JP4916408B2 - Hybrid vehicle and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more properly perform temperature rise control of an electricity storage device such as a secondary battery. <P>SOLUTION: When a request for a temperature rise of a battery is given, in the case where there is no possibility of slip due to racing of a driving wheel, in order to conduct temperature rise control for the battery by positive charge/discharge of the battery, a charge/discharge request power Pb* is set using a charge/discharge request power setting map for charging and a charge/discharge request power setting map for discharging (S150, S160), thereby controlling an engine and motors MG1, MG2. When there is the possibility of slip due to idling of the driving wheel, a charge/discharge request power Pb* is set using a charge/discharge request power setting map for normal condition without controlling a temperature rise of the battery (S130), thereby controlling the engine and the motors MG1, MG2. Thus, the charge/discharge of the battery 50 due to excessive power caused by unexpected idling of the driving wheel can be restrained so that more properly the temperature rise of the battery can be controlled. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

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

  Conventionally, as a hybrid vehicle, when a slip state of a driving wheel is detected, a motor generator clutch MGC and an engine clutch EC are released and a series clutch SC is engaged (see, for example, Patent Document 1). . In this hybrid vehicle, by performing such control, over-rotation of the driving motor generator is prevented, and over-discharge of the battery is prevented.

Also, when slipping due to idling occurs in any of the drive wheels while the motor is running, the slip is suppressed by limiting the torque from the motor by the torque upper limit value set based on the rotational angular acceleration of the rotating shaft of the motor At the same time, the engine is started, and it is confirmed that the start of the engine is completed, and the brake is applied to the driving wheels that are causing the slip to suppress the slip (for example, patent document). 2). In this hybrid vehicle, the driving force requested by the driver is output without discharging the battery 50 due to excessive electric power by such control.
JP 2006-193841 A JP 2006-044536 A

  In hybrid vehicles, when the temperature is low, the battery is actively charged and discharged to raise the temperature in order to fully function the battery. However, while the battery is being actively discharged, When slipping due to idling occurs, excessive power is discharged from the battery, and the battery may be damaged or deteriorated. In this case, as in Patent Document 1 described above, the driving motor may be separated by a clutch, but this cannot be dealt with when the motor is connected without a clutch. Further, as in Patent Document 2 described above, slip suppression control may be executed, but this cannot be dealt with when slip due to idling of the drive wheels cannot be detected normally due to sensor abnormality or communication abnormality. Furthermore, in a vehicle equipped with a switch that prevents slip suppression control for the driver's hobby, this switch may be operated to allow slipping due to idling of drive wheels. I can't deal with it.

  The main purpose of the hybrid vehicle and the control method thereof according to the present invention is to more appropriately execute the temperature rise control of a power storage device such as a secondary battery.

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

The hybrid vehicle of the present invention
An internal combustion engine;
A generator for generating electricity using power from the internal combustion engine;
An electric motor that outputs power to the drive wheels;
Power storage means for exchanging electric power with the generator and the motor;
Required driving force setting means for setting required driving force required for traveling;
Slip possibility determination means for determining whether or not there is a possibility of slippage due to idling of the drive wheel;
When the temperature rise request of the power storage means is made, the power storage means is charged or discharged by charging or discharging the power storage means when the slip possibility determination means determines that there is no possibility of slipping due to idling of the drive wheels. The internal combustion engine, the generator, and the electric motor are controlled to run with the set required driving force with a temperature rise control that raises the temperature, and the slip possibility determination means causes slippage due to idling of the drive wheels. Control means for controlling the internal combustion engine, the generator, and the electric motor to travel with the set required driving force without the temperature increase control when it is determined that there is a possibility;
It is a summary to provide.

  In the hybrid vehicle of the present invention, when it is determined that there is no possibility of slipping due to idling of the drive wheels when a temperature increase request for the power storage means is made, the power storage means is heated by charging or discharging the power storage means. The internal combustion engine, the generator that generates electric power using the power from the internal combustion engine, and the electric motor that outputs the power to the drive wheels are controlled so as to travel with the required driving force required for traveling with the temperature rise control. Thereby, it can drive | work with a request | requirement driving force, heating up an electrical storage means. On the other hand, when it is determined that there is a possibility of slipping due to idling of the drive wheels, the internal combustion engine, the generator, and the electric motor are controlled so as to travel with the requested driving force without accompanying the temperature increase control. Thereby, it is possible to suppress overdischarge (discharge due to excessive electric power) of the power storage means due to slippage due to idling of the drive wheel while discharging to increase the temperature of the power storage means. As a result, the temperature of the power storage means can be increased more appropriately. Here, the temperature rise control may be control that repeats charging and discharging within the range of allowable charge / discharge power of the power storage means.

  Such a hybrid vehicle of the present invention includes a slip suppression unit that suppresses slip due to idling of the drive wheel, and a slip suppression stop switch that gives an instruction to stop slip suppression by the slip suppression unit, and the slip possibility The determination means is a means for determining that there is a possibility of slippage due to idling of the drive wheel when the slip suppression stop switch instructs to stop slip suppression by the slip suppression means. And a wheel rotation speed detecting means for detecting the rotation speed of the drive wheel, wherein the slip possibility determination means is a slip caused by idling of the drive wheel when an abnormality occurs in the wheel rotation speed detection means. It is also possible to assume that this is means for determining that there is a possibility of

The hybrid vehicle control method of the present invention includes:
A hybrid vehicle comprising: an internal combustion engine; a generator that generates electric power using power from the internal combustion engine; an electric motor that outputs power to drive wheels; and a power storage unit that exchanges electric power with the generator and the electric motor. A control method,
When a temperature increase request for the power storage means is made, it is determined whether or not there is a possibility of slippage due to idling of the drive wheel, and when it is determined that there is no possibility of slippage due to idling of the drive wheel, the power storage means is charged. Alternatively, the internal combustion engine, the generator, and the electric motor are controlled so as to travel with a required driving force required for traveling with a temperature rise control for raising the temperature of the power storage means by discharging, and the idling of the drive wheels is controlled. Controlling the internal combustion engine, the generator, and the electric motor to travel with the required driving force without the temperature increase control when it is determined that there is a possibility of slipping due to
It is characterized by that.

  In this hybrid vehicle control method of the present invention, when it is determined that there is no possibility of slipping due to idling of the drive wheels when a temperature increase request for the power storage means is made, the power storage means is charged or discharged by charging or discharging the power storage means. The internal combustion engine, a generator that generates electric power using the power from the internal combustion engine, and an electric motor that outputs power to the drive wheels are controlled so that the vehicle travels with the required driving force required for traveling with a temperature rise control for raising the temperature of the vehicle. To do. Thereby, it can drive | work with a request | requirement driving force, heating up an electrical storage means. On the other hand, when it is determined that there is a possibility of slipping due to idling of the drive wheels, the internal combustion engine, the generator, and the electric motor are controlled so as to travel with the requested driving force without accompanying the temperature increase control. Thereby, it is possible to suppress overdischarge (discharge due to excessive electric power) of the power storage means due to slippage due to idling of the drive wheel while discharging to increase the temperature of the power storage means. As a result, the temperature of the power storage means can be increased more appropriately. Here, the temperature rise control may be control that repeats charging and discharging within the range of allowable charge / discharge power of the power storage means.

  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 the configuration of a hybrid vehicle 20 as 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, A brake actuator 92 for controlling the brakes of the drive wheels 39a and 39b and driven wheels (not shown) and a hybrid electronic control unit 70 for controlling the entire vehicle are provided.

  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 39a and 39b of the vehicle through the gear mechanism 37 and the differential gear 38.

  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 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. The battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50, or calculates the remaining capacity (SOC) and the battery temperature Tb. Based on the above, the input / output limits Win and Wout of the battery 50 are calculated. The input / output limits Win and Wout of the battery 50 are set to 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 limiting limit are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits 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 brake actuator 92 has a braking torque corresponding to the share of the brake in the braking force applied to the vehicle by the pressure (brake pressure) of the brake master cylinder 90 and the vehicle speed V generated in response to the depression of the brake pedal 85. The brake wheel cylinders 96a to 96d are adjusted so as to act on the driven wheels 39b and the driven wheels (not shown), and the braking torques are applied to the drive wheels 39a and 39b and the driven wheels regardless of the depression of the brake pedal 85. The hydraulic pressures of 96a to 96d can be adjusted. Hereinafter, a case where a braking force is applied to the drive wheels 39a and 39b and a driven wheel (not shown) by the operation of the brake actuator 92 is referred to as a hydraulic brake. The brake actuator 92 is controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 94. The brake ECU 94 inputs signals such as a wheel speed from a wheel speed sensor (not shown) attached to the drive wheels 39a and 39b and the driven wheel and a steering angle from a steering angle sensor (not shown) through a signal line (not shown). Anti-lock brake system function (ABS) that suppresses any of the driving wheels 39a, 39b and the driven wheels from slipping due to locking when the driver depresses the brake pedal 85, or when the driver depresses the accelerator pedal 83 A traction control (TRC) that suppresses slipping of any of the drive wheels 39a and 39b due to idling, a posture holding control (VSC) that holds the posture while the vehicle is turning, and the like are also performed. The brake ECU 94 communicates with the hybrid electronic control unit 70, and controls the drive of the brake actuator 92 by a control signal from the hybrid electronic control unit 70, and the data regarding the state of the brake actuator 92 is used for the hybrid as necessary. Output to the electronic control unit 70.

  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 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 wheel speed attached to the rotation shafts of the drive wheels 39a and 39b. The wheel speeds Vl and Vr from the sensors 89b and 89c, the traction control (TRC) provided near the driver's seat, the TRC off signal from the TRC off switch 89a for turning off the attitude maintenance control (VSC), etc. To have been input. Here, as a case where the driver gives an instruction to turn off the traction control (TRC) or the attitude maintenance control (VSC), for example, when the vehicle is stuck or when the driver idles the driving wheel. There are times when it is demanding fast and agile acceleration, or when the driver wants to control the attitude of the vehicle by spinning the drive wheels. 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 the engine ECU 24, the motor ECU 40, the battery ECU 52, the brake ECU 94, and various control signals and data. We are exchanging.

  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 driving the battery 50 while raising the temperature at a low temperature will be described. Here, the temperature rise of the battery 50 is, for example, when the temperature detected by the temperature sensor 51 is equal to or lower than a predetermined temperature (for example, −10 ° C., −20 ° C., etc.) or an outside air temperature detected by an outside air temperature sensor (not shown). Is performed when the temperature of the battery 50 is raised from the battery ECU 52 when the temperature Tb of the battery 50 is equal to or lower than a predetermined temperature (for example, −20 ° C.). Etc.). FIG. 4 is a flowchart showing an example of a drive control routine at the time of a battery temperature increase request executed by the hybrid electronic control unit 70. This routine is repeatedly executed at predetermined time intervals (for example, every several milliseconds) when a temperature increase request for the battery 50 is made.

  When the battery temperature increase request drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly, the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the motors MG1, MG2 and so on. Rotational speed Nm1, Nm2, TRC off signal from TRC off switch 89a, sensor abnormality signal such as wheel speed sensors 89b and 89c, remaining capacity (SOC) of battery 50, input / output limits Win and Wout of battery 50, etc. Processing for inputting necessary data 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. As the sensor abnormality signal, the result determined by the abnormality determination process (not shown) is stored in a predetermined address of the RAM 76 (not shown), and the result is input from the predetermined address of the RAM 76. The sensor abnormality includes not only an abnormality of the sensor itself but also an abnormality that cannot receive a signal from the sensor due to a communication abnormality. Further, the remaining capacity (SOC) of the battery 50 and the input / output limits Win and Wout are calculated based on the integrated value of the charge / discharge current of the battery 50, the battery temperature Tb of the battery 50, and the remaining capacity of the battery 50 ( SOC) is set from the battery ECU 52 by communication.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a, 39b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. 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.

  Subsequently, the possibility that the drive wheels 39a and 39b slip due to idling is determined based on the input TRC off signal and sensor abnormality signal (step S120). In the embodiment, when the TRC off switch 89a is turned on, that is, when an instruction to turn off the traction control (TRC) or the attitude maintenance control (VSC) is given, or an abnormality occurs in the wheel speed sensors 89b and 89c. When the driving wheel 39a, 39b is slipping, it is determined that there is a possibility of slipping due to idling of the driving wheels 39a, 39b, and when the TRC off switch 89a is off and no sensor abnormality occurs, the driving wheels 39a, It is determined that there is no possibility of slipping due to idling of 39b. When it is determined that there is a possibility of slipping due to idling of the drive wheels 39a, 39b, the charge / discharge required power Pb * is set based on the remaining capacity (SOC) of the battery 50 and the normal charge / discharge required power setting map. If it is determined that there is no possibility of slipping due to idling of the drive wheels 39a and 39b (step S140), it is determined whether or not the battery 50 is being charged (step S140). Based on the remaining capacity (SOC) of 50 and the charging / discharging required power setting map for charging (step S150), when the battery 50 is not being charged, the remaining capacity ( The charge / discharge required power Pb * is set based on the SOC) and the charge / discharge required power setting map for discharge (step S160). . FIG. 6 shows an example of a normal charge / discharge required power setting map, FIG. 7 shows an example of a charge / discharge required power setting map for charging, and FIG. 8 shows a charge / discharge required power setting map for discharge. An example is shown. As shown in FIG. 6, in the normal charge / discharge required power setting map, the remaining capacity (SOC) of the battery 50 includes a predetermined range (for example, 10%) including the control center remaining capacity SOCmid (for example, 60%). , The discharge power (positive value power) is set as the charge / discharge required power Pb *, and when it is lower than that, the charge power (negative value power) is set as the charge / discharge required power. Set to Pb *. As shown in FIG. 7, in the charging / discharging required power setting map for charging, the charging power (SOC) of the battery 50 is within the range of the high remaining capacity SOChi that is slightly smaller than the full charge (100%) or less (100%). Negative power) is set as the charge / discharge required power Pb *, and as shown in FIG. 8, in the charge / discharge required power setting map for discharge, the remaining capacity (SOC) of the battery 50 is completely discharged (0%). ) Discharge power (positive value power) is set as the charge / discharge required power Pb * in a range that is slightly higher than the low remaining capacity SOClow. As described above, when it is determined that there is no possibility of slipping due to idling of the drive wheels 39a and 39b, the charging / discharging required power setting map for charging and the charging / discharging required power setting map for discharging are used for charging. The reason why the required discharge power Pb * is set is to perform charging / discharging of the battery 50 positively, and to execute temperature increase control for raising the temperature of the battery 50 due to loss due to this charging / discharging. On the other hand, when it is determined that there is a possibility of slipping due to idling of the drive wheels 39a and 39b, the charge / discharge required power Pb * is set using the normal charge / discharge required power setting map. This is because the rotational speed Nm2 of the motor MG2 rapidly rises due to slippage due to idling of the drive wheels 39a and 39b while the battery 50 is actively discharged by executing the temperature raising control. This is to prevent the battery 50 from being discharged by excessive power due to unexpected power consumption of the motor MG2.

  When the required charge / discharge power Pb * is set in this way, the charge / discharge required power Pb * required by the battery 50 is subtracted from the value obtained by multiplying the required torque Tr * by the rotational speed Nr of the ring gear shaft 32a, and a loss Loss is added to this. The required power Pe * required for the engine 22 is set (step S170), and it is determined whether or not the engine 22 is in operation (step S180). Here, 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).

  When the engine 22 is in operation, the required power Pe * is compared with a threshold value Pstop for stopping the engine 22 when the engine 22 is intermittently operated (step S190). When the required power Pe * is equal to or higher than the threshold value Pstop, the operation of the engine 22 is performed. Is determined, and the rotation speed and torque obtained as the intersection of the operation line for efficiently operating the engine 22 and the curve where the required power Pe * is constant are set as the target rotation speed Ne * and the target torque Te *. (Step S200). FIG. 9 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.

  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 (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S210). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 10 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of the rotating elements of the power distribution and integration mechanism 30 when the engine 22 is in operation. 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 (1) 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 (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a 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) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 is expressed by the following equation (3). In addition, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S220). Calculated by equation (5) (step S230), and with the calculated torque limits Tmin, Tmax Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the motor torque Tm2tmp (step S240). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (5) can be easily derived from the collinear diagram of FIG. 10 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  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 S310), 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. By such control, when it is determined that there is no possibility of slipping due to idling of the drive wheels 39a, 39b within the range of the input / output limits Win, Wout of the battery 50, the battery 50 is actively increased by charging / discharging of the battery 50. While driving the engine 22 efficiently with temperature control, it is possible to travel by outputting the required torque Tr * required for the ring gear shaft 32a as the drive shaft, and the possibility of slipping due to idling of the drive wheels 39a, 39b When it is determined that there is a charge, the battery 22 can be charged and discharged, and the engine 22 can be operated efficiently while traveling with the required torque Tr * required for the ring gear shaft 32a as the drive shaft.

  When it is determined in step S190 that the required power Pe * is less than the threshold value Pstop, the operation of the engine 22 is stopped (step S260), and a value 0 is set in the torque command Tm1 * of the motor MG1 (step S270). The torque limits Tmin and Tmax are calculated by dividing the input / output limits Win and Wout of the battery 50 by the rotation speed Nm2 of the motor MG2 (step S280), and the required torque Tr * is divided by the gear ratio Gr of the reduction gear 35. The temporary motor torque Tm2tmp is calculated (step S290), the torque command Tm2 * of the motor MG2 is set as a value obtained by limiting the temporary motor torque Tm2tmp with the calculated torque limits Tmin and Tmax (step S300), and the target rotational speed of the engine 22 is set. For Ne * and target torque Te * Gin ECU 24, the torque command Tm1 * of the motor MG1, MG2, and sends each motor ECU40 for Tm2 * (step S310), and terminates the drive control routine. By such control, it is possible to travel while outputting the required torque Tr * required for the ring gear shaft 32a as the drive shaft while the engine 22 is stopped within the range of the input / output limits Win and Wout of the battery 50. FIG. 11 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 when the operation of the engine 22 is stopped.

  When it is determined in step S180 that the engine 22 is not in operation, that is, the operation of the engine 22 is stopped, the required power Pe * is compared with a threshold value Pstart for starting the engine when the engine 22 is intermittently operated ( In step S250), when the required power Pe * is less than the threshold value Pstart, it is determined that the engine 22 should not be started, the operation of the engine 22 is continued (step S260), and the operation of the engine 22 described above is stopped. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set according to the processing of the time (steps S270 to S300), and the target rotational speed Ne * and the target torque Te * of the engine 22 are sent to the engine ECU 24 to the motors MG1 and MG2. For the torque commands Tm1 * and Tm2 *, the motor ECU 40 Sending each (step S310), and terminates the drive control routine. By such control, the engine 22 can be stopped within the range of the input / output limits Win and Wout of the battery 50, and the required torque Tr * required for the ring gear shaft 32a as the drive shaft can be output and traveled. it can.

  When the required power Pe * is greater than or equal to the threshold value Pstart in step S250, the engine 22 is started and the target engine speed Ne *, the target torque Te *, and the torques of the motors MG1, MG2 of the engine 22 are processed by the processing when the engine 22 is in operation. The commands Tm1 * and Tm2 * are set (steps S200 to S240), the target engine speed Ne * and the target torque Te * of the engine 22 are set to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set to the motor. Each is transmitted to the ECU 40 (step S310), and the drive control routine is terminated. By such control, the engine 22 is started, and when it is determined that there is no possibility of slipping due to idling of the drive wheels 39a and 39b within the range of the input / output limits Win and Wout of the battery 50, the battery 50 is actively charged. It is possible to output the required torque Tr * required for the ring gear shaft 32a as the drive shaft while efficiently operating the engine 22 with the temperature rise control of the battery 50 by discharging, and to drive the drive wheels 39a, 39b. When it is determined that there is a possibility of slipping due to idling, the required torque Tr * required for the ring gear shaft 32a as the drive shaft is output while the engine 22 is efficiently operated with the normal charging and discharging of the battery 50. You can travel.

  According to the hybrid vehicle 20 of the embodiment described above, when it is determined that there is no possibility of slipping due to idling of the drive wheels 39a and 39b, the temperature increase control of the battery 50 is performed by positively charging and discharging the battery 50. The charging / discharging required power Pb * is set using the charging / discharging required power setting map for charging and the charging / discharging required power setting map for discharging and used for controlling the engine 22 and the motors MG1, MG2. It is possible to travel by outputting the required torque Tr * required for the ring gear shaft 32a as the drive shaft while intermittently operating the engine 22 with the temperature rise control of the battery 50 by positively charging and discharging the battery 50, When it is determined that there is a possibility of slipping due to idling of the drive wheels 39a, 39b, the temperature rise control of the battery 50 is not performed. By setting the charge / discharge required power Pb * using the normal charge / discharge required power setting map and using it for the control of the engine 22 and the motors MG1, MG2, it is excessive due to slippage due to unexpected idling of the drive wheels 39a, 39b. The engine 22 is intermittently operated with the necessary charging / discharging of the battery 50 while suppressing the discharge of the battery 50 due to unnecessary electric power, and the required torque Tr * required for the ring gear shaft 32a as the drive shaft is output to travel. be able to. Thus, the temperature increase control of the battery 50 can be executed more appropriately.

  The hybrid vehicle 20 of the embodiment includes a brake actuator 92, and in a vehicle that performs an antilock brake system function (ABS), traction control (TRC), and attitude maintenance control (VSC), slippage due to idling of the drive wheels 39a and 39b. The possibility is determined based on the TRC off signal from the TRC off switch 89a and the sensor abnormality signal. However, the present invention is not limited to these. For example, traction control (TRC) and attitude maintenance control (VSC) are performed. In a vehicle that does not perform the slipping of the driving wheels 39a and 39b using other methods, such as the possibility that the driving wheels 39a and 39b slip when the friction coefficient of the road surface is determined to be smaller than the threshold value. It is good also as what determines the possibility of slip by.

  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 39c and 39d in FIG. 12) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b 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 39a and 39b 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 39a and 39b. 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. Further, as illustrated in the hybrid vehicle 320 of the modified example of FIG. 14, the battery 50 is charged by the electric power from the generator 330 that generates power using all of the power from the engine 22, and from the battery 50 and the generator 330. A so-called series hybrid vehicle including a motor MG that outputs electric power for traveling using electric power may be used. In addition, an internal combustion engine, a generator that generates electric power using power from the internal combustion engine, an electric motor that outputs power to drive wheels, and a power storage device such as a secondary battery that exchanges electric power with the generator and the motor; As long as the vehicle is a hybrid vehicle, any configuration may be used.

  Although the embodiment has been described as the form of the hybrid vehicle 20, it is needless to say that the present invention may be applied to a vehicle other than the automobile and may be a form of a control method of the hybrid 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 engine 22 corresponds to the “internal combustion engine”, the motor MG1 corresponds to the “generator”, the motor MG2 corresponds to the “electric motor”, the battery 50 corresponds to the “power storage unit”, the accelerator opening degree. The hybrid electronic control unit 70 that executes the process of step S110 of the battery temperature increase request drive control routine of FIG. 4 for setting the required torque Tr * based on Acc and the vehicle speed V corresponds to “required drive force setting means”. Then, the process of step S120 of the battery temperature increase request drive control routine of FIG. 4 is performed to determine the possibility of slipping due to idling of the drive wheels 39a, 39b based on the TRC off signal from the TRC off switch 89a and the sensor abnormality signal. The hybrid electronic control unit 70 to be executed corresponds to “slip possibility determination means”, and a temperature increase request for the battery 50 has been made. When it is determined that there is no possibility of slipping due to idling of the drive wheels 39a, 39b, charging / discharging required power setting for charging is performed in order to perform temperature rise control of the battery 50 by aggressive charging / discharging of the battery 50. The charging / discharging required power Pb * is set using the map and the charging / discharging required power setting map for discharging, and the target rotational speed Ne *, target torque Te * of the engine 22 and torque commands Tm1 * of the motors MG1, MG2 are set. When Tm2 * is set and it is determined that there is a possibility of slipping due to idling of the drive wheels 39a and 39b, the battery 50 is not heated and charged / discharged using the normal charge / discharge required power setting map The required power Pb * is set and the target rotational speed Ne *, target torque Te * of the engine 22 and torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set. The engine ECU 24 that controls the engine 22 based on the target rotational speed Ne * and the target torque Te * and the hybrid electronic control unit 70 that executes the processing of steps S120 to S310 of the battery temperature increase request drive control routine of FIG. The motor ECU 40 that controls the motors MG1, MG2 based on the torque commands Tm1 *, Tm2 * corresponds to “control means”. The brake actuator 92 and the brake wheel cylinders 96a to 96d correspond to “slip suppression means”, and the TRC off switch 89a corresponds to “slip suppression stop switch”. Further, the wheel speed sensors 89b and 89c correspond to “wheel rotation speed detecting means”.

  The “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. 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 “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “power storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange electric power with a generator, such as a capacitor. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. As long as the required driving force required for the drive shaft is set, such as those for which the required torque is set based on the travel position on the travel route, such as those for which the travel route is set in advance It doesn't matter. The “slip possibility determination means” is not limited to the one that determines the possibility of slipping due to idling of the drive wheels 39a and 39b based on the TRC off signal or the sensor abnormality signal from the TRC off switch 89a. Any method may be used as long as it determines whether or not there is a possibility of slipping due to idling of the drive wheels. 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”, when it is determined that there is no possibility of slipping due to idling of the drive wheels 39a and 39b when the temperature increase request for the battery 50 is made, the battery 50 is actively charged and discharged. In order to control the temperature rise of the battery 50, the charging / discharging required power Pb * is set using the charging / discharging required power setting map for charging and the charging / discharging required power setting map for discharging, and the engine 22 and the motor MG1 are set. , MG2 and when it is determined that there is a possibility of slipping due to idling of the drive wheels 39a, 39b, the battery 50 is not heated and charged / discharged using the normal charge / discharge required power setting map. It is not limited to the one that sets the required power Pb * and controls the engine 22 and the motors MG1, MG2, but when a temperature increase request for the power storage means is made When it is determined by the slip possibility determination means that there is no possibility of slipping due to idling of the drive wheel, the power storage means is charged or discharged so as to travel with the requested driving force with temperature increase control for raising the temperature of the power storage means. The internal combustion engine controls the internal combustion engine, the generator, and the electric motor, and when the slip possibility determination means determines that there is a possibility of slipping due to idling of the drive wheels, the internal combustion engine travels with the requested driving force without temperature increase control. As long as it controls the generator and the motor, it may be anything.

  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 manufacturing industry of hybrid vehicles.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is explanatory drawing which shows an example of the relationship between battery temperature Tb and 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 a battery temperature increase request | requirement performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the map for charge / discharge request | requirement power setting at the normal time. It is explanatory drawing which shows an example of the map for charging / discharging request | requirement power setting at the time of charge. It is explanatory drawing which shows an example of the map for charging / discharging request | requirement power setting at the time of discharge. It is explanatory drawing which shows an example of a mode of setting an example of the operation line of the engine 22, and target rotational speed Ne * and target torque Te *. FIG. 4 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 the power distribution and integration mechanism 30 when the engine 22 is in operation. FIG. 6 is an explanatory diagram showing an example of 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 when the operation of the engine 22 is stopped. 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. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

Explanation of symbols

  20, 120, 220, 320 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 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, 39a, 39b Drive wheel, 39c, 39d Wheel, 40 Electronic control unit for motor (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 Battery, 51 Temperature sensor, 52 Electronic control unit for battery (battery ECU), 54 electric power line, 37 gear mechanism, 38 differential gear, 70 electronic control unit for hybrid, 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, 89a TRC off switch, 89b, 89c wheel speed sensor, 90 brake master Cylinder, 92 Brake actuator, 94 Brake electronic control unit (brake ECU), 96a to 96d Brake wheel cylinder, 230 rotor motor, 232 inner rotor 234 outer rotor, 330 generator, MG1, MG2, MG motor.

Claims (4)

An internal combustion engine;
A generator for generating electricity using power from the internal combustion engine;
An electric motor that outputs power to the drive wheels;
Power storage means for exchanging electric power with the generator and the motor;
Required driving force setting means for setting required driving force required for traveling;
Slip possibility determination means for determining whether or not there is a possibility of slippage due to idling of the drive wheel;
When the temperature raising request for the power storage means is not made, the set required driving force with normal control for charging or discharging the power storage means so that the remaining capacity of the power storage means falls within a predetermined remaining capacity range. The internal combustion engine, the generator, and the electric motor are controlled so as to travel by the above-mentioned, and when the temperature increase request for the power storage means is made, there is no possibility of slippage due to idling of the drive wheels by the slip possibility determination means. When it is determined that the storage means is charged until reaching a high remaining capacity larger than the upper limit value of the predetermined remaining capacity range or the storage means is discharged until reaching a low remaining capacity smaller than the lower limit value of the predetermined remaining capacity range controls and the power storage unit and the internal combustion engine to run by the set required driving force with the Atsushi Nobori control to raise the temperature with the generator the electric motor by, It said to serial when it is determined that there is the possibility of slippage by idling of the drive wheel by slipping possibility determining means for traveling by the set required driving force with the normal control without the heating control Control means for controlling the internal combustion engine, the generator and the electric motor;
A hybrid car with The hybrid vehicle according to claim 1,
Slip suppression means for suppressing slippage caused by idling of the drive wheel;
A slip suppression stop switch for instructing to stop slip suppression by the slip suppression means;
With
The slip possibility determination means is a means for determining that there is a possibility of slipping due to idling of the drive wheel when the slip suppression stop switch is instructed to stop slip suppression by the slip suppression means.
Hybrid car. The hybrid vehicle according to claim 1,
Wheel rotation speed detection means for detecting the rotation speed of the drive wheel,
The slip possibility determining means is means for determining that there is a possibility of slipping due to idling of the drive wheel when an abnormality occurs in the wheel rotation speed detecting means.
Hybrid car. A hybrid vehicle comprising: an internal combustion engine; a generator that generates electric power using power from the internal combustion engine; an electric motor that outputs power to drive wheels; and a power storage unit that exchanges electric power with the generator and the electric motor. A control method,
When the temperature raising request for the power storage means is not made, the set required driving force with normal control for charging or discharging the power storage means so that the remaining capacity of the power storage means falls within a predetermined remaining capacity range. Controlling the internal combustion engine, the generator and the electric motor to travel by
When a temperature increase request for the power storage means is made, it is determined whether or not there is a possibility of slippage due to idling of the drive wheel, and when it is determined that there is no possibility of slippage due to idling of the drive wheel, the predetermined remaining capacity range The power storage means is heated by charging the power storage means until reaching a high remaining capacity that is greater than the upper limit value or by discharging the power storage means until reaching a low remaining capacity that is less than the lower limit value of the predetermined remaining capacity range. When it is determined that there is a possibility of slipping due to idling of the drive wheels by controlling the internal combustion engine, the generator, and the electric motor so as to travel with a required driving force required for traveling with temperature increase control. Controlling the internal combustion engine, the generator, and the electric motor to travel with the required driving force with the normal control without the temperature increase control,
A control method for a hybrid vehicle.

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