WO2008062581A1 - Dispositif de sortie de puissance et véhicule équipé de celui-ci et procédé de commande dudit dispositif de sortie de puissance - Google Patents

Dispositif de sortie de puissance et véhicule équipé de celui-ci et procédé de commande dudit dispositif de sortie de puissance Download PDF

Info

Publication number
WO2008062581A1
WO2008062581A1 PCT/JP2007/063733 JP2007063733W WO2008062581A1 WO 2008062581 A1 WO2008062581 A1 WO 2008062581A1 JP 2007063733 W JP2007063733 W JP 2007063733W WO 2008062581 A1 WO2008062581 A1 WO 2008062581A1
Authority
WO
WIPO (PCT)
Prior art keywords
power
temperature
output
engine
internal combustion
Prior art date
Application number
PCT/JP2007/063733
Other languages
English (en)
Japanese (ja)
Inventor
Daigo Ando
Osamu Harada
Kazuhiro Ichimoto
Toshio Inoue
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2008062581A1 publication Critical patent/WO2008062581A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/448—Electrical distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/044—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the intake conduit downstream of an air throttle valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/046—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into both the combustion chamber and the intake conduit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/445—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/28—Four wheel or all wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0676—Engine temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/068—Engine exhaust temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0616—Position of fuel or air injector
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature sensor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a power output device, a vehicle equipped with the same, and a method for controlling the power output device.
  • Patent Document 1 Japanese Patent Laid-Open No. 2005-330939
  • the power output apparatus of the present invention, the vehicle on which the power output apparatus is mounted, and the control method of the power output apparatus are intended to suppress the deterioration of emissions.
  • Another object of the power output apparatus of the present invention, the vehicle on which the power output apparatus is mounted, and the control method of the power output apparatus is to meet the demands of the driver as much as possible.
  • the power output apparatus of the present invention a vehicle equipped with the power output apparatus, and a method of controlling the power output apparatus employ the following means in order to achieve at least a part of the above-described object.
  • a power output apparatus is a power output apparatus that outputs power to a drive shaft, and an in-cylinder fuel injection valve that injects fuel into a cylinder and a fuel for a port that injects fuel into an intake port.
  • An internal combustion engine having an injection valve and outputting power to the drive shaft; an electric motor capable of inputting / outputting power to the drive shaft; power storage means capable of exchanging electric power with the motor; and temperature of the internal combustion engine.
  • Temperature detecting means for detecting temperature detecting means for detecting an engine related temperature which is a temperature related to the temperature of the internal combustion engine, required driving force setting means for setting a required driving force to be output to the drive shaft,
  • required driving force setting means for setting a required driving force to be output to the drive shaft
  • the engine related temperature which is a temperature related to the temperature of the internal combustion engine
  • the engine related temperature is not in the predetermined low temperature region.
  • the internal combustion engine and the electric motor are controlled so that the power output from the internal combustion engine is limited and the driving force based on the required driving force to be output to the drive shaft is output to the drive shaft.
  • exhaust gas is sufficiently discharged by a catalyst in a region where a large amount of particulate matter is generated or an exhaust gas purification device having a catalyst for purifying exhaust gas from an internal combustion engine. This includes areas that cannot be purified!
  • control means limits the fuel injection from the in-cylinder fuel injection valve and / or the port fuel injection valve at the low temperature. It is a means to do that.
  • the control means is a means for controlling the fuel injection from the in-cylinder fuel injection valve to be restricted at least at the low temperature. You can also.
  • the fuel injected from the in-cylinder fuel injection valve is less likely to vaporize than the fuel injected from the port fuel injection valve.
  • the control means may be means for controlling the internal combustion engine to operate only by fuel injection from the port fuel injection valve at the low temperature. In this way, the temperature of the internal combustion engine can be raised by the operation of the internal combustion engine accompanied by fuel injection from the port fuel injection valve.
  • the control means causes the internal combustion engine to be idled at the low temperature, and the driving force based on the required driving force is driven only by the power from the electric motor. It can also be a means for controlling to be output to the shaft. In this way, the discharge of particulate matter from the internal combustion engine can be further suppressed.
  • required power setting means for setting required power to be output to the drive shaft based on the required drive force and the rotational speed of the drive shaft, and the control means includes the set required power.
  • the temperature detection means may be means for detecting the temperature of a cooling medium that cools the internal combustion engine as the engine-related temperature.
  • an exhaust gas purification apparatus having a catalyst for purifying exhaust gas from the internal combustion engine may be provided, and the temperature detection means may be means for detecting the temperature of the catalyst as the engine related temperature. I'll do it.
  • the output shaft of the internal combustion engine and the drive shaft that can rotate independently of the output shaft are connected, and can exchange power with the power storage means.
  • a rotation adjusting means capable of adjusting a rotation speed of the output shaft relative to the drive shaft together with input / output and input / output of driving force to the output shaft and the drive shaft; and the control means includes the internal combustion engine and It may be a means for controlling the rotation adjusting means and the electric motor.
  • the rotation adjusting means is connected to three shafts of the output shaft of the internal combustion engine, the power shaft and the third shaft, and any one of the three shafts is input / output to / from the two shafts. It may be a means provided with a three-shaft power input / output means for inputting / outputting power to / from the remaining shaft based on power and a generator capable of inputting / outputting power to / from the third shaft.
  • the vehicle of the present invention has an in-cylinder fuel injection valve that injects fuel into the cylinder and a port fuel injection valve that injects fuel into the intake port, and outputs power to a drive shaft connected to the axle.
  • An internal combustion engine an electric motor capable of inputting / outputting power to / from the drive shaft, an electric storage means capable of exchanging electric power with the electric motor, and a temperature detecting means for detecting an engine-related temperature which is the temperature of the internal combustion engine And a required driving force setting means for setting a required driving force to be output to the drive shaft, and when the detected engine-related temperature is in a predetermined low temperature region, the detected engine-related temperature is a predetermined value.
  • the internal combustion engine and the electric motor are configured such that the power output from the internal combustion engine is limited as compared to a non-low temperature that is not in a low temperature region, and a driving force based on the set required driving force is output to the drive shaft.
  • Control means for controlling It is a summary.
  • the internal combustion engine when the engine-related temperature, which is a temperature related to the temperature of the internal combustion engine, is in a predetermined low temperature region, the internal combustion engine is compared with a non-low temperature when the engine-related temperature is not in the predetermined low temperature region.
  • the internal combustion engine and the electric motor are controlled so that the power output from the engine is limited and the driving force based on the required driving force to be output to the drive shaft is output to the drive shaft.
  • exhaust gas is sufficiently discharged by a catalyst in a region where a large amount of particulate matter is generated or an exhaust gas purification device having a catalyst for purifying exhaust gas from an internal combustion engine. This includes areas that cannot be purified.
  • a method for controlling a power output apparatus of the present invention includes an in-cylinder fuel injection valve that injects fuel into a cylinder and a port fuel injection valve that injects fuel into an intake port, and outputs power to a drive shaft.
  • a control method of a power output device comprising: an internal combustion engine; an electric motor capable of inputting / outputting power to / from the drive shaft; and an electric storage means capable of exchanging electric power with the electric motor, wherein the temperature of the internal combustion engine When the engine related temperature, which is the temperature related to The power output from the internal combustion engine is limited as compared to a non-low temperature when the engine-related temperature is not in a predetermined low temperature range, and a driving force based on a required driving force to be output to the drive shaft is applied to the drive shaft.
  • the gist of the invention is to control the internal combustion engine and the electric motor so that they are output.
  • exhaust gas is sufficiently discharged by a catalyst in a region where a large amount of particulate matter is generated or an exhaust gas purification device having a catalyst for purifying exhaust gas from an internal combustion engine. This includes areas that cannot be purified.
  • FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as one embodiment of the present invention.
  • FIG. 2 is a configuration diagram showing a schematic configuration of an engine 22.
  • FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70.
  • FIG. 4 is an explanatory diagram showing an example of a required torque setting map.
  • FIG.5 Example of in-cylinder injection operation line and port injection operation line, setting of rotation speed Ni and torque Ti for in-cylinder injection, and setting of rotation speed Np and torque Tp for port injection It is explanatory drawing which shows.
  • FIG. 6 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining the rotating elements of the power distribution and integration mechanism 30.
  • FIG. 7 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 of a modified example.
  • FIG. 8 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.
  • FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention.
  • the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration.
  • a motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to the ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, and a motor MG2 connected to the reduction gear 35
  • a hybrid electronic control unit 70 that controls the entire power output device.
  • the engine 22 includes an in-cylinder fuel injection valve 125 that directly injects hydrocarbon-based fuel such as gasoline and light oil into the cylinder, and a port fuel that injects fuel into the intake port.
  • An internal combustion engine including an injection valve 126 is configured.
  • the engine 22 is equipped with these two types of fuel injection valves 125 and 126, so that air cleaned by the air cleaner 122 is sucked through the throttle valve 124 and gasoline is injected from the port fuel injection valve 126.
  • the intake air and gasoline are mixed together, and this mixture is sucked into the combustion chamber via the intake valve 128, and is explosively burned by electric sparks generated by the spark plug 130.
  • the piston is pushed down by the energy.
  • the exhaust from the engine 22 is carbon monoxide (CO) or carbonized. It is discharged into the outside air through a purifier 134 having a three-way catalyst that purifies harmful components of hydrogen (HC) and nitrogen oxides ( ⁇ ).
  • CO carbon monoxide
  • ⁇ nitrogen oxides
  • the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24.
  • the engine ECU 24 is configured as a microprocessor centered on the CPU 24a.
  • the ROM 24b that stores processing programs
  • the RAM 24c that temporarily stores data
  • input / output ports and communication ports (not shown) are provided.
  • the engine ECU 24 has signals from various sensors that detect the state of the engine 22, a crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor that detects the coolant temperature of the engine 22 and the coolant temperature of the engine 22.
  • the engine ECU 24 force and the like can control 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,
  • the control signal to the ignition coil 138 integrated with the igniter, the open / close timing of the intake valve 128, the control signal to the variable valve timing mechanism 150 that can change the VT, etc. are output via the output port.
  • the engine ECU 24 communicates with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and also provides data on the operation state of the engine 22 as necessary. Output.
  • the power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, and the sun gear 31 and the ring gear 3.
  • a planetary gear mechanism that includes a plurality of pinion gears 33 meshing with 2 and a carrier 34 that holds the plurality of pinion gears 33 so as to rotate and revolve freely, and performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. It is configured as.
  • the carrier 34 has a crankshaft 26 force of the engine 22, the sun gear 31 is connected to the motor MG 1, and the ring gear 32 is connected to the reduction gear 35 via the ring gear shaft 32 a.
  • the motor MG1 When the motor MG1 functions as a generator, it distributes the power from the engine 22 input from the carrier 34 to the sun gear 31 side and the ring gear 32 side according to the gear ratio. The power from the engine 22 input and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.
  • Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as a generator as well as a generator, and exchange power with the notch 50 via inverters 41 and 42. fi.
  • the power line 54 connecting the inverters 41 and 42 and the notch 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and is generated by either the motor MG1 or MG2. Can be consumed by other motors. Therefore, the notch 50 is charged / discharged by electric power generated from the power of the motors M Gl and MG2 or insufficient power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged.
  • the motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as motor ECU) 40.
  • the motor ECU 40 includes signals necessary for driving and controlling the motors M Gl and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown).
  • the phase current applied to the motors MG1 and MG2 detected by the above is input, and the switching control signal to the inverters 41 and 42 is output from the motor ECU 40.
  • the motor ECU 40 communicates with the hybrid electronic control unit 70 and drives and controls the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70. At the same time, data related to the operating state of the motors MG1 and MG2 is output to the hybrid electronic control unit 70 as necessary.
  • the battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52.
  • the battery ECU 52 has signals necessary for managing the battery 50, for example, a voltage between terminals of a voltage sensor (not shown) installed between the terminals of the battery 50, and an electric power connected to the output terminal of the battery 50.
  • the charging / discharging current from a current sensor (not shown) attached to the line 54 and the battery temperature Tb from the temperature sensor 51 attached to the battery 50 are input.
  • Output to hybrid electronic control unit 70 via communication.
  • the battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50! /.
  • the hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, and an input (not shown). An output port and a communication port are provided.
  • the hybrid electronic control unit 70 includes an acceleration signal from the detection 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 that detects the amount of depression of the accelerator pedal 83.
  • Pedal position sensor 84 Accelerator opening Acc, Brake pedal position sensor BP detecting brake pedal 85 depression amount Brake pedal position BP from 86, Vehicle speed V from vehicle speed sensor 88, etc. are input via the input port. Has been.
  • the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and the engine ECU 24, the motor ECU 40, and the battery ECU 52 are connected to various control signals and data. We are exchanging.
  • the hybrid vehicle 20 of the embodiment configured as described above is a request to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver.
  • Torque Tr * is calculated, and operation of engine 22, motor MG1, and motor MG2 is controlled such that torque Tr * is output to required power gear gear shaft 32a corresponding to this required torque Tr *.
  • Operation control of engine 22 and motor MG1 and motor MG2 The engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is converted by the power distribution and integration mechanism 30, the motor MG1, and the motor MG2.
  • the engine 22 outputs power that matches the torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 and the sum of the required power and the power required for charging and discharging the battery 50 so that it is output to the ring gear shaft 32a. As described above, the engine 22 is operated and controlled, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is accompanied by torque conversion by the power distribution / integration mechanism 30, the motor MG1, and the motor MG2.
  • Required power force Charging / discharging operation mode for controlling motor MG1 and motor MG2 to be output to S ring gear shaft 32a, engine 22 operation
  • FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several milliseconds).
  • the CPU 72 of the hybrid electronic control unit 70 first starts the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the cooling water temperature ⁇ w, the catalyst. Processing to input data necessary for control such as temperature ⁇ c, motor MG1 and MG2 rotation speed Nml, Nm2, battery 50 input / output limit Win, Wout, etc. is executed (step S100).
  • the cooling water temperature ⁇ w and the catalyst temperature ⁇ c are detected by the water temperature sensor 142 and detected by the temperature sensor 134a, respectively, and are input from the engine ECU 24 via communication.
  • the rotation speeds N ml and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 via communication, calculated based on the rotation positions of the rotors of the motors MG1 and MG2 detected by the rotation position detection sensors 43 and 44. To do. Further, the input / output restriction Win, Wout of the battery 50 is set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52. The input was made by communication.
  • the vehicle is based on the input accelerator opening Acc and the vehicle speed V.
  • the required torque Tr * and the required power Pr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b are set as the required torque (step S110).
  • the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc and the vehicle speed V. Is given, the corresponding required torque Tr * is derived from the stored map and set.
  • Figure 4 shows an example of the required torque setting map.
  • the required power P r * can be calculated by multiplying the set required torque Tr * by the rotational speed Nr of the ring gear shaft 32a.
  • the rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by a conversion factor, or by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.
  • the coolant temperature ⁇ w is compared with the threshold ⁇ wref (step S120), and the catalyst temperature ⁇ c is compared with the threshold ⁇ cref (step S130).
  • the threshold value ⁇ wref is a threshold value used to determine whether or not the fuel injected from the in-cylinder fuel injection valve 125 is considered to be sufficiently vaporized, for example, 55 ° C or 60 °. C, 65 ° C, etc. can be used.
  • the cooling water temperature ⁇ w is relatively low.
  • the temperature of the cylinder wall of the engine 22 and the piston is usually relatively low, so the reduction in the vaporization of the fuel injected from the in-cylinder fuel injection valve 125 and the port fuel injection valve 126 is near the cylinder wall. It is thought that particulate matter due to unburned residue is likely to be generated. In particular, in terms of a decrease in fuel vaporization, the direction of the fuel injected from the in-cylinder fuel injection valve 125 is difficult to diffuse, so that the fuel injected from the port fuel injection valve 126 is not diffused. Compared with this, it is considered that particulate matter is likely to be generated.
  • the comparison between the cooling water temperature ⁇ w and the threshold value ⁇ wref in step S120 is a process for determining whether such particulate matter is likely to be generated.
  • the threshold value ⁇ cref is a threshold value used to determine whether the exhaust from the engine 22 can be sufficiently purified by the three-way catalyst of the purification device 134, and is determined by the purification performance of the three-way catalyst. For example, 350 ° C, 400 ° C, 450 ° C, etc. can be used. When the catalyst temperature ⁇ c is relatively low, the three-way catalyst does not function sufficiently and the emission of harmful components increases.
  • the comparison between the catalyst temperature ⁇ c and the threshold ⁇ cref in step S 130 is a process for determining whether or not the three-way catalyst can sufficiently reduce the emission amount of harmful components. It makes sense. From the above, the processing of steps S 120 and S 130 is processing for determining whether or not the generation of particulate matter can be sufficiently suppressed and the exhaust from the engine 22 can be sufficiently purified. Become.
  • the in-cylinder fuel injection valve 1 25 corresponds to the sum of the fuel injection from the in-cylinder fuel injection valve 125 and the fuel injection from the port fuel injection valve 126.
  • the sharing ratio k as a ratio is set (step S140). The sharing ratio k can be set based on, for example, the rotational speed Ne of the engine 22 or the torque output from the engine 22.
  • the rotational speed Ne of the engine 22 can be used by being input from the engine ECU 24 through communication, which is calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26.
  • the torque output from engine 22 is set using, for example, the torque command Tml * of motor MG 1 and the gear ratio p of power distribution and integration mechanism 30 set when this routine was executed last time. I can do it.
  • the setting of torque command Tml * for motor MG 1 will be described later.
  • the required engine power Pe * required for the engine 22 is set by subtracting the required charge / discharge power Pb * required by the battery 50 from the required power Pr * (step S 150).
  • the charge / discharge required power Pb * is positive on the discharge side and negative on the charge side.
  • the in-cylinder injection speed Ni, torque Ti and the port injection speed Np, torque Tp are set (steps S 160, S 1 70 ), Set the target engine speed Ne * of the engine 22 as a result of apportioning the set in-cylinder engine speed Ni and the port engine speed ⁇ by the sharing ratio k (see the following equation (1)).
  • the target torque Te * is set by dividing the engine required power Pe * by the set target rotational speed Ne * (step S180).
  • In-cylinder fuel injection valve 125 Fuel injection valve for in-cylinder injection, which is a constraint for efficient operation of engine 22 only by fuel injection from in-cylinder fuel injection valve 125 1 Engine 22 is efficiently operated only by fuel injection from 26
  • An example of the port injection operation line, which is the restriction, and setting the rotational speed Ni and torque Ti for in-cylinder injection Figure 5 shows how to set the rotation speed Np and torque Tp for the child and port injection.
  • the left S-axis indicates the rotation speed of the sun gear 31 that is Nml of the motor MG1
  • the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22
  • the R-axis indicates the rotation speed of the motor MG2.
  • the rotational speed Nr of the ring gear 32 obtained by dividing the rotational speed Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (1) can be easily derived by using this alignment chart.
  • the two thick arrows on the R axis indicate that the torque Tml output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque.
  • Equation (2) is a relational expression in feedback control for rotating motor MG1 at the target rotational speed Nml *.
  • “kl” in the second term on the right side is the gain of the proportional term.
  • “k2” in the third term on the right side is the gain of the integral term.
  • Nml * Ne * '(l + p) / p -Nm2 / (Gr- p) (1)
  • Tml * previous Tml * + kl (Nml * -Nml) + k2 J (Nml * _Nml) dt (2)
  • Torque limits Tmin and Tmax as upper and lower torque limits are calculated using the following equations (3) and (4) (step S200), and the required torque Tr *, torque command Tml *, and power distribution integration mechanism 30
  • the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 using the gear ratio p is calculated by equation (5) (step S210), and the temporary motor torque Tm2tmp is limited by the calculated torque limits Tmin and Tmax.
  • Set torque command Tm2 * for motor MG2 step S220).
  • Equation (5) can be easily derived from the collinear diagram of FIG. 6 described above.
  • Tmin (Win-Tml> K ⁇ Nml) / Nm2 (3)
  • Tmax (Wout-Tml> KNml) / Nm2 (4)
  • Tm2tmp (Tr * + Tml * / p) / Gr (5)
  • fuel injection is performed from the port fuel injection valve 126 so that the target torque Te * is output, and control such as ignition control and throttle opening control is performed.
  • the motor ECU 40 that has received the torque commands Tml * and Tm2 * operates the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tml * and the motor MG2 is driven by the torque command Tm2 *. Perform switching control.
  • Step S 120 and S 130 When the cooling water temperature ⁇ w is the threshold ⁇ wre beam low! /, Or when the catalyst temperature ⁇ c is lower than the threshold ⁇ cref! / (Steps S 120 and S 130), the generation of particulate matter is sufficient. Therefore, it is determined that the exhaust from the engine 22 cannot be sufficiently purified, and the share ratio k is set so that the engine 22 is operated only by fuel injection from the port fuel injection valve 1 26.
  • the value 0 is set (step S240), and the required power Pr * is compared with the output limit Wout of the battery 50 (step S250). This comparison determines whether or not the required power Pr * can be covered only by the power from the motor MG2.
  • the required power Pr * is equal to or less than the output limit Wout of the battery 50, it is determined that the required power Pr * can be covered only by the power from the motor MG2, and the engine 22 Set idling speed Nidi to target speed Ne *, set value 0 to target torque Te * (step S260), set value 0 to torque command Tml * of motor MG1 (step S270), and after step S200 Execute the process.
  • the fuel injection control is performed so that the engine 22 performs fuel injection only from the port fuel injection valve 126 and is operated idling. Therefore, the production of particulate matter can be suppressed by not performing fuel injection from the cylinder fuel injection valve 125.
  • the amount of fuel injected from the port fuel injection valve 126 can be reduced, so that the generation of particulate matter can be further suppressed. Note that by performing fuel injection from the port fuel injection valve 126 and idling the engine 22, the coolant temperature ⁇ w and the catalyst temperature ⁇ c gradually increase.
  • step S280 the power obtained by reducing the output limit Wout of the battery 50 is set as the engine required power Pe * (step S280), and the processing after step S160 is executed.
  • the value 0 is set for the share ratio k! /, So the target engine speed Ne * and the target torque Te * of the engine 22 are set with the engine speed Np and the torque Tp for port injection.
  • the fuel injection control is performed so that the fuel is injected by the amount of the port fuel injection valve 126 and the torque Tp is output. Further, the motor MG2 outputs power to the ring gear shaft 32a within the range of the output limit Wout of the battery 50. Thus, the driver's request can be met. In this case as well, the generation of particulate matter can be suppressed by not performing fuel injection from the cylinder fuel injection valve 125.
  • the coolant temperature ⁇ w is equal to the threshold value ⁇ wr. e
  • the fuel injection from the in-cylinder fuel injection valve 125 or the port fuel injection valve 126 is restricted, so that a large amount of particulate matter is generated.
  • the deterioration of emissions due to since the fuel is not injected from the in-cylinder fuel injection valve 125 at this time, it is possible to further suppress the generation of particulate matter. Further, at this time, since the engine 22 is idling only with the fuel injection valve 126 for the port and other fuel injection, the generation of particulate matter can be further suppressed.
  • the torque corresponding to the required torque Tr * and the battery 50 input / output limit Win, Output is output to the ring gear shaft 32a, so the driver's request can be met.
  • the required torque Tr * and the rotational speed Nr of the ring gear shaft 32a are maintained.
  • the required power Pr * is greater than the output limit Wout of the battery 50, the power S is output from the engine 22 in addition to the power from the motor MG2, and the power S responds to the driver's request.
  • the in-cylinder ratio k is used in accordance with whether the coolant temperature ⁇ w is equal to or greater than the threshold value ⁇ wref and whether the catalyst temperature ⁇ c is equal to or greater than the threshold value ⁇ cref.
  • One of the force S, the cooling water temperature ⁇ w, and the catalyst temperature ⁇ c, which are assumed to inject fuel from the fuel injection valve 125 and the port fuel injection valve 126, may be excluded.
  • a share ratio k that considers other temperatures, for example, the temperature of the cylinder wall surface of the engine 22 or the tip temperature of the in-cylinder fuel injection valve 125 may be used.
  • the required power Pr * is the output limit of the battery 50.
  • the engine 22 may be operated idlingly. Some power may be output from the engine 22.
  • the required power Pr * is the output limit of the battery 50.
  • it is less than Wout fuel injection from the cylinder fuel injection valve 125 is not performed and It is also possible to perform a slight fuel injection from the in-cylinder fuel injection valve 125, which is the force S that allowed the engine 22 to be idled only by fuel injection from the fuel injection valve 126 for the engine.
  • the share ratio k smaller than the share ratio k set when the coolant temperature ⁇ w is equal to or higher than the threshold value ⁇ wref and the catalyst temperature ⁇ c is equal to or higher than the threshold value ⁇ cref (from the in-cylinder fuel injection valve 125)
  • the fuel injection may be performed from the in-cylinder fuel injection valve 125 and the port fuel injection valve 126 using a sharing ratio k) that reduces the amount of fuel injection.
  • the required power Pr * is the output limit of the battery 50.
  • the power that is output from the engine 22 as the power of the deviation between the required power Pr * and the output limit Wout of the battery 50 is not limited to this.
  • the engine 22 outputs some power and the engine It is also possible to output the power from the motor MG2 using the power within the range of the sum of the power generated by the motor MG1 and the output limit Wout of the battery 50 in accordance with the power output from the motor 22.
  • the required power Pr * is the output limit of the battery 50.
  • Wout it is assumed that the power of the deviation between the required power Pr * and the output limit Wout of the battery 50 is output from the engine 22.Cooling water temperature ⁇ w is the threshold ⁇ wre When the catalyst is low or the catalyst temperature ⁇ c is the threshold When it is lower than ⁇ cref, engine 22 can be idled regardless of the required power Pr *! /.
  • the power that is used to change the power of the motor MG2 by the reduction gear 35 and output it to the ring gear shaft 32a as illustrated in the hybrid vehicle 120 of the modification of FIG.
  • the power of motor MG2 may be connected to an axle (an axle connected to wheels 64a and 64b in FIG. 7) different from an axle to which ring gear shaft 32a is connected (an axle to which driving wheels 63a and 63b are connected).
  • the power distribution and integration mechanism 30 Output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a, 63b, but connected to the crankshaft 26 of the engine 22 as illustrated in the hybrid vehicle 220 of the modified example of FIG.
  • the inner rotor 232 and the outer rotor 234 connected to the drive shaft that outputs power to the drive wheels 63a and 63b, and transmits a part of the power of the engine 22 to the drive shaft and the remaining power as electric power. It may be provided with a counter-rotor motor 230 that converts to
  • a ring gear shaft as a drive shaft having a cylinder fuel injection valve 125 for injecting fuel into a cylinder and a port fuel injection valve 126 for injecting fuel into an intake port via a power distribution and integration mechanism 30
  • the engine 22 that outputs power to 32a corresponds to an “internal combustion engine”
  • the motor MG2 that inputs and outputs power to the ring gear shaft 32a corresponds to “motor”
  • the battery 50 that exchanges power with the motor MG2
  • the temperature sensor 142 that detects the cooling water temperature ⁇ w and the temperature sensor 134a that detects the catalyst temperature ⁇ c correspond to the ⁇ temperature detection means '', and the required torque that should be output to the ring gear shaft 32a
  • the hybrid electronic control unit 70 that executes the process of setting Tr * corresponds to “required driving force setting means” and the cooling water temperature ⁇ w is less
  • the power distribution / integration mechanism 30 connected to the crankshaft 26 of the engine 22 and the motor MG1 connected to the power distribution / integration mechanism 30 correspond to the “rotation adjusting means” and have a three-way catalyst.
  • the purifier 134 that purifies the exhaust gas corresponds to an “exhaust gas purifier”.
  • the present invention is not limited to those applied to hybrid vehicles, but is incorporated into non-moving equipment such as forms of power output devices mounted on moving bodies such as vehicles other than automobiles, ships, and aircraft, and construction equipment.
  • the power output device may be in the form of a power output device. Furthermore, it is good also as a form of the control method of such a power output device.
  • the present invention can be used in a power output apparatus, a vehicle manufacturing industry, and the like.

Abstract

Lorsque la température ϑw de l'eau de refroidissement est inférieure à un seuil ϑwref ou lorsque la température ϑc du catalyseur est inférieure à un seuil ϑcref (S120, S130), le taux de distribution k et le nombre cible de révolutions Ne* et le couple cible Te* d'un moteur (22) sont établis de façon que le moteur (22) marche au ralenti seulement par injection de combustible à partir d'une soupape d'injection de combustible pour un port, sans injection de combustible pour un cylindre (S240, S260), une valeur 0 est établie pour la commande de couple Tm1* d'un moteur MG1 (S270), la commande de couple Tm2* d'un moteur MG2 est établie en fonction d'un couple demandé Tr* (S200-S220), puis le moteur et lesdits deux moteurs sont commandés en fonction desdites commandes.
PCT/JP2007/063733 2006-11-22 2007-07-10 Dispositif de sortie de puissance et véhicule équipé de celui-ci et procédé de commande dudit dispositif de sortie de puissance WO2008062581A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2006316082A JP2008126904A (ja) 2006-11-22 2006-11-22 動力出力装置およびこれを搭載する車両並びに動力出力装置の制御方法
JP2006-316082 2006-11-22

Publications (1)

Publication Number Publication Date
WO2008062581A1 true WO2008062581A1 (fr) 2008-05-29

Family

ID=39429522

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2007/063733 WO2008062581A1 (fr) 2006-11-22 2007-07-10 Dispositif de sortie de puissance et véhicule équipé de celui-ci et procédé de commande dudit dispositif de sortie de puissance

Country Status (2)

Country Link
JP (1) JP2008126904A (fr)
WO (1) WO2008062581A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012111460A (ja) * 2010-11-29 2012-06-14 Toyota Motor Corp 自動車

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5400672B2 (ja) * 2010-03-12 2014-01-29 本田技研工業株式会社 ハイブリッド車両の制御装置
JP5884289B2 (ja) * 2011-04-07 2016-03-15 マツダ株式会社 ハイブリッド車両の制御装置
KR101696025B1 (ko) 2014-08-21 2017-01-13 주식회사 포스코 충격인성이 우수한 용접이음부 및 그 제조 방법

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005299504A (ja) * 2004-04-12 2005-10-27 Toyota Motor Corp 動力出力装置およびこれを搭載する自動車並びに動力出力装置の制御方法
JP2005330939A (ja) * 2004-05-21 2005-12-02 Toyota Motor Corp ハイブリッド車両におけるデュアル噴射型内燃機関の空燃比学習制御方法
JP2006258032A (ja) * 2005-03-18 2006-09-28 Toyota Motor Corp 車両の制御装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005299504A (ja) * 2004-04-12 2005-10-27 Toyota Motor Corp 動力出力装置およびこれを搭載する自動車並びに動力出力装置の制御方法
JP2005330939A (ja) * 2004-05-21 2005-12-02 Toyota Motor Corp ハイブリッド車両におけるデュアル噴射型内燃機関の空燃比学習制御方法
JP2006258032A (ja) * 2005-03-18 2006-09-28 Toyota Motor Corp 車両の制御装置

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012111460A (ja) * 2010-11-29 2012-06-14 Toyota Motor Corp 自動車

Also Published As

Publication number Publication date
JP2008126904A (ja) 2008-06-05

Similar Documents

Publication Publication Date Title
JP4297913B2 (ja) 動力出力装置およびその制御方法並びに車両
JP4175371B2 (ja) 内燃機関装置およびその制御方法並びに動力出力装置
JP4615037B2 (ja) ハイブリッド自動車およびその制御方法
JP4306719B2 (ja) 内燃機関装置およびこれを備える動力出力装置並びにこれを搭載する車両、内燃機関装置の制御方法
JP5519159B2 (ja) ハイブリッド車およびその制御方法
JP4779800B2 (ja) 車両およびその制御方法
JP2010179780A (ja) ハイブリッド車およびその制御方法
WO2008062583A1 (fr) Moteur à combustion interne, procédé de commande de celui-ci et véhicule
EP2893175A1 (fr) Commande de moteur à combustion interne destinée à un véhicule hybride
JP2009280094A (ja) 動力出力装置およびその制御方法並びに車両
JP2009274671A (ja) ハイブリッド自動車およびその制御方法
WO2008062581A1 (fr) Dispositif de sortie de puissance et véhicule équipé de celui-ci et procédé de commande dudit dispositif de sortie de puissance
JP2010116032A (ja) ハイブリッド車両およびその制御方法
JP2007309113A (ja) 動力出力装置、それを搭載した車両及び動力出力装置の制御方法
JP2007223403A (ja) 動力出力装置およびその制御方法並びに車両
JP3956944B2 (ja) 動力出力装置およびこれを搭載する自動車並びにその制御方法
JP2006249983A (ja) 動力出力装置およびこれを搭載する自動車並びにその制御方法
JP2010274739A (ja) 内燃機関装置およびハイブリッド車
JP4438752B2 (ja) 動力出力装置およびその制御方法並びに車両
JP2010105626A (ja) 車両およびその制御方法
JP2014189081A (ja) ハイブリッド自動車
JP2009274628A (ja) ハイブリッド車およびその制御方法
JP2011084202A (ja) 動力出力装置、それを備えたハイブリッド車両および動力出力装置の制御方法
JP5115423B2 (ja) ハイブリッド車およびハイブリッド車の制御方法
JP2010112231A (ja) 車両およびその制御方法

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 07790551

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 07790551

Country of ref document: EP

Kind code of ref document: A1