JP5971188B2 - 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 generator capable of generating electric power using power from the engine, and a battery capable of exchanging electric power with the generator. It relates to automobiles.

  Conventionally, in this type of hybrid vehicle, an engine, a first motor, a drive shaft coupled to an axle, a crankshaft of the engine, and a rotary shaft of the first motor are connected to a ring gear, a carrier, and a sun gear. A distribution integration mechanism, a second motor having a rotor connected to the drive shaft, a battery that exchanges electric power with the first motor and the second motor, noise generated by engine operation from the fuel efficiency optimal operation line, There has been proposed one that controls an engine so that the engine is operated at an operation point using an NV line in which a noise vibration region in which vibrations give the driver a sense of incongruity is shifted to a low torque side (see, for example, Patent Document 1). ). In this hybrid vehicle, such control suppresses the driver from feeling uncomfortable due to noise (bumping noise) and vibration generated by engine operation.

JP 2011-183910 A

  In such a hybrid vehicle, when the battery is charged while driving the engine while the vehicle is stopped, there is almost no running noise caused by running. Therefore, when the engine is driven at the driving point using the NV line, However, there are cases where the driver feels uncomfortable due to abnormal engine exhaust noise.

  The main purpose of the hybrid vehicle of the present invention is to suppress the driver from feeling uncomfortable due to abnormal engine exhaust noise when the battery is charged while the engine is running while the vehicle is stopped.

  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 driving power, a generator capable of generating electricity using the power from the engine, a battery capable of exchanging power with the generator, and a relationship between the engine speed and torque are defined. A hybrid vehicle comprising: storage means for storing the first operation line; and control means for controlling the engine so that the engine is operated at a first operation point corresponding to the first operation line and the required power. There,
In addition to the first operation line, the storage means is higher than the first operation line in the predetermined power range and on the low-torque side at a higher rotation speed and at least part of the lower limit side of the predetermined power range from the first operation line. Means for storing a second operation line having a small torque change rate as a degree of increase in torque with respect to an increase in rotational speed;
The control means is a means for controlling the engine to be operated at a second operating point corresponding to the second operating line and the required power when the required power is within the predetermined power range while the vehicle is substantially stopped. is there,
This is the gist.

  In the hybrid vehicle of the present invention, the engine is basically controlled so that the engine is operated at the first operation point corresponding to the first operation line and the required power. When the required power is within the predetermined power range while the vehicle is substantially stopped, the rotation speed is higher than the first operating line within the predetermined power range and on the lower torque side than the first operating line, and at least part of the lower limit side of the predetermined power range. Control is performed so that the engine is operated at the second operation point corresponding to the second operation line and the required power with a small torque change rate as the degree of increase in torque with respect to the increase in number. As a result, the engine torque (displacement per cycle) is smaller than when the engine is operated at the first operating point when the required power is within the predetermined power range while the vehicle is stopped. It is possible to suppress the driver from feeling uncomfortable due to the exhaust noise. Of course, since the engine is operated at the second operating point, the battery outputs a larger amount of power from the engine than when the engine is operated at the operating point at which the torque is reduced at the same speed as the first operating point. It is possible to charge the battery, and it is possible to suppress an increase in the time required to complete the charging of the battery. Here, the first operation line is in a fuel efficiency optimal operation line that operates the engine efficiently (prioritizing driving efficiency), or in a noise level that can give the driver a sense of incongruity due to the engine noise in the fuel efficiency optimal operation line. This can be considered a booming noise suppression operation line or the like in which the above portion is shifted outside the booming noise region on the high rotational speed and low torque side (the remaining portion is the same as the fuel efficiency optimum operation line). The “predetermined power range” may be a power range that gives the driver an uncomfortable feeling due to abnormal engine exhaust when the engine is operated at the first operating point. Furthermore, in the “substantially stopped” state, in addition to stopping (including parking), an extremely low vehicle speed (for example, a vehicle speed range in which creep torque is output when the accelerator is off (for example, 5 km / h or less, 7 km / h or less) , Vehicle speed range of 10 km / h or less), etc.).

  In such a hybrid vehicle of the present invention, when the requested power is within the predetermined power range while the vehicle is stopped, the control means causes the engine to be operated at the first operating point when a stop of a predetermined time or more is not predicted. It is also possible to control the engine so that the engine is operated at the second operating point when the vehicle is predicted to stop for the predetermined time or longer. If it carries out like this, it can suppress that the operating point of an engine switches to a 1st driving point, a 2nd driving point, and a 1st driving point in a short time.

  Also, in the hybrid vehicle of the present invention, the second operation line is an operation line in which the rotation speed is constant and the torque increases as the power increases in a part of the upper limit side in the predetermined power range. You can also.

  Furthermore, in the hybrid vehicle of the present invention, a planetary gear in which three rotating elements are connected to a drive shaft coupled to an axle, an output shaft of the engine, and a rotating shaft of the generator, and the battery can exchange electric power. A motor having a rotary shaft connected to the drive shaft.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. It is a flowchart which shows an example of the engine operation point setting routine performed by HVECU70 of an Example. It is explanatory drawing which shows an example of a booming noise suppression operation line, and a mode that the 1st temporary rotation speed Nenv and the 1st temporary torque Tenv are set. It is explanatory drawing which shows an example of a booming noise suppression operation line and an exhaust unusual noise suppression operation line. It is explanatory drawing which shows an example of an exhaust noise suppression operation line, and a mode that 2nd temporary rotation speed Neex and 2nd temporary torque Teex are set. 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, and FIG. 2 is a configuration diagram showing an outline of the configuration of an engine 22. 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 a motor ECU) 40 that drives and controls the motors MG1 and MG2 by switching the elements, and a motor MG1, configured as, for example, a lithium ion secondary battery via inverters 41 and 42. The battery 50 that exchanges power with the MG 2, a battery electronic control unit (hereinafter referred to as a battery ECU) 52 that manages the battery 50, and a power line 54 to which the inverters 41, 42 and the battery 50 are connected are supplied with power. An air conditioner 60 for air conditioning in the passenger compartment, an outlet 62 into which a plug of an external device (such as a household appliance) that is not a vehicle component can be plugged, and an external device plug is inserted into the outlet 62 When the DC power of the power line 54 is at a predetermined voltage (for example, Comprises 00V and DC / AC converter 64 can be supplied to the outlet 62 is converted into AC power (external device) such), the hybrid electronic control unit which controls the entire vehicle (hereinafter, the HVECU hereinafter) 70, a.

  As shown in FIG. 2, the engine 22 sucks air cleaned by the air cleaner 122 through the throttle valve 124 and injects fuel from the fuel injection valve 126 to mix the sucked air and fuel. The air-fuel mixture is sucked into the combustion chamber via the intake valve 128 and is explosively burned by an electric spark from the spark plug 130. The reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is sent to the outside air through a purification device 134 having a purification catalyst (three-way catalyst) 134a that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). The exhaust gas is supplied to the intake pipe 125 via an exhaust gas recirculation device (hereinafter referred to as an “EGR (Exhaust Gas Recirculation) system”) 160 that is exhausted and recirculates the exhaust gas to the intake air. The EGR system 160 is disposed in the EGR pipe 162 and the EGR pipe 162 for connecting the intake pipe 125 downstream of the purifier 134 in the exhaust pipe 133 of the engine 22 and the intake pipe 125 to supply exhaust gas to the surge tank of the intake pipe 125. EGR valve 164. The EGR system 160 adjusts the recirculation amount of exhaust gas as non-combustion gas by adjusting the opening degree of the EGR valve 164 and recirculates it to the intake pipe 125. In this way, the engine 22 can suck a mixture of air, exhaust, and gasoline into the combustion chamber. Hereinafter, the recirculation of the exhaust of the engine 22 to the intake pipe 125 is referred to as EGR, the exhaust that circulates from the exhaust pipe 133 of the engine 22 to the intake pipe 125 is referred to as EGR gas, and the flow rate of the EGR gas is referred to as the EGR amount Vegr.

  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 detects signals from various sensors that detect the state of the engine 22, for example, the crank position θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22. The cam position for detecting the coolant temperature Tw from the water temperature sensor 142, the in-cylinder pressure Pin from the pressure sensor attached to the combustion chamber, and the rotational position of the intake valve 128 for intake and exhaust to the combustion chamber and the camshaft for opening and closing the exhaust valve The cam angle θca from the sensor 144, the throttle opening TH from the throttle valve position sensor 146 that detects the position of the throttle valve 124, the intake air amount Qa from the air flow meter 148 attached to the intake pipe 125, and the intake pipe 125 Installed temperature The intake air temperature Ta from the degree sensor 149, the intake pressure Pa from the pressure sensor that detects the pressure in the intake pipe 125, and the knock signal from the knock sensor 159 that is attached to the cylinder block and detects the vibration caused by the occurrence of knocking Ks, catalyst temperature Tc from the temperature sensor 134b that detects the temperature of the purification catalyst 134a of the purification device 134, air-fuel ratio AF from the air-fuel ratio sensor 135a attached upstream of the purification device 134 in the exhaust pipe 133, and exhaust pipe 133 The oxygen signal O2 from the oxygen sensor 135b mounted on the downstream side of the purifier 134 in FIG. 1, the EGR valve opening degree EV from the EGR valve opening degree sensor 165 for detecting the opening degree of the EGR valve 164, etc. are input via the input port. Has been. Also, the engine ECU 24 integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. A control signal to the ignition coil 138, a control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128, a control signal to the stepping motor 163 that adjusts the opening of the EGR valve 164, and the like are output. It is output through the port. The engine ECU 24 communicates 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 operating state of the engine 22 as necessary. The engine ECU 24 calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position θcr from the crank position sensor 140, or the intake air amount Qa from the air flow meter 148 and the rotational speed of the engine 22 Based on the number Ne, the volume efficiency as the load of the engine 22 (ratio of the volume of air actually sucked in one cycle to the stroke volume per cycle of the engine 22) KL is calculated, or from the crank position sensor 140 The intake valve 128 opening / closing timing VT is calculated based on the angle (θci−θcr) of the intake camshaft of the intake valve 128 from the cam position sensor 144 to the crank angle θcr, and the knock sensor 159 The magnitude of the signal Ks The knock intensity Kr indicating the level of occurrence of knocking is calculated based on the waveform and the intake air amount Qa from the air flow meter 148, the EGR valve opening degree EV from the EGR valve opening degree sensor 165, and the engine speed Ne. The EGR rate Regr as the ratio of the EGR amount Vegr to the sum of the EGR amount and the intake air amount Qa of the engine 22 is calculated based on the above.

  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, and input / output limits Win and Wout, which are allowable input / output powers that may charge / discharge the battery 50, are calculated based on the calculated storage ratio SOC and the battery temperature Tb. 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 limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  The HVECU 70 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU 72, a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port, and a communication port. Here, in the ROM 74, the operation line of the engine 22 determined as the relationship between the rotational speed Ne of the engine 22 and the torque Te (required power Pe *) (the fuel efficiency optimum operation line, the booming noise suppression operation line, which is described later, Sound suppression operation line, etc.) are stored. 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, and the like are input via the input port. 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, the shift position SP detected by the shift position sensor 82 includes a parking position (P position) used during parking, a reverse position (R position) for reverse travel, and a neutral position ( N position) and forward drive position (D position).

  In the hybrid vehicle 20 of the embodiment configured in this way, the vehicle travels by hybrid traveling (HV traveling) that travels with the operation of the engine 22 or electric traveling (EV traveling) that travels while the operation of the engine 22 is stopped.

  During travel in HV travel, the HVECU 70 sets the required torque Tr * required for travel 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 * required for the vehicle is obtained by subtracting the charge / discharge required power Pb * (a positive value when discharging from the battery 50) based on the storage ratio SOC of the battery 50 from the calculated traveling power Pdrv *. Set. Then, the target rotational speed Ne * and the target torque Te * as the target operating point of the engine 22 are set using the required power Pe * and the operation line as the relationship between the rotational speed Ne of the engine 22 and the torque Te. To do. Here, the details of setting the operation point of the engine 22 will be described later. Subsequently, the torque command Tm1 * of the motor MG1 is set by the rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. At the same time, 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 * to set the torque command Tm2 * of the motor MG2, and the set target rotational speed Ne * and target torque Te * are transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * are transmitted 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 *. By such control, the required torque Tr * (driving power Pdrv *) is driven within the range of the input / output limits Win and Wout of the battery 50 while operating the engine 22 at the operation point corresponding to the required power Pe * and the operation line. It is possible to travel by outputting to the shaft 36. During traveling in HV traveling, when the stop condition of the engine 22 is satisfied, for example, when the required power Pe * is less than the stop threshold value Pstop, the operation of the engine 22 is stopped and the traveling is shifted to EV traveling. .

  During EV traveling, the HVECU 70 sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, sets a value 0 to the torque command Tm1 * of the motor MG1, and also sets the input / output limit Win of the battery 50. , Wout, a 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 36. 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 *. By such control, it is possible to travel by outputting the required torque Tr * (travel power Pdrv *) to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50 with the engine 22 stopped. When running in the EV running mode, the engine 22 is started when the starting condition of the engine 22 is satisfied, such as when the required power Pe * calculated in the same way as in running by HV running reaches the starting threshold value Pstart or more. Transition to HV traveling.

  Further, in the hybrid vehicle 20 of the embodiment, when the vehicle is stopped (including parking), the storage ratio SOC of the battery 50 is a threshold Slo (for example, 20% or 22%, as the storage ratio SOC at which charging of the battery 50 is started). In the following cases, if the engine 22 is stopped, the engine 22 is started, the battery 50 is charged by power generation by the motor MG1 using the power from the engine 22, and the storage ratio SOC of the battery 50 is When the threshold value Shi (for example, 40%, 42%, 45%, or the like) as the power storage ratio SOC at which 50 charging is completed is reached, charging of the battery 50 is ended (the operation of the engine 22 is stopped). When charging the battery 50, the HVECU 70 sets a value obtained by inverting the sign of the charge / discharge required power Pb * of the battery 50 based on the storage ratio SOC of the battery 50 as the required power Pe *, and the required power Pe * and the engine A target rotational speed Ne * and a target torque Te * as target operating points of the engine 22 are set using the 22 operation lines. Here, the details of setting the operation point of the engine 22 will be described later. Subsequently, the torque command Tm1 * of the motor MG1 is set by the rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. At the same time, a torque for canceling the torque acting on the drive shaft 36 via the planetary gear 30 when the motor MG1 is driven with the torque command Tm1 * is set in the torque command Tm2 * of the motor MG2, and the set target rotational speed Ne * And target torque Te * are transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * are transmitted 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 *. By such control, the battery 50 can be charged within the range of the input / output limit Win of the battery 50 while operating the engine 22 at the operation point corresponding to the required power Pe * and the operation line. When the shift position SP is stopped at the travel position (drive position or reverse position), it is considered that a braking force by a hydraulic brake (not shown) corresponding to the brake pedal position BP is applied to the drive wheels 38a and 38b. When the shift position SP is stopped at the parking position (parking), it is considered that the drive wheels 39a and 39b are locked by a parking lock device (not shown), so that no torque is output from the motor MG2. Good.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when setting the operation point of the engine 22 during traveling or when stopped (including parking) will be described. FIG. 3 is a flowchart illustrating an example of an engine operation point 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 engine 22 is operated.

  When the engine operation point setting routine is executed, the HVECU 70 first stops at the required power Pe * or the stopping flag Fs1 indicating whether or not the vehicle is stopped for a predetermined time (for example, several tens of seconds or several minutes) or more. Data such as a predetermined time stoppage prediction flag Fs2 indicating whether or not is predicted is input (step S100). Here, the required power Pe * is described by the value (Pe * = Tr * · Nr−Pb *) set by the method described in the drive control of HV traveling, or by the drive control when charging the battery 50 while the vehicle is stopped. The value (Pe * = − Pb *) set by the above method was input. The stop flag Fs1 is set to a value of 0 when the vehicle is not stopped (during traveling), and is read and input when the vehicle is stopped. Further, the predetermined time stop prediction flag Fs is set to a value of 0 when a stop of a predetermined time or more is not predicted, and a value set to 1 is read and input when a stop of a predetermined time or more is predicted. . Note that when stopping for a predetermined time or more is predicted, the shift position SP is a parking position or the stopping time has reached a predetermined time for determination (for example, 3 seconds, 5 seconds, 10 seconds, etc.). You can think about time.

  When the data is input in this way, the target rotational speed Ne * and the target torque Te * of the engine 22 are calculated using the required power Pe * and a humming noise suppression operation line that prioritizes the suppression of the humming noise over the operating efficiency of the engine 22. A first temporary rotational speed Nenv and a first temporary torque Tenv as temporary values of 1 are set (step S110). Here, the booming noise suppression operation line can give the driver a sense of incongruity due to the booming noise of the engine 22 in the fuel efficiency optimum operation line that operates the engine 22 efficiently (prioritizing driving efficiency) (the noise level of the booming noise is This is an operation line in which the portion in the booming noise region (exceeding the allowable value) is shifted to the outside of the booming noise region on the high rotation speed and low torque side (the remaining portion is the same as the optimum fuel consumption operation line). FIG. 4 is an explanatory diagram showing an example of a booming noise suppression operation line and how the first temporary rotation speed Nenv and the first temporary torque Tenv are set. The first temporary rotation speed Nenv and the first temporary torque Tenv can be obtained as an intersection torque Te between a curve having a constant required power Pe * (equal power line of the required power Pe *) and a booming noise suppression operation line. Hereinafter, the operation point composed of the first temporary rotation speed Nenv and the first temporary torque Tenv is referred to as a muffled noise suppression operation point.

  Subsequently, the required power Pe * is compared with a threshold value Pref1 and a threshold value Pref2 that is larger than the threshold value Pref1 (step S120). Here, the threshold value Pref1 and the threshold value Pref2 are lower limits of the exhaust noise region that can give the driver a sense of incongruity due to the abnormal noise of the engine 22 in the muffle noise suppression operation line (the noise level of the abnormal noise exceeds the allowable value). And the upper bound. For example, 6 kW, 7 kW, 8 kW, or the like can be used as the threshold value Pref1, and 12 kW, 13 kW, 14 kW, or the like can be used as the threshold value Pref2. The process of step S120 is a process of determining whether or not the driver may feel uncomfortable due to abnormal noise of the exhaust of the engine 22 when the engine 22 is operated at the booming noise suppression operation point.

  When the required power Pe * is less than or equal to the threshold value Pref1 or greater than or equal to the threshold value Pref2, it is determined that even if the engine 22 is operated at the booming noise suppression operation point, the driver 22 does not feel uncomfortable due to abnormal noise of the engine 22, and the first temporary rotation The number Nenv and the first temporary torque Tenv are set to the target rotational speed Ne * and the target torque Te * of the engine 22 (step S150), and this routine ends. In this case, by operating the engine 22 at the booming noise suppression operation point corresponding to the booming noise suppression operation line and the required power Pe *, it is possible to suppress the driver from feeling uncomfortable due to the booming noise of the engine 22. .

  When the required power Pe * is greater than the threshold value Pref1 and smaller than the threshold value Pref2, it is determined that operating the engine 22 at the booming noise suppression operation point may give the driver a sense of incongruity due to abnormal noise of the engine 22, and the value of the stop flag Fs1 And the value of the predetermined time stop prediction flag Fs2 are checked (steps S130 and S140).

  Then, when both the stop flag Fs1 and the predetermined time stop prediction flag Fs2 are the value 1, it is determined that the vehicle is stopped and the stop is predicted for a predetermined time or more. Based on the required power Pe * and the operating efficiency of the engine 22 A second temporary rotation as a second temporary value of the target rotational speed Ne * and the target torque Te * of the engine 22 using an exhaust abnormal noise suppression operation line that prioritizes suppression of exhaust abnormal noise (and noise). The number Neex and the second temporary torque Teex are set (step S160), and the set second temporary rotation speed Neex and second temporary torque Teex are set to the target rotation speed Ne * and the target torque Te * of the engine 22 (step S160). S170), this routine is finished.

  Here, the exhaust noise suppression operation line is a portion of the exhaust noise suppression operation line in the exhaust noise region (a portion where the required power Pe * is greater than the threshold value Pref1 and less than the threshold value Pref2). This is an operation line shifted to the outside of the abnormal sound region (only in its power range). FIG. 5 is an explanatory diagram illustrating an example of a booming noise suppression operation line and an exhaust noise suppression operation line. In FIG. 5, the fuel efficiency optimum operation line is also shown for reference. In the exhaust noise suppression operation line, in the range where the required power Pe * is larger than the threshold value Pref1 and smaller than the threshold value Pref3 (Pref1 <Pref3 <Pref2), the torque change rate as the degree of increase in the torque Te with respect to the increase in the rotational speed Ne is fuel consumption. When the required power Pe * is set to be smaller than the threshold value Pref3 and smaller than the threshold value Pref2, the rotation speed Ne is a predetermined rotation speed Neex1 as an upper limit boundary of the exhaust noise region. The torque Te is set to increase as the required power Pe * increases. In the former range, the engine 22 does not feel abnormal noise of the engine 22 by reducing the torque Te (displacement amount per cycle) of the engine 22 as compared with the noise suppression operation line (exhaust noise region). In the latter range, the engine 22 feels the exhaust sound of the engine 22 as “normal sound” instead of “abnormal noise”. This is defined as the relationship between the lower limit rotational speed (for example, 1300 rpm, 1400 rpm, 1500 rpm, etc.) and the torque Te. In addition, since this exhaust noise suppression operation line leaves | separates from a fuel-consumption optimal operation line to the high rotation speed low torque side from a boom noise suppression operation line, it is thought that driving efficiency becomes lower than a boom noise suppression operation line.

  FIG. 6 is an explanatory diagram showing an example of an abnormal exhaust noise suppression operation line and how the second temporary rotation speed Neex and the second temporary torque Teex are set. In FIG. 6, an example of the booming noise suppression operation line, the first temporary rotation speed Nenv, and the first temporary torque Tenv are also illustrated for reference. The second temporary rotation speed Neex and the second temporary torque Teex can be obtained as an intersection torque Te between a curve having a constant required power Pe * and an exhaust noise suppression operation line. Hereinafter, an operation point including the second temporary rotation speed Neex and the second temporary torque Teex is referred to as an exhaust noise suppression operation point. When the vehicle is stopped and predicted to stop for a predetermined time or more and the required power Pe * is larger than the threshold value Pref1 and smaller than the threshold value Pref2, the booming noise suppression operation line is used by operating the engine 22 at the exhaust noise suppression operation point. As compared with the above, it is possible to suppress the driver from feeling uncomfortable due to the abnormal noise of the engine 22. Of course, at this time, a value obtained by inverting the sign of the charge / discharge required power Pb * of the battery 50 is set as the required power Pe *, and the power is output from the engine 22 to charge the battery 50. Charging the battery 50 while operating the engine 22 at an operating point where the torque is reduced to the intersection with the exhaust noise suppression operation line at the same rotational speed with respect to (first temporary rotational speed Nenv, first temporary torque Tenv) Compared to the above, the battery 50 can be charged with large electric power. As a result, it is possible to suppress an increase in the time required to complete charging of the battery 50 (the time until the power storage rate SOC reaches the threshold value Shi or higher), and the air conditioning apparatus 60 performs air conditioning in the passenger compartment. An effect that can suppress a decrease in air conditioning performance sometimes, an effect that can suppress a decrease in power supplied to the external device when the plug of the external device is inserted into the outlet 62, etc. Can be played.

  When the stopping flag Fs1 is 0 in step S130, it is determined that the vehicle is traveling, and the first temporary rotational speed Nenv and the first temporary torque Tenv are set to the target rotational speed Ne * and the target torque Te * of the engine 22, respectively. (Step S150), and this routine ends. That is, during traveling, the engine 22 is operated at the muffle noise suppression operation point. This is because, during traveling, exhaust noise can be masked by traveling noise (excluding exhaust noise from the engine 22) caused by traveling, etc., compared to when the vehicle is stopped. This is based on the reason that it is considered preferable to prioritize the improvement of the operation efficiency of the engine 22 over the suppression of the above.

  In steps S130 and S140, when the stop flag Fs is 1 and the stop prediction flag Fs2 is 0 for a predetermined time, it is determined that the vehicle is stopped but no stop for a predetermined time or more is predicted, and the first temporary rotational speed Nenv and the first The temporary torque Tenv is set to the target rotational speed Ne * and the target torque Te * of the engine 22 (step S150), and this routine ends. That is, while the vehicle is stopped for a short time (when stopping for a predetermined time or longer is not predicted), the engine 22 is operated at the booming noise suppression operation point. As described above, in the embodiment, the engine 22 is operated at the booming noise suppression operation point during traveling. Therefore, if the operation point of the engine 22 is shifted from the muffle noise suppression operation point to the exhaust noise suppression operation point while the vehicle is stopped for a short time, the operation point of the engine 22 becomes a muffle noise suppression operation point in a relatively short time. , Switching to an exhaust noise suppression operation point and a booming noise suppression operation point may cause the driver to feel a sense of discomfort due to a change in the rotational speed of the engine 22. On the other hand, in the embodiment, when the vehicle stops for a short time (when it is not predicted that the vehicle stops for a predetermined time or longer), the engine 22 is operated at the muffle noise suppression operation point to give the driver such a sense of incongruity. Can be suppressed.

  According to the hybrid vehicle 20 of the embodiment described above, the required power Pe * is larger than the threshold value Pref1 as the lower limit boundary of the exhaust noise region in the muffled noise operation line and smaller than the threshold value Pref2 as the upper limit boundary, and is stopped. When it is predicted that the vehicle will stop for a predetermined time or longer, the torque change rate is higher than that of the booming noise suppression operation line in the range where the required power Pe * is larger than the threshold value Pref1 and smaller than the threshold value Pref3 on the high rotation speed and low torque side. The torque Te increases as the required power Pe * increases at a predetermined rotational speed Neex1 as the upper limit boundary of the exhaust noise region in a range where the required power Pe * is greater than the threshold value Pref3 and smaller than the threshold value Pref2 while being set smaller. Exhaust noise suppression operation line and required power Pe * Since operating the engine 22 at a driving point corresponding to, it is possible to suppress the discomfort by the exhaust noises of the engine 22 to the driver. Naturally, since the engine 22 is operated at the exhaust noise suppression operation point corresponding to the exhaust noise suppression operation line and the required power Pe * and the battery 50 is charged, according to the booming noise suppression operation line and the required power Pe *. Compared to the case where the battery 50 is charged while operating the engine 22 at the operation point where the torque is reduced to the intersection with the exhaust noise suppression operation line at the same rotation speed with respect to the operation sound suppression operation point, the battery 50 is Charging can be performed with large electric power, and it is possible to suppress an increase in the time required to complete charging of the battery 50.

  In addition, according to the hybrid vehicle 20 of the embodiment, the engine 22 is operated at the muffle noise suppression operation point during traveling, and when the vehicle is predicted to stop for a predetermined time or more during the stop, the exhaust noise suppression operation point is detected. When the engine 22 is operated and the vehicle is stopped, but the vehicle is not predicted to stop for a predetermined time or longer, the engine 22 is operated at a booming noise suppression operation point (not an exhaust noise suppression operation point regardless of the required power Pe *). It is possible to suppress switching of the operation point of the engine 22 to a booming noise suppression operation point, an exhaust noise suppression operation point, and a booming noise suppression operation point in a short time.

  In the hybrid vehicle 20 according to the embodiment, when the vehicle is stopped (including parked), when the vehicle is predicted to stop for a predetermined time or longer, the engine 22 is driven at the exhaust noise suppression operation point, and the vehicle stops for a predetermined time or longer. If not, the engine 22 is operated at the muffle noise suppression operation point. However, while the vehicle is stopped, the engine 22 is operated at the exhaust noise suppression operation point regardless of whether or not the vehicle is predicted to stop for a predetermined time or longer. It is good also as what drives. Also, not only when the vehicle is stopped, but at extremely low vehicle speeds (for example, vehicle speed regions that output creep torque when the accelerator is off (for example, vehicle speed regions of 5 km / h or less, 7 km / h or less, 10 km / h or less, etc.)) The engine 22 may be operated at the exhaust noise suppression operation point even during traveling.

  In the hybrid vehicle 20 of the embodiment, the exhaust noise suppression operation line is set to have a torque change rate smaller than the muffled noise suppression operation line in a range where the required power Pe * is larger than the threshold value Pref1 and smaller than the threshold value Pref3, and the required power Pe *. In the range where the rotation speed Ne is equal to or higher than the threshold value Pref3 and smaller than the threshold value Pref2, the torque Te is set to increase as the required power Pe * increases as the rotation speed Ne is constant at the predetermined rotation speed Neex1. The torque change rate may be set to be smaller than the fuel efficiency optimal operation line or the booming noise suppression operation line in a range larger than Pref1 and smaller than the threshold value Pref2.

  In the hybrid vehicle 20 of the embodiment, when the required power Pe * is less than or equal to the threshold value Pref1 or greater than or equal to the threshold value Pref2, or when the vehicle is running or is stopped, but the vehicle is not expected to stop for more than a predetermined time, the booming noise suppression operation line and the required power It is assumed that the engine 22 is operated at an operation point (speed Nenv, torque Tenv) that suppresses the booming noise according to Pe *, but the engine 22 is operated at an operation point according to the optimum fuel consumption operation line and the required power Pe *. It is good also as what to do. Even in this case, when the required power Pe * is larger than the threshold value Preref1 and smaller than the threshold value Preref2 and the vehicle is predicted to stop for a predetermined time or longer while the required power Pe * is smaller than the threshold value Pref2, the exhaust noise suppression operation line and the required power Pe By operating the engine 22 at the exhaust noise suppression operation point corresponding to *, it is possible to suppress the driver from feeling uncomfortable due to the engine 22 abnormal noise.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the drive shaft 36 connected to the drive wheels 38a and 38b. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. The power from MG2 may be output to an axle (an axle connected to wheels 39a and 39b in FIG. 7) different from an axle (an axle connected to drive wheels 38a and 38b) to which drive shaft 36 is 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 shown, the inner rotor 232 connected to the crankshaft of the engine 22 and the outer rotor 234 connected to the drive shaft 36 connected to the drive wheels 38a and 38b are used to drive part of the power from the engine 22. A counter-rotor motor 230 that transmits power to the 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 38 a and 38 b via the continuously variable transmission 330 and the clutch is attached to the rotation shaft of the motor MG. 329 is connected to the engine 22, the power from the engine 22 is output to the drive shaft 36 via the rotating shaft of the motor MG and the continuously variable transmission 330, and the power from the motor MG is output to the continuously variable transmission. It is good also as what outputs to a drive shaft via 330. FIG.

  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 “engine”, the motor MG1 corresponds to “generator”, the battery 50 corresponds to “battery”, the ROM 74 of the HVECU 70 corresponds to “storage means”, The HVECU 70 that executes the engine operation point setting routine and the engine ECU 24 that controls the engine 22 based on the target rotational speed Ne * and the target torque Te * from the HVECU 70 correspond to “control means”.

  Here, the “engine” is not limited to the engine 22 that outputs power using gasoline, light oil, or the like as a fuel, and any type of engine that can output driving power can be used. I do not care. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator that can generate power using power from an engine, such as an induction motor. It doesn't matter. The “battery” is not limited to the battery 50 configured as a lithium ion secondary battery, but can exchange power with a generator, such as a nickel hydride secondary battery, a nickel cadmium secondary battery, or a lead storage battery. Any type of battery may be used. The “storage means” is not limited to the ROM 74, and the first operation line that defines the relationship between the engine speed and the torque, and the higher speed and lower torque side than the first operation line within a predetermined power range. In addition, any second storage line may be used as long as it stores a second operation line having a small torque change rate as a degree of increase in torque with respect to an increase in the number of rotations at least part of the lower limit side of the predetermined power range. Absent. The “control means” is not limited to the combination of the HVECU 70 and the engine ECU 24, and may be configured by a single electronic control unit. Further, as the “control means”, the required power Pe * is larger than the threshold value Pref1 as the lower limit boundary of the exhaust noise region in the booming noise operation line and smaller than the threshold value Pref2 as the upper limit boundary, and is approximately stopped for a predetermined time or more. When the stoppage is predicted, the torque change rate is set to be smaller than that of the booming noise suppression operation line in the range where the required power Pe * is higher than the threshold value Pref1 and smaller than the threshold value Pref3 on the higher rotation speed and lower torque side than the booming noise suppression operation line. In the range where the required power Pe * is greater than or equal to the threshold value Pref3 and smaller than the threshold value Pref2, the torque Te is set to increase as the required power Pe * increases at the predetermined rotation speed Neex1 as the upper limit boundary of the exhaust noise region. Also, operation points according to the exhaust noise suppression operation line and the required power Pe * The engine 22 is not limited to driving the engine 22, but the engine is controlled so that the engine is operated at a first operation point corresponding to the first operation line and the required power, and the required power is within a predetermined power range while the vehicle is stopped. In the case of the inside, anything may be used as long as the engine is controlled to operate at the second operation point corresponding to the second operation line and the required 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 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. In other words, the interpretation of the invention described in the column of means for solving the problem 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 problem. 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, 28 damper, 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, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery) ECU), 54 power line, 60 air conditioner, 62 outlet, 64 DC / AC converter, 70 electronic control unit for hybrid (HVECU), 80 ignition switch, 81 shift lever, 82 Ft position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 122 air cleaner, 124 throttle valve, 125 intake pipe, 126 fuel injection valve, 128 intake valve, 130 ignition Plug, 132 piston, 133 exhaust pipe, 134 purification device, 134a purification catalyst, 134b temperature sensor, 135a air-fuel ratio sensor, 135b oxygen sensor, 136, throttle motor, 138 ignition coil, 140 crank position sensor, 142 water temperature sensor, 144 cam Position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150 Variable valve timing mechanism 159 knock sensor, 160 EGR system, 162 EGR pipe, 163 stepping motor, 164 EGR valve, 165 EGR valve opening sensor, 230 pair rotor motor, 232 inner rotor, 234 outer rotor, 330 continuously variable transmission, MG, MG1 , MG2 motor.

Claims (4)

An engine capable of outputting driving power, a generator capable of generating electricity using the power from the engine, a battery capable of exchanging power with the generator, and a relationship between the engine speed and torque are defined. A hybrid vehicle comprising: storage means for storing the first operation line; and control means for controlling the engine so that the engine is operated at a first operation point corresponding to the first operation line and the required power. There,
In addition to the first operation line, the storage means is higher than the first operation line in the predetermined power range and on the low-torque side at a higher rotation speed and at least part of the lower limit side of the predetermined power range from the first operation line. Means for storing a second operation line having a small torque change rate as a degree of increase in torque with respect to an increase in rotational speed;
The control means is a means for controlling the engine to be operated at a second operating point corresponding to the second operating line and the required power when the required power is within the predetermined power range while the vehicle is substantially stopped. Oh it is,
The predetermined power range is a power range in which when the engine is operated at the first operating point, the driver feels uncomfortable due to abnormal noise of the exhaust of the engine.
Hybrid car. An engine capable of outputting driving power, a generator capable of generating electricity using the power from the engine, a battery capable of exchanging power with the generator, and a relationship between the engine speed and torque are defined. A hybrid vehicle comprising: storage means for storing the first operation line; and control means for controlling the engine so that the engine is operated at a first operation point corresponding to the first operation line and the required power. There,
In addition to the first operation line, the storage means is higher than the first operation line in the predetermined power range and on the low-torque side at a higher rotation speed and at least part of the lower limit side of the predetermined power range from the first operation line. Means for storing a second operation line having a small torque change rate as a degree of increase in torque with respect to an increase in rotational speed;
The control means is a means for controlling the engine to be operated at a second operating point corresponding to the second operating line and the required power when the required power is within the predetermined power range while the vehicle is substantially stopped. Oh it is,
The control means performs control so that the engine is operated at the first operating point when the requested power is within the predetermined power range and the vehicle is not expected to stop for a predetermined time or longer during the stop, and the predetermined time When the above stop is predicted, it is means for controlling the engine to be operated at the second operation point.
Hybrid car. A hybrid vehicle according to claim 1 or 2 ,
The second operation line is an operation line in which, at a part of the upper limit side in the predetermined power range, the rotation speed is constant and the torque increases as the power increases.
Hybrid car. A hybrid vehicle according to any one of claims 1 to 3 ,
A planetary gear having three rotating elements connected to a driving shaft coupled to an axle, an output shaft of the engine, and a rotating shaft of the generator;
A motor capable of exchanging electric power with the battery and having a rotary shaft connected to the drive shaft;
A hybrid car with

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