JP5697397B2 - Hybrid car - Google Patents

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, this type of hybrid vehicle includes an engine, a first motor generator (MG1) coupled to the engine, a second motor generator (MG2) coupled to drive wheels, a battery, and a motor generator MG1. And a step-up converter connected to the motor generator MG2 and a battery, and when the engine generator MG2 receives an engine start instruction during driving of the drive wheels by the motor generator MG2, the step-up rate is determined at a step-up rate determined based on the battery output of the battery. It has been proposed to drive and control the boost converter so that the output voltage of the converter rises to the maximum voltage, and to start the motor by motoring the motor generator MG1 after the output voltage of the boost converter reaches the maximum voltage ( For example, see Patent Document 1). In this hybrid vehicle, by starting the engine in this way, the engine can be started while suppressing the output of excessive electric power from the battery.

WO 2005/081395 A1

  In such a hybrid vehicle, when raising the output voltage of the boost converter to the maximum voltage, if the control voltage of the motor generators MG1 and MG2 can be secured if the rate is increased at a small rate, the output voltage of the boost converter reaches the maximum voltage. If the time is increased at a large rate, the output voltage of the boost converter can be quickly increased, but the controllability of the motor generators MG1 and MG2 is likely to deteriorate. It is desired to increase the voltage more appropriately.

  The main purpose of the hybrid vehicle of the present invention is to change the voltage of the drive voltage system to which the electric motor device having at least one electric motor is connected more appropriately according to the situation by the boost converter.

  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, an electric motor device that has at least one electric motor and is capable of motoring the internal combustion engine and that can output driving power; a secondary battery; and a battery voltage system to which the secondary battery is connected. It is connected to a drive voltage system to which the electric motor device is connected and adjusts the voltage of the drive voltage system within a range equal to or higher than the voltage of the battery voltage system and power between the battery voltage system and the drive voltage system. A hybrid vehicle that travels with starting of the internal combustion engine with motoring by the electric motor device and stopping operation of the internal combustion engine during operation. ,
When raising the voltage of the drive voltage system toward the target voltage, when the start request for the internal combustion engine is requested during travel, the boost rate is higher than when the start request is not during travel. Step-up control means for controlling the step-up converter so that the voltage of the drive voltage system rises toward the target voltage;
It is a summary to provide.

  In the hybrid vehicle of the present invention, the voltage of the drive voltage system having at least one electric motor capable of motoring the internal combustion engine and connected to the electric motor device capable of outputting the driving power is increased toward the target voltage. When driving, when the internal combustion engine is requested to start during traveling, the voltage of the drive voltage system rises toward the target voltage at a higher boost rate than when it is not during the traveling start request. Control the boost converter. This makes it possible to quickly increase the voltage of the drive voltage system toward the target voltage when a start request is made during traveling, and to ensure controllability of at least one electric motor included in the motor device when it is not a start request during traveling. However, the voltage of the drive voltage system can be increased toward the target voltage. That is, the voltage of the drive voltage system can be raised toward the target voltage at a boosting rate according to the situation.

  In such a hybrid vehicle of the present invention, when the required torque required for traveling is equal to or greater than a predetermined torque when the start request during traveling is requested, the boost control means is configured to reduce the required torque below the predetermined torque. The voltage of the drive voltage system may be controlled so as to increase toward the target voltage at a step-up rate larger than that of the target voltage. In this way, at the time of start request during running, the voltage of the drive voltage system can be raised toward the target voltage at a boost rate corresponding to the required torque.

  In the hybrid vehicle of the present invention, at the time of the start request during running, the motor device starts motoring by starting the motoring of the internal combustion engine after the voltage of the drive voltage system reaches or exceeds the target voltage. It is also possible to provide start-up control means for controlling the internal combustion engine and the electric motor device. In this case, as described above, by increasing the voltage of the drive voltage system toward the target voltage at a higher step-up rate at the time of start request during travel than when not at the time of start request during travel, the internal combustion engine by the electric motor device The motoring can be started at an earlier timing, and the internal combustion engine can be started quickly.

  Furthermore, in the hybrid vehicle of the present invention, the electric motor device includes a first electric motor capable of inputting / outputting power, a driving shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the first electric motor. It can also be an apparatus having a planetary gear mechanism in which three rotating elements are connected to a shaft, and a second electric motor capable of inputting and outputting power to the drive shaft. In the hybrid vehicle of the present invention, the electric motor device may be a device having one electric motor that can motor the internal combustion engine and output driving power.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a block diagram which shows the outline of a structure of the electric drive system containing motor MG1, MG2. 5 is a flowchart showing an example of a boost control routine executed by a hybrid electronic control unit 70. 4 is a flowchart showing an example of a start permission routine executed by a hybrid electronic control unit 70. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

  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 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22 that uses gasoline or light oil as fuel, an engine electronic control unit (hereinafter referred to as engine ECU) 24 that controls the drive of the engine 22, and a crank of the engine 22. A planetary gear 30 in which a carrier is connected to the shaft 26 and a ring gear is connected to the drive shaft 32 connected to the drive wheels 63a and 63b via a differential gear 62, and a rotor is configured as a synchronous generator motor, for example. A motor MG1 connected to the sun gear, a motor MG2 configured as a synchronous generator motor and having a rotor connected to the drive shaft 32, inverters 41 and 42 for driving the motors MG1 and MG2, and inverters 41, 42 is controlled by switching control. A motor electronic control unit (hereinafter referred to as a motor ECU) 40 for driving and controlling the motors MG1 and MG2, a battery 50 configured as, for example, a lithium ion secondary battery, and a battery electronic control unit (hereinafter referred to as a battery control unit) that manages the battery 50 A battery ECU) 52, a power line (hereinafter referred to as a high voltage system power line) 54a to which the inverters 41 and 42 are connected, and a power line (hereinafter referred to as a battery voltage system power line) 54b to which the battery 50 is connected. The voltage VH of the high voltage system power line 54a connected is adjusted within the range of the voltage VL of the battery voltage system power line 54b to the maximum allowable voltage VHmax, and between the high voltage system power line 54a and the low voltage system power line 54b. Step-up converter 55 that exchanges power with a hybrid and a hybrid that controls the entire vehicle Comprising an electronic control unit 70. Here, the maximum allowable voltage VHmax may be a value slightly lower than the breakdown voltage of the capacitor 57 described later.

  Each of the motor MG1 and the motor MG2 is configured as a known synchronous generator motor including a rotor in which a permanent magnet is embedded and a stator around which a three-phase coil is wound. As shown in the block diagram of the electric drive system including the motors MG1 and MG2 in FIG. 2, the inverters 41 and 42 are in reverse directions to the six transistors T11 to T16 and T21 to 26 and the transistors T11 to T16 and T21 to T26. 6 diodes D11 to D16, D21 to D26 connected in parallel. Two transistors T11 to T16 and T21 to T26 are arranged in pairs so as to be on the source side and the sink side with respect to the positive and negative buses of the high voltage power line 54a, respectively. The three-phase coils (U-phase, V-phase, W-phase) of the motors MG1, MG2 are connected to the connection points. Therefore, the three-phase coil is controlled by controlling the on-time ratio of the transistors T11 to T16 and T21 to T26 that make a pair in a state where a voltage is applied between the positive and negative buses of the high voltage power line 54a. Thus, a rotating magnetic field can be formed, and the motors MG1 and MG2 can be driven to rotate. Since the inverters 41 and 42 share the positive and negative buses of the high voltage system power line 54a, the electric power generated by one of the motors MG1 and MG2 can be supplied to another motor. A smoothing capacitor 57 is connected to the positive and negative buses of the high voltage power line 54a.

  The motor ECU 40 is configured as a microprocessor centered on a CPU (not shown), and includes a ROM, a RAM, an input / output port, and a communication port in addition to the CPU. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, the rotational positions of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2. The rotational position, the phase current applied to the motors MG1 and MG2 detected by a current sensor (not shown), the inverter temperature from a temperature sensor (not shown) attached to the inverters 41 and 42, and the like are input. Switching control signals to the transistors T11 to T16 and T21 to 26 of the inverters 41 and 42 are output. 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, Nm2 of the motors MG1, MG2 based on the rotational positions of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44.

  As shown in FIG. 2, the boost converter 55 is configured as a boost converter including two transistors T31 and T32, two diodes D31 and D32 connected in parallel to the transistors T31 and T32 in a reverse direction, and a reactor L. . The two transistors T31 and T32 are respectively connected to the positive bus of the high voltage system power line 54a and the negative bus of the high voltage system power line 54a and the battery voltage system power line 54b, and the reactor L is connected to the connection point. Has been. The positive terminal and the negative terminal of the high-voltage battery 50 are connected to the reactor L and the negative buses of the high voltage system power line 54a and the battery voltage system power line 54b, respectively. Therefore, by turning on / off the transistors T31 and T32, the power of the battery voltage system power line 54b is boosted and supplied to the high voltage system power line 54a, or the power of the high voltage system power line 54a is reduced to reduce the battery voltage. Or can be supplied to the system power line 54b. A smoothing capacitor 58 is connected to the reactor L and the negative bus of the high voltage system power line 54a and the battery voltage system power line 54b.

  The battery ECU 52 is configured as a microprocessor centered on a CPU (not shown), and includes a ROM, a RAM, an input / output port, and a communication port in addition to the CPU. In the battery ECU 52, signals necessary for managing the battery 50, for example, voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, battery voltage system power connected to the output terminal of the battery 50 A charge / discharge current from a current sensor (not shown) attached to the line 54b, a battery temperature from a temperature sensor (not shown) attached to the battery 50, and the like are input, and data on the state of the battery 50 is communicated as necessary. Output to the hybrid electronic control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  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. In the hybrid electronic control unit 70, the voltage of the capacitor 57 (the voltage of the high voltage system power line 54 a) VH from the voltage sensor 57 a attached between the terminals of the capacitor 57 and the voltage sensor attached between the terminals of the capacitor 58. The voltage of the capacitor 58 from 58a (the voltage of the battery voltage system power line 54b) VL, the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever, and the depression amount of the accelerator pedal Accelerator opening degree Acc from the accelerator pedal position sensor 84 for detecting the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal, the vehicle speed V from the vehicle speed sensor 88, etc. To have been input. From the hybrid electronic control unit 70, switching control signals to the transistors T31 and T32 of the boost converter 55 are output via an output 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 configured in this way calculates the required torque to be output to the drive shaft 32 based on the accelerator opening Acc and the vehicle speed V corresponding to the amount of depression of the accelerator pedal 83 by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the torque is output to the drive shaft 32. As the 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 transmitted to the planetary gear 30 and the motor MG1. And the motor MG2 convert the torque and output to the drive shaft 32. The torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 and the power suitable for the sum of the required power and the power required for charging and discharging the battery 50 are obtained. The operation of the engine 22 is controlled so as to be output from the engine 22, and all or a part of the power output from the engine 22 with charging / discharging of the battery 50 is converted by the planetary gear 30, the motor MG1, and the motor MG2. Accordingly, the required power is output to the drive shaft 32. Charge-discharge drive mode for driving and controlling the motor MG1 and the motor MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 32. Both the torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the drive shaft 32 with the operation of the engine 22. Can be considered as an engine operation mode.

  In the engine operation mode, the hybrid electronic control unit 70 sets the required torque Tr * to be output to the drive shaft 32 based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. The required power Trd required for traveling is multiplied by the set required torque Tr * and the rotational speed Nr of the drive shaft 32 (for example, the rotational speed obtained by multiplying the rotational speed Nm2 of the motor MG2 or the vehicle speed V by a conversion factor). * Is calculated and the charge / discharge required power Pb * of the battery 50 obtained based on the remaining capacity (SOC) of the battery 50 is subtracted from the calculated traveling power Pdrv * (positive value when discharging from the battery 50) The required power Pe * is set as the power to be output from the engine 22, and the required power Pe * is efficiently set to the engine 22 A target rotational speed Ne * and a target torque Te * of the engine 22 are set using an operation line (for example, a fuel efficiency optimal operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can be output from A torque command Tm1 * as a torque to be output from the motor MG1 is set by the rotational speed feedback control for rotating the engine 22 at the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50 and the motor. A torque command Tm2 * of the motor MG2 is set by subtracting the torque acting on the drive shaft 32 via the planetary gear 30 from the required torque Tr * when the MG1 is driven with the torque command Tm1 *, and the target rotational speed Ne * and the target torque are set. Te * is transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * are transmitted. To send to the motor ECU40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * then controls the intake air amount and the fuel injection control in the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. Perform ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * performs switching control of the transistors T11 to T16 and T21 to T26 of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. Do.

  In this engine operation mode, when the required power Pe * of the engine 22 falls below a threshold value Pstop determined to stop the engine 22 in order to efficiently operate the engine 22, the operation of the engine 22 is performed. Assuming that a stop request has been made, the operation of the engine 22 is stopped and the motor operation mode is entered.

  In the motor operation mode, the hybrid electronic control unit 70 sets the required torque Tr * to be output to the drive shaft 32 based on the accelerator opening Acc and the vehicle speed V, and sets the torque command Tm1 * of the motor MG1 to the value 0. The torque command Tm2 * of the motor MG2 is set and transmitted to the motor ECU 40 so that the required torque Tr * is output to the drive shaft 32 within the range of the input / output limits Win and Wout of the battery 50. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the transistors T11 to T16 and T21 to 26 of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. Do.

  In this motor operation mode, the required power Pe * of the engine 22 obtained by subtracting the charge / discharge required power Pb * of the battery 50 from the travel power Pdrv * obtained by multiplying the required torque Tr * by the rotational speed Nr of the drive shaft 32. In order to suppress overdischarge of the battery 50 when the battery 22 reaches a threshold value Pstart or more determined that it is better to start the engine 22 in order to operate the engine 22 efficiently. When the engine 22 is less than the threshold value Slo determined to be better, the engine 22 is started and the engine operation mode is entered.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. Hereinafter, for convenience of explanation, first, boost control when raising the voltage of the high voltage system power line 54a will be described, and then, traveling in which the engine 22 is requested to start while traveling in the motor operation mode. A state in which the start of the engine 22 is permitted at the time of the middle start request will be described. It should be noted that the start request during running can be considered from when the start request for the engine 22 is made during running in the motor operation mode until the start of the engine 22 is completed.

  FIG. 3 is a flowchart showing an example of a boost control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the boost control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly outputs the required torque Tr * to be output to the drive shaft 32, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, and the motor MG1. Rotational speed Nm1, Nm2 of MG2, voltage VH of high voltage system power line 54a from voltage sensor 57a, value 1 is set at the start request during travel, and value 0 is set at the start request during travel Data necessary for control, such as a start request flag Fs, is input (step S100). Here, as the required torque Tr *, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, and the running start request flag Fs, those set in the above-described drive control process are input. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be.

  When the data is input in this way, the value of the running start request flag Fs is checked (step S110). When the running start request flag Fs is 0, that is, when the running start request is not requested, torque commands for the motors MG1 and MG2 are input. The target voltage VHtag of the high voltage system power line 54a is set based on Tm1 *, Tm2 * and the rotational speeds Nm1, Nm2 (step S120), and the boosting rate when the voltage VH of the high voltage system power line 54a is increased. A relatively small predetermined value ΔV1 is set to ΔV (step S130). Here, in the embodiment, the target voltage VHtag of the high voltage system power line 54a is a voltage that can drive the motor MG1 at the target operating point (torque command Tm1 *, rotation speed Nm1) of the motor MG1 and the target operating point of the motor MG2 ( The larger of the voltages that can drive the motor MG2 with the torque command Tm2 * and the rotation speed Nm2) is set. The predetermined value ΔV1 is determined by experiment, analysis, or the like as a value within a range in which the controllability of the motors MG1 and MG2 can be sufficiently secured (the motor can be driven normally according to the torque command). It is determined based on the specifications of MG2 and inverters 41 and 42.

  When the boost rate ΔV is set in this way, the smaller one of the target voltage VHtag and the target voltage VHtag, which is obtained by adding the set boost rate ΔV to the previous voltage command (previous VH *) of the high voltage system power line 54a, is set. Is set to the voltage command VH * (step S180), the switching control of the transistors T31 and T32 of the boost converter 55 is performed using the set voltage command VH * (step S190), and this routine is terminated. With such control, when it is not at the time of a start request during traveling, the voltage VH of the high voltage system power line 54a is raised toward the target voltage VHtag at a relatively small boost rate ΔV (predetermined value ΔV1). Therefore, the voltage VH of the high voltage system power line 54a can be raised toward the target voltage VHtag while ensuring controllability of the motors MG1 and MG2.

  When the travel start request flag Fs is 1 in step S110, that is, when the travel start request is made, the maximum allowable voltage VHmax is set to the target voltage VHtag of the high voltage system power line 54a regardless of the target operating point of the motors MG1 and MG2. Set (step S140). This corresponds to a voltage that can drive the motors MG1 and MG2 at their respective target operating points when starting the motor 22 by motoring the motor MG1 during traveling (corresponding to the target voltage VHtag when not requesting starting during traveling). Voltage), in particular, to cope with a sudden rise in voltage that can drive the motor MG1 at the target operating point.

  Subsequently, the required torque Tr * is compared with a predetermined threshold value Tref (step S150), and when the required torque Tr * is less than the threshold value Tref, a predetermined value ΔV2 larger than the predetermined value ΔV1 is set as the boost rate ΔV ( Step S160) When the required torque Tr * is equal to or greater than the threshold value Tref, a predetermined value ΔV3 larger than the predetermined value ΔV2 is set as the boost rate ΔV (Step S170), and the set boost rate ΔV and the voltage of the previous high voltage system power line 54a are set. The voltage command VH * of the high voltage system power line 54a is set using the command (previous VH *) and the target voltage VHtag (step S180), and the switching control of the boost converter 55 is performed using the set voltage command VH *. (Step S190), this routine is finished. Here, the threshold value Tref is a threshold value used to determine whether or not the start request of the engine 22 is due to the driver's acceleration request (depressing the accelerator pedal 83), and is based on the vehicle specifications and the like. Determined. Further, the predetermined value ΔV2 and the predetermined value ΔV3 are experiments, analyzes, and the like as values that allow the input / output of power from the battery 50 to be within the range of the input / output limits Win, Wout when the motors MG1, MG2 are driven at the target operating point. For example, it is determined based on the specifications of the motors MG1 and MG2 and the inverters 41 and 42. By such control, when the start request during running is directed to the target voltage VHtag at the step-up rate ΔV (predetermined value ΔV2 or predetermined value ΔV3) larger than when the start request during travel is not required. Will rise. Therefore, the voltage VH of the high voltage system power line 54a can be quickly raised toward the target voltage VHtag. Moreover, since the predetermined value ΔV2 or the predetermined value ΔV3 is set to the boost rate ΔV according to the required torque Tr *, the voltage VH of the high voltage system power line 54a is set to the target voltage VHtag at the boost rate ΔV corresponding to the required torque Tr *. Can be raised.

  The boost control when increasing the voltage VH of the high voltage system power line 54a has been described above. Next, a description will be given of how the engine 22 is permitted to be started at the time of the start request during running when the engine 22 is requested to start while traveling in the motor operation mode. FIG. 4 is a flowchart showing an example of a start permission routine executed by the hybrid electronic control unit 70 when a start request is made during traveling.

  When the start permission routine is executed, the CPU 72 of the hybrid electronic control unit 70 inputs the voltage VH of the high voltage system power line 54a and the target voltage VHtag (step S200), and also inputs the high voltage system power line 54a. The voltage VH is compared with the target voltage VHtag (step S210). When the voltage VH of the high voltage system power line 54a is less than the target voltage VHtag (when it has not reached), the process returns to step S200, and the high voltage system power line When 54a is equal to or higher than the target voltage VHtag (when it reaches), the engine 22 is allowed to start (step S220), and this routine is terminated. That is, at the time of the start request during traveling, the required torque Tr * is applied to the drive shaft 32 within the range of the input / output limits Win and Wout of the battery 50 with the engine 22 stopped until the start of the engine 22 is permitted. When the engine 22 and the motors MG1 and MG2 are controlled so as to be output and the start of the engine 22 is permitted, the engine 22 is motored by the motor MG1 within the range of the input / output limits Win and Wout of the battery 50. The engine 22 and the motors MG1, MG2 are controlled so that the required torque Tr * is output to the drive shaft 32 while being started. This is to prevent drivability from deteriorating due to the inability to drive the motors MG1 and MG2 at the target drive point when the engine 22 is started. As described above, when the engine 22 is started after the voltage VH of the high voltage system power line 54a reaches or exceeds the target voltage VHtag at the time of start request during travel, as described above, compared to when the start request is not during travel. By increasing the voltage VH of the high voltage system power line 54a toward the target voltage VHtag at a large boost rate ΔV, the motoring of the engine 22 by the motor MG1 can be started at an earlier timing, and the engine 22 can be started more quickly. Can be started.

  According to the hybrid vehicle 20 of the embodiment described above, the relatively small predetermined value ΔV1 is set to the boost rate ΔV when the start request for the engine 22 is not made while the vehicle is running in the motor operation mode. The predetermined value ΔV2 or the predetermined value ΔV3 larger than the predetermined value ΔV1 is set as the boosting rate ΔV at the start request during traveling, and the voltage VH of the high voltage system power line 54a is directed toward the target voltage VHtag at the set boosting rate ΔV. Since the boost converter 55 is controlled to increase, the voltage VH of the high voltage system power line 54a can be quickly increased toward the target voltage VHtag at the time of a start request during traveling. While ensuring the controllability of MG1 and MG2, the voltage VH of the high voltage system power line 54a is directed to the target voltage VHtag. It is possible to increase Te. That is, the voltage VH of the high-voltage power line 54a can be raised toward the target voltage VHtag at a boost rate ΔV according to the situation. In addition, at the time of start request during traveling, the predetermined value ΔV2 or the predetermined value ΔV3 is set to the boost rate ΔV according to the required torque Tr *, and therefore the voltage of the high voltage system power line 54a at the boost rate ΔV corresponding to the required torque Tr *. VH can be raised toward the target voltage VHtag.

  In the hybrid vehicle 20 of the embodiment, when the requested torque Tr * is less than the threshold value Tref at the time of a start request during traveling, the predetermined value ΔV2 larger than the predetermined value ΔV1 is set as the boost rate ΔV, and the required torque Tr * is equal to or greater than the threshold value Tref. In this case, the predetermined value ΔV3 larger than the predetermined value ΔV2 is set to the boosting rate ΔV. However, a predetermined value larger than the predetermined value ΔV1 (for example, the predetermined value ΔV2 or the predetermined value ΔV3) is set regardless of the required torque Tr *. The boosting rate ΔV may be set.

  In the hybrid vehicle 20 of the embodiment, at the time of start request during running, the motor 22 starts motoring by starting the motor 22 with the motor MG1 after the voltage VH of the high voltage system power line 54a reaches the target voltage VHtag or higher. However, before the voltage VH of the high voltage system power line 54a reaches the target voltage VHtag or more, for example, when the voltage VH of the high voltage system power line 54a starts to increase toward the target voltage VHtag, the motor MG1 The engine 22 may be started by starting motoring of the engine 22.

  In the hybrid vehicle 20 of the embodiment, the case where the start request for the engine 22 is made while the vehicle is stopped is not described. However, at this time, it is determined that the start request is not made during traveling, and a relatively small predetermined value ΔV1 is increased. The boost converter 55 may be controlled so that the voltage VH of the high voltage system power line 54a rises toward the target voltage VHtag at the set boost rate ΔV. This is because when the engine 22 is started while the vehicle is stopped, the remaining capacity (SOC) of the battery 50 is low and needs to be charged, or when the engine 22 is warmed up. This is because it is considered better to ensure the controllability of the motors MG1 and MG2 than to start the engine.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the drive shaft 32 connected to the drive wheels 63a and 63b. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. The power from MG2 may be output to an axle (an axle connected to wheels 64a and 64b in FIG. 5) different from an axle (an axle connected to driving wheels 63a and 63b) to which driving shaft 32 is connected. .

  In the hybrid vehicle 20 of the embodiment, a planetary gear 30 having a carrier connected to the crankshaft 26 of the engine 22 and a ring gear connected to the drive shaft 32, a motor MG1 connected to the sun gear of the planetary gear 30, The battery voltage system power line to which the motor MG2 connected to the drive shaft 32, the battery 50, the high voltage system power line 54a to which the inverters 41 and 42 for driving the motors MG1 and MG2 are connected, and the battery 50 are connected. The step-up converter 55 connected to the motor 54b is provided, but power can be input and output to the crankshaft 26 and the drive shaft 32 of the engine 22 instead of the combination of the planetary gear 30, the motor MG1, and the motor MG2. Connected to the high-voltage power line 54a via an inverter. Or as using one motor that is. In this case, when the engine 22 is started, the torque required to output the torque required for traveling to the drive shaft 32 together with the torque required to motor the engine 22 may be output from this one motor.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 32 connected to the drive wheels 63a and 63b via the planetary gear 30, and the power from the motor MG2 is output to the drive shaft 32. However, it may be a so-called series-type hybrid vehicle that includes a motor MG2 for connecting the cranking and power generation motor MG1 to the engine 22 and outputting the driving power.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “internal combustion engine”, the combination of the motor MG1, the planetary gear 30, and the motor MG2 corresponds to the “electric motor device”, the battery 50 corresponds to the “secondary battery”, and the booster The converter 55 corresponds to a “boost converter”, and is relatively non-running when the engine 22 is requested to start while the vehicle 22 is running in the motor operation mode where only the power from the motor MG2 is used. A small predetermined value ΔV1 is set as the boost rate ΔV, and when starting during running, a predetermined value ΔV2 or a predetermined value ΔV3 larger than the predetermined value ΔV1 is set as the boost rate ΔV, and the high voltage system power line 54a is set at the set boost rate ΔV. The boost control routine of FIG. 3 is executed to control the boost converter 55 so that the voltage VH rises toward the target voltage VHtag. Lid electronic control unit 70 corresponds to "boost control means". Further, the motor MG1 corresponds to a “first electric motor”, the planetary gear 30 corresponds to a “planetary gear mechanism”, and the motor MG2 corresponds to a “second electric motor”.

  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 “electric motor device” is not limited to a combination of the motor MG1, the planetary gear 30, and the motor MG2, but has at least one electric motor and can motor the internal combustion engine and outputs driving power. It does not matter as long as it is possible. The “secondary battery” is not limited to the battery 50 configured as a lithium ion secondary battery, and any type of secondary battery such as a nickel hydride secondary battery, a nickel cadmium secondary battery, or a lead storage battery may be used. It does not matter. The “boost converter” is not limited to the boost converter 55, but is connected to a battery voltage system to which a secondary battery is connected and a drive voltage system to which an electric motor device is connected, and the voltage of the drive voltage system is connected to the battery. Any adjustment may be made as long as the voltage is adjusted within the voltage range of the voltage system and power is exchanged between the battery voltage system and the drive voltage system. As the “boost control means”, a relatively small predetermined value is used when the start request for the engine 22 is not made at the time of the start request during the drive while the motor 22 is running in the motor operation mode using only the power from the motor MG2. ΔV1 is set to a boost rate ΔV, and when starting is requested during running, a predetermined value ΔV2 or a predetermined value ΔV3 larger than the predetermined value ΔV1 is set to the boost rate ΔV, and the voltage VH of the high voltage system power line 54a is set at the set boost rate ΔV. It is not limited to controlling the boost converter 55 so as to increase toward the target voltage VHtag. When the drive voltage system voltage is increased toward the target voltage, a request to start the internal combustion engine is made during traveling. The drive voltage system voltage rises toward the target voltage at a higher step-up rate at the start request during travel than at the start request during travel As long as it controls the pressure converter may be used as any kind. In addition, the “first motor” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor that can input and output power, such as an induction motor. Absent. The “planetary gear mechanism” is not limited to the planetary gear 30 described above, and uses a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms connected to four or more shafts. As long as the three rotating elements are connected to the three shafts of the drive shaft connected to the axle, the output shaft of the internal combustion engine, and the rotating shaft of the first electric motor, any configuration 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 such as an induction motor that can input and output power to the drive shaft. I do not care.

  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. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. 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.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  20, 120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 32 drive shaft, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 Rotation position detection sensor, 50 battery, 54a high voltage system power line, 54b battery voltage system power line, 55 boost converter, 57, 58 capacitor, 57a, 57b voltage sensor, 62 differential gear, 63a, 63b drive wheel, 64a, 64b Wheel, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 82 Shift position sensor, 84 Accelerator pedal position sensor, 86 Brake pedal Leposition sensor, 88 Vehicle speed sensor, D11-D16, D21-D26, D31, D32 Diode, L reactor, MG1, MG2 motor, T11-T16, T21-T26, T31, T32 transistors.

Claims (3)

An internal combustion engine, an electric motor device that has at least one electric motor and is capable of motoring the internal combustion engine and that can output driving power; a secondary battery; and a battery voltage system to which the secondary battery is connected. It is connected to a drive voltage system to which the electric motor device is connected and adjusts the voltage of the drive voltage system within a range equal to or higher than the voltage of the battery voltage system and power between the battery voltage system and the drive voltage system. A hybrid vehicle that travels with starting of the internal combustion engine with motoring by the electric motor device and stopping operation of the internal combustion engine during operation. ,
In the electric motor device, three rotating elements are connected to three axes, that is, a first electric motor capable of inputting / outputting power, a driving shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the first electric motor. A planetary gear mechanism and a second electric motor capable of inputting / outputting power to / from the drive shaft,
When raising the voltage of the drive voltage system toward the target voltage, when the start request for the internal combustion engine is requested during travel, the boost rate is higher than when the start request is not during travel. Step-up control means for controlling the step-up converter so that the voltage of the drive voltage system rises toward the target voltage;
A hybrid car with The hybrid vehicle according to claim 1,
When the required torque required for traveling is greater than or equal to a predetermined torque when the start request during traveling is requested, the pressure increase control means is at a higher pressure increase rate than when the required torque is less than the predetermined torque. Means for controlling the voltage of the drive voltage system to increase toward the target voltage;
Hybrid car. A hybrid vehicle according to claim 1 or 2,
The internal combustion engine and the electric motor device are configured such that when the start request during traveling is reached, the motor device starts motoring by starting the motoring of the internal combustion engine by the electric motor device after the voltage of the drive voltage system reaches or exceeds the target voltage. Control means at start-up for controlling
A hybrid car with

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