JP5218244B2 - Hybrid car - Google Patents

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, this type of hybrid vehicle includes an engine having a variable valve timing mechanism, a planetary gear device in which a carrier is connected to a crankshaft of the engine and a drive shaft is connected to a ring gear, and a sun gear of the planetary gear device. Generator, a motor connected to the ring gear of the planetary gear unit, and a battery that exchanges power with the generator and the motor, and when the battery charge is nearly full during braking, the engine brake outputs to the drive shaft The thing which controls so that it is carried out is proposed (for example, refer patent document 1). In this automobile, the target pumping resistance is set by subtracting the friction corresponding to the engine speed from the target engine brake, and the throttle opening and intake air are set so that the engine pumping resistance becomes the set target pumping resistance. The valve timing of the valve is controlled.

JP 2004-225564 A

  In the hybrid vehicle described above, the pumping resistance of the engine can be increased as the throttle opening decreases, but the negative pressure in the intake pipe may become excessive. In this case, engine oil is sucked into the combustion chamber, Engine oil consumption increases and deposits accumulate.

  In the hybrid vehicle of the present invention, when regenerative control of the electric motor is performed while charging of the power storage device is restricted, the electric power generated by the electric motor is more reliably obtained by motoring the internal combustion engine while suppressing the consumption of the lubricating oil of the internal combustion engine. The main purpose is to consume.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
An internal combustion engine capable of changing the valve timing that is the opening and closing timing of the intake valve;
A first electric motor capable of power input and output;
It is connected to three shafts of an output shaft of the internal combustion engine, a rotating shaft of the first electric motor, and a drive shaft connected to an axle, and the remaining power is based on the power input / output to / from any two of the three shafts. 3-axis power input / output means for inputting / outputting power to one axis;
A second electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the first motor and the second motor;
When the second electric motor is regeneratively controlled with power generation while charging of the power storage means is restricted, the internal combustion engine is operated when a request for increasing the rotational resistance for increasing the rotational resistance of the internal combustion engine is not made. The first electric motor is driven and controlled so that the engine is motored, and when the rotation resistance increase request is made, the valve timing is advanced compared to when the rotation resistance increase request is not made. And regenerating the first electric motor so that the internal combustion engine is motored so that the throttle opening is adjusted within a range where the pressure of the intake system does not fall below a predetermined pressure. And a control means.

  In the hybrid vehicle of the present invention, when the second motor is regeneratively controlled with power generation while the charging of the power storage means is restricted, a request for increasing the rotational resistance for increasing the rotational resistance of the internal combustion engine is not made. In this case, the first electric motor is driven and controlled so that the internal combustion engine is motored, and the valve timing is advanced when the rotation resistance increase request is made compared to when the rotation resistance increase request is not made. And controlling the operation of the internal combustion engine so that the throttle opening is adjusted within a range in which the pressure in the intake system does not fall below a predetermined pressure, and driving the first electric motor so that the internal combustion engine is motored. Thus, even when the electric motor is regeneratively controlled while the charging of the power storage device is restricted, the electric power generated by the electric motor can be more reliably consumed by the motoring of the internal combustion engine, and the motoring of the internal combustion engine is accompanied. It is possible to prevent the lubricating oil from being sucked into the intake system or the combustion chamber of the internal combustion engine by the negative pressure of the intake system.

  In such a hybrid vehicle of the present invention, the regenerative control means is configured to control the throttle opening obtained by using the first relationship with respect to the rotational speed of the internal combustion engine when the rotation resistance increase request is not made. Throttle obtained by controlling the internal combustion engine and using the second relationship in which the throttle opening is larger than the first relationship with respect to the rotational speed of the internal combustion engine when the rotation resistance increase request is made The internal combustion engine may be controlled by the opening degree.

  In the hybrid vehicle of the present invention, the internal combustion engine may be configured such that an expansion ratio is larger than a compression ratio by the late closing of the intake valve. In this case, the effect of increasing the rotational resistance of the internal combustion engine by advancing the valve timing becomes more remarkable.

  The hybrid vehicle of the present invention further includes an input limit setting unit that sets an input limit as a maximum power that can be input to the power storage unit, and the rotation resistance increase request includes the required braking power required for the drive shaft as described above. It may be a request made when the surplus energy exceeding the set input limit is equal to or greater than a predetermined energy.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is a flowchart which shows an example of the control routine at the time of accelerator off 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 braking torque setting. 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 the rotating elements of the power distribution and integration mechanism 30 when traveling with the engine 22 being motored. 3 is a flowchart showing an example of an engine control routine executed by an engine ECU 24. FIG. 6 is an explanatory diagram showing an example of the relationship between the rotational speed Ne of the engine 22 and a target throttle opening degree Ta *. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

  Next, the form for implementing this invention is demonstrated using an Example.

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

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and is cleaned by an air cleaner 122 as shown in a configuration diagram centering on the engine 22 in FIG. The air is sucked in through the throttle valve 124 and gasoline is injected from the fuel injection valve 126 to mix the sucked air and gasoline, and this mixture is sucked into the fuel chamber through the intake valve 128 and ignited. The reciprocating motion of the piston 132, which is explosively burned by the electric spark generated by the plug 130 and pushed down by the energy, is converted into the rotational motion of the crankshaft 26. The engine 22 has an Atkinson cycle in which the expansion ratio is made larger than the compression ratio by delaying the closing timing of the intake valve 128 significantly from the bottom dead center and returning a part of the intake air-fuel mixture to the intake system. It is configured as an engine. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). .

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 receives signals from various sensors that detect the state of the engine 22, for example, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature that detects the temperature of cooling water in the engine 22. The temperature of the coolant from the sensor 142, the intake valve 128 that performs intake and exhaust to the combustion chamber, the cam position from the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve, and the throttle valve that detects the position of the throttle valve 124 The throttle position from the position sensor 146, the air flow meter signal AF from the air flow meter 148 attached to the intake pipe, the intake air temperature from the temperature sensor 149 also attached to the intake pipe, etc. are input via the input port. . The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. 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 outputs data related to the operation state of the engine 22 as necessary. . 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 the crank position from the crank position sensor 140.

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

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The 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 the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and input based on the remaining capacity (SOC) of the battery 50 It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 3 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 4 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  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 like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

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

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the accelerator pedal 83 is turned off from on during traveling will be described. FIG. 5 is a flowchart showing an example of an accelerator-off time control routine executed by the hybrid electronic control unit 70 of the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec) while the accelerator is off.

  When the accelerator-off time control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly sets the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, the input / output limit Win, Data necessary for control such as Wout is input (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. The input / output limits Win and Wout of the battery 50 are set by the battery ECU 52 and input by communication.

  Subsequently, the required braking torque Tr * and the required braking power Pr * as the braking torque to be output to the ring gear shaft 32a as the drive shaft are set based on the input vehicle speed V (step S110). Here, the setting of the required braking torque Tr * corresponds to the map obtained when the relationship between the vehicle speed V and the required braking torque Tr * is obtained in advance and stored in the ROM 74 as a map when the accelerator is off. This is performed by deriving the required braking torque Tr *. An example of the required braking torque setting map is shown in FIG. Further, the required braking power Pr * can be calculated by multiplying the required braking torque Tr * by the rotational speed Nr of the ring gear shaft 32a. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by the 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).

  And it calculates as surplus energy Pex by subtracting the set required braking power Pr * from the input limit Win of the input battery 50 (step S120), and determines whether the calculated surplus energy Pex is greater than 0 or not. (Step S130). This determination determines whether or not the input limit Win of the battery 50 is exceeded when the required braking power Pr * is converted into electric power. When the surplus energy Pex is less than or equal to 0, the value 0 is set in the torque command Tm1 * as torque to be input / output from the motor MG1 (step S140), and the torque command Tm2 * as torque to be input / output from the motor MG2 is set. A value obtained by dividing the required braking torque Tr * by the gear ratio Gr of the reduction gear 35 is set (step S150), and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S160), and this routine is terminated. To do. The motors MG1 and MG2 are controlled such that the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * drives the motor MG1 with the torque command Tm1 * and drives the motor MG2 with the torque command Tm2 *. This is performed by switching control of the switching element. Now, since it is considered that the surplus energy Pex is 0 or less, even if all of the required braking torque Tr * is output by regenerative control of the motor MG2, electric power exceeding the input limit Win is input to the battery 50. There is nothing.

  When the surplus energy Pex is larger than the value 0 in step S130, a fuel cut command for the engine 22 is transmitted to the engine ECU 24 (step S170), and the target rotational speed Ne * of the engine 22 is set based on the surplus energy Pex (step S170). Step S180). Here, in setting the target rotational speed Ne *, in the embodiment, the relationship between the surplus energy Pex and the target rotational speed Ne * is obtained in advance and stored as a map so that the target rotational speed Ne * increases as the surplus energy Pex increases. In addition, when the surplus energy Pex is given, the corresponding target rotational speed Ne * is derived from the map.

  When the target rotational speed Ne * is set, it is further determined whether or not the surplus energy Pex is less than the threshold value Pth (step S190). If the surplus energy Pex is less than the threshold value Pth, the set target rotational speed Ne * and the ring gear shaft 32a Using the rotational speed Nr (Nm2 / Gr) and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 * of the motor MG1 is calculated by the following equation (1), and the calculated target rotational speed Nm1 * and the current Based on the rotational speed Nm1, the torque command Tm1 * of the motor MG1 is calculated by the equation (2) (step S210). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (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 In addition, the calculation is performed by the equation (5) (step S220), and the temporary torque that is to be output from the motor MG2 using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 is a temporary value. Torque Tm2tmp is calculated by equation (6) (step S230), and the calculated torque limits Tmin and Tmax are used. And it sets the torque command Tm2 * of the motor MG2 as a value obtained by limiting the torque Tm2tmp (step S240), the torque command Tm1 * set, by sending Tm2 * to the motor ECU 40 (step S160), and terminates this routine. Here, the equation (6) can be easily derived from the alignment chart of FIG. Thus, when the surplus energy Pex is larger than the value 0, if the required braking torque Tr * is output from the motor MG2, the generated power of the motor MG2 exceeds the input limit Win of the battery 50. Ringing and consuming part of the power generated by motor MG2 prevents battery 50 from charging beyond input limit Win.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (6)

  If it is determined in step S190 that the surplus energy Pex is equal to or greater than the threshold value Pth, a VVT advance request is transmitted to the engine ECU 24 so that the opening / closing timing of the intake valve 128 of the variable valve timing mechanism 50 is advanced (step S200). The processing after S210 is performed and this routine is terminated. If the throttle opening is the same, the pumping loss of the engine 22 can be increased if the intake valve 128 is advanced by the variable valve timing mechanism 50. Therefore, the engine 22 is driven by the motor MG1 while the engine 22 is fuel cut. , The surplus energy Pex exceeding the input limit Win of the battery 50 in the generated electric power of the motor MG2 can be more reliably consumed.

  Next, control of the engine 22 will be described. FIG. 8 is a flowchart showing an example of an engine control routine executed by the engine ECU 24. This routine is repeatedly executed every predetermined time (for example, every several msec). When the engine control routine is executed, the engine ECU 24 first inputs data necessary for control such as the engine speed Ne * (step S300), and a VVT advance angle request is made from the hybrid electronic control unit 70. It is determined whether or not (step S310). When the VVT advance angle request is not made, the predetermined timing VVT1 on the retard side is set as the target valve timing VVT * (step S320), and the target based on the engine speed Ne input using the map for non-advance angle is set. The throttle opening Ta * is set (step S330), and when the VVT advance request is made, the advance timing VVT2 advanced from the timing VVT1 is set as the target valve timing VVT * (step S340). A target throttle opening degree Ta * is set based on the engine speed Ne input using the advance angle map (step S350). An example of the non-advance map and the advance map is shown in FIG. As shown in the figure, the non-advance map and the advance map both increase the target throttle opening degree Ta * as the engine speed Ne increases, but the advance map is more non-advanced. The target throttle opening degree Ta * is determined to be larger than the map for use. Although the pumping loss of the engine 22 can be increased as the throttle opening is smaller, the pressure (negative pressure) in the intake pipe of the engine 22 becomes lower. As a result, the engine oil is sucked into the combustion chamber and consumed, and the deposit is reduced. accumulate. In the embodiment, when the VVT advance angle request is made, the pumping loss of the engine 22 as a whole is larger than when the VVT advance angle request is not made by the combination with the opening / closing timing of the intake valve 128 by the variable valve timing mechanism 50. However, the above-mentioned problem is avoided by defining a map for advance angle so that the pressure in the intake pipe does not fall below a predetermined pressure (for example, -70 kpa). When the target valve timing VVT * and the target throttle opening degree Ta * are thus set, the variable valve timing mechanism 50 is controlled at the set target valve timing VVT * and the throttle motor 136 is controlled at the set target throttle opening degree Ta *. (Step S360), and this routine is finished. In the routine of FIG. 8, the target throttle opening degree Ta * is set to control the throttle valve 124 (throttle motor 136). However, when an idle speed control (ISC) valve is provided, the throttle valve 124 is used. Alternatively, the ISC valve may be controlled.

  According to the hybrid vehicle 20 of the embodiment described above, when the required braking torque Tr * is output to the ring gear shaft 32a by the regenerative control of the motor MG2, the surplus energy Pex where the generated power of the motor MG2 exceeds the input limit Win of the battery 50. When the surplus energy Pex is less than the threshold value Pth, the predetermined timing VVT1 is set to the target valve timing VVT * of the intake valve 128 of the engine 22 and the rotational speed of the engine 22 is determined using the non-advance map. The target throttle opening degree Ta * obtained based on Ne is set, and when the surplus energy Pex is equal to or greater than the threshold value Pth, the target valve timing VVT * of the intake valve 128 is set to a timing VVT2 advanced from the predetermined timing VVT1. Compared to non-advance maps Since the target throttle opening degree Ta * is set using the advance angle map that increases the target throttle opening degree Ta * with respect to the rotational speed Ne of the engine 22, the engine 22 in a state where the fuel is cut by the motor MG1 By ringing, surplus energy Pex exceeding the input limit Win of the battery 50 among the generated power of the motor MG2 can be consumed more reliably, and the intake (air pressure) in the intake pipe of the engine 22 becomes too low. It is possible to suppress the occurrence of inconvenience that the engine oil is sucked into the pipe or the combustion chamber and consumed or deposits are accumulated.

  In the hybrid vehicle 20 of the embodiment, the target valve timing VVT * is changed to two stages depending on whether or not the surplus energy Pex is less than the threshold value Pth. However, the target valve timing VVT * is set to three or more stages with respect to the surplus energy Pex. The target valve timing VVT * may be continuously changed with respect to the change of the surplus energy Pex. In these cases, the target throttle opening degree Ta * may be set based on the engine speed Ne of the engine 22 by changing the map in accordance with the change of the target valve timing VVT *. .

  In the hybrid vehicle 20 of the embodiment, whether or not the VVT advance angle request is possible is determined based on the surplus energy Pex that is obtained by subtracting the required braking power Pr * from the input limit Win of the battery 50. However, the required braking power Pr It may be determined based only on *, or may be determined based only on the input restriction Win.

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

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 220 of the modification of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 10) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  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 an “internal combustion engine”, the motor MG1 corresponds to a “first electric motor”, the power distribution integration mechanism 30 corresponds to a “three-axis power input / output unit”, and the motor MG2 The surplus energy Pex that corresponds to the “second electric motor”, the battery 50 corresponds to the “power storage means”, and the required braking power Pr * required for the ring gear shaft 32a as the drive shaft exceeds the input limit Win of the battery 50 is When the value is 0 or more, the target rotational speed Ne * of the engine 22 is set based on the surplus energy Pex, and the torque command Tm1 * of the motor MG1 is set so that the engine 22 is motored at the set target rotational speed Ne *. At the same time, the torque command Tm2 * of the motor MG2 is set so that the required braking torque Tr * is output to the ring gear shaft 32a, and the engine ECU 24 and the motor E are set. When the surplus energy Pex is greater than or equal to the threshold value Pth, the VVT advance request is transmitted to the engine ECU 24, and the hybrid electronic control unit 70 for executing the accelerator-off time control routine of FIG. Sometimes the predetermined timing VVT1 is set to the target valve timing VVT * and the target throttle opening degree Ta * is set using the map for non-advanced time, and when the VVT advance angle is requested, the predetermined timing VVT1 is set to the target valve timing VVT * The engine control routine of FIG. 8 for controlling the variable valve timing mechanism 50 and the throttle motor 136 by setting the timing VVT2 further advanced and setting the target throttle opening degree Ta * using the advance angle map is executed. Engine ECU 24 and torque finger Tm1 *, a motor ECU40 for controlling the motor MG1, MG2 corresponds to a "control unit" based on Tm2 *.

  Here, 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 “internal combustion engine” is not limited to the Atkinson cycle engine, and may be any type of internal combustion engine such as a general auto cycle engine. The “first motor” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Connected to the three axles of the drive shaft connected to the axle, the output shaft of the internal combustion engine, and the rotating shaft of the generator, such as those connected to the shaft and those having a different operation action from the planetary gear such as a differential gear. As long as the power is input / output to / from the remaining shafts based on the power input / output to / from any two of the shafts, any shaft may be used. The “second electric motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of electric motor that can input and output power to the axle, such as an induction motor. I do not care. The “storage means” is not limited to the battery 50 as a secondary battery, and any capacitor, such as a capacitor, can be used. 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, the “control means” is based on the surplus energy Pex when the surplus energy Pex required for the ring gear shaft 32a as the drive shaft exceeds the input limit Win of the battery 50 and the surplus energy Pex is 0 or more. The target rotational speed Ne * of the engine 22 is set, the torque command Tm1 * of the motor MG1 is set so that the engine 22 is motored at the set target rotational speed Ne *, and the required braking torque Tr * is output to the ring gear shaft 32a. To set the torque command Tm2 * of the motor MG2 to control the motors MG1 and MG2, and when the surplus energy Pex is less than the threshold value Pth and the VVT advance angle is not requested, the predetermined timing VVT1 is set to the target valve timing VVT *. And the target throttle opening Ta * using the non-advance map When the set surplus energy Pex is equal to or greater than the threshold value Pth and the VVT advance request is made, the target valve timing VVT * is set to a timing VVT2 that is advanced from the predetermined timing VVT1, and the target throttle is opened using the advance time map. It is not limited to the control of the variable valve timing mechanism 50 and the throttle motor 136 by setting the degree Ta *, but the second electric motor with the power generation while the charging of the power storage means is restricted. When regenerative control is performed, if the rotation resistance increase request for increasing the rotation resistance of the internal combustion engine is not made, the first motor is driven and controlled so that the internal combustion engine is motored, and the rotation resistance increase request is made The valve timing is advanced and the intake system pressure is increased compared to when no increase in rotational resistance is required. There but may be any one that drives and controls the first electric motor to the internal combustion engine and controls the operation of the internal combustion engine so that the throttle opening is adjusted within a range that does not fall below the predetermined pressure is motoring. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

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

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

  20, 120 Hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 , Reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 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, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Ignition Plug, 132 Piston, 134 Purifier, 136 Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150 Variable valve timing mechanism , MG1, MG2 motors.

Claims (2)

An internal combustion engine capable of changing the valve timing that is the opening and closing timing of the intake valve;
A first electric motor capable of power input and output;
It is connected to three shafts of an output shaft of the internal combustion engine, a rotating shaft of the first electric motor, and a drive shaft connected to an axle, and the remaining power is based on the power input / output to / from any two of the three shafts. 3-axis power input / output means for inputting / outputting power to one axis;
A second electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the first motor and the second motor;
Wherein said second electric motor with a power generation while the charging is restricted in the power storage unit when the regeneration control, the regeneration time control pre-SL engine to driving and controlling the first electric motor to be motoring Means ,
Input limit setting means for setting an input limit as the maximum power that can be input to the power storage means ,
The regeneration control means includes:
When the surplus energy that exceeds the set input limit for the required braking power required for the drive shaft is less than a predetermined energy, the first obtained by using the first relationship with respect to the rotational speed of the internal combustion engine The throttle opening is set to the target throttle opening and the first timing is set to the target valve timing to control the operation of the internal combustion engine,
When the surplus energy is equal to or greater than the predetermined energy, a second relationship in which the throttle opening is larger than the first relationship with respect to the rotational speed of the internal combustion engine so that the pressure of the intake system does not fall below the predetermined pressure. The second throttle opening obtained by using is set to the target throttle opening, the first throttle opening is set to the target throttle opening, and the first timing is set to the target valve timing. Then, a second timing advanced from the first timing is set as the target valve timing so that the rotational resistance of the internal combustion engine becomes larger than when controlling the internal combustion engine, and the internal combustion engine is set. Control the operation
A hybrid vehicle characterized by that . The hybrid vehicle according to claim 1 ,
The internal combustion engine is a hybrid vehicle configured such that an expansion ratio is larger than a compression ratio by slow closing of the intake valve.

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