WO2013098943A1 - Véhicule hybride - Google Patents

Véhicule hybride Download PDF

Info

Publication number
WO2013098943A1
WO2013098943A1 PCT/JP2011/080227 JP2011080227W WO2013098943A1 WO 2013098943 A1 WO2013098943 A1 WO 2013098943A1 JP 2011080227 W JP2011080227 W JP 2011080227W WO 2013098943 A1 WO2013098943 A1 WO 2013098943A1
Authority
WO
WIPO (PCT)
Prior art keywords
battery
engine
temperature
power
motor
Prior art date
Application number
PCT/JP2011/080227
Other languages
English (en)
Japanese (ja)
Inventor
上條　祐輔
啓介 森崎
Original Assignee
トヨタ自動車株式会社
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 トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2011/080227 priority Critical patent/WO2013098943A1/fr
Publication of WO2013098943A1 publication Critical patent/WO2013098943A1/fr

Links

Images

Classifications

    • 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
    • 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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • 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
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/246—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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0638—Turbocharger state
    • 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
    • B60W2710/0666—Engine torque
    • 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
    • B60W2710/0683—Engine manifold pressure
    • 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
    • B60W2710/086—Power
    • 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

Definitions

  • the present invention relates to a hybrid vehicle, and more specifically, an engine having a supercharger and capable of outputting power for traveling, a motor capable of outputting power for traveling, and a battery capable of exchanging electric power with the motor.
  • the present invention relates to a hybrid vehicle that is capable of traveling with supercharging by a supercharger.
  • this type of hybrid vehicle includes an engine with a turbocharger, a motor MG1, a planetary gear in which a ring gear, a carrier, and a sun gear are connected to the axle side, the output shaft of the engine, and the rotation shaft of the motor MG1.
  • a motor MG2 capable of inputting / outputting power on the axle side and a battery for exchanging electric power with the motors MG1, MG2 has been proposed, and the supercharging pressure of the engine is increased as the stored amount of the battery is smaller ( For example, see Patent Document 1).
  • the electric power from the battery is used by increasing the engine boost pressure to increase the engine output.
  • the shortage of torque due to the driving of the motor MG2 is compensated, and when the amount of power stored in the battery is large, the supercharging pressure of the engine is lowered to lower the output of the engine, thereby improving fuel efficiency.
  • the boost pressure of the engine when the boost pressure of the engine is increased, the upper limit of the engine output can be increased, but the output response tends to be lowered. For this reason, when changing the output of the engine in a state where the supercharging pressure of the engine is high, the battery tends to be charged and discharged with a large amount of electric power. If the boost pressure of the engine is increased without considering the temperature of the battery, the battery may be charged / discharged with a large amount of power, which may lead to an excessive increase in the temperature of the battery and the resulting deterioration of the battery. .
  • the main purpose of the hybrid vehicle of the present invention is to suppress the excessive temperature rise of the battery and the promotion of the deterioration of the battery resulting therefrom.
  • the hybrid vehicle of the present invention has taken the following measures in order to achieve the main object described above.
  • the hybrid vehicle of the present invention A supercharger comprising an engine capable of outputting driving power, a motor capable of inputting / outputting driving power, and a battery capable of exchanging electric power with the motor.
  • a hybrid vehicle that can travel with When the temperature of the battery is higher than a predetermined temperature, the vehicle is driven by the required torque required for driving while the supercharging by the supercharger is limited compared to when the temperature of the battery is lower than the predetermined temperature.
  • Control means for controlling the engine and the motor to It is a summary to provide.
  • the “supercharger” may be a turbocharger or a supercharger.
  • the “predetermined temperature” may be a predetermined temperature threshold value for suppressing deterioration of the battery.
  • control means sets a required power to be output from the engine in accordance with the required torque, and the request is made regardless of whether the temperature of the battery is higher than the predetermined temperature. It may be a means for controlling power to be output from the engine.
  • control means is a means for controlling the supercharging by the supercharger to be greatly limited as the temperature of the battery is higher when the temperature of the battery is higher than the predetermined temperature. There can be.
  • control means sets the upper limit supercharging pressure of the engine so that the battery temperature is lower than the predetermined temperature when the battery temperature is higher than the predetermined temperature, Limiting the target boost pressure of the engine with the upper limit boost pressure, setting a control boost pressure, and controlling the engine boost pressure to be the control boost pressure; You can also
  • the control unit may be configured such that the supercharger has a higher charge storage ratio than the predetermined ratio when the battery charge ratio is higher than a predetermined ratio. It can also be a means for controlling so that supercharging by is limited. In this way, it is possible to suppress an excessive increase in the storage ratio of the battery and the promotion of battery deterioration caused by the increase.
  • the “predetermined ratio” may be a power storage ratio threshold that is predetermined in order to suppress deterioration of the battery.
  • the control means is configured such that when the battery storage ratio is higher than the predetermined predetermined ratio, the supercharging by the supercharger is greatly limited as the battery storage ratio is higher. It can also be a means to control.
  • the generator capable of exchanging electric power with the battery, the drive shaft connected to the axle, the output shaft of the engine, and the rotating shaft of the generator. And a planetary gear connected to the motor, wherein the motor has a rotating shaft connected to the drive shaft.
  • FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is explanatory drawing which shows an example of the relationship between battery temperature Tb and input-output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the electrical storage ratio SOC of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is a flowchart which shows an example of the drive control routine performed by HVECU70 of an Example. It is explanatory drawing which shows an example of the map for request
  • FIG. 4 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of the planetary gear 30 when traveling while outputting power from the engine 22.
  • FIG. It is explanatory drawing which shows an example of the operation line at the time of supercharging, and a mode that the target rotational speed Ne * and the target torque Te * are set. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb of the battery 50, and the correction coefficient Ktb. It is explanatory drawing which shows an example of the relationship between the electrical storage ratio SOC of the battery 50, and the correction coefficient Ksoc.
  • FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.
  • FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.
  • FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.
  • FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 420 according to a modification.
  • FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention.
  • the hybrid vehicle 20 of the embodiment includes an engine 22 that outputs power using gasoline or light oil as a fuel, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that controls the drive of the engine 22, an engine, and the like.
  • a planetary gear 30 having a carrier connected to the crankshaft 26 and a ring gear connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37, and a rotor configured as a synchronous generator motor, for example.
  • Motor MG1 connected to the sun gear of planetary gear 30, for example, a motor MG2 configured as a synchronous generator motor and having a rotor connected to drive shaft 36, inverters 41 and 42 for driving motors MG1 and MG2, Inverters 41 and 42 not shown
  • a motor electronic control unit (hereinafter referred to as a motor ECU) 40 that drives and controls the motors MG1 and MG2 by switching the elements, and a motor MG1, which is configured as, for example, a nickel metal hydride secondary battery via inverters 41 and 42.
  • a battery 50 that exchanges power with the MG 2 a battery electronic control unit (hereinafter referred to as a battery ECU) 52 that manages the battery 50, and a hybrid electronic control unit (hereinafter referred to as a HVECU) 70 that controls the entire vehicle.
  • a battery ECU battery electronic control unit
  • HVECU hybrid electronic control unit
  • the engine 22 includes a turbo-type supercharger (so-called turbocharger) 140 that supercharges using exhaust energy.
  • the supercharger 140 includes a compressor 142 provided in the intake pipe 124 connected to the air cleaner 122, a turbine 144 provided in the exhaust pipe 126, and a connecting shaft 146 that connects the compressor 142 and the turbine 144. .
  • a wastegate valve 150 is attached to a bypass pipe 128 that connects the upstream side and the downstream side of the turbine 144 in the exhaust pipe 126. In this engine 22, by adjusting the opening degree of the wastegate valve 150, the distribution ratio between the amount of exhaust flowing through the bypass pipe 128 and the amount of exhaust flowing through the turbine 144 is adjusted (the wastegate valve).
  • the amount of compressed air by the compressor 142 is adjusted, and the supercharging pressure (intake pressure) of the engine 22 is adjusted.
  • the engine 22 can operate in the same manner as a naturally aspirated engine that does not include the supercharger 140 when the wastegate valve 150 is fully open.
  • the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .
  • the engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a water temperature sensor that detects the crank position ⁇ cr from the crank position sensor that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22.
  • a wastegate valve opening degree from the wastegate valve opening degree sensor is input via an input port, and various control signals for driving the engine 22, such as a fuel injection valve, are input from the engine ECU 24.
  • the engine ECU 24 is in communication with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operation state of the engine 22 to the HVECU 70 as necessary.
  • the engine ECU 24 calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on a signal from a crank position sensor (not shown) attached to the crankshaft 26, or intake air amount Qa from the air flow meter.
  • the volumetric efficiency (ratio of the volume of air actually sucked in one cycle to the stroke volume per cycle of the engine 22) KL is calculated based on the rotation speed Ne of the engine 22.
  • the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .
  • the motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions ⁇ m1 and ⁇ m2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and not shown.
  • a phase current applied to the motors MG1 and MG2 detected by the current sensor is input via the input port, and the motor ECU 40 outputs a switching control signal to switching elements (not shown) of the inverters 41 and 42. It is output through the port.
  • the motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary.
  • the motor ECU 40 also calculates the rotational angular velocities ⁇ m1, ⁇ m2 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions ⁇ m1, ⁇ m2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44. ing.
  • the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .
  • the battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, an inter-terminal voltage Vb from a voltage sensor 51a installed between terminals of the battery 50 or an electric power line connected to an output terminal of the battery 50.
  • the charging / discharging current Ib from the current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input, and data relating to the state of the battery 50 is transmitted to the HVECU 70 by communication as necessary. .
  • the battery ECU 52 is a ratio of the capacity of electric power that can be discharged from the battery 50 at that time based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b in order to manage the battery 50.
  • the power storage ratio SOC is calculated, and the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the calculated power storage ratio SOC and the battery temperature Tb.
  • the input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limiting limit are set based on the storage ratio SOC of the battery 50.
  • FIG. 2 shows an example of the relationship between the battery temperature Tb and the input / output limits Win and Wout
  • FIG. 3 shows an example of the relationship between the storage ratio SOC of the battery 50 and the correction coefficients of the input / output limits Win and Wout.
  • the input / output limits Win and Wout set in this way are used in a region where the battery temperature Tb is higher than a predetermined temperature Tbhi (for example, 40 ° C., 45 ° C., etc.).
  • the output limit Wout is more restricted as the battery temperature Tb is higher in a region where the battery temperature Tb is higher than the predetermined temperature Tbhi, and is stored in a region where the storage ratio SOC is smaller than a predetermined value Slo (for example, 30%, 40%, etc.). The smaller the ratio SOC, the larger the limit.
  • 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.
  • the HVECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening degree from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83.
  • the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port.
  • 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 required torque Tr * to be output to the drive shaft 36 is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver.
  • the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque Tr * is output to the drive shaft 36.
  • the operation control of the engine 22, the motor MG1, and the motor MG2 the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is transmitted to the planetary gear 30 and the motor.
  • the torque conversion operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the torque is converted by the MG1 and the motor MG2 and output to the drive shaft 36, and the sum of the required power and the power required for charging and discharging the battery 50 is met.
  • Operation of the engine 22 is controlled so that power is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is torque generated by the planetary gear 30, the motor MG1, and the motor MG2.
  • the required power is output to the drive shaft 36 with conversion.
  • Charge-discharge drive mode for driving and controlling the motors MG1 and MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 36.
  • the torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power is output to the drive shaft 36 with the operation of the engine 22. Since there is no substantial difference in control, both are hereinafter referred to as the engine operation mode.
  • FIG. 4 is a flowchart illustrating an example of a drive control routine executed by the HVECU 70 of the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).
  • the HVECU 70 When the drive control routine is executed, first, the HVECU 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the battery temperature of the battery 50. Processing for inputting data necessary for control, such as Tb, power storage ratio SOC, input / output restriction Win, Wout, is executed (step S100).
  • the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are calculated from the motor ECU 40 based on the rotational positions ⁇ m1 and ⁇ m2 of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44.
  • the battery temperature Tb, the storage rate SOC of the battery 50, and the input / output limits Win and Wout of the battery 50 are respectively detected by the temperature sensor 51c and the integrated value of the charge / discharge current Ib detected by the current sensor 51b. What is calculated based on the battery temperature Tb of the battery 50 and what is set based on the storage ratio SOC of the battery 50 is input from the battery ECU 52 by communication.
  • a required torque Tr * to be output to the drive shaft 36 is set based on the input accelerator opening Acc and the vehicle speed V, and the set required torque Tr * is multiplied by the rotational speed Nr of the drive shaft 36.
  • the travel power Pdrv * required for travel is calculated, and the charge / discharge required power Pb * (positive value when discharged from the battery 50) obtained based on the storage ratio SOC of the battery 50 is used for travel.
  • a required power Pe * as a power required for the vehicle (power to be output from the engine 22) is calculated by subtracting from the power Pdrv * (step S110).
  • the required torque Tr * is stored in a ROM (not shown) as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr *.
  • a required torque setting map is shown in FIG.
  • the rotational speed Nr of the drive shaft 36 a rotational speed obtained by multiplying the rotational speed Nm2 of the motor MG2 or the vehicle speed V by a conversion factor can be used.
  • the supercharging pressure (intake pressure) of the engine 22 should be higher than the pressure Psu0 when the wastegate valve 150 is fully opened (when operated in the same manner as a naturally aspirated engine without the supercharger 140). It is determined whether or not a supercharging condition (which should be supercharged by the supercharger 140) is satisfied (step S120).
  • the supercharging condition is a condition for determining that it is better to perform supercharging by the supercharger 140 because the torque and power to be output from the engine 22 are large in the embodiment.
  • a condition that is equal to or greater than a predetermined opening Aref (for example, 70% or 80%) is used.
  • the pressure Psu0 is a pressure corresponding to the air density of the air taken into the engine 22 (which depends on the atmospheric pressure Pa, the intake air temperature Ta, etc.).
  • the supercharging pressure (intake pressure) of the engine 22 does not need to be higher than the pressure Psu0, and the engine 22 that can output the required power Pe * from the engine 22 efficiently.
  • the target rotational speed Ne * and the target torque Te * are set as target operating points at which the engine 22 should be operated based on the fuel efficiency operation line as the relationship between the rotational speed and torque and the required power Pe * (
  • the pressure Psu0 is set to the control supercharging pressure (control intake pressure) Psu * used for adjusting the supercharging pressure (intake pressure) of the engine 22 (control of the wastegate valve 150) (step S140).
  • FIG. 6 is an explanatory diagram showing an example of the fuel efficiency operation line and how the target rotation speed Ne * and the target torque Te * are set.
  • the target rotational speed Ne * and the target torque Te * of the engine 22 can be obtained as an intersection of the fuel efficiency operation line and a curve with a constant required power Pe * (Ne * ⁇ Te *).
  • step S190 the torque command (previous Tm1 *) of the motor MG1 and the gear ratio ⁇ of the planetary gear 30 (number of teeth of the sun gear / number of teeth of the ring gear) set in the processing of step S200 described later when this routine was executed last time.
  • step S190 the estimated output torque Test estimated as the output torque from the engine 22 according to the following equation (1) (step S190), and the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the planetary gear 30 are calculated.
  • the target rotational speed Nm1 * of the motor MG1 is calculated by the equation (2) using the gear ratio ⁇ of the engine 22, the estimated torque Teest of the engine 22, the gear ratio ⁇ of the planetary gear 30, the target rotational speed Nm1 * of the motor MG1 and the rotational speed.
  • Torque command Tm1 as torque to be output from motor MG1 using equation (3) with Nm1 The calculate (step S200).
  • FIG. 7 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30 when traveling while outputting power from the engine 22.
  • the left S-axis indicates the rotational speed of the sun gear, which is the rotational speed Nm1 of the motor MG1
  • the C-axis indicates the rotational speed of the carrier, which is the rotational speed Ne of the engine 22
  • the R-axis indicates the rotational speed Nm2 of the motor MG2.
  • the rotational speed Nr of the drive shaft 36 is shown.
  • Two thick arrows on the R axis indicate torque ( ⁇ Tm1 / ⁇ ) output from the motor MG1 and acting on the drive shaft 36 via the planetary gear 30, and torque Tm2 output from the motor MG2 to the drive shaft 36. It shows.
  • Expressions (1) and (2) are dynamic relational expressions for the rotating element of the planetary gear 30 and can be easily derived by using this alignment chart.
  • Expression (3) is a relational expression for feedback control so that the rotational speed Nm1 of the motor MG1 becomes the target rotational speed Nm1 *.
  • “k1” 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.
  • Teest -(1 + ⁇ ), previous Tm1 * / ⁇ (1)
  • Nm1 * Ne * ⁇ (1 + ⁇ ) / ⁇ -Nm2 / ⁇
  • Tm1 * - ⁇ ⁇ Teest / (1 + ⁇ ) + k1 ⁇ (Nm1 * -Nm1) + k2 ⁇ ⁇ (Nm1 * -Nm1) dt (3)
  • Torque limits Tm2min and Tm2max are calculated as upper and lower limits of the torque that may be output from the motor MG2 by dividing the difference from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 (step S220). ), As shown in equation (7), the temporary torque Tm2tmp is limited by the torque limits Tm2min and Tm2max, and the motor M Setting the torque command Tm2 * as a torque to be output from the 2 (step S230).
  • equation (4) can be easily derived from the alignment chart of FIG.
  • Tm2tmp Tr * + Tm1 * / ⁇ (4)
  • Tm2min (Win-Tm1 * ⁇ Nm1) / Nm2 (5)
  • Tm2max (Wout-Tm1 * ⁇ Nm1) / Nm2 (6)
  • Tm2 * max (min (Tm2tmp, Tm2max), Tm2min) (7)
  • the target engine speed Ne *, target torque Te *, control boost pressure Psu *, and torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set.
  • Te * and control boost pressure Psu * are transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S240), and this routine is terminated.
  • the engine ECU 24 receives the target rotational speed Ne *, the target torque Te *, and the control supercharging pressure Psu *, the engine 22 operates at an operating point (target operating point) including the target rotational speed Ne * and the target torque Te *.
  • the supercharging pressure becomes the control supercharging pressure Psu * (the amount of exhaust flowing through the bypass pipe 128 and the amount of exhaust flowing through the turbine 144 side of the exhaust of the engine 22)
  • the distribution ratio corresponding to the control supercharging pressure Psu *) the intake air amount control for controlling the opening of the throttle valve, the fuel injection control for controlling the fuel injection amount from the fuel injection valve, and the ignition Ignition control for controlling the ignition timing of the plug, intake valve opening / closing timing control for controlling the opening / closing timing of the intake valve, bypass flow rate control for controlling the opening degree of the wastegate valve 150, etc. It is carried out.
  • the wastegate valve 150 is fully opened in the bypass flow rate control. That is, the engine 22 is operated in the same manner as a naturally aspirated engine that does not include the supercharger 140.
  • the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. .
  • the required torque Tr * is within the range of the input / output limits Win and Wout of the battery 50 while operating the engine 22 efficiently without increasing the supercharging pressure (intake pressure) of the engine 22 above the pressure Psu0. Can be output to the drive shaft 36 to travel.
  • step S120 When the supercharging condition is satisfied in step S120, it is determined that the supercharging pressure (intake pressure) of the engine 22 should be higher than the pressure Psu0, and the supercharging operation line on the higher torque side than the fuel consumption operation line is determined. Based on the required power Pe *, a target rotational speed Ne * and a target torque Te * are set as target operating points at which the engine 22 should be operated (step S150).
  • FIG. 8 is an explanatory diagram showing an example of a supercharging operation line and a state in which the target rotational speed Ne * and the target torque Te * are set. In FIG. 8, the fuel consumption operation line is shown by a broken line for reference.
  • the supercharging operation line is set on the higher torque side than the fuel efficiency operation line by making the supercharging pressure (intake pressure) of the engine 22 higher than the pressure Psu0 (supercharging by the supercharger 140). This is based on the reason that the upper limit of the torque that can be output from the engine 22 can be increased as compared with the case where the torque is not increased (when supercharging by the supercharger 140 is not performed). In this case, the target rotational speed Ne * and the target torque Te * of the engine 22 are obtained as an intersection of the supercharging operation line and a curve with a constant required power Pe * (Ne * ⁇ Te *) as shown in the figure. Can do.
  • the target boost pressure (target intake pressure) Pstag of the engine 22 is set based on the set target torque Te * (step S160), and the upper limit of the engine 22 is determined based on the battery temperature Tb of the battery 50 and the storage ratio SOC.
  • the supercharging pressure (upper limit intake pressure) Pslim is set (step S170), and the smaller one of the target boost pressure Pstag and the upper limit boost pressure Pslim is the control boost pressure (control intake pressure) Psu * for the engine 22.
  • the estimated output torque Test of the engine 22 is calculated (step S190), the processing of steps S200 to S240 is executed, and this routine is terminated.
  • the required torque Tr * is driven within the range of the input / output limits Win and Wout of the battery 50 while operating the engine 22 with the boost pressure (intake pressure) of the engine 22 higher than the pressure Psu0. It is possible to travel by outputting to 36.
  • the target supercharging pressure (target intake pressure) Pstag of the engine 22 is set so as to increase as the target torque Te * of the engine 22 increases. This is because it is necessary to increase the volumetric efficiency KL of the engine 22 as the target torque Te * increases.
  • the upper limit supercharging pressure (upper limit intake pressure) Pslim sets the correction coefficient Ktb based on the battery temperature Tb of the battery 50 and sets the correction coefficient Ksoc based on the storage ratio SOC of the battery 50, As shown in the following equation (8), the set correction coefficient Ktb and the correction coefficient Ksoc are set to the pressure Psu1 (for example, the maximum allowable supercharging pressure (maximum allowable intake pressure) Psumax of the engine 22 or a value slightly smaller than that).
  • the value obtained by multiplying the value obtained by subtracting the pressure Psu0 (Psu1-Psu0) from the pressure Psu0 is set in addition to the pressure Psu0.
  • the maximum allowable supercharging pressure Psumax is a pressure corresponding to the air density of the air sucked into the engine 22, as with the pressure Psu0.
  • An example of the relationship between the battery temperature Tb of the battery 50 and the correction coefficient Ktb is shown in FIG. 9, and an example of the relationship between the storage ratio SOC of the battery 50 and the correction coefficient Ksoc is shown in FIG.
  • the correction coefficient Ktb is set to a value of 1 when the battery temperature Tb of the battery 50 is equal to or lower than a predetermined temperature Tbref (for example, 40 ° C. or 45 ° C.), and the battery temperature Tb of the battery 50 is predetermined.
  • a predetermined temperature Tbref for example, 40 ° C. or 45 ° C.
  • the correction coefficient Ksoc is set to a value 1 in a region where the storage ratio SOC of the battery 50 is equal to or less than a predetermined ratio Sref (for example, 60%, 70%, etc.), and the storage ratio SOC of the battery 50 is set.
  • a predetermined ratio Sref for example, 60%, 70%, etc.
  • the upper limit supercharging pressure Pslim is set to the pressure Psu1
  • the battery temperature Tb of the battery 50 is set to the predetermined temperature Tbref.
  • Psulim Psu0 + (Psu1-Psu0) ⁇ Ktb ⁇ Ksoc (8)
  • FIG. 11 shows the required power Pe *, the output power Pe from the engine 22 when the supercharging pressure (intake pressure) of the engine 22 is relatively high, and the output from the engine 22 when the supercharging pressure of the engine 22 is relatively low.
  • It is explanatory drawing which shows an example of the mode of the time change of power Pe. As shown in the figure, when the supercharging pressure of the engine 22 is relatively high, compared to when the supercharging pressure of the engine 22 is relatively low, the response to the change in the required power Pe * due to the inertial force of the supercharger 140 and the like. And the difference between the required power Pe * and the output power Pe from the engine 22 tends to increase.
  • the engine 22 when traveling with the required torque Tr * with the boost pressure of the engine 22 being relatively high, the engine 22 is compared with when traveling with the required torque Tr * with the boost pressure of the engine 22 being relatively low.
  • the low responsiveness of 22 is covered by the input / output of the torque of the motor MG2, and the battery 50 is easily charged / discharged with larger electric power.
  • the battery 50 configured as a nickel metal hydride secondary battery has a higher internal pressure as the battery temperature Tb is higher in a region where the battery temperature Tb is somewhat high (for example, a region where the temperature Tbref is slightly higher than the predetermined temperature Tbref).
  • a lower upper limit supercharging pressure Pslim is set as compared with when the battery temperature Tb of the battery 50 is equal to or lower than the predetermined temperature Tbref, The opening degree of the wastegate valve 150 is adjusted using a control supercharging pressure Psu * obtained by limiting the target supercharging pressure Psutag with the upper limit supercharging pressure Pslim.
  • the battery temperature Tb of the battery 50 when the battery temperature Tb of the battery 50 is higher than the predetermined temperature Tbref, the responsiveness of the engine 22 can be made higher than when the battery temperature Tb is equal to or lower than the predetermined temperature Tbref, and the battery 50 has a large electric power. Charge / discharge can be suppressed. As a result, it is possible to suppress an excessive increase in the battery temperature Tb of the battery 50 and the promotion of battery deterioration resulting therefrom. Further, in the battery 50 configured as a nickel metal hydride secondary battery, in a region where the storage ratio SOC is somewhat large (for example, a region of a predetermined ratio Sref2 or more slightly larger than the predetermined ratio Sref), the internal pressure increases as the storage ratio SOC increases.
  • the upper limit supercharging pressure Pslim is set smaller than when the storage ratio SOC of the battery 50 is equal to or less than the predetermined ratio Sref, and the target supercharging is set.
  • the opening degree of the wastegate valve 150 is adjusted using a control supercharging pressure Psu * obtained by limiting the pressure Psutag with the upper limit supercharging pressure Pslim.
  • the storage ratio SOC of the battery 50 is larger than the predetermined ratio Sref, the responsiveness of the engine 22 can be made higher than when the storage ratio SOC of the battery 50 is less than or equal to the predetermined ratio Sref.
  • the power Pe * is reduced, it is possible to suppress the extent to which the battery 50 is charged with excessive power with respect to the required power Pe * due to the follow-up delay of the output power Pe and the storage ratio SOC of the battery 50 is increased.
  • the predetermined temperature Tbref and the predetermined ratio Sref can be considered as a temperature threshold and a power storage ratio threshold that are set in advance in order to suppress deterioration of the battery 50.
  • the upper limit supercharging pressure Pslim is smaller than when the battery temperature Tb of the battery 50 is lower than the predetermined temperature Tbref.
  • the required torque Tr * is output to the drive shaft 36 within the range of the input and output limits Win and Wout of the battery 50 while the supercharging pressure (intake pressure) of the engine 22 becomes equal to or lower than the upper limit supercharging pressure Pslim. Since the engine 22 and the motors MG1 and MG2 are controlled so that the battery temperature Tb of the battery 50 is higher than the predetermined temperature Tbref, the responsiveness of the engine 22 can be made relatively high, and the battery 50 can be operated with high power. Charge / discharge can be suppressed. As a result, it is possible to suppress an excessive increase in the battery temperature Tb of the battery 50 and the promotion of battery deterioration resulting therefrom.
  • the smaller upper limit supercharging pressure Pslim is smaller than when the storage ratio SOC of the battery 50 is equal to or less than the predetermined ratio Sref.
  • the required torque Tr * is output to the drive shaft 36 and travels within the range of the input / output limits Win and Wout of the battery 50 while the supercharging pressure (intake pressure) of the engine 22 becomes equal to or lower than the upper limit supercharging pressure Pslim. Since the engine 22 and the motors MG1, MG2 are controlled, the responsiveness of the engine 22 can be made relatively high when the storage ratio SOC of the battery 50 is larger than the predetermined ratio Sref. As a result, it is possible to suppress an excessive increase in the storage ratio SOC of the battery 50 and the promotion of battery deterioration caused by the increase.
  • the condition that the accelerator opening Acc is equal to or greater than the predetermined opening Aref is used as the supercharging condition.
  • the required torque Tr * is equal to or greater than the predetermined torque Trref.
  • the traveling power Pdrv * is equal to or higher than the predetermined power Pdrvref
  • the condition that the required power Pe * is equal to or higher than the predetermined power Peref, or the altitude H is equal to or higher than the predetermined altitude Href.
  • At least a part of a certain condition a condition in which the atmospheric pressure Pa is equal to or lower than the predetermined pressure Paref, a condition in which the intake air temperature Ta is equal to or higher than the predetermined temperature Taref may be used.
  • the former quired torque Tr *, travel power Pdrv *, and required power Pe * conditions
  • the torque and power to be output from the engine 22 are large as in the case where the accelerator opening Acc is equal to or greater than the predetermined opening Aref. Can be considered as a condition for determining that it is better to perform supercharging by the supercharger 140.
  • the air density of the air sucked into the engine 22 is Since it is low, it is difficult to output power corresponding to the required power Pe * from the engine 22, so it can be considered as a condition for determining that supercharging by the supercharger 140 is better.
  • the supercharging pressure for control obtained by limiting the target supercharging pressure Pstag with the upper limit supercharging pressure Pslim is obtained.
  • the opening degree of the wastegate valve 150 is adjusted to be Psu *, the supercharging pressure of the engine 22 is determined regardless of whether or not the supercharging condition is satisfied (without performing the determination process in step S120).
  • the opening degree of the wastegate valve 150 may be adjusted so that (intake pressure) becomes the control boost pressure Psu * obtained by limiting the target boost pressure Psutag with the upper limit boost pressure Pslim.
  • the upper limit supercharging pressure Pslim is set so as to decrease as the battery temperature Tb of the battery 50 increases.
  • the battery temperature Tb is a predetermined temperature, such as a value obtained by multiplying a value when Tb is equal to or lower than a predetermined temperature Tbref by a fixed value smaller than the value 1 (for example, a value 0, a value 0.3, a value 0.5, etc.) Any value can be used as long as the upper limit supercharging pressure Pslim is set to a value smaller than that of Tbref or less.
  • the upper limit boost pressure Pslim is set so as to decrease as the storage ratio SOC of the battery 50 increases.
  • the storage ratio SOC is set to a value obtained by multiplying a value when the storage ratio SOC is equal to or less than the predetermined ratio Sref by a fixed value smaller than the value 1 (for example, a value 0, a value 0.3, a value 0.5, etc.). Any value can be used as long as the upper limit supercharging pressure Pslim is set to a value smaller than the predetermined ratio Sref or less.
  • the battery temperature Tb of the battery 50 when the battery temperature Tb of the battery 50 is higher than the predetermined temperature Tbref, or when the storage ratio SOC of the battery 50 is higher than the predetermined ratio Sref, the battery temperature Tb of the battery 50 is less than or equal to the predetermined temperature Tbref.
  • the upper limit supercharging pressure Pslim is set to be smaller than when the power storage rate SOC is equal to or lower than the predetermined rate Sref, the battery temperature Tb of the battery 50 is set to the predetermined temperature Tbref, focusing only on the battery temperature Tb of the battery 50.
  • the limit supercharging pressure Pslim may be set smaller than when the battery temperature Tb of the battery 50 is equal to or lower than the predetermined temperature Tbref.
  • the estimated output torque Teast of the engine 22 is calculated by the above-described equation (1) using the previous torque command (previous Tm1 *) of the motor MG1 and the gear ratio ⁇ of the planetary gear 30.
  • the calculation may be performed by other methods, for example, the target torque Te * of the engine 22 may be calculated by performing first-order lag compensation and dead time compensation.
  • the first-order delay compensation and the dead time compensation are determined in advance by experiments or the like as a relationship in which the torque actually output from the engine 22 is delayed with respect to the target torque Te * in accordance with the control supercharging pressure Psu *. It is possible to use a first-order lag constant and a dead time.
  • the supercharger 140 includes the compressor 142, the turbine 144, and the connecting shaft 146.
  • the supercharger 140 is attached to the connecting shaft 146 and is connected to a low-voltage system (not shown).
  • An electric motor that operates by receiving power supply may be provided.
  • the supercharging pressure (intake pressure) of the engine 22 can be adjusted by adjusting the rotation speed of the compressor 142 by controlling the electric motor.
  • the engine 22 having the turbo type supercharger (so-called turbocharger) 140 that supercharges using the energy of the exhaust of the engine 22 is provided.
  • a type of supercharging without using, for example, an engine 22B having a supercharger (so-called supercharger) 140B of the type that supercharges using the power of the engine 22B, as exemplified in the hybrid vehicle 20B of the modification of FIG. Etc. may be provided.
  • the supercharger 140 ⁇ / b> B includes a compressor 142 ⁇ / b> B provided in the intake pipe 124.
  • a pulley 146B attached to the shaft 144B of the compressor 142B is connected to a pulley 132B attached to the crankshaft 26 of the engine 22B via a clutch 130B by a belt 134B.
  • the clutch 130B is on / off controlled by the HVECU 70. In this case, the clutch 130B may be turned on when the battery temperature Tb of the battery 50 is equal to or lower than the predetermined temperature Tbref, and the clutch 130B may be turned off when the battery temperature Tb of the battery 50 is higher than the predetermined temperature Tbref.
  • the battery 50 when the battery temperature Tb of the battery 50 is higher than the predetermined temperature Tbref, the battery 50 is charged / discharged with large power by reducing the friction of the engine 22 and improving the output response of the engine 22. It is possible to suppress the excessive increase in the battery temperature Tb of the battery 50 and the deterioration of the battery 50 resulting therefrom.
  • the clutch 130B even when the battery temperature Tb of the battery 50 is equal to or lower than the predetermined temperature Tbref, the clutch 130B may be turned off if the storage ratio SOC of the battery 50 is greater than the predetermined ratio Sref. By so doing, it is possible to suppress an excessive increase in the power storage ratio SOC of the battery 50 and the promotion of battery deterioration resulting therefrom.
  • the power from the motor MG2 is output to the drive shaft 36.
  • the drive shaft 36 transmits the power from the motor MG2. It may be connected to an axle (an axle connected to the wheels 39a and 39b in FIG. 13) different from the connected axle (the axle to which the drive wheels 38a and 38b are connected).
  • the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, but is exemplified in the hybrid vehicle 220 of the modification of FIG.
  • the inner rotor 232 connected to the crankshaft of the engine 22 and the outer rotor 234 connected to the drive shaft 36 that outputs power to the drive wheels 38a and 38b have a part of the power from the engine 22.
  • a counter-rotor motor 230 that transmits power to the drive shaft 36 and converts remaining power into electric power may be provided.
  • the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, and the power from the motor MG2 is output to the drive shaft 36.
  • a motor MG is attached to the drive shaft 36 connected to the drive wheels 38a and 38b via the transmission 330, and a clutch 329 is attached to the rotation shaft of the motor MG.
  • the power from the engine 22 is output to the drive shaft 36 via the rotation shaft of the motor MG and the transmission 330, and the power from the motor MG is output to the drive shaft via the transmission 330. It is good also as what outputs to.
  • the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the transmission 430 and the power from the motor MG. May be output to an axle different from the axle to which the drive wheels 38a, 38b are connected (the axle connected to the wheels 39a, 39b in FIG. 16).
  • any type of hybrid vehicle may be used as long as it includes an engine and an electric motor that outputs driving power.
  • the engine 22 having the supercharger 140 corresponds to the “engine”
  • the motor MG2 corresponds to the “motor”
  • the battery 50 corresponds to the “battery”
  • the battery temperature Tb of the battery 50 is the predetermined temperature Tbref.
  • the upper limit boost pressure Pslim is set to be smaller than when the battery temperature Tb of the battery 50 is lower than the predetermined temperature Tbref, and the boost pressure (intake pressure) of the engine 22 is equal to or lower than the upper limit boost pressure Pslim.
  • the target rotational speed Ne *, the target torque Te *, and the control boost pressure Psu of the engine 22 are set such that 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. *,
  • the drive control of FIG. 1 The drive control of FIG. 1
  • the engine 22 is not limited to the engine 22 having the supercharger 140 and outputting power using gasoline, light oil or the like as fuel, but may be any engine that can output power for traveling. It does not matter.
  • the “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any one as long as it can input and output driving power, such as an induction motor.
  • the “battery” is not limited to the battery 50 configured as a nickel metal hydride secondary battery, but can exchange power with a motor, such as a lithium ion secondary battery, a nickel cadmium secondary battery, or a lead storage battery. Anything can be used.
  • the “control means” is not limited to the combination of the HVECU 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, when the battery temperature Tb of the battery 50 is higher than the predetermined temperature Tbref, a lower upper limit supercharging pressure Pslim is set as compared with when the battery temperature Tb of the battery 50 is lower than the predetermined temperature Tbref, The engine 22 is configured such that the supercharging pressure (intake pressure) of the engine 22 is equal to or lower than the upper limit supercharging pressure Pslim and the required torque Tr * is output to the drive shaft 36 and travels within the range of the input / output limits Win and Wout of the battery 50 And the motors MG1 and MG2 are not limited to those that control the motor, and when the battery temperature is higher than a predetermined temperature, the overcharge by the supercharger is higher than when the battery temperature is lower than the predetermined temperature.
  • the “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be anything as long as it can exchange power with a battery, such as an induction motor.
  • the “planetary gear” is not limited to the planetary gear 30 (single pinion type planetary gear), but includes a drive shaft connected to the axle, such as a double pinion type planetary gear or a combination of a plurality of planetary gears. As long as three rotating elements are connected to the output shaft of the engine and the rotating shaft of the generator, any configuration may be used.
  • the present invention can be used in the manufacturing industry of hybrid vehicles.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Une pression de suralimentation cible (Psutag) est définie selon le couple cible (Te*) d'un moteur (S160). Une pression de suralimentation de limite supérieure (Psulim) est définie, qui est inférieure lorsque la température de cellule de batterie (Tb) est supérieure à une température prédéterminée par rapport à lorsque la température de cellule de batterie (Tb) est inférieure à la température prédéterminée (S170). Une pression de suralimentation de commande (Psu*) est définie, la pression de suralimentation cible (Psutag) étant limitée à la pression de suralimentation de limite supérieure (Psulim) (S180). Un moteur et deux moteurs électriques sont commandés de sorte que la pression de suralimentation du moteur (pression d'admission) atteigne la pression de suralimentation de commande (Psu*) et qu'un véhicule se déplace avec un couple requis (Tr*) fourni à un essieu d'entraînement dans une plage de limites E/S de batterie (Win, Wout).
PCT/JP2011/080227 2011-12-27 2011-12-27 Véhicule hybride WO2013098943A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2011/080227 WO2013098943A1 (fr) 2011-12-27 2011-12-27 Véhicule hybride

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2011/080227 WO2013098943A1 (fr) 2011-12-27 2011-12-27 Véhicule hybride

Publications (1)

Publication Number Publication Date
WO2013098943A1 true WO2013098943A1 (fr) 2013-07-04

Family

ID=48696512

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2011/080227 WO2013098943A1 (fr) 2011-12-27 2011-12-27 Véhicule hybride

Country Status (1)

Country Link
WO (1) WO2013098943A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109941267A (zh) * 2017-12-05 2019-06-28 丰田自动车株式会社 混合动力汽车及其所搭载的控制装置
CN110386126A (zh) * 2018-04-19 2019-10-29 丰田自动车株式会社 混合动力车辆的控制系统
JP2020152250A (ja) * 2019-03-20 2020-09-24 トヨタ自動車株式会社 ハイブリッド車両およびハイブリッド車両の制御方法
CN112572402A (zh) * 2019-09-12 2021-03-30 丰田自动车株式会社 混合动力车辆的控制装置
JPWO2021261247A1 (fr) * 2020-06-25 2021-12-30

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10159577A (ja) * 1996-12-02 1998-06-16 Hitachi Ltd 電動機駆動過給機の制御装置
JP2004011456A (ja) * 2002-06-04 2004-01-15 Toyota Motor Corp ハイブリッド車両
JP2008115792A (ja) * 2006-11-06 2008-05-22 Toyota Motor Corp 過給制御装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10159577A (ja) * 1996-12-02 1998-06-16 Hitachi Ltd 電動機駆動過給機の制御装置
JP2004011456A (ja) * 2002-06-04 2004-01-15 Toyota Motor Corp ハイブリッド車両
JP2008115792A (ja) * 2006-11-06 2008-05-22 Toyota Motor Corp 過給制御装置

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109941267A (zh) * 2017-12-05 2019-06-28 丰田自动车株式会社 混合动力汽车及其所搭载的控制装置
CN110386126A (zh) * 2018-04-19 2019-10-29 丰田自动车株式会社 混合动力车辆的控制系统
JP2020152250A (ja) * 2019-03-20 2020-09-24 トヨタ自動車株式会社 ハイブリッド車両およびハイブリッド車両の制御方法
JP7163838B2 (ja) 2019-03-20 2022-11-01 トヨタ自動車株式会社 ハイブリッド車両およびハイブリッド車両の制御方法
CN112572402A (zh) * 2019-09-12 2021-03-30 丰田自动车株式会社 混合动力车辆的控制装置
JPWO2021261247A1 (fr) * 2020-06-25 2021-12-30
WO2021261247A1 (fr) * 2020-06-25 2021-12-30 三菱自動車工業株式会社 Dispositif de commande de véhicule électrique
JP7115647B2 (ja) 2020-06-25 2022-08-09 三菱自動車工業株式会社 電動車両の制御装置

Similar Documents

Publication Publication Date Title
JP4615037B2 (ja) ハイブリッド自動車およびその制御方法
JP5829951B2 (ja) 車両の異常判定装置
JP6926656B2 (ja) ハイブリッド車両の制御装置
JP5742788B2 (ja) ハイブリッド自動車
JP6233328B2 (ja) ハイブリッド自動車
US20150151759A1 (en) Hybrid vehicle and control method for hybrid vehicle
WO2013098943A1 (fr) Véhicule hybride
JP5716425B2 (ja) ハイブリッド自動車
US11371451B2 (en) Indicator control system and vehicle
JP2014104909A (ja) ハイブリッド自動車
JP7159936B2 (ja) ハイブリッド車両、及びハイブリッド車両のエンジン制御方法
JP5842730B2 (ja) ハイブリッド自動車
US11312364B2 (en) Hybrid vehicle
US11479234B2 (en) Control device for hybrid vehicle
CN111720221B (zh) 混合动力车辆和控制混合动力车辆的方法
JP2014189081A (ja) ハイブリッド自動車
JP7180482B2 (ja) ハイブリッド車両
JP5330968B2 (ja) 車両およびその制御方法
JP6277972B2 (ja) ハイブリッド自動車
JP5853864B2 (ja) ハイブリッド自動車
JP2012236548A (ja) ハイブリッド車
JP7183915B2 (ja) ハイブリッド車両およびその制御方法
JP2007118755A (ja) 動力出力装置およびその制御方法並びに車両
JP2023080623A (ja) 車両
JP6680097B2 (ja) ハイブリッド車両

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: 11878487

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: 11878487

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: JP

122 Ep: pct application non-entry in european phase

Ref document number: 11878487

Country of ref document: EP

Kind code of ref document: A1