JP5810879B2 - Hybrid car - Google Patents

Description

  The present invention relates to a hybrid vehicle, and more specifically, a hybrid including an engine capable of outputting driving power, a motor capable of inputting / outputting power to / from the engine output shaft, and a battery capable of exchanging electric power with the motor. It relates to automobiles.

  Conventionally, as a battery input / output control device used in a hybrid vehicle, input / output is possible by using a charge rate (SOC) of a battery configured as a lithium ion secondary battery and a predetermined SOC-input / output capable power correlation. In addition to calculating the power and performing input / output control of the battery based on the calculated input / output possible power (control to charge / discharge the battery within the range of input / output possible power) When the index indicating the degree of unevenness of the distribution of the substance is equal to or greater than a predetermined value, one that restricts the input / output power of the battery has been proposed (for example, see Patent Document 1). In this apparatus, the input / output control of the secondary battery can be appropriately performed by such processing even when the SOC-input / output capable power correlation is disrupted.

JP 2005-160184 A

  In a hybrid vehicle equipped with such a device, in order to suppress the deterioration of the battery, it is conceivable that the input power of the battery is set so that the limit amount becomes larger (the size becomes smaller) as the battery is continuously charged. ing. For this reason, if the battery is further charged in that state, the battery can be charged with a sufficient amount of power when the battery has an opportunity to charge a relatively large amount of power during subsequent travel. Therefore, there may be a case where the energy efficiency cannot be sufficiently improved.

  The main purpose of the hybrid vehicle of the present invention is to further improve the energy efficiency of the vehicle.

  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 engine capable of outputting power for traveling, a motor capable of inputting / outputting power to / from the output shaft of the engine, a battery capable of exchanging electric power with the motor, and the restriction becomes stricter as charging of the battery continues. A hybrid comprising: control means for controlling the engine and the motor so that the battery travels while being charged and discharged within a range of allowable charging power for control that tends to loosen as the battery is continuously interrupted. In cars,
The control means is a regenerative request prediction state in which the regenerative drive request of the motor for a predetermined time or longer is predicted in a strictly limited state in which the magnitude of the control allowable charging power is limited to a threshold value or less and traveling after the present The engine and the motor are controlled so that the battery travels without being charged until a predetermined end condition is satisfied.
This is the gist.

  In the hybrid vehicle of the present invention, the vehicle travels while being charged / discharged within the range of the allowable charging power for control in which the restriction becomes stricter as the charging of the battery continues and the restriction tends to become looser as the charging of the battery continues to be interrupted. In the control of the engine and the motor, a regenerative drive request for the motor for a predetermined time or longer is predicted in a severely restricted state where the amount of allowable charging power for control is limited to a threshold value or less and in a run after the present time. When the regeneration request prediction state is established, the engine and the motor are controlled so that the battery travels without being charged until a predetermined end condition is satisfied. That is, when a severely restricted state and a regeneration prediction state are established, the engine and the motor are controlled so that the battery travels without being charged until the predetermined end condition is satisfied, and after the predetermined end condition is satisfied, The engine and the motor are controlled so that the battery travels while being charged and discharged within the range of the allowable charging power for control. As a result, it is possible to suppress a further decrease in the amount of allowable charging power for control when a severely restricted state and a regeneration prediction state are reached. When the regenerative drive request is made, more power (amount of power) can be charged in the battery. As a result, it is possible to further improve the energy efficiency of the vehicle.

  In such a hybrid vehicle of the present invention, the control means becomes more restrictive as the first allowable charging power according to the storage ratio and temperature of the battery and the continuation of charging of the battery, and the interruption of the charging of the battery continues. And the second allowable charging power whose restriction is loosened according to the above, the smaller one is set as the control allowable charging power, and the threshold value is a value smaller than the first allowable charging power by a predetermined value. It can also be. That is, the control allowable charging power set as the smaller one of the first allowable charging power and the second allowable charging power is limited to a threshold value that is smaller than the first allowable charging power by a predetermined value or less. It is also possible to make the time of being strictly limited.

  Further, in the hybrid vehicle of the present invention, the control means is a means for controlling the power obtained by subtracting the charge / discharge required power of the battery from the driving power required for traveling to be output from the engine. Furthermore, the control means may be means for setting a power of a value of 0 or more to the charge / discharge request power of the battery when the strict limit state and the regeneration request prediction state are reached. If it carries out like this, the power below driving | running | working power will be output from an engine, and it can prevent a battery being charged. In this case, the control means sets the value 0 to the charge / discharge request power of the battery when the storage ratio of the battery is equal to or less than a predetermined ratio when the strictly limited state and the regeneration request prediction state are established, and the battery When the storage ratio of the battery is larger than the predetermined ratio, the power that tends to increase as the storage ratio of the battery increases can be set as the charge / discharge required power of the battery. In this way, it is possible to suppress the battery charge ratio from becoming too low.

  In the hybrid vehicle of the present invention, the control means may be means for setting a value of 0 to the allowable charging power for control when the strict restriction state and the regeneration request prediction state are established. it can. In this way, the battery can be prevented from being charged by setting the value 0 to the allowable charging power for control.

  Furthermore, in the hybrid vehicle of the present invention, the predetermined termination condition may be a condition in which the magnitude of the allowable charging power for control is equal to or greater than a second threshold value that is greater than the threshold value. The predetermined end condition may be a condition in which a predetermined time elapses after starting control for controlling the engine and the motor so that the battery travels without being charged.

  Alternatively, in the hybrid vehicle of the present invention, the regeneration request prediction state may be a state where the vehicle speed is a predetermined vehicle speed or higher and / or an altitude is a predetermined altitude or higher.

  In addition, in the hybrid vehicle of the present invention, a planetary gear in which three rotation elements are connected to a drive shaft coupled to an axle, an output shaft of the engine, and a rotation shaft of the motor, and the battery can exchange power. And a second motor having a rotating shaft connected to the drive shaft, and the control means is means for controlling the engine, the motor, and the second motor during traveling. You can also.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is explanatory drawing which shows an example of the relationship between battery temperature Tb and input-output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the electrical storage ratio 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 charging / discharging request | requirement power setting routine performed by HVECU70 of an Example. It is explanatory drawing which shows an example of the map for basic charging / discharging request | requirement power setting. It is explanatory drawing which shows an example of the mode of the time change of the charging / discharging electric power Wb of the battery 50, the input limit for control Winf, and the electrical storage ratio SOC whether it is a regeneration request | requirement prediction state. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

  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 drawing, the hybrid vehicle 20 of the embodiment includes an engine 22 that outputs power using gasoline or light oil as a fuel, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that controls the drive of the engine 22, an engine, and the like. A planetary gear 30 having a carrier connected to the crankshaft 26 and a ring gear connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37, and a rotor configured as a synchronous generator motor, for example. Motor MG1 connected to the sun gear of planetary gear 30, for example, a motor MG2 configured as a synchronous generator motor and having a rotor connected to drive shaft 36, inverters 41 and 42 for driving motors MG1 and MG2, Inverters 41 and 42 not shown A motor electronic control unit (hereinafter referred to as “motor ECU”) 40 that controls driving of the motors MG1 and MG2 by switching the elements, and a motor MG1 and MG2 configured as a lithium ion secondary battery via inverters 41 and 42. A battery 50 for exchanging electric power, a battery electronic control unit (hereinafter referred to as battery ECU) 52 for managing the battery 50, and a hybrid electronic control unit (hereinafter referred to as HVECU) 70 for controlling the entire vehicle. .

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a water temperature sensor that detects the crank position θcr from the crank position sensor that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22. From the cam position sensor for detecting the cooling water temperature Tw from the cylinder, the in-cylinder pressure Pin from the pressure sensor installed in the combustion chamber, the rotational position of the intake valve for intake and exhaust to the combustion chamber and the camshaft for opening and closing the exhaust valve Position θca, throttle position TP from a throttle valve position sensor that detects the position of the throttle valve, intake air amount Qa from an air flow meter attached to the intake pipe, intake air temperature Ta from a temperature sensor also attached to the intake pipe, Installed in the exhaust system The air-fuel ratio AF from the air-fuel ratio sensor and the oxygen signal O2 from the oxygen sensor attached to the exhaust system are input via the input port, and the engine ECU 24 is for driving the engine 22. Various control signals, such as the drive signal to the fuel injection valve, the drive signal to the throttle motor that adjusts the throttle valve position, the control signal to the ignition coil integrated with the igniter, and the opening / closing timing of the intake valve can be changed A control signal to the variable valve timing mechanism is output via the output port. The engine ECU 24 is in communication with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operation state of the engine 22 to the HVECU 70 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 a signal from a crank position sensor (not shown) attached to the crankshaft 26.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, 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, rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and not shown. A phase current applied to the motors MG1 and MG2 detected by the current sensor is input via the input port, and the motor ECU 40 outputs a switching control signal to switching elements (not shown) of the inverters 41 and 42. It is output through the port. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 also calculates the rotational angular velocities ωm1, ωm2 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44. ing.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, an inter-terminal voltage Vb from a voltage sensor 51a installed between terminals of the battery 50 or an electric power line connected to an output terminal of the battery 50. The charging / discharging current Ib from the current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input, and data relating to the state of the battery 50 is transmitted to the HVECU 70 by communication as necessary. . Further, the battery ECU 52 is a ratio of the capacity of electric power that can be discharged from the battery 50 at that time based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b in order to manage the battery 50. The storage ratio SOC is calculated, or the input limit Win (≦ 0) that is the allowable charging power of the battery 50 and the output limit Wout (≧ 0) that is the allowable discharge power based on the calculated storage ratio SOC and the battery temperature Tb. And calculating the current-induced input limit IWin (≦ 0), which is the allowable charging power of the battery 50, based on the charge / discharge current Ib, and setting the output limit Wout of the battery 50 to the control output limit Woutf. Of the 50 input limit Win and the current-induced input limit IWin, the larger one (the smaller one) is the control input limit. It is or set to inf. The input / output limits Win and Wout of the battery 50 set 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 limit based on the storage ratio SOC of the battery 50. The correction coefficient can be set by multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient. FIG. 2 shows an example of the relationship between the battery temperature Tb and the input / output limits Win and Wout, and FIG. 3 shows an example of the relationship between the storage ratio SOC of the battery 50 and the correction coefficients of the input / output limits Win and Wout. As shown in the figure, the input / output limits Win and Wout have relatively large limits near the upper and lower limits of the battery temperature Tb and near the upper and lower limits of the power storage rate SOC in order to more reliably suppress the deterioration of the battery 50. That is, the value is set to approach zero. The current-induced input limit IWin can be calculated based on the input limit Win of the battery 50, the charge / discharge current Ib, the storage rate SOC, and the battery temperature Tb, as shown in the following equation (1). When the battery 50 configured as a lithium ion secondary battery is continuously charged, a phenomenon occurs in which lithium is deposited on the negative electrode surface and deterioration (decrease in capacity) is promoted. Therefore, in order to suppress the deterioration of the battery 50, the current-induced input limit IWin increases as the charging power of the battery 50 at that time increases as the charging of the battery 50 continues (the size decreases). It is set so that the limit amount becomes smaller (the magnitude becomes larger) as the discharging power of the battery 50 at that time increases as the charging of the battery 50 continues to be interrupted.

  IWin = Win-f (Ib, SOC, Tb) (1)

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The HVECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening degree from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, the atmospheric pressure Pa from the atmospheric pressure sensor 89, and the like are input via the input port. Yes. As described above, the HVECU 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.

  In the hybrid vehicle 20 of the embodiment thus configured, the required torque Tr * to be output to the drive shaft 36 is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 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 required torque Tr * is output to the drive shaft 36. 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 the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is transmitted to the planetary gear 30 and the motor. The torque conversion operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the torque is converted by the MG1 and the motor MG2 and output to the drive shaft 36, and the sum of the required power and the power required for charging and discharging the battery 50 is met. Operation of the engine 22 is controlled so that power is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is torque generated by the planetary gear 30, the motor MG1, and the motor MG2. The required power is output to the drive shaft 36 with conversion. Charge-discharge drive mode for driving and controlling the motors MG1 and 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 36. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power is output to the drive shaft 36 with the operation of the engine 22. Since there is no substantial difference in control, both are hereinafter referred to as the engine operation mode.

  In the engine operation mode, the HVECU 70 sets the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88, and the set required torque Multiply Tr * by the rotational speed Nr of the drive shaft 36 (for example, the rotational speed Nm2 of the motor MG2 or the rotational speed obtained by multiplying the vehicle speed V by the conversion factor) to calculate the traveling power Pdrv * required for traveling, The required power Pe * as the power to be output from the engine 22 is set by subtracting the charge / discharge required power Pb * (a positive value when discharging from the battery 50) from the calculated traveling power Pdrv *. Then, the target rotational speed Ne of the engine 22 is obtained 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 efficiently output the required power Pe * from the engine 22. * And target torque Te * are set, and the rotational speed feedback control is performed so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the control input / output limits Winf and Woutf for the battery 50. Is used to set a torque command Tm1 * as a torque to be output from the motor MG1, and when the motor MG1 is driven with the torque command Tm1 *, the torque acting on the drive shaft 36 via the planetary gear 30 is subtracted from the required torque Tr *. Set torque command Tm2 * for motor MG2, set target speed Ne * and target torque e * capital sends to the engine ECU24 for the torque command Tm1 *, the Tm2 * is sent to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te *, controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that performs control or the like and receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. With such control, it is possible to travel while outputting the required torque Tr * to the drive shaft 36 within the range of the control input / output limits Winf, Woutf of the battery 50 while operating the engine 22 efficiently. In this engine operation mode, when the required power Pe * of the engine 22 reaches a stop threshold value Pstop defined as the upper limit of the range of the required power Pe * that is better to stop the engine 22, the engine 22 Stop operation and enter motor operation mode.

  In the motor operation mode, the HVECU 70 sets the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, and sets a value 0 to the torque command Tm1 * of the motor MG1 and for control. Torque command Tm2 * of motor MG2 is set and transmitted to motor ECU 40 so that required torque Tr * is output to drive shaft 36 within the range of input / output limits Winf and Woutf. Then, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. With such control, the engine 22 can travel while outputting the required torque Tr * to the drive shaft 36 within the range of the control input / output limits Winf, Woutf for the battery 50 with the engine 22 stopped. 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 traveling power Pdrv * obtained by multiplying the required torque Tr * by the rotational speed Nr of the drive shaft 36. When the engine 22 has reached the start threshold Pstart determined as the lower limit of the range of the required power Pe * that should be started, 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. FIG. 4 is a flowchart illustrating an example of a charge / discharge required power setting routine executed by the HVECU 70 of the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the charge / discharge required power setting routine is executed, the HVECU 70 first inputs data such as the vehicle speed V from the vehicle speed sensor 88, the altitude H, the storage ratio SOC of the battery 50, the input limit Win, and the control input limit Winf. The process which performs is performed (step S100). Here, the altitude H is assumed to be the value obtained by converting the atmospheric pressure Pa from the atmospheric pressure sensor 89 into the altitude H. Further, the storage ratio SOC, the input limit Win, and the control input limit Winf of the battery 50 are calculated based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b, respectively, and the battery temperature Tb of the battery 50 Calculated based on the storage rate SOC and the current-based input limit IWin calculated based on the charge / discharge current Ib and the input limit Win set as the larger one (the smaller one). Input from the battery ECU 52 by communication.

  When the data is input in this way, the basic charge / discharge required power Pbtmp as a basic value of the charge / discharge required power Pb * of the battery 50 is set based on the input storage ratio SOC of the battery 50 (step S110). Here, the basic charge / discharge required power Pbtmp is stored in a ROM (not shown) as a basic charge / discharge required power setting map by predetermining the relationship between the storage ratio SOC of the battery 50 and the basic charge / discharge required power Pbtmp in the embodiment. In addition, when the storage ratio SOC of the battery 50 is given, the corresponding basic charge / discharge required power Pbtmp is derived and set from the stored map. An example of the basic charge / discharge required power setting map is shown in FIG. As shown in the figure, the basic charge / discharge required power Pbtmp is positive (discharge side) when the storage ratio SOC of the battery 50 is larger than a predetermined target ratio SOC * (for example, 55%, 60%, 65%, etc.). When a value is set and the storage ratio SOC of the battery 50 is smaller than the target ratio SOC *, a negative (charge side) value is set.

  Subsequently, a limit amount α of the control input limit Winf with respect to the input limit Win is calculated by subtracting the input limit Win from the control input limit Winf of the battery 50 (step S120). Here, the limit amount α is such that when the current-induced input limit IWin is less than or equal to the input limit Win (when the current-induced input limit IWin is greater than or equal to the input limit Win), the input limit Win is the control input limit. Since it is set to Winf, the value is 0. When the current-induced input limit IWin is larger than the input limit Win, the current-induced input limit IWin is set to the control input limit Winf, and thus has a positive value.

  Next, the value of the flag F is checked (step S130). Here, the flag F is set to 0 when the basic charge / discharge required power Pbtmp is set to the charge / discharge required power Pb *, and is set to 1 when the charge / discharge required power Pb * is set by any other method. The flag to be set.

  When the flag F is 0, the limit amount α is compared with the threshold value αref1 (step S140). Here, the threshold value αref1 is used to determine whether or not the control input limit Winf is in a severely limited state in which the input limit Win is limited to some extent with respect to the input limit Win. For example, 1 kW, 2 kW, 3 kW Etc. can be used.

  When the limit amount α is less than the threshold value αref1 (when the control input limit Winf is less than the value (Win + αref1)), it is determined that there is no strict limit state, and the basic charge / discharge request power Pbtmp set in step S110 is determined. The charge / discharge required power Pb * is set (step S170), the value 0 is set in the flag F (step S180), and this routine is terminated. As a result, the drive control described above outputs the required power Pe * based on the travel power Pdrv * and the charge / discharge required power Pb * (= Pbtmp) from the engine 22, that is, according to the charge / discharge required power Pb *. It is possible to travel while charging and discharging the battery 50 with the generated electric power.

  When the limit amount α is greater than or equal to the threshold value αref1 in step S140 (when the control input limit Winf is greater than or equal to the value (Win + αref1)), it is determined that it is in a severely restricted state, and the vehicle speed V is compared with the threshold value Vref (step). S150), the altitude H is compared with the threshold value Href (step S160). Here, the threshold value Vref and the threshold value Href are regenerative request prediction states in which a request for regenerative driving (charging of the battery 50) of the motor MG2 for a predetermined time (for example, several tens of seconds or several minutes) or longer in the subsequent travel is predicted. The threshold Vref can be, for example, 50 km / h, 60 km / h, 70 km / h, or the like, and the threshold Href is For example, 800 m, 1000 m, 1200 m, or the like can be used. The processes in steps S150 and S160 have a large kinetic energy when traveling at a high vehicle speed, and a large potential energy when traveling on a high altitude. There is a process performed based on the reason that it is considered that a request for regenerative driving of motor MG2 is predicted.

  When the vehicle speed V is less than the threshold value Vref or when the altitude H is less than the threshold value Href, it is determined that the regeneration request prediction state is not established, and the basic charge / discharge request power Pbtmp is set to the charge / discharge request power Pb * of the battery 50 (step S170). Then, the flag F is set to 0 (step S180), and this routine is terminated.

  On the other hand, when the vehicle speed V is equal to or higher than the threshold value Vref and the altitude H is equal to or higher than the threshold value Href, it is determined that the regeneration request is predicted, and the charge / discharge required power Pb * is within a range of 0 or more based on the storage ratio SOC of the battery 50. Is set (step S190), a value 1 is set to the flag F (step S200), and this routine is terminated. Here, the charge / discharge required power Pb * is set to a value of 0 when the storage ratio SOC of the battery 50 is less than or equal to a predetermined value Sref (for example, 35%, 40%, 45%, etc.), and the storage ratio SOC of the battery 50 is When the value is higher than the predetermined value Sref, a value (positive value) that tends to increase from the value 0 as the power storage ratio SOC increases is set. In this way, in the drive control described above, the charge / discharge required power Pb * (≧ 0) is set according to the storage ratio SOC of the battery 50 when the strict limit state and the regeneration request prediction state are reached. Since the power Pe * is equal to or less than the traveling power Pdrv *, the battery 50 can be prevented from being charged, and the control input limit Winf (current-induced input limit IWin) of the battery 50 is increased ( (The size is reduced). Moreover, by setting the charge / discharge request power Pb * to 0 when the storage ratio SOC of the battery 50 is equal to or less than the predetermined value Sref, it is possible to suppress the storage ratio SOC of the battery 50 from becoming too low.

  When the value 1 is set in the flag F in this way, the next time this routine is executed, it is determined in step S130 that the flag F is a value 1, and the limit amount α is a threshold value α that is greater than or equal to 0 and smaller than the threshold value αref1. Compare with αref2 (step S210). Here, the threshold value αref2 is used to determine whether or not it may be determined that the strict restriction state has been reached. For example, a value of 0 or the like can be used.

  When the limit amount α is greater than the threshold value αref2 (when the control input limit Winf is greater than the value (Win + αref2)), the charge / discharge required power Pb * is set in a range of 0 or more based on the storage ratio SOC of the battery 50. (Step S190), the flag F is set to 1 (Step S200), and this routine is terminated.

  On the other hand, when the limit amount α is equal to or smaller than the threshold value αref2 (when the control input limit Winf is equal to or smaller than the value (Win + αref2)), the basic charge / discharge required power Pbtmp is set to the charge / discharge required power Pb * of the battery 50 (step (S170) A value 0 is set in the flag F (step S180), and this routine is terminated.

  As described above, when the limit amount α of the control input limit Winf with respect to the input limit Win is equal to or greater than the threshold value αref1, the vehicle speed V is equal to or greater than the threshold value Vref, and the altitude H is equal to or greater than the threshold value Href, the limit amount α is thereafter decreased to the threshold value αref2 or less. Since the charge / discharge required power Pb * is set in the range of 0 or more, the control input limit Winf (current-induced input limit IWin) of the battery 50 can be prevented from increasing (decreasing in size). . As a result, the battery 50 can be charged when regenerative driving of the motor MG2 is requested for a certain amount of time (for example, several tens of seconds or several minutes) during travel after the limit amount α becomes equal to or less than the threshold value αref2. More power (amount of power) can be increased. As a result, it is possible to further improve the energy efficiency of the vehicle.

  FIG. 6 is an explanatory diagram showing an example of a change over time of whether or not the regeneration request is predicted, charge / discharge power Wb of battery 50, control input limit Winf, and storage rate SOC. In the figure, the solid line indicates the state of the embodiment in which the battery 50 is not charged when the strict restriction state and the regeneration request prediction state are reached, and the alternate long and short dash line indicates the strict restriction state and the regeneration request prediction state. The mode of the comparative example which does not interrupt charge of the battery 50 is shown. The charge / discharge power Wb of the battery 50 can be calculated by, for example, the product of the inter-terminal voltage Vb of the battery 50 and the charge / discharge current Ib. In the comparative example, as indicated by the alternate long and short dash line in the figure, the control input limit Winf increases (the size decreases) as the battery 50 continues to be charged, and the charging power Wb of the battery 50 also decreases. Go. On the other hand, in the embodiment, as shown by the solid line in the figure, after the time t1 when the control input limit Winf (current-induced input limit IWin) starts to be limited with respect to the input limit Win, the severely limited state and the regeneration request prediction state Then, charging of the battery 50 is interrupted at time t2. As a result, the control input limit Winf (current-induced input limit IWin) gradually decreases thereafter, and the charging of the battery 50 is resumed at time t3 when the severe limit state is not reached. After that, if the regeneration request prediction state is not reached at time t4 when the severe restriction state is reached, charging of the battery 50 is continued. Therefore, when the regenerative drive of the motor MG2 for a certain time (for example, several tens of seconds or several minutes) is requested after the time t3, the battery is switched from a state where the control input limit Winf is small (large). 50 can be charged, so that the electric power (amount of electric power) that can be charged in the battery 50 can be increased.

  According to the hybrid vehicle 20 of the embodiment described above, the amount of restriction between the input restriction Win according to the storage ratio SOC of the battery 50 and the battery temperature Tb and the current-induced input restriction IWin according to the charge / discharge current Ib of the battery 50. When the control input limit Winf for which the input is larger (smaller) is greater than the threshold value αref1, the vehicle speed V is greater than or equal to the threshold value Vref, and the altitude H is greater than or equal to the threshold value Href, Until the limit amount α becomes equal to or less than the threshold value αref2 smaller than the threshold value αref1, the charge / discharge required power Pb * is set in the range of 0 or more, and the power obtained by subtracting the charge / discharge required power Pb * from the travel power Pdrv * Is output from the engine 22 and the output limit Woutf for control in which the output limit Wout of the battery 50 is set. Since the engine 22 and the motors MG1 and MG2 are controlled so that the motors MG1 and MG2 are driven within the range of the control input limit Winf, the battery 50 can be prevented from being (temporarily) charged. In the travel after the amount α becomes equal to or less than the threshold value αref2, when the regenerative drive of the motor MG2 for a certain period of time is requested, the power (power amount) that can be charged to the battery 50 can be increased. As a result, it is possible to further improve the energy efficiency of the vehicle.

  In the hybrid vehicle 20 of the embodiment, when the limit amount α of the control input limit Winf with respect to the input limit Win is equal to or greater than the threshold value αref1, it is determined whether or not the regeneration request prediction state is established using the vehicle speed V and the altitude H. However, it is also possible to determine whether the vehicle is in the regeneration request prediction state using only one of the vehicle speed V and the altitude H.

  In the hybrid vehicle 20 according to the embodiment, when the vehicle is in the severely restricted state and the regeneration request prediction state, the charge / discharge required power Pb * is in the range of 0 or more until the limit amount α becomes equal to or less than the threshold value αref2 smaller than the threshold value αref1 thereafter. However, the charging avoidance setting process may be continued until a predetermined time (for example, several seconds) elapses after the start of the charging avoidance setting process.

  In the hybrid vehicle 20 of the embodiment, the charge / discharge required power Pb * is set within a range of 0 or more according to the storage ratio SOC of the battery 50 when the strict limit state and the regeneration request prediction state are reached. Regardless of the storage ratio SOC of the battery 50, a fixed value of 0 or more may be set as the charge / discharge required power Pb *.

  In the hybrid vehicle 20 of the embodiment, the charge / discharge required power Pb * is set within a range of 0 or more according to the storage ratio SOC of the battery 50 when the strict limit state and the regeneration request prediction state are reached. The charge / discharge required power Pb * may be set by adding a correction value ΔPb in a range where the charge / discharge required power Pb * is 0 or more to the basic charge / discharge required power Pbtmp. Here, the basic value ΔPb is set to a value of 0 or a positive value, for example, when the basic charge / discharge required power Pbtmp is greater than or equal to the value 0, and when the basic charge / discharge required power Pbtmp is less than the value 0, the absolute value is the basic charge / discharge. For example, a positive value greater than or equal to the required power Pbtmp can be set.

  In the hybrid vehicle 20 of the embodiment, when the strict limit state and the regeneration request prediction state are established, the battery 50 is not charged by setting the charge / discharge request power Pb * within a range of 0 or more and using it for drive control. However, it is also possible to prevent the battery 50 from being charged by setting a value 0 to the control input limit Winf for control of the battery 50 and using it for drive control. .

  In the hybrid vehicle 20 of the embodiment, the larger one (smaller one) of the input limit Win of the battery 50 and the current-induced input limit IWin is set as the control input limit Winf. However, the present invention is not limited to this. The control input limit Winf tends to increase (decrease in size) as the battery 50 continues to be charged and decrease in size (increase in size) as the charging of the battery 50 continues to be interrupted. Anything can be set.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 7, the drive shaft 36 transmits the power from the motor MG2. It may be connected to an axle (an axle connected to the wheels 39a and 39b in FIG. 7) different from the connected axle (the axle to which the drive wheels 38a and 38b are connected).

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, but is exemplified in the hybrid vehicle 220 of the modification of FIG. As described above, the inner rotor 232 connected to the crankshaft of the engine 22 and the outer rotor 234 connected to the drive shaft 36 that outputs power to the drive wheels 38a and 38b have a part of the power from the engine 22. A counter-rotor motor 230 that transmits power to the drive shaft 36 and converts remaining power into electric power may be provided.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, and the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 320 of the modified example of FIG. 9, the motor MG is attached to the drive shaft 36 connected to the drive wheels 38a and 38b via the transmission 330, and the clutch 329 is attached to the rotation shaft of the motor MG. The power from the engine 22 is output to the drive shaft 36 via the rotation shaft of the motor MG and the transmission 330, and the power from the motor MG is output to the drive shaft via the transmission 330. It is good also as what outputs to.

  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 “engine”, the motor MG1 corresponds to the “motor”, the battery 50 corresponds to the “battery”, and the input restriction Win according to the storage ratio SOC of the battery 50 and the battery temperature Tb. And the control input limit Winf for which the limit amount is larger (smaller) between the current-induced input limit IWin corresponding to the charge / discharge current Ib of the battery 50 and the limit amount α for the input limit Win is the threshold value αref1. As described above, when the vehicle speed V is equal to or higher than the threshold value Vref and the altitude H is equal to or higher than the threshold value Href, the required charge / discharge power Pb * is set in a range of 0 or higher until the limit amount α becomes equal to or lower than the threshold value αref2 smaller than the threshold value αref1. The power obtained by subtracting the charge / discharge required power Pb * from the traveling power Pdrv * is output from the engine 22 and HVECU 70 and engine which control engine 22 and motors MG1 and MG2 so that motors MG1 and MG2 are driven within the range of control output limit Woutf and control input limit Winf in which output limit Wout of battery 50 is set. The ECU 24 and the motor ECU 40 correspond to “control means”. Further, the planetary gear 30 corresponds to a “planetary gear”, and the motor MG2 corresponds to a “motor”.

  Here, the “engine” is not limited to the engine 22 that outputs power using gasoline, light oil, or the like as a fuel, but may be any engine that can output driving power, such as a hydrogen engine. I do not care. The “motor” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any one that can input and output power to the output shaft of the engine, such as an induction motor. The “battery” is not limited to the battery 50 configured as a lithium ion secondary battery, and may be any battery as long as it can exchange electric power with the motor. The “control means” is not limited to the combination of the HVECU 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. As the “control means”, the limit amount is large (large) between the input limit Win according to the storage ratio SOC of the battery 50 and the battery temperature Tb and the current-based input limit IWin according to the charge / discharge current Ib of the battery 50 (large). When the control input limit Winf for which the control input limit Winf is set is smaller than the threshold value αref1, the vehicle speed V is equal to or higher than the threshold value Vref, and the altitude H is equal to or higher than the threshold value Href, the limit amount α is thereafter set. The charge / discharge required power Pb * is set in the range of 0 or more until the value becomes less than the threshold value αref2 smaller than the threshold value αref1, and the power obtained by subtracting the charge / discharge required power Pb * from the traveling power Pdrv * is obtained from the engine 22. A control output limit Woutf and a control input limit Winf for which the output limit Wout of the battery 50 is set. Is not limited to controlling the engine 22 and the motors MG1 and MG2 so that the motors MG1 and MG2 are driven within the range of In the control of the engine and the motor so that the battery travels while being charged and discharged within the range of the allowable charging power for control that tends to loosen as the continuation continues, the allowable charging power for control is limited to a threshold value or less. When the motor is in a regenerative request prediction state in which a motor regenerative drive request for a predetermined time or longer is predicted in a severely restricted state and running after the present, the battery is not charged until a predetermined end condition is satisfied. As long as it controls the engine and the motor, it does not matter. The “planetary gear” is not limited to the planetary gear 30 (single pinion type planetary gear), but includes a drive shaft connected to the axle, such as a double pinion type planetary gear or a combination of a plurality of planetary gears. As long as three rotating elements are connected to the output shaft of the engine and the rotating shaft of the motor, any configuration may be used. The “second motor” is not limited to the motor MG2 configured as a synchronous generator motor, but may be an induction motor or the like that can exchange power with a battery and has a rotating shaft connected to a drive shaft. It doesn't matter what.

  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, 220, 320 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 39a, 39b wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 52 battery electronic control unit (battery ECU), 70 hybrid electronic control unit (HV ECU), 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, 89 atmospheric pressure sensor, 230 rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor.

Claims (7)

An engine capable of outputting power for traveling, a motor capable of inputting / outputting power to / from the output shaft of the engine, a battery capable of exchanging electric power with the motor, and the restriction becomes stricter as charging of the battery continues. A hybrid comprising: control means for controlling the engine and the motor so that the battery travels while being charged and discharged within a range of allowable charging power for control that tends to loosen as the battery is continuously interrupted. In cars,
The control means is a regenerative request prediction state in which the regenerative drive request of the motor for a predetermined time or longer is predicted in a strictly limited state in which the magnitude of the control allowable charging power is limited to a threshold value or less and traveling after the present time when it becomes, until predetermined termination condition is satisfied Ri means der for controlling said said engine motor so that the battery is running without being charged,
The regeneration request prediction state, the vehicle speed is situations that der and altitude above the predetermined vehicle speed is not less than a predetermined altitude,
Hybrid car. The hybrid vehicle according to claim 1,
The control means continues the charging of the battery according to the first allowable charging power according to the storage ratio and temperature of the battery, and the first allowable charging power and the charge / discharge current, storage ratio and temperature of the battery. Of the second allowable charge power that becomes more restrictive according to the continuation of the interruption of charging of the battery and that has a smaller magnitude as the allowable charge power for control, and the first allowable charge power A value that is a predetermined value smaller than the size of
Hybrid car. A hybrid vehicle according to claim 1 or 2,
The control means is a means for controlling the power obtained by subtracting the charging / discharging required power of the battery from the driving power required for traveling to be output from the engine,
Further, the control means is means for setting a power of a value of 0 or more to the charge / discharge request power of the battery when the strict restriction state and the regeneration request prediction state are established.
Hybrid car. A hybrid vehicle according to claim 3,
The control means sets a value of 0 to the charge / discharge required power of the battery when the storage ratio of the battery is equal to or less than a predetermined ratio when the strictly limited state and the regeneration request prediction state are established, and the storage ratio of the battery Is a means for setting the power that tends to increase as the power storage ratio of the battery increases to the charge / discharge required power of the battery when the battery is larger than the predetermined ratio.
Hybrid car. A hybrid vehicle according to claim 1 or 2,
The control means is means for setting a value of 0 to the allowable charging power for control when the strict restriction state and the regeneration request prediction state are established.
Hybrid car. A hybrid vehicle according to any one of claims 1 to 5,
The predetermined termination condition is a condition in which the magnitude of the control allowable charging power is equal to or greater than a second threshold value that is greater than the threshold value.
Hybrid car. A hybrid vehicle according to any one of claims 1 to 6 ,
A planetary gear in which three rotating elements are connected to a driving shaft coupled to an axle, an output shaft of the engine, and a rotating shaft of the motor;
A second motor capable of exchanging electric power with the battery and having a rotation shaft connected to the drive shaft;
With
The control means is means for controlling the engine, the motor, and the second motor during traveling.
Hybrid car.

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