JP6531515B2 - Hybrid car - Google Patents

Description

  The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle including an engine, a motor and a battery.

  Conventionally, as a hybrid vehicle of this type, an engine, a motor connected to an output shaft of the engine, a battery that exchanges electric power with the motor, and a target value storage ratio of the battery is a second value higher than a normal first value When the engine start processing or stop processing is in progress if the absolute value of the input / output restriction of the battery is less than the threshold when the charge switch is turned on And the like have been proposed that prohibit changing of the target power storage ratio (see, for example, Patent Document 1). In this hybrid vehicle, such control can suppress inconveniences such as insufficient output of torque for traveling or giving a sense of discomfort to the driver due to shock accompanying torque fluctuation.

JP 2012-180066 A

  In such a hybrid vehicle, when performing predetermined control for controlling the engine and the motor such that the storage ratio of the battery is increased by power generation of the motor using power from the engine, the torque of the engine and the engine torque and The power generation torque of the motor increases, the amount of heat generation of the motor increases, and the temperature (motor water temperature) of the cooling water that cools the motor tends to increase. When the motor water temperature or the like becomes relatively high, the maximum allowable torque of the motor is limited to a relatively small value to protect the motor. Based on this, when the motor can not output the torque necessary for cranking the engine (the engine can not be started), operation of the engine is continued (prohibition of operation stop) is performed. When the engine stop is prohibited during execution of the predetermined control, when the charge switch is turned off after that, for example, when the charge switch is turned on in a city area and then turned off in a quiet residential area, etc. In some cases, the engine can not be shut down.

  The hybrid vehicle of the present invention has as its main object to suppress the inability to shut down the engine when the charge switch is turned on by the driver's operation and then turned off.

  The hybrid vehicle of the present invention adopts the following means in order to achieve the above-mentioned main object.

The hybrid vehicle of the present invention is
With the engine,
A motor capable of outputting power to the output shaft of the engine;
A battery capable of exchanging power with the motor;
A charge switch for instructing an increase in the storage ratio of the battery according to a driver's operation;
Control means for executing predetermined control for controlling the engine and the motor such that the storage ratio is increased by power generation of the motor using power from the engine when the charge switch is turned on;
A hybrid vehicle comprising
The control means is configured to select one of a temperature of cooling water for cooling the motor, a temperature of cooling water for cooling the engine, a temperature of the motor, a temperature of the engine, and a temperature of the battery during execution of the predetermined control. Means for terminating the execution of the predetermined control when the temperature exceeds a predetermined temperature,
Make it a gist.

  In the hybrid vehicle of the present invention, when the charging switch is turned on, predetermined control is performed to control the engine and the motor such that the storage ratio of the battery is increased. Then, during execution of the predetermined control, any one of the temperature of the coolant for cooling the motor (motor water temperature), the temperature of the coolant for cooling the engine (engine water temperature), the temperature of the motor, the temperature of the engine, and the temperature of the battery When the temperature exceeds the predetermined temperature, the execution of the predetermined control is ended. As described above, when the motor water temperature or the like becomes relatively high and the motor can not output the torque necessary for cranking the engine, the operation of the engine is continued (prohibition of the operation stop) is performed. As the "predetermined temperature", a temperature lower than the intermittence prohibition temperature as the lower limit value of the temperature range for prohibiting the engine operation stop is used. In the hybrid vehicle of the present invention, when the motor water temperature or the like reaches a predetermined temperature or more during execution of the predetermined control, the execution of the predetermined control is terminated, so that the motor water temperature or the like is suppressed from reaching the intermittent prohibition temperature or more it can. As a result, when the charge switch is turned on by the driver's operation and then turned off, for example, the engine is shut down when it is turned on in a city area and then turned off in a quiet residential area, etc. Can be suppressed.

  In the hybrid vehicle of the present invention, the control means is any one of a temperature of cooling water for cooling the motor, a temperature of cooling water for cooling the engine, a temperature of the motor, a temperature of the engine, and a temperature of the battery. When the execution of the predetermined control is stopped due to the judgment temperature becoming equal to or higher than the predetermined temperature, and then the judgment temperature becomes equal to or lower than a second predetermined temperature lower than the predetermined temperature. And means for resuming execution of the predetermined control. Further, the control means sets any one of a temperature of cooling water for cooling the motor, a temperature of cooling water for cooling the engine, a temperature of the motor, a temperature of the engine and a temperature of the battery as a determination temperature. When the temperature for determination becomes equal to or higher than the predetermined temperature, the charge switch is turned off and the execution of the predetermined control is ended, and thereafter, the second predetermined temperature at which the temperature for determination is lower than the predetermined temperature It may be means for resuming execution of the predetermined control when the following occurs and the charge switch is turned on again. In these cases, the storage ratio of the battery can be more sufficiently increased (recovered).

FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as a first embodiment of the present invention. FIG. 2 is a block diagram schematically showing the configuration of a cooling device 60 provided in a hybrid vehicle 20. It is a flowchart which shows an example of the control routine performed by HVECU70 of the Example. It is explanatory drawing which shows an example of a mode when SOC recovery | restoration switch 89 is turned ON.

  Next, modes for carrying out the present invention will be described using examples.

  FIG. 1 is a schematic diagram showing the configuration of a hybrid vehicle 20 according to a first embodiment of the present invention, and FIG. 2 is a schematic diagram showing the configuration of a cooling device 60 provided in the hybrid vehicle 20. As shown in FIGS. 1 and 2, the hybrid vehicle 20 according to the first embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, a cooling device 60, and a hybrid. And an electronic control unit (hereinafter referred to as "HVECU") 70. Engine 22, planetary gear 30, motors MG1 and MG2, inverters 41 and 42, cooling device 60, etc. are disposed in an engine room (not shown) provided at the front of the vehicle, and battery 50 etc. For example, they are disposed on the rear side, rear side, etc. of the rear seat.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline, light oil or the like as a fuel. As shown in FIG. 1, the operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. . Signals from various sensors necessary for operation control of the engine 22 are input to the engine ECU 24 from the input port. The following can be mentioned as a signal inputted into engine ECU24.
The crank angle θcr from the crank position sensor 23a that detects the rotational position of the crankshaft 26 of the engine 22
· Throttle opening TH from a throttle valve position sensor that detects the position of the throttle valve
· Temperature Teg of the engine 22 from the temperature sensor 23b that detects the temperature of the engine 22

Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through the output port. Examples of control signals output from the engine ECU 24 include the following.
・ Control signal to throttle motor to adjust throttle valve position ・ Control signal to fuel injection valve ・ Control signal to ignition coil integrated with igniter

  The engine ECU 24 is connected to the HVECU 70 via a communication port, controls the operation of the engine 22 according to a control signal from the HVECU 70, and outputs data regarding the operating state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 calculates the number of rotations of the crankshaft 26, that is, the number of rotations Ne of the engine 22, based on the crank angle θcr from the crank position sensor 23a.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. The ring gear of the planetary gear 30 is connected to a drive shaft 36 connected to the drive wheels 38 a and 38 b via a differential gear 37. The crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

  The motor MG1 is configured, for example, as a synchronous generator motor, and as described above, the rotor is connected to the sun gear of the planetary gear 30. The motor MG2 is configured, for example, as a synchronous generator motor, and a rotor is connected to the drive shaft 36. The inverters 41 and 42 are connected to the battery 50 via the power line 54. The motors MG1 and MG2 are rotationally driven by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as "motor ECU") 40.

Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. . Signals from various sensors necessary to drive and control the motors MG1 and MG2 are input to the motor ECU 40 via the input port. The following can be mentioned as a signal inputted into motor ECU40.
· Rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 for detecting rotational positions of rotors of motors MG1 and MG2
· Phase current from current sensor detecting current flowing to each phase of motors MG1 and MG2 · Temperature Tmg1 and Tmg2 from motors MG1 and MG2 from temperature sensors 45 and 46 detecting temperature of motors MG1 and MG2

  Switching control signals to the plurality of switching elements (not shown) of the inverters 41 and 42 are output from the motor ECU 40 via the output port. The motor ECU 40 is connected to the HVECU 70 via the communication port, controls driving of the motors MG1 and MG2 according to a control signal from the HVECU 70, and outputs data on the driving state of the motors MG1 and MG2 to the HVECU 70 as needed. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery. The battery 50 is connected to the inverters 41 and 42 via the power line 54 as described above. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as "battery ECU") 52.

Although not shown, the battery ECU 52 is configured as a microprocessor with a central CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. . Signals from various sensors necessary to manage the battery 50 are input to the battery ECU 52 through the input port. The following can be mentioned as a signal inputted into battery ECU52.
.Battery voltage Vb from voltage sensor 51a installed between terminals of battery 50
.Battery current Ib from current sensor 51b attached to the output terminal of battery 50
Battery temperature Tb from temperature sensor 51 c attached to battery 50

  The battery ECU 52 is connected to the HVECU 70 via the communication port, and outputs data on the state of the battery 50 to the HVECU 70 as necessary. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50. Further, the battery ECU 52 calculates input / output limits Win and Wout based on the calculated storage ratio SOC and the battery temperature Tb from the temperature sensor 51c. The input / output limits Win and Wout are maximum allowable powers at which the battery 50 may be charged and discharged. When the battery temperature Tb is lower than the threshold Tbhi when the battery temperature Tb is higher than the threshold Tbhi (eg, 45 ° C., 50 ° C., 55 ° C., etc.), the input / output limits Win and Wout of the battery 50 are compared. The absolute value is set to be smaller as the battery temperature Tb is higher.

  As shown in FIG. 2, the cooling device 60 includes a first cooling device 61 for cooling the engine 22 and a second cooling device 66 for cooling the motors MG1 and MG2 and the inverters 41 and 42. 61 is a radiator 62 that exchanges heat between cooling water (LLC (long life coolant)) and the outside air, a circulation flow path 63 that circulates the cooling water to the engine 22 and the radiator 62, and an electric pump that pumps the cooling water And 64. The second cooling device 66 is integrally formed with the radiator 62 or disposed close to the radiator 62 and performs heat exchange between the cooling water and the outside air, the radiator 67, the motors MG1 and MG2, and the inverters 41 and 42. And a circulation channel 68 for circulating the cooling water, and an electric pump 69 for pumping the cooling water.

Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. As shown in FIGS. 1 and 2, signals from various sensors are input to the HVECU 70 through input ports. The following can be mentioned as a signal inputted into HVECU70.
The cooling water temperature Twe from the water temperature sensor 63a attached to the circulation flow path 63 of the first cooling device 61
The cooling water temperature Twh from the water temperature sensor 68a attached to the circulation flow path 68 of the second cooling device 66
Ignition signal from ignition switch 80 Shift position SP from shift position sensor 82 for detecting the operating position of shift lever 81
· The accelerator opening Acc from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83
· The brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85
· Vehicle speed V from vehicle speed sensor 88
The on / off signal from SOC recovery switch 89 instructing an increase (recovery) of the storage ratio SOC of battery 50

Various control signals are output from the HVECU 70 via the output port. As control signals output from the HVECU 70, the following can be mentioned.
Control signal to the electric pump 64 of the first cooling device 61 Control signal to the electric pump 69 of the second cooling device 66

  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.

  The hybrid vehicle 20 of the first embodiment configured in this manner travels in a traveling mode such as a hybrid traveling mode (HV traveling mode) or an electric traveling mode (EV traveling mode). The HV traveling mode is a traveling mode in which the vehicle travels with the operation of the engine 22. The EV travel mode is a travel mode in which the engine 22 is stopped to travel.

  In the HV traveling mode, the HVECU 70 first sets the required torque Tr * required for traveling based on the accelerator opening Acc and the vehicle speed V, and multiplies the rotational speed Nr of the drive shaft 36 by the set required torque Tr *. The driving power Pdrv * required for driving is calculated. Here, as the rotation speed Nr of the drive shaft 36, it is possible to use the rotation speed Nm2 of the motor MG2, the rotation speed obtained by multiplying the vehicle speed V by the conversion coefficient, or the like. Then, charge / discharge required power Pb * (a positive value when discharging from battery 50) of battery 50 is set so that the storage ratio SOC of battery 50 approaches target ratio SOC *, and driving power Pdrv * to battery 50 The required power Pe * of the vehicle is set by subtracting the required charge / discharge power Pb * of. Next, the required power Pe * is output from the engine 22, and the required torque Tr * is driven within the range of the input / output limits Win and Wout of the battery 50 and the torque limits Tlim1 and Tlim2 as the maximum allowable torques of the motors MG1 and MG2. The target rotational speed Ne * and the target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so as to be output to the shaft 36. Here, torque limits Tlim1 and Tlim2 of motors MG1 and MG2 are set based on temperatures Tmg1 and Tmg2 of motors MG1 and MG2, the cooling water temperature Twh of second cooling device 66, and the like. Then, target rotational speed Ne * and target torque Te * of engine 22 are transmitted to engine ECU 24, and torque commands Tm1 * and Tm2 * of motors MG1, MG2 are transmitted to motor ECU 40. When the engine ECU 24 receives the target rotational speed Ne * and the target torque Te * of the engine 22, the intake air of the engine 22 is operated so that the engine 22 is operated based on the received target rotational speed Ne * and the target torque Te *. It performs quantity control, fuel injection control, ignition control and so on. When receiving torque commands Tm1 * and Tm2 * of motors MG1 and MG2, motor ECU 40 performs switching control of switching elements of inverters 41 and 42 such that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *. . In this HV traveling mode, when the stop condition of the engine 22 is satisfied, such as when the required power Pe * reaches the stopping threshold Pstop or less, the operation of the engine 22 is stopped and the mode is shifted to the EV traveling mode.

  In the EV travel mode, the HVECU 70 first sets the required torque Tr *, as in the HV travel mode. Subsequently, the torque command Tm1 * of the motor MG1 is set to a value 0, and the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50 and the torque limit Tlim2 of the motor MG2. The torque command Tm2 * of the motor MG2 is set to. Then, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. When receiving torque commands Tm1 * and Tm2 * of motors MG1 and MG2, motor ECU 40 performs switching control of switching elements of inverters 41 and 42 such that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *. . In this EV drive mode, the engine 22 is started when the start condition of the engine 22 is satisfied, such as when the required power Pe * calculated in the same manner as the HV drive mode reaches or exceeds the start threshold Pstart larger than the stop threshold Pstop. Then, shift to the HV driving mode.

  Here, the start of the engine 22 is performed as follows by cooperative control of the HVECU 70, the engine ECU 24, and the motor ECU 40. First, a cranking torque for cranking the engine 22 is output from the motor MG1 within the range of the input / output limits Win and Wout of the battery 50 and the torque limits Tlim1 and Tlim2 of the motors MG1 and MG2, and the cranking torque The engine 22 is cranked by outputting from the motor MG2 a torque that is the sum of the cancel torque for canceling the torque acting on the drive shaft 36 with the output and the required torque Tr *. Then, when the rotation speed Ne of the engine 22 reaches a predetermined rotation speed (for example, 800 rpm, 1000 rpm, and the like), fuel injection control, ignition control, and the like of the engine 22 are started.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly, the operation when the SOC recovery switch 89 is turned on will be described. FIG. 3 is a flowchart showing an example of a control routine executed by the HVECU 70 of the embodiment. This routine is repeatedly executed until the SOC recovery switch 89 is turned on by the driver's operation and thereafter the SOC recovery switch 89 is turned off by the driver's operation.

  When the control routine is executed, the HVECU 70 first determines whether or not the SOC recovery switch 89 has just been turned on (step S100), and it is determined that the SOC recovery switch 89 has just been turned on. When it is determined, execution of SOC recovery control is started (step S110). Here, the SOC recovery control is control for controlling the engine 22 and the motor MG1 such that the storage ratio SOC of the battery 50 is increased by the power generation of the motor MG1 using the power from the engine 22. This SOC recovery control can be performed, for example, by prohibiting the EV travel mode and setting the above-mentioned target ratio SOC * to a value S2 somewhat higher than the value S1 when SOC recovery control is not performed. . When the SOC recovery control is performed, the cooling water temperature Twh of the second cooling device 66 tends to be higher than when the SOC recovery control is not performed. This is due to the following reasons. When the SOC recovery control is performed, the torque of the engine 22 is larger than when the SOC recovery control is not performed, and the amount of heat generation of the engine 22 tends to be larger. When the calorific value of the engine 22 becomes large, the temperature in the engine room becomes high, or the cooling water temperature Twe of the first cooling device 60 becomes high, and the heat transfer amount between the radiator 62 and the radiator 67 becomes large. As a result, the cooling water temperature Twh of the second cooling device 66 tends to be higher. Further, when the output of the engine 22 is increased, the torque (torque for power generation) of the motor MG1 is also increased, so that the amount of heat generated by the motor MG1, the inverter 41, etc. is increased. It is easy to get high.

  Subsequently, the cooling water temperature Twh of the second cooling device 66 is input from the water temperature sensor 68a (step S120), and the input cooling water temperature Twh of the second cooling device 66 is compared with the threshold Twhref1 (step S130). Here, the threshold value Twhref1 is determined as a temperature lower than the threshold value Twhref0 as the lower limit value of the temperature range of the cooling water temperature Twh in which the operation of the engine 22 is continued (prohibition of operation stop). For example, 75 ° C., 77 ° C., 80 ° C. or the like is used as the threshold Twhref0, and a temperature lower by about 3 ° C. to 7 ° C. than the threshold Twhref0 is used as the threshold Twhref1, for example. When the coolant temperature Twh of the second cooling device 66 becomes relatively high, the torque limits Tlim1 and Tlim2 of the motors MG1 and MG2 are limited to relatively small values for protection of the motors MG1 and MG2. Based on this, when the torque necessary for cranking the engine 22 can not be output from the motor MG1 (the engine 22 can not be started), the operation of the engine 22 is continued (prohibition of operation stop) is performed. The threshold Twhref0 is determined in consideration of this.

  When it is determined that the cooling water temperature Twh of the second cooling device 66 is less than the threshold value Twhref1, the process returns to step S120. In this case, execution of SOC recovery control is continued. Then, the processing of steps S120 and S130 is repeatedly executed, and when it is determined that the cooling water temperature Twh is equal to or greater than the threshold Twhref1 in step S130, the execution of the SOC recovery control is stopped (step S140). As a result, it is possible to suppress the cooling water temperature Twh of the second cooling device 66 from reaching the threshold value Twhref0 higher than the threshold value Twhref1. As a result, after that, when the SOC recovery switch 89 is turned off, for example, when the SOC recovery switch 89 is turned on in a city area and then turned off in a quiet residential area, the engine 22 is stopped. It can be suppressed that it can not be done.

  Next, the cooling water temperature Twh of the second cooling device 66 is inputted from the water temperature sensor 68a (step S150), and the inputted cooling water temperature Twh of the second cooling device 66 is compared with the threshold Twhref2 lower than the above-mentioned threshold Twhref1 ( Step S160). Here, as the threshold Twhref 2, for example, a temperature that is about 3 ° C. to 7 ° C. lower than the threshold Twhref 0 is used.

  If it is determined that the cooling water temperature Twh of the second cooling device 66 is higher than the threshold Twhref2, the process returns to step S150. In this case, execution stop of SOC recovery control is continued. Then, the processing of steps S150 and S160 is repeatedly executed, and when it is determined that the cooling water temperature Twh of the second cooling device 66 is less than or equal to the threshold Twhref2 in step S160, execution of SOC recovery control is resumed (step S170). ), End this routine. Thereby, the storage ratio SOC of the battery 50 can be more sufficiently increased (recovered). Thus, when the present routine is finished, when the present routine is executed next time, it is determined in step S100 that it is not immediately after the SOC recovery switch 89 is turned on from the off state, and the processing in step S120 and subsequent steps is executed.

  FIG. 4 is an explanatory view showing an example of the state when the SOC recovery switch 89 is turned on. As shown, when the SOC recovery switch 89 is turned on (time t11), execution of SOC recovery control is started. As a result, the cooling water temperature Twh of the second cooling device 66 rises relatively largely. Then, when the cooling water temperature Twh of the second cooling device 66 reaches the threshold Twhref1 or more (time t12), the execution of the SOC recovery control is ended. Thus, the cooling water temperature Twh can be suppressed from reaching the threshold value Twhref0 or more. As a result, when the SOC recovery switch 89 is turned off thereafter, it is possible to suppress the inability to stop the operation of the engine 22. Then, if the cooling water temperature Twh of the second cooling device 66 reaches the threshold Twhref2 or less (time t13) while the execution of the SOC recovery control is stopped, the execution of the SOC recovery control is resumed. Thereby, the storage ratio SOC of the battery 50 can be more sufficiently increased (recovered).

  In the hybrid vehicle 20 of the embodiment described above, while the SOC recovery switch 89 is turned on to execute the SOC recovery control, the cooling water temperature Twh of the second cooling device 66 is a threshold Twhref1 or more lower than the threshold Twhref0. Execution of SOC recovery control is stopped. Thus, the cooling water temperature Twh can be suppressed from reaching the threshold value Twhref0 or more. As a result, after that, when the SOC recovery switch 89 is turned off, for example, when the SOC recovery switch 89 is turned on in a city area and then turned off in a quiet residential area, the engine 22 is stopped. It can be suppressed that it can not be done.

  In the hybrid vehicle 20 of the embodiment, the execution of the SOC recovery control is stopped when the cooling water temperature Twh of the second cooling device 66 reaches the threshold Twhref1 or more during the execution of the SOC recovery control. However, in addition to stopping the execution of the SOC recovery control, the rotational speed of a fan (not shown) blowing air to the radiator 67 of the second cooling device 66 is increased or the opening degree of a grill shutter (not shown) disposed on the front of the vehicle May be increased. By so doing, the cooling water temperature Twh of the second cooling device 66 can be reduced more quickly. As a result, it is possible to shorten the time until the cooling water temperature Twh reaches the threshold value Twhref2 or less and restarts the execution of the SOC recovery control.

  In the hybrid vehicle 20 of the embodiment, the execution of the SOC recovery control is stopped when the cooling water temperature Twh of the second cooling device 66 from the temperature sensor 68a reaches the threshold Twhref1 or more during the execution of the SOC recovery control. did. However, the cooling water temperature Twe of the first cooling device 61 from the temperature sensor 63a and the temperature Tmg1 of the motor MG1 from the temperature sensor 45 instead of when the cooling water temperature Twh of the second cooling device 66 reaches the threshold Twhref1 or more. The execution of the SOC recovery control may be stopped when either the temperature Teg of the engine 22 from the sensor 23b or the battery temperature Tb of the battery 50 from the temperature sensor 51c reaches or exceeds the threshold value corresponding to the threshold value Twhref1. . The cooling water temperature Twe of the first cooling device 61, the temperature Tmg of the motor MG1 and the temperature Teg of the engine 22 have some relationship with the cooling water temperature Twh of the second cooling device 66. That is, the cooling water temperature Twh of the second cooling device 66 can be estimated by the cooling water temperature Twe of the first cooling device 61, the temperature Tmg of the motor MG1 and the temperature Teg of the engine 22. Further, when the battery temperature Tb of the battery 50 is higher than the threshold Tbhi, the absolute value of the output limit Wout decreases as the battery temperature Tb increases. Therefore, depending on the battery temperature Tbhi, the operation of the engine 22 is continued (the operation stop is prohibited) ) Is done. For these reasons, instead of the cooling water temperature Twh of the second cooling device 66, either the cooling water temperature Twe of the first cooling device 61, the temperature Tmg of the motor MG1, the temperature Teg of the engine 22, or the battery temperature Tb of the battery 50 It may be used.

  In the hybrid vehicle 20 of the embodiment, when the coolant temperature Twh of the second cooling device 66 reaches the threshold Twhref1 or more during execution of the SOC recovery control, the execution of the SOC recovery control is stopped, and thereafter, the second cooling device When the cooling water temperature Twh of 66 reaches the threshold value Twhref2 or less, the execution of the SOC recovery control is resumed. However, when the coolant temperature Twh of the second cooling device 66 reaches the threshold Twhref1 or more during execution of the SOC recovery control, the SOC recovery switch 89 is turned off and the execution of the SOC recovery control is stopped. 2) When the coolant temperature Twh of the cooling device 66 reaches the threshold value Twhref2 or less and the SOC recovery switch 89 is turned on again, the execution of the SOC recovery control may be resumed.

  In the embodiment, the hybrid vehicle 20 is provided with the engine 22, the planetary gear 30, the motors MG1 and MG2, and the battery 50. However, it may be configured as a so-called one-motor hybrid vehicle, as long as it has a configuration including an engine, a motor capable of outputting power to the output shaft of the engine, and a battery capable of exchanging power with the motor.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the section 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", the SOC recovery switch 89 corresponds to the "charge switch", and the HVECU 70 and the engine The ECU 24 and the motor ECU 40 correspond to "control means".

  In addition, the correspondence of the main elements of the embodiment and the main elements of the invention described in the section of the means for solving the problem implements the invention described in the column of the means for solving the problem in the example. The present invention is not limited to the elements of the invention described in the section of “Means for Solving the Problems”, as it is an example for specifically explaining the mode for carrying out the invention. That is, the interpretation of the invention described in the section of the means for solving the problem should be made based on the description of the section, and the embodiment is an embodiment of the invention described in the section of the 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 by these Examples, In the range which does not deviate from the summary of this invention, it becomes various forms Of course it can be implemented.

  The present invention is applicable to the manufacturing industry of hybrid vehicles and the like.

  Reference Signs List 20 hybrid vehicle, 22 engine, 23a crank position sensor, 23b temperature sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel , 40 motor electronic control unit (motor ECU), 41, 42 inverters, 43, 44 rotational position detection sensors, 45, 46 temperature sensors, 50 batteries, 51a voltage sensors, 51b current sensors, 51c temperature sensors, 52 battery electronics Control unit (battery ECU 52), 54 power line, 60 cooling device, 61 first cooling device, 62 radiator, 63 circulation flow path, 63a water temperature sensor, 64 electric pump, 66 second cooling device, 67 Radiator, 68 circulation flow path, 68a water temperature sensor, 69 electric pump, 70 electronic control unit for hybrid (HVECU), 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 SOC recovery switch, MG1, MG2 motor.

Claims (1)

With the engine,
A motor capable of outputting power to the output shaft of the engine;
A battery capable of exchanging power with the motor;
A charge switch for instructing an increase in the storage ratio of the battery according to a driver's operation;
Control means for executing predetermined control for controlling the engine and the motor such that the storage ratio is increased by power generation of the motor using power from the engine when the charge switch is turned on;
A hybrid vehicle comprising
Said control means, a temperature of the cooling water for cooling the pre SL motor, the temperature of the cooling water for cooling the engine, the temperature of the motor, the temperature of the engine, one of the temperature of the battery and determining the temperature, the When the temperature for determination becomes equal to or higher than the predetermined temperature during execution of the predetermined control, the charge switch is turned off and the execution of the predetermined control is ended, and thereafter, the temperature for the determination is higher than the predetermined temperature Means for resuming execution of the predetermined control when the temperature falls below the second predetermined temperature and the charge switch is turned on again;
Hybrid car.

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