustion engine, an axle, and a rotating shaft of the generator, and any two of the three shafts 3-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from the shaft, an electric motor for inputting / outputting power to / from the drive shaft, and exchange of electric power with the generator and the motor A driving device comprising:
Constant speed travel instruction means for setting a target vehicle speed and instructing constant speed travel at the target vehicle speed;
Vehicle speed detection means for detecting the vehicle speed;
Vehicle speed-derived maximum torque that can be output from the drive device with respect to the vehicle speed, accelerator opening-derived maximum torque that is required for the drive shaft when the accelerator is fully opened, and vehicle speed in the vicinity of the maximum vehicle speed preset for the vehicle. As the vehicle speed increases toward the maximum vehicle speed, the maximum torque resulting from the vehicle speed limit that decreases toward the value 0 and the rated maximum torque that can be output from the drive device according to the vehicle speed when the snow mode is not set are set. When the snow mode is set, the maximum torque due to the snow mode in which the torque that limits the rated maximum torque is set, the rated maximum rotational speed of the internal combustion engine, the rated maximum rotational speed of the generator, and the three-shaft type based on the maximum rotational speed of the power input output mechanism seeking rotational speed allowed for the internal combustion engine with respect to the vehicle speed or the internal combustion engine at a rotation speed determined the Multiplying the maximum rated torque by the motor according to the vehicle speed of the motor by the maximum torque caused by the maximum rotational speed obtained by dividing the maximum power that can be output by the rotational speed of the drive shaft and the coefficient that decreases as the temperature of the motor increases. Output from the internal combustion engine with respect to the vehicle speed and the maximum torque due to the motor temperature obtained by subtracting the deviation between the value obtained from the motor and the rated maximum torque of the motor from the rated maximum torque that can be output from the drive device according to the vehicle speed. The maximum torque resulting from the input / output restriction obtained by dividing the sum of the maximum power and the input / output restriction, which is the maximum allowable power that may charge / discharge the power storage means, by the rotational speed of the drive shaft. An allowable torque setting means for setting the torque as an allowable torque;
When the constant speed traveling is instructed, a required torque to be output from the drive device for traveling at a constant speed at the target vehicle speed based on the detected vehicle speed and the set target vehicle speed is set and Control means for controlling the driving device so that an execution torque obtained by limiting the set required torque with a set allowable torque is output from the driving device;
A vehicle comprising: An internal combustion engine, a generator for inputting / outputting power, a drive shaft connected to an output shaft of the internal combustion engine, an axle, and a rotating shaft of the generator, and any two of the three shafts 3-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from the shaft, an electric motor for inputting / outputting power to / from the drive shaft, and exchange of electric power with the generator and the motor A vehicle control method comprising: a drive device comprising: a power storage means capable of: and a constant speed travel instruction means for setting a target vehicle speed and instructing a constant speed travel at the target vehicle speed,
When the constant speed travel is instructed, a required torque to be output from the drive device to travel at a constant speed at the target vehicle speed is set based on the vehicle speed and the set target vehicle speed, The maximum vehicle speed-derived torque that can be output from the drive device, the maximum torque caused by the accelerator opening required for the drive shaft when the accelerator is fully opened with respect to the vehicle speed, and the vehicle speed near the maximum vehicle speed set in advance in the vehicle. The maximum torque due to the vehicle speed limit that decreases as the value increases toward zero, and the rated maximum torque that can be output from the drive device according to the vehicle speed when the snow mode is not set, and the snow mode is set A maximum torque caused by a snow mode in which a torque that limits the rated maximum torque is set, and a rated maximum rotation of the internal combustion engine. The internal combustion at a rotation speed determined the seeking rotational speed allowed for the internal combustion engine with respect to the vehicle speed based on the maximum rotation speed of the three shaft-type power input output the rated maximum rotational speed of the generator and The maximum rated torque generated by dividing the maximum power that can be output from the engine by the rotational speed of the drive shaft, and the coefficient that decreases as the temperature of the motor increases, according to the vehicle speed of the motor. Is obtained by subtracting the deviation between the value obtained by multiplying the motor and the maximum rated torque of the motor from the rated maximum torque that can be output from the drive device according to the vehicle speed, and from the internal combustion engine with respect to the vehicle speed. The maximum torque resulting from the input / output limitation obtained by dividing the sum of the maximum power that can be output and the input / output limitation that is the maximum allowable power that may be charged / discharged by the rotational speed of the drive shaft, Controlling the drive unit so that the minimum execution torque obtained by limiting the required torque the set by the allowable torque as the torque is outputted from the drive device,
A method for controlling a vehicle.

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