JP5116565B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle, and in particular, switches between a hybrid operation mode that travels by driving a plurality of power sources and an electric travel mode that travels based on electric power from a power storage device. The present invention relates to a control device for a hybrid vehicle.

Patent Document 1 describes an invention relating to a hybrid vehicle. This hybrid vehicle includes an engine, a power storage device, and a motor generator as power sources. When the HV mode transition switch is turned on during traveling in the EV mode that travels using only the power storage device and the motor generator as a power source, the control device transitions the traveling mode to the HV mode in which the engine is also driven.
JP 2007-62639 A

  However, in the technique described in Patent Document 1, only an operation of simply switching between the EV mode and the HV mode can be performed. The actual driving situation changes between a state where the vehicle can be driven only by EV driving and a state where switching to HV is required depending on how energy is used and the remaining amount. Therefore, the method of simply switching between the two modes can be achieved by forcibly switching to the HV mode if the power performance is improved, but it is difficult to obtain sufficient performance as a method for improving fuel consumption performance. It is.

  The present invention has been made in consideration of the above-described problems, and an object of the present invention is to provide a hybrid vehicle control device capable of ensuring fuel consumption and running performance under various driver use conditions.

In order to solve the above-mentioned problem, the invention according to claim 1 transfers power to and from an engine (for example, engine E in the embodiment), a motor (for example, first motor M1 in the embodiment), and the motor. A hybrid vehicle control device (e.g., the control unit 1 in the embodiment ) including a power storage device (e.g., the battery LB in the embodiment), and a required drive output acquisition for acquiring a required drive output required for the vehicle. Traveling with only means (for example, step S006 in the embodiment), a required drive output information storage unit (for example, an information center in the embodiment) that stores the required drive output transmitted from the required drive output acquisition unit, and the motor EV driving mode for determining the allowable upper limit drive output of the EV driving mode (for example, BATT EV mode in the embodiment ) And an allowable upper limit drive output determining means (for example, step S096 in the embodiment), and the control device operates at least the engine when the required drive output exceeds the allowable upper limit drive output of the EV traveling mode. The engine driving mode (for example, the CHARGE EV mode and the E-PASS EV mode in the embodiment ) and the EV traveling mode are switched, and the required drive output acquisition means is the initial start of the vehicle among the required drive outputs. The maximum required drive output in one travel section from the end to the end is stored (for example, step S105 in the embodiment), and the maximum required drive output is transmitted to the required drive output information storage unit at the end of the one travel section. (For example, step S108 in the embodiment), the drive output information accumulating unit transmits The maximum required drive output is classified for each predetermined required drive output range (for example, steps S112 to S117 in the embodiment), and the highest frequency is obtained based on the data obtained by the classification. The range value of the required drive output is transmitted to the EV travel mode allowable upper limit drive output determination means (for example, steps S118 and S119 in the embodiment), and the control device transmits the transmitted range value to the EV travel mode. An auto mode (eg, step S096 in the embodiment) that is automatically set as the allowable upper limit drive output of the EV travel mode can be selected, and the allowable upper limit drive output of the EV travel mode is the allowable upper limit of the power storage device in the one travel section. Drive output, and based on the allowable upper limit drive output, an allowable upper limit integration time and an allowable upper limit discharge energy of the power storage device. Or the allowable upper limit integrated travel distance is set (for example, step S094 in the embodiment), and in the engine operation mode, when the required drive output exceeds the allowable upper limit drive output of the EV travel mode (for example, in the embodiment) In addition to step S033), when the allowable upper limit integrated time, allowable upper limit discharge energy amount or allowable upper limit integrated travel distance of the power storage device is exceeded (for example, step S040 in the embodiment), the engine is operated, and the allowable The upper limit drive output and the allowable upper limit integrated time, the allowable upper limit discharge energy amount or the allowable upper limit integrated travel distance are set in an inversely proportional relationship .

In the invention according to claim 2 , in addition to the auto mode , the control device sets a permissible upper limit drive output of the EV traveling mode based on an artificial input (for example, steps S071 to S080 in the embodiment). Can be selected .

The invention according to claim 3 is characterized in that the maximum required drive output is set to zero when the vehicle is first started (for example, step S103 in the embodiment).

According to a fourth aspect of the present invention, the vehicle further includes a generator (for example, the second motor M2 in the embodiment), and in the engine operation mode, the motor is driven to generate the generator to generate electric power. Including a series travel mode (for example, CHAREV EV mode and E-PASS EV mode in the embodiment).

The invention according to claim 5 is provided with a remaining capacity calculating means (for example, step S037 in the embodiment) for calculating the remaining capacity of the power storage device, and the power storage device also transfers power to and from the generator, and the series running The mode includes a charge mode in which a part of the electricity generated by the generator is sent to the motor and the remaining portion is charged in the power storage device (for example, the CHARGE EV mode in the embodiment), and the electricity generated by the generator Electric path operation mode (e.g., E-PASS EV mode in the embodiment) that travels by directly sending all to the motor, and when the remaining capacity is smaller than a predetermined value, select the charge mode, The electric path operation mode is selected when the remaining capacity is equal to or greater than a predetermined value.

The invention according to claim 6 is characterized in that the drive output information storage unit is an external information collection terminal (for example, an information center in the embodiment).

The invention according to claim 7 is characterized in that the vehicle is a plug-in hybrid vehicle (for example, hybrid vehicle 50 in the embodiment) capable of charging the power storage device from an external power source.

  According to the first aspect of the present invention, the maximum value of the required drive output by the driving of the driver is stored for each travel section, and the required drive output having the maximum frequency is automatically set as the allowable upper limit drive output of the EV travel mode. Therefore, most of the required drive output by the driver's driving can be covered by the EV traveling mode, and the energy of the power storage device can be used effectively. Thereby, fuel consumption and running performance can be secured.

In the engine operation mode, when the required drive output exceeds the allowable upper limit drive output of the EV travel mode, the engine is operated when the allowable upper limit integrated time, the upper limit discharge energy amount or the allowable upper limit integrated travel distance of the power storage device is exceeded. Since the battery is operated , overdischarge of the power storage device can be prevented.

In addition, the allowable upper limit drive output, the allowable upper limit integrated time, the allowable upper limit discharge energy amount, or the allowable upper limit integrated travel distance are set in an inversely proportional relationship with each other. Accordingly, the allowable upper limit drive output and the allowable upper limit integrated time, the allowable upper limit discharge energy amount or the allowable upper limit integrated travel distance can be set optimally, and fuel consumption and travel performance can be ensured.

According to the second aspect of the present invention, it is possible to set the allowable upper limit drive output according to changes in the driving situation, and to ensure fuel consumption and driving performance.

According to the invention which concerns on Claim 3 , the maximum value of a request | requirement drive output can be correctly calculated for every driving | running | working area.

According to the invention which concerns on Claim 4 , even when there is little remaining capacity of an electrical storage apparatus, it becomes possible to drive | work with a motor.

According to the invention which concerns on Claim 5 , it becomes possible to determine an engine output according to the remaining capacity of an electrical storage apparatus, and a useless engine drive can be prevented. Therefore, fuel consumption can be improved.

According to the sixth aspect of the invention, the external information collection terminal accumulates the data of the required drive output, so that the burden of storage, statistical processing, etc. can be reduced as compared with the case of accumulating data in the vehicle. it can.

According to the invention which concerns on Claim 7 , it becomes possible to expand EV driving | running | working opportunity in a plug-in hybrid vehicle, and can improve a fuel consumption.

Next, embodiments of the present invention will be described with reference to the drawings.
(Hybrid vehicle)
FIG. 1 shows a hybrid vehicle according to an embodiment of the present invention. This hybrid vehicle is a vehicle that allows the motor to travel independently by the first motor M1. A second motor M2 is connected to the crankshaft of the engine E, and a transmission gear G is connected to the second motor M2 via a clutch C.
The transmission gear G is, for example, a 5-speed gear, and is driven to the driving wheels W and W of the vehicle via a differential D that distributes driving force between the final gear and the left and right driving wheels (front wheels or rear wheels) W and W. Transmit power. The first motor M1 is linked to a final gear, and transmits power to the drive wheels W, W of the vehicle via the differential D from here.

  For example, a three-phase DC brushless motor is used as the first motor M1 and the second motor M2, and each is connected to the power drive unit PDU. Each power drive unit PDU is connected to a high-voltage lithium-ion (Li-ion) type battery LB that exchanges electric energy with the first motor M1 and the second motor M2. The battery LB includes a battery charger 30. The battery charger 30 is configured to allow the battery LB to be charged by inserting a plug 31 into a household outlet. That is, the hybrid vehicle of this embodiment is a plug-in type hybrid vehicle.

  In the control described below, specifically, both the first motor M1 and the second motor M2 are set so that the ranges that can be used around 3000 rpm, which is considered to be the most efficient motor, overlap each other, A motor that is mainly used according to the vehicle speed VP is selected so that the vehicle is driven around the overlapping range. That is, the first motor M1 is configured to have high efficiency in a region where the vehicle speed is low, and the second motor M2 is configured to have high efficiency in a region where the vehicle speed is high.

  In order to reduce the amount of fuel consumption, it is desirable to drive the EV by supplying power from the battery LB to the first motor M1 without operating the engine E as much as possible. However, since the energy capacity of the battery LB is limited, the discharge output and the discharge time cannot be increased indefinitely. Therefore, the control unit 1 travels EV when the discharge output and discharge time (h), discharge energy amount (Wh) or travel distance (km) (hereinafter referred to as “discharge time etc.”) is a predetermined value or less, When a predetermined value is exceeded, each part is controlled so that the engine is operated. In the present embodiment, predetermined values such as the discharge output and the discharge time are set in accordance with the characteristics of the driver, and the fuel consumption can be reduced by increasing the chance of EV travel.

  The drive and regenerative operation of each motor M1, M2 is performed by each power drive unit PDU in response to a control command from the control unit 1. That is, taking the first motor M1 as an example, when the first motor M1 is driven, the power drive unit PDU generates DC power output from the battery LB based on a torque command output from the control unit 1 as three-phase AC. It converts into electric power and supplies it to the 1st motor M1. On the other hand, during the regenerative operation of the first motor M1, the three-phase AC power output from the first motor M1 is converted to DC power to charge the battery LB.

  A 12-volt auxiliary battery 12VBATT for driving various auxiliary machines as a 12V consumption system is connected in parallel to each power drive unit PDU and battery LB via a converter DV comprising a DC-DC converter. . Converter DV controlled by control unit 1 steps down the voltage of each power drive unit PDU or battery LB to charge auxiliary battery 12VBATT.

  The hybrid vehicle includes an air conditioner unit 29. An electric compressor 28 for driving the air conditioner unit 29 is provided, and an air conditioner inverter 27 for supplying three-phase AC power to the electric compressor 28 is further provided. The air conditioner inverter 27 is connected in parallel to the battery LB, and the amount of power supplied from the battery LB to the air conditioner inverter is controlled by the control unit 1.

  The control unit 1 includes, for example, a detection signal from a vehicle speed sensor that detects a vehicle speed (vehicle speed) VP, an engine water temperature sensor that detects an engine water temperature TW, a catalyst temperature detection sensor that detects a catalyst temperature CAT temperature, and an engine The detection signal from the engine speed sensor that detects the speed NE, the detection signal from the shift position sensor that detects each position such as forward F, reverse R, parking P, neutral N, etc., and the operating state of the brake pedal BR Detection signal from the brake switch to detect, detection signal from the accelerator pedal opening sensor that detects the accelerator pedal opening AP related to the amount of operation of the accelerator pedal, and detection from the throttle opening sensor that detects the throttle opening TH Signal, a detection signal from the intake pipe negative pressure sensor for detecting the intake pipe negative pressure PB, and the battery LB Detection signal from a battery temperature sensor that detects the temperature TBAT is input.

  The control unit 1 includes a MOT1ECU 21 that controls the driving and regenerative operation of the first motor M1 via the power drive unit PDU, a MOT2ECU 22 that controls the driving and regenerative operation of the second motor M2 via the power drive unit PDU, and a brake. BRAKEECU 23 that controls the drive of the device to stabilize the behavior of the vehicle, and monitoring and protection of a high-piezoelectric device system including, for example, a power drive unit PDU, a battery LB, a converter DV, a first motor M1, a second motor M2, and the like; The ECU 21 includes an MG / BAT ECU 24 that controls the operation of the power drive unit PDU and the converter DV, and a FIECU 25 that controls fuel supply to the engine E, ignition timing, and the like. The ECUs 21 to 25 are communicably connected to each other. Moreover, each ECU21-25 is connected to the meter 26 which consists of measuring instruments which display various state quantities.

(Operation mode)
Next, the operation mode will be described with reference to FIGS.
Here, the hybrid vehicle is roughly divided into two operation modes, a mode in which the clutch C is in the connected (ON) state (lock-up state) and a mode in which the clutch C is in the disconnected (OFF) state.

  Further, in addition to the state of the clutch C, the engine E is in an operating state or a stopped state, and the first motor M1 is in a driving state, a power generation (regeneration) state, a power generation state, a stop state, or a rotation (0 torque) state. Depending on whether the second motor M2 is in a driving state, a power generation state, a stopped state, a rotation (0 torque) state, a battery LB is in a discharging state, a charging state, or a battery end 0 state that is neither charging nor discharging state Divided into operation modes.

  FIG. 2 shows a START (initial start) mode. In this operation mode, the clutch C is disconnected, the engine E is stopped, the first motor M1 is stopped, the second motor M2 is driven, and the battery LB is discharged. That is, when the engine E is started when the vehicle is not moving at all and the engine is started with the ignition key turned ON, power is supplied from the battery LB and the second motor M2 is driven to start the engine E. At the same time, power is supplied to the 12V consumption system and the auxiliary battery 12VBATT via the converter DV.

  FIG. 3 shows a START (EV start) mode. In this operation mode, the clutch C is disconnected, the engine E is stopped, the first motor M1 is driven, the second motor M2 is driven, and the battery LB is discharged. That is, when the clutch C is disconnected, the engine E is stopped and the first motor M1 is running, the second motor M2 is driven by the power of the battery LB to start the engine E and the converter DV. Power is supplied to the 12V consumption system and the auxiliary battery 12VBATT.

FIG. 4 shows an E-PASS (electric path) EV mode. In this operation mode, the clutch C is disengaged, the engine E is operated, the first motor M1 is driven, the second motor M2 is generating, and the battery LB is at the battery terminal 0. That is, the first motor M1 is driven with the generated energy of the second motor M2 to run in series, and power is supplied to the 12V consumption system and the auxiliary battery 12VBATT via the converter DV. Electric power is supplied to the electric compressor EC via the air conditioner inverter IV. The E-PASS EV mode is a kind of engine operation mode, and is a series travel mode in which the first motor M1 is involved.
Here, when reverse is detected by the shift position sensor, the first motor M1 is reversely rotated to enter the E-PASS EV REVERSE mode in which the vehicle moves backward.

FIG. 5 shows the BATT EV mode. In this operation mode, the clutch C is disconnected, the engine E is stopped, the first motor M1 is driven, the second motor M2 is stopped, and the battery LB is discharged. That is, it is used when the efficiency of power generation is poor, and the first motor M1 is driven only by the power of the battery LB to travel. In the present embodiment, control is performed in accordance with the characteristics of the driver so that the driving opportunities in the BATT EV mode are as large as possible (compared to the above-described E-PASS EV mode and CHARGE EV mode described later).
Here, when reverse is detected by the shift position sensor, when the first motor M1 rotates in reverse, the vehicle enters the BATT EV REVERSE mode in which the vehicle moves backward.

  FIG. 6 shows the S-REGEN mode. In this operation mode, the clutch C is disconnected, the engine E is stopped, the first motor M1 is generating power (regeneration), the second motor M2 is stopped, and the battery LB is charged. That is, regeneration is performed by the first motor M1 during deceleration regeneration, the battery LB is charged, and power is supplied to the 12V consumption system and the auxiliary battery 12VBATT via the converter DV. Electric power is supplied to the electric compressor EC via the air conditioner inverter IV. In the S-REGEN mode, the resistance by the engine E and the second motor M2 can be eliminated, and the regeneration amount can be increased as much as possible. “S” is an abbreviation for the series and indicates that the first motor M1 is involved.

FIG. 7 shows the CHARGE EV mode. In this operation mode, the clutch C is disconnected, the engine E is operated, the first motor M1 is driven, the second motor M2 is generating power, and the battery LB is charged. That is, by generating electric power with the second motor M2, in addition to the electric power for running with the first motor M1, it is supplied to the 12V consumption system and the auxiliary battery 12VBATT via the charge to the battery LB and the converter DV. Electricity is secured. Electric power is supplied to the electric compressor EC via the air conditioner inverter IV. This CHARGE EV mode is a kind of engine operation mode. It is also possible to drive the engine in a region with the highest fuel efficiency and charge the battery LB with surplus power other than the motor drive.
A transistor switch that allows only current in the downstream direction (direction from LB to PDU) and a transistor switch that allows only current in the upward direction (direction from PDU to LB) to pass between battery LB and power drive unit PDU. May be connected in parallel. In this case, both switches are disconnected in the E-PASS EV mode, only the upstream switch is disconnected in the BATT EV mode, and only the downstream switch is disconnected in the CHARGE EV mode.

  FIG. 8 shows the IDLE stop mode (NO LOAD CHARGE mode). In this operation mode, the clutch C is disconnected, the engine E is stopped, the first motor M1 is stopped, the second motor M2 is stopped, and the battery LB is discharged. That is, the engine E is stopped, and power is supplied from the battery LB to the 12V consumption system and the auxiliary battery 12VBATT via the converter DV. Electric power is supplied to the electric compressor EC via the air conditioner inverter IV.

  FIG. 9 shows the IDLE mode. In this operation mode, the clutch C is disconnected, the engine E is operated, the first motor M1 is stopped, the second motor M2 is generating power, and the battery LB is at the battery terminal 0. That is, the engine is operated to generate power with the second motor M2, and power is supplied to the 12V consumption system and the auxiliary battery 12VBATT via the converter DV. Electric power is supplied to the electric compressor EC via the air conditioner inverter IV.

  FIG. 10 shows the lock-up mode. In this operation mode, the clutch C is connected, the engine E is operated, the first motor M1 is rotating (0 torque), the second motor M2 is generating power, and the battery LB is battery terminal 0. That is, the engine is driven to drive the vehicle, and the second motor M2 generates electric power to supply power to the 12V consumption system and the auxiliary battery 12VBATT via the converter DV. Electric power is supplied to the electric compressor EC via the air conditioner inverter IV.

  FIG. 11 shows the lockup P-ASSIST mode. In this operation mode, the clutch C is connected, the engine E is operated, the first motor M1 is rotated (0 torque), the second motor M2 is driven, and the battery LB is discharged. That is, when the load becomes slightly larger during traveling in the lock-up mode, the second motor M2 is operated with the electric power from the battery LB, and the drive of the engine E (ASSIST) assists. “P” is an abbreviation for parallel and indicates that the second motor M2 is involved.

FIG. 12 shows the lockup S-ASSIST mode. In this operation mode, the clutch C is connected, the engine E is operated, the first motor M1 is driven, the second motor M2 is rotated (0 torque), and the battery LB is discharged. That is, when the load increases during traveling in the lock-up mode, the first motor M1 is driven by the electric power from the battery LB to assist driving the engine E, and the electric power from the battery LB is consumed by 12V via the converter DV. Supply to system and auxiliary battery 12VBATT.
In the present embodiment, when the efficiency of the second motor M2 exceeds the efficiency of the first motor M1, the vehicle travels in the lock-up P-ASSIST mode, and the efficiency of the first motor M1 exceeds the efficiency of the second motor M2. If it exceeds, run in lock-up S-ASSIST mode.

(flowchart)
Next, the operation determination process for determining the operation mode will be described based on the flowcharts shown in FIGS.
First, in step S001, it is determined whether or not the R (reverse) position. If the determination result in step S001 is “YES”, the process proceeds to step S013, and if “NO”, the process proceeds to step S002.
In step S013, the required driving force (reverse side) FREQR is searched from the vehicle speed VP and the accelerator pedal opening AP, and in step S014, the required driving output PREQ is calculated from the vehicle speed VP and the required driving force (reverse side) FREQR. The process proceeds to step S015.
In step S015, the table is searched for the allowable upper limit drive output PREQLMT in the BATT EV mode based on the remaining capacity SOC of the battery LB.

  In step S016, it is determined whether or not the required drive output PREQ is larger than the allowable upper limit drive output PREQLMT in the BATT EV mode. If the determination result in step S016 is “YES”, the process proceeds to step S019, and if “NO”, the process proceeds to step S017. In step S019, the mode is changed to the E-PASS EV REVERSE mode shown in FIG. This is because it is necessary to obtain the required drive output from the engine E because electric power cannot be obtained from the battery LB.

In step S017, it is determined whether or not the engine water temperature TW is higher than the BATT EV travel execution lower limit engine water temperature TWEV. If the determination result in step S017 is “YES”, the process proceeds to step S018, and if “NO”, the process proceeds to step S019. This is because it is necessary to start the engine E when the engine water temperature TW is low.
The BATT EV travel execution lower limit engine water temperature TWEV is the same value as the idle stop execution lower limit engine water temperature described later.

  In step S018, it is determined whether or not the CAT temperature (catalyst temperature) is higher than the BATT EV travel execution lower limit catalyst temperature TCATEV. If the determination result in step S018 is “YES”, the process proceeds to step S020, and if “NO”, the process proceeds to step S019. This is because it is necessary to start the engine E when the CAT temperature (catalyst temperature) is low. In step S020, the BATT EV REVERSE mode shown in FIG. 5 is entered and the process ends. The BATT EV travel execution lower limit catalyst temperature TCATEV is the same value as the idle stop execution lower limit catalyst temperature described later.

  On the other hand, if the determination result in S001 is “NO” (not the R position), it is determined in step S002 whether the shift position is P or N. If the determination result in step S002 is “YES”, the process proceeds to step S021, and if “NO”, the process proceeds to step S003. In step S021, it is determined whether or not the remaining capacity SOC of the battery LB is larger than the idle stop execution lower limit remaining capacity SOCIDLE. This is for determining whether or not the remaining capacity SOC of the battery LB has a margin for restart after the idle stop. If the determination result in step S021 is “YES”, the process proceeds to step S022, and if “NO”, the process proceeds to step S024.

In step S022, it is determined whether the engine water temperature TW is higher than the idle stop execution lower limit engine water temperature TWEV. If the determination result in step S022 is "YES", the process proceeds to step S023, and if "NO", the process proceeds to step S024. In step S024, the IDLE mode is set as shown in FIG.
In step S023, it is determined whether or not the CAT temperature (catalyst temperature) is higher than the idle stop execution lower limit catalyst temperature TCATEV. If the determination result in step S023 is “YES”, the process proceeds to step S025, and if “NO”, the process proceeds to step S024. In step S025, the IDLE stop mode shown in FIG. 8 is entered and the process is terminated.

  On the other hand, if the determination result in S002 is “NO” (not the P or N position), it is determined in step S003 whether BRAKE ON (there is a brake operation). If the determination result in step S003 is “YES”, the process proceeds to step S004, and if “NO”, the process proceeds to step S005. In step S004, it is determined whether VP (vehicle speed) = 0. If the determination result in step S004 is “YES”, the vehicle is stopped and the process proceeds to step S021, and if “NO”, the vehicle is traveling and the process proceeds to step S005.

In step S005, a map search is made for the required driving force (forward movement side) FREQF from the vehicle speed VP and the accelerator pedal opening AP, and in step S006, a required driving output PREQ is calculated from the vehicle speed VP and the required driving force (forward movement side) FREQF. The process proceeds to step S007.
In step S007, it is determined whether or not the required driving force (forward movement side) FREQF is smaller than zero. If the determination result in step S007 is “YES” (deceleration), the process proceeds to step S026, and if “NO”, the process proceeds to step S008.

  In step S026, it is determined whether or not VP (vehicle speed) is higher than a lockup clutch engagement lower limit vehicle speed VPLC at which the clutch C can be engaged. If the determination result in step S026 is “YES” (vehicle speed that can be locked up), the process proceeds to step S027, and if “NO” (vehicle speed that cannot be locked up), the process proceeds to step S029. In step S029, the S-REGEN mode shown in FIG.

In step S027, it is determined whether lock-up is in progress. If the determination result in step S027 is “YES”, the process proceeds to step S028, and if “NO”, the process proceeds to step S029. In the high vehicle speed state where the clutch is disengaged, there is more loss in raising the engine speed NE for lockup, so that this determination is made in step S029 as shown in FIG. This is because it is better to use the -REGEN mode.
In step S028, it is determined whether or not VP (vehicle speed) is smaller than a lockup clutch engagement lower limit vehicle speed VPDECCL during deceleration.
This determination is for determining whether it is better to perform the regeneration with the first motor M1 or the second motor M2 as described above from the viewpoint of the efficiency of the motor.
If the determination result in step S028 is “YES”, the process proceeds to step S030, and if “NO”, the process proceeds to step S031. In step S030, the lock-up S-REGEN mode is set and the process ends. This is because the first motor M1 is more efficient as the rotational speed is lower (the vehicle speed is lower). The lockup S-REGEN mode has the same configuration as the lockup S-ASSIST mode shown in FIG. On the other hand, in step S031, the lock-up P-REGEN mode is set and the process ends. This is because the second motor M2 is more efficient as the rotational speed is higher (the vehicle speed is higher). The lockup P-REGEN mode has the same configuration as the lockup P-ASSIST mode shown in FIG.

(Lock-up mode judgment)
On the other hand, if the determination result in step S007 is “NO” (the required driving force is zero or more), it is determined in step S008 whether VP (vehicle speed) is greater than the lockup clutch engagement lower limit vehicle speed VPLC. To do. Since lockup cannot be performed unless the vehicle speed is high to some extent, it is for determining whether or not traveling by the first motor M1 is performed based on this determination (whether or not lockup is possible). If the determination result in step S008 is “YES”, the process proceeds to step S009, and if “NO”, the process proceeds to step S032.
In step S009, a map search is performed for the lockup clutch engagement upper limit driving force FLCPLT based on the vehicle speed VP and the remaining capacity SOC of the battery LB. This map search is performed in consideration of the remaining capacity SOC of the battery LB based on the horizontal axis, vehicle speed VP (km / h) and vertical axis, and driving force (N) map shown in FIG.

Here, as shown in FIG. 16, the limit of the driving force is a lockup clutch that is a limit at which the clutch C can be locked in order from the top in a vehicle speed region higher than the lockup clutch engagement lower limit vehicle speed VPLC at which the clutch C can be engaged. The fastening upper limit driving force FLCPLT and the lockup mode executable upper limit driving force FCYL4, which is the limit of the engine driving force. Further, the vehicle speed is limited by the second motor M2 on the high speed side and the first motor M1 on the low speed side, with the assist execution upper limit vehicle speed VPMATTH of the first motor M1 in the lockup mode as a boundary. It is designed to assist.
In other words, the second motor M2 that rotates at the same rotational speed as the engine rotational speed has a higher rotational speed that is used than the first motor M1. Therefore, if the first motor M1 is used, the efficiency is increased. When the vehicle speed at which the rotational speed becomes low (the assisting upper limit vehicle speed VPMATTH of the first motor M1 in the lockup mode) is reached, the second motor M2 is used to assist at a higher vehicle speed. This is because it is advantageous in that there is little loss.

  Next, in step S010, it is determined whether or not the required driving force (forward movement side) FREQF is smaller than the lockup clutch engagement upper limit driving force FLCPLT. This is because if it is larger than this, a shock will occur and lockup will not be possible. If the determination result in step S010 is “YES”, the process proceeds to step S011, and if “NO”, the process proceeds to step S032. In step S011, the lockup parallel mode is set, the process proceeds to the lockup parallel mode determination process in step S012, and the process ends.

  In the lockup parallel intra-mode determination process shown in FIG. 15, first, in S051, the lockup mode executable upper limit driving force FCYL4 is searched from the table shown in FIG. 16 based on the vehicle speed VP. Next, in S052, it is determined whether or not the required driving force FREQF is smaller than the upper limit driving force FCYL4 that can be implemented in the lockup mode. If the determination result of step S052 is “YES”, the process proceeds to step S053 to implement the lockup mode. If the determination result of step S052 is “NO”, the process proceeds to step S054, and it is determined whether the vehicle speed VP is lower than the assist execution upper limit vehicle speed VPMATTH of the first motor M1. If the determination result in step S054 is “YES”, since the rotational speed is low and the assist efficiency by the first motor M1 is high, the process proceeds to step S056 to implement the lockup S-ASSIST mode. If the determination result in step S054 is “NO”, the rotational efficiency is high and the assist efficiency by the second motor M2 is high, so the process proceeds to step S055 and the lockup P-ASSIST mode is performed.

(EV mode judgment)
Returning to FIG. 13, when the determination result in step S010 is “NO”, that is, when the required driving force (forward side) FREQF is larger than the lockup clutch engagement upper limit driving force FLCPLT, the lockup mode cannot be performed. Proceeding to S32, EV mode determination is performed. In the EV mode determination, it is determined whether to execute the BATT EV mode or the engine operation mode (E-PASS EV mode or CHARGE EV mode).

  FIG. 17 is a conceptual diagram of energy management of a hybrid vehicle. In FIG. 17, the horizontal axis represents the mode (or time), and the vertical axis represents the battery SOC. Examples of the energy management mode of the hybrid vehicle include a charge-depletion mode (CDM), a charge-maintenance mode (CSM), and a recharge mode (Re-Charge Mode). The CDM corresponds to the BATT EV mode described above, and is a mode in which discharging is repeated from the upper limit SOC to the lower limit SOC in the normal use region of the battery. CSM is a mode in which the SOC is maintained substantially constant by repeatedly discharging and charging. In this CSM, when the charge amount is insufficient only by the deceleration regeneration, it is necessary to drive the motor generator by the engine to generate electric power to secure the charge amount, which consumes fuel. Therefore, it is desirable to increase the CDM as much as possible in order to improve fuel consumption.

  There is a limit to the size of the battery that can be mounted on the vehicle, and accordingly, the battery capacity is also limited. Therefore, it is conceivable to use a battery discharge when the required drive output is low, and to start the engine when the required drive output is high. However, the battery capacity is proportional to the product of the discharge output and the discharge time. Therefore, when a high output is required only for a short time due to driving conditions such as a driver's commuting route, there is a possibility that it can be handled only by battery discharge. Therefore, in this embodiment, the battery discharge allowable mode (that is, the application range of the BATT EV mode) is configured to be able to change from a high output and a short time to a low output and a long time according to the driving conditions of the driver. ing.

  FIG. 18A is a conceptual diagram of the battery discharge allowable mode. The vertical axis indicates the battery allowable upper limit drive output (kW), and the horizontal axis indicates the CDM allowable upper limit integrated time (h) (allowable upper limit discharge energy amount (Wh)). Alternatively, the allowable upper limit integrated travel distance (km) may be used, and the case of the allowable upper limit integrated time will be described below as an example. In this embodiment, a five-stage battery discharge permission mode is set. MODE 1 allows high output and short-time discharge, and MODE 5 allows low output and long-time discharge. Further, between MODE 1 to 5, the allowable battery upper limit output and the CDM allowable upper limit integration time are changed stepwise. The battery discharge allowable mode is not limited to five stages, and may be set to an arbitrary number of stages of two or more. Further, the allowable battery upper limit output and the CDM allowable upper limit integration time may be continuously changed without being changed stepwise.

  FIG. 19 is an explanatory diagram of a method for setting the battery discharge allowable mode. As shown in FIG. 19A, the hybrid vehicle of this embodiment includes a setting dial 40 for battery discharge permission mode in the vehicle. Next to the dial 40, a battery discharge allowable mode display 42 is provided. The display unit 42 shows a graph 46 with the vertical axis indicating Power (battery allowable upper limit drive output) and the horizontal axis indicating Time (CDM allowable upper limit integrated time). When the battery discharge allowable mode is selected with the dial 40, the battery allowable upper limit drive output and the CDM allowable upper limit integrated time corresponding to the mode are displayed as a square 44 on the graph 46 of the display unit 42.

In addition, as shown in FIG. 19B, the battery discharge allowable mode can be set from outside the vehicle by high-speed power line communication (PLC). The plug-in type hybrid vehicle 50 of this embodiment can charge the battery LB by inserting the charging plug 31 into the household outlet 62. The household outlet 62 is connected to the LAN 61 together with other household outlets 64, and a personal computer 70 is connected to the household outlet 64 via a PLC modem (not shown). The personal computer 70 has PLC driver software installed therein. Moreover, the control part of the vehicle 50 can control each part by the instruction | indication from PLC.
From this personal computer 70, the battery discharge allowable mode of the hybrid vehicle 50 can be set by the PLC. That is, the battery discharge allowable mode can be set from the house without going to the vehicle at night or the like. Specifically, the battery discharge allowable mode is set by expanding / contracting a bar graph of Power (allowable upper limit drive output) and Time (allowable upper limit integrated time) displayed on the display unit 72 of the personal computer 70 by a mouse operation. If one bar graph is expanded or contracted, the other bar graph is also linked.

A specific method for determining the EV mode will be described with reference to the flowchart of FIG.
First, in S070, it is determined whether or not the manual mode is set. In the case of the manual mode in which the battery discharge allowable mode is set by human input as described above, the determination in S070 is “YES”, the flow proceeds to S071, and the input battery discharge allowable mode number is read. Next, in S072 to S080, the allowable upper limit drive outputs PLMT1 to 5 corresponding to modes 1 to 5 are input to PLECLMT, and the allowable upper limit integration time T1 to 5 is input to TLMT.

  Returning to FIG. 13, in S033, it is determined whether the required drive output PREQ exceeds the allowable upper limit drive output PLECLMT corresponding to the battery discharge allowable mode. If the determination in S033 is “NO”, there is a possibility that the BATT EV mode that covers the required drive output only by battery discharge may be implemented. Therefore, in step S034, it is determined whether the engine water temperature TW is higher than the BATT EV travel execution lower limit engine water temperature TWEV. If the determination result is “YES”, the flow proceeds to step S035. In step S035, it is determined whether or not the CAT temperature (catalyst temperature) is higher than the BATT EV travel execution lower limit catalyst temperature TCATEV. If the determination result is “YES”, the process proceeds to step S040. In S040, it is determined whether the output integrated time Time of the battery exceeds the allowable upper limit integrated time TLMT corresponding to the battery discharge allowable mode. If the determination in S040 is “NO”, the requested drive output can be covered only by battery discharge, and therefore the process proceeds to S039 to implement the BATT EV mode (see FIG. 5).

  On the other hand, when the determination in S033 or S040 is “YES”, the required drive output cannot be covered only by the battery discharge, so the E-PASS EV mode or the CHARGE EV mode for operating the engine is to be performed. become. Therefore, in S037, it is determined whether or not the remaining capacity SOC of the battery LB is smaller than the forced charging execution lower limit remaining capacity SOCCHG. If the determination result in step S037 is “YES”, the battery LB needs to be forcibly charged, and thus the process proceeds to S036 to implement the CHARGE EV mode (see FIG. 7). If the determination result in step S037 is “NO”, it is not necessary to forcibly charge the battery LB, so the process proceeds to S038 and the E-PASS EV mode (see FIG. 4) is performed.

(Auto setting)
As a setting method of the battery discharge allowable mode in the present embodiment, not only the manual setting described above but also an automatic setting in which the driving tendency of the driver is learned is possible. As a result, it is possible to provide a method for effectively utilizing the energy of the battery even for users who do not know how much the allowable upper limit drive output and the allowable upper limit integration time should be set manually. In the auto setting, the maximum value of the required drive output based on the accelerator pedal opening degree is detected for each short trip and transmitted from the hybrid vehicle to the information center. In the information center, the received requested drive output is accumulated for each driver, and the requested drive output having the maximum frequency is set as a learning value of the allowable upper limit drive output. Then, the set learning value is transmitted to the hybrid vehicle.

A specific method of auto setting will be described with reference to FIGS.
FIG. 21 is a flowchart of a method for determining the maximum required drive output for each trip. First, in S100, it is determined whether the ignition switch IG is turned on this time. If the determination result in S100 is “YES”, the process proceeds to S101 to determine whether the previous IG was ON. If the determination result in S101 is “NO”, this is the case when the IG is turned ON for the first time and a trip is started. In this case, the maximum required drive output PLMGX is received from the information center in S102, and the initial value of the maximum required drive output PLMGMAX is set to 0 in S103.

Next, when both the determination results of S100 and S101 are “YES”, the trip is being performed while the IG is ON. In this case, it is determined in S104 whether the current required drive output PREQ exceeds the maximum required drive output PLMGMAX. If the determination result is “YES”, the process proceeds to S105, and the current required drive output PREQ is input to the maximum required drive output PLMGMAX.
Next, when the determination result of S100 is “NO”, the process proceeds to S106 to determine whether the previous IG was ON. When the determination result in S101 is “YES”, the IG is turned off for the first time this time and the trip is ended. In this case, the maximum required drive output PLMGMAX is input to the maximum required drive output PLMG at the end of trip in S107, and PLMG is transmitted to the information center in S108.

FIG. 22 is a flowchart of a learning value determination method in the information center. First, in S110, the maximum required drive output PLMG at the end of the trip is received from the vehicle. Next, in S112 to S117, PLMG is classified into any of classes P1 to Pn and added to the frequency of each class.
FIG. 23 is a frequency distribution diagram of PLMG. In FIG. 23, the horizontal axis represents classes P1 to Pn, and the vertical axis represents frequency. By repeating the above-described processing, a PLMG frequency distribution diagram as shown in FIG. 23 is obtained. For example, in the case of FIG. 23, class P2 has the highest frequency.
Returning to FIG. 22, in S <b> 118, the PLMG of the class having the maximum frequency (the median value in the class, etc.) is set to the learning value PLMGX of the allowable upper limit drive output. In S119, the learning value PLMGX is transmitted to the vehicle.

Returning to FIG. 20, if the determination result in S070 is “NO” (auto mode), the process proceeds to S090, and it is determined whether the learned values of the allowable upper limit drive output and the allowable upper limit integration time have been updated (received). When the determination result is “NO”, the process proceeds to S091, where the initial value PLMT0 of the allowable upper limit drive output is input to PLECLMT, and the initial value T0 of the allowable upper limit integration time is input to TLMT.
On the other hand, if the determination in S090 is “YES”, the process proceeds to S092, and the learning value PLMGX of the allowable upper limit drive output is read from the information center. Next, a table search is performed in S094, and the learning value TG of the allowable upper limit integration time is calculated from PLMGX.
FIG. 18B is a table showing the relationship between the learned value PLMGX of the allowable upper limit drive output and the learned value TG of the allowable upper limit integration time. In FIG. 18B and FIG. 18A, the vertical axis and the horizontal axis are mutually reversed. As described above, the allowable upper limit drive output and the allowable upper limit integration time are in an inversely proportional relationship. Therefore, by using the table of FIG. 18B, the learning value TG of the allowable upper limit integration time can be obtained from the learning value PLMGX of the allowable upper limit drive output.
Returning to FIG. 20, in S096, the learning value PLMGX of the allowable upper limit drive output is input to PLECLMT, and the learning value TG of the allowable upper limit integration time is input to TLMT.

Returning to FIG. 13, using PLECLMT and TLMT to which the learning value is input, the processes of S033 to S039 are performed in the same manner as described above, and the BATT EV mode (S039), E-PASS EV mode (S038), and CHARGE EV mode ( It is determined which of S036) is to be performed. First, in S033, it is determined whether the required drive output PREQ exceeds PLECLMT to which the learning value of the allowable upper limit drive output is input. If the determination in S033 is “NO”, there is a possibility that the BATT EV mode that covers the required drive output only by battery discharge may be implemented. Therefore, if both the determination results in steps S034 and S035 are “YES” Proceed to step S040. In S040, it is determined whether the output integrated time Time of the battery exceeds the TLMT to which the learned value of the allowable upper limit integrated time is input. If the determination in S040 is “NO”, the requested drive output can be covered only by battery discharge, and therefore the process proceeds to S039 to implement the BATT EV mode (see FIG. 5).
On the other hand, when the determination in S033 or S040 is “YES”, since the required drive output cannot be covered only by battery discharge, the E-PASS EV mode or the CHARGE EV mode for operating the engine is performed.

  As described above in detail, the hybrid vehicle control device according to the present embodiment stores the maximum required drive output PLMGMAX in one travel section from the initial start to the end of the vehicle among the required drive outputs PREQ. The maximum required drive output PLMG at the end of one travel section is transmitted to the information center, and the information center classifies the transmitted maximum required drive output for each predetermined range, and requests the class having the maximum frequency. The drive output PLMGX is transmitted to the vehicle, the transmitted request drive output PLMGX is set as the allowable upper limit drive output PLECLMT in the BATT EV mode, and the allowable upper limit integration time TG searched from the table using the request drive output PLMGX is set as the allowable upper limit in the BATT EV mode. It was set as the integration time TLMT.

  According to this configuration, the maximum value PLMGMAX of the required drive output by the driving of the driver is stored for each travel section, and the required drive output PLMGX having the maximum frequency is automatically set as the allowable upper limit drive output PLECLMT of the EV travel mode. Therefore, it is possible to cover most of the required drive output from the driving of the driver in the EV traveling mode. Thereby, both fuel consumption and running performance can be achieved. Further, by setting both the allowable upper limit drive output and the allowable upper limit integration time, it is possible to prevent overdischarge of the power storage device.

The technical scope of the present invention is not limited to the above-described embodiment, and includes various modifications made to the above-described embodiment without departing from the spirit of the present invention. That is, the specific structure and shape described in the embodiment are merely examples, and can be changed as appropriate.
For example, in the embodiment, a hybrid vehicle including a clutch has been described as an example. However, the present invention can also be applied to a parallel type hybrid vehicle that does not include a clutch.
In the embodiment, the series-parallel hybrid format has been described as an example, but the present invention can also be applied to other hybrid formats such as a simple series format.
In the embodiment, the plug-in hybrid vehicle has been described as an example. However, the present invention can also be applied to a hybrid vehicle using external energy such as a solar battery.

  Further, the present invention can also be applied to a hybrid vehicle including an engine that can perform a cylinder resting operation as a fuel-efficient driving mode. In addition, as a non-cylinder engine capable of partial cylinder deactivation, a hybrid equipped with an engine in which the number of cylinders of the engine is 6 cylinders and 3 cylinders are deactivated, an engine in which 4 cylinders are deactivated, and an engine in which 4 cylinders are deactivated is deactivated. It can also be applied to vehicles. The present invention can also be applied to a hybrid vehicle equipped with an engine capable of lean burn operation, an engine capable of HCCI operation (a gasoline engine of a type that performs self-ignition by direct injection), and the like. Moreover, although the case where the 5th speed gear was provided as a transmission gear was demonstrated, it is good also as a 6th speed gear. The invention can also be applied to a vehicle in which the front wheels are driven by the engine E and the second motor M2, and the rear wheels are driven by the first motor M1. Further, the power storage device is not limited to the battery LB and can be applied to a vehicle including a capacitor.

1 is an overall configuration diagram of a hybrid vehicle of an embodiment. It is explanatory drawing which shows START (initial start) mode. It is explanatory drawing which shows START (EV start) mode. It is explanatory drawing which shows E-PASS EV mode. It is explanatory drawing which shows a BATT EV mode. It is explanatory drawing which shows S-REGEN mode. It is explanatory drawing which shows CHARGE EV mode. It is explanatory drawing which shows IDLE stop mode. It is explanatory drawing which shows IDLE mode. It is explanatory drawing which shows lockup mode. It is explanatory drawing which shows lockup P-ASSIST mode. It is explanatory drawing which shows lockup S-ASSIST mode. It is a flowchart figure which shows operation determination. It is a flowchart figure which shows operation determination. It is a flowchart figure which shows mode determination in lockup parallel. It is a graph which shows the relationship between a driving force and a vehicle speed. It is a conceptual diagram of the energy management of a hybrid vehicle. (A) is a conceptual diagram of battery discharge allowable mode, (b) is a graph showing the relationship between the learning value PLMGX of the allowable upper limit drive output and the learning value TG of the allowable upper limit integration time. It is explanatory drawing of the setting method of battery discharge permission mode. It is a flowchart figure of EV mode judgment. It is a flowchart figure of the determination method of the maximum request drive output for every trip. It is a flowchart figure of the determination method of the learning value in an information center. It is a frequency distribution map of PLMG.

Explanation of symbols

50 ... Hybrid vehicle C ... Clutch E ... Engine LB ... Battery (power storage device)
M1 ... first motor (motor)
M2 ... Second motor (generator)
PREQ: Required drive output PLMGMAX: Maximum requested drive output PLMG: Maximum requested drive output at the end PLMGX: Range value of the most frequently requested drive output PLECLMMT: Allowable upper limit drive output in EV travel mode TG: Allowable upper limit integration time TLMT ... Allowable upper limit integration time of EV travel mode S006 ... Request drive output acquisition S036 ... CHARGE EV mode (engine operation mode, series travel mode, charge mode)
S037: Battery remaining capacity calculation S038: E-PASS EV mode (engine operation mode, series travel mode, electric pass operation mode)
S039 ... BATT EV mode (EV driving mode)
S071 to S080: Manual mode S092: Requested drive output PLMGX is read S094: Allowable upper limit accumulated time TG is searched from request drive output PLMGX S096: Allowable upper limit drive output PLECLMT and allowable upper limit accumulated time TLMT are set (auto mode)

Claims (7)

A control device for a hybrid vehicle comprising an engine, a motor, and a power storage device that exchanges electric power with the motor ,
Request drive output acquisition means for acquiring the required drive output required for the vehicle;
A request drive output information storage unit for storing the request drive output transmitted from the request drive output acquisition means;
And a EV mode allowable upper drive output determining means for determining the allowable upper limit drive output EV traveling mode that is driven only by the motor,
The control device switches between an engine operation mode for operating the engine at least when the required drive output exceeds an allowable upper limit drive output of the EV travel mode, and the EV travel mode,
The requested drive output acquisition means stores the maximum requested drive output in one travel section from the initial start to the end of the vehicle among the requested drive outputs, and the maximum request at the end of the one travel section. Send drive output to the required drive output information storage unit,
The drive output information storage unit classifies the transmitted maximum request drive output for each predetermined request drive output range, and based on the data obtained by the classification, the request with the highest frequency The range value of the drive output is transmitted to the EV travel mode allowable upper limit drive output determination means,
The control device is capable of selecting an auto mode that automatically sets the transmitted range value as an allowable upper limit drive output of the EV travel mode ,
The allowable upper limit drive output of the EV travel mode is an allowable upper limit drive output of the power storage device in the one travel section, and based on the allowable upper limit drive output, an allowable upper limit integrated time, an allowable upper limit discharge energy amount of the power storage device, or Allowable upper limit accumulated mileage is set,
In the engine operation mode, when the required drive output exceeds the allowable upper limit drive output of the EV travel mode, the allowable upper limit integrated time, the allowable upper limit discharge energy amount or the allowable upper limit integrated travel distance of the power storage device is exceeded. In some cases, the engine is operated,
The control apparatus for a hybrid vehicle , wherein the allowable upper limit drive output, the allowable upper limit integrated time, the allowable upper limit discharge energy amount, or the allowable upper limit integrated travel distance are set in an inversely proportional relationship . The control device, the addition to the auto mode, the hybrid vehicle according to claim 1, wherein a manual mode for setting based on the allowable upper limit drive output EV drive mode to the human input Selectable Control device. The control apparatus for a hybrid vehicle according to claim 1 or 2 , wherein the maximum required drive output is set to zero when the vehicle is first started. The vehicle further includes a generator,
The engine operating mode, a hybrid of any one of claims 1 to 3, characterized in that it comprises a series drive mode in which the vehicle travels with the motor by generating the generator by driving the engine Vehicle control device. A remaining capacity calculating means for calculating a remaining capacity of the power storage device;
The power storage device also exchanges power with the generator,
The series travel mode is a charge mode in which a part of the electricity generated by the generator is sent to the motor and the remaining part is charged to the power storage device to travel,
An electric path operation mode in which all the electricity generated by the generator is directly sent to the motor and travels, and
If the remaining capacity is smaller than a predetermined value, select the charge mode,
The hybrid vehicle control device according to claim 4 , wherein the electric path operation mode is selected when the remaining capacity is equal to or greater than a predetermined value. The drive output information storage unit, a control apparatus for a hybrid vehicle according to any one of claims 1 to 5, characterized in that an external information collecting device. The control device for a hybrid vehicle according to any one of claims 1 to 6 , wherein the vehicle is a plug-in hybrid vehicle capable of charging the power storage device from an external power source.

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