JP2007239504A - Automobile and control method thereof - Google Patents

Abstract

[PROBLEMS] To improve driving feeling and to meet a demand for driving by a driver with large power.
When a kick down switch Ksw is turned off, a small predetermined value γ1 is set to a reduction ratio limit γmax as an upper limit of the ratio of the engine speed to the drive shaft speed (S130), and when the kick down switch Ksw is turned on. A predetermined value γ2 larger than the predetermined value γ1 is set in the reduction ratio limit γmax (S140), and output from the engine when the engine is operated on an operation line that efficiently operates the engine within the range of the reduction ratio limit γmax. A power limit Pemax is set as an upper limit of good power (S150), the required power P * of the vehicle is limited by the power limit Pemax, and a target power Pe * of the engine is set (S160). Based on the operation line, a target engine speed Ne * and a target torque Te * are set (S170).
[Selection] Figure 2

Description

  The present invention relates to an automobile and a control method thereof.

2. Description of the Related Art Conventionally, as this type of automobile, one that travels by outputting power from an engine to an axle side via a belt-type continuously variable transmission has been proposed (for example, see Patent Document 1). In this automobile, a continuously variable transmission is controlled with a gear ratio selected based on a shift operation, an accelerator operation, and a kick-down switch operation by a driver.
JP 2002-243031 A

  In a vehicle having such a configuration, the continuously variable transmission can drive the engine at an arbitrary rotational speed relative to the rotational speed on the axle side, and therefore the driver is not expected depending on the speed ratio selected by the continuously variable transmission. The engine may be operated at the rotational speed. It is desirable to suppress the operation of the engine at an unexpected rotation speed because it gives the driver a feeling of strangeness. On the other hand, when the driver requests rapid acceleration, such as when the kick down switch is operated, it is necessary to respond quickly. Such a problem is caused by, for example, a planetary gear in which a carrier is connected to the engine and a crankshaft of the engine and a ring gear is connected to the axle side, a first motor connected to the sun gear of the planetary gear, and power to the axle side. The same can be applied to any vehicle that can convert the power from an engine that is operated at an arbitrary operation point and output it to the axle side, such as a vehicle including a second motor.

  An object of the present invention is to improve the driving feeling and meet the demands for large power by the driver.

  In order to achieve the above object, the automobile of the present invention and the control method thereof employ the following means.

The automobile of the present invention
An internal combustion engine;
Torque conversion means capable of torque-converting power from the internal combustion engine operated at an arbitrary operation point and outputting it to the axle side;
An accelerator operation detecting means for detecting the driver's accelerator operation;
Request power setting means for setting required power required for the vehicle based on the detected amount of accelerator operation,
Large driving force request determination means for determining a large driving force request for a driver to request a large driving force output to the vehicle based on the detected accelerator operation;
A target consisting of a target rotational speed and a target torque of the internal combustion engine based on predetermined constraints imposed on the operating state of the internal combustion engine, the set required power, and the determination result of the large driving force request determination means Target operation point setting means for setting operation points;
The gist of the present invention is to include control means for drivingly controlling the internal combustion engine and the torque conversion means so that the internal combustion engine is operated at the set target operation point.

  In the automobile of the present invention, the required power required for the vehicle is set based on the operation amount of the accelerator operation, and the driver demands a large driving force that the driver requests the vehicle to output a large driving force based on the accelerator operation. The target operating point consisting of the target engine speed and target torque of the internal combustion engine based on the predetermined constraint imposed on the operating state of the internal combustion engine and the determination result of the set required power and large driving force request And the internal combustion engine and the torque conversion means are driven and controlled so that the internal combustion engine is operated at the set target operation point. Therefore, since the internal combustion engine can be operated at the target operation point corresponding to the determination result of the large driving force request, it is possible to further improve the driving feeling and to respond to a large power request from the driver. Here, the “predetermined constraint” includes a constraint for operating the internal combustion engine efficiently. The large driving force request determining means may be a means for determining the large driving force request based on an operation amount and an operation speed of the accelerator operation, and the operation amount of the accelerator operation may be A switch that turns on when the operation amount is greater than or equal to a predetermined operation amount and that is turned off when the operation amount is less than the predetermined operation amount; You can also

  In such an automobile of the present invention, the target operating point setting means sets the target power of the internal combustion engine by limiting the set required power based on the determination result of the large driving force request determining means, and the predetermined power It is also possible to use the means for setting the target operating point based on the set target power using the above-mentioned constraints.

  In the vehicle of the present invention in which the target power is set by limiting the required power, the target driving point setting means uses the predetermined constraint when the large driving force request is not determined by the large driving force request determining means. When the target operating point is set based on the target power of the internal combustion engine, the set required power with a condition that the ratio of the rotational speed of the internal combustion engine to the rotational speed on the axle side is less than a first predetermined value. The target operating point is set based on the target power of the internal combustion engine using the predetermined constraint when the large driving force request is determined by the large driving force request determining means. When setting, there is a condition that the ratio of the rotational speed of the internal combustion engine to the rotational speed on the axle side is less than a second predetermined value that is larger than the first predetermined value. It can be assumed to limit the set power demand is a means for setting the target power. In this way, since the ratio of the rotational speed of the internal combustion engine to the rotational speed on the axle side can be made appropriate depending on whether or not a large driving force is required, the operation of the internal combustion engine at an unexpected rotational speed is suppressed. In addition to being able to cope with the demand for large driving force. In this case, the target driving point setting means is a means for setting the target power by setting a larger value as the second predetermined value as the driving force requested by the driver is determined to be larger by the large driving force request determining means. It can also be. In this way, the ratio of the rotational speed of the internal combustion engine to the rotational speed on the axle side can be made more appropriate according to the degree of demand for large driving force.

  Further, in the vehicle of the present invention in which the target power is set by limiting the required power, the target driving point setting means is configured to perform the predetermined restriction when the large driving force request is not determined by the large driving force request determining means. When the target operating point is set based on the target power of the internal combustion engine using the engine, the set required power with a condition that the ratio of the rotational speed of the internal combustion engine to the rotational speed on the axle side is less than a predetermined value The target power is set by limiting the power, and when the large driving force request is determined by the large driving force request determination unit, the target power is set to the target power. it can. In this way, since the ratio of the rotational speed of the internal combustion engine to the rotational speed on the axle side can be made appropriate depending on whether or not a large driving force is required, the operation of the internal combustion engine at an unexpected rotational speed is suppressed. In addition to being able to cope with the demand for large driving force.

  In the automobile of the present invention, the torque conversion means is connected to the output shaft of the internal combustion engine and the axle side, and at least part of the power from the internal combustion engine is input to the axle side by input and output of electric power and power. Power control input / output means capable of output; electric motor capable of inputting / outputting power to / from the axle; and power storage input / output means and power storage means capable of exchanging power with the motor; and the control And means for operating the internal combustion engine at the set target operation point and driving with the driving force corresponding to the detected operation amount of the accelerator operation. It can also be a means for controlling In this way, it is possible to reliably respond to the request for driving force by the driver. In this case, the electric power drive input / output means is connected to the three shafts of the output shaft of the internal combustion engine, the axle side and the third shaft, and is based on the power input / output to / from any two of the three shafts. The power supply unit may include a three-axis power input / output unit that inputs and outputs power to the remaining one shaft, and a generator that can input and output power to the third shaft. The input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the axle side, and the first rotor and the It may be a counter-rotor electric motor that relatively rotates the second rotor.

  Furthermore, in the automobile of the present invention, the torque converting means is a continuously variable transmission, and the control means is configured to cause the internal combustion engine to rotate at a rotation speed at the set target operating point. It may be a means for controlling the gear ratio.

The method for controlling an automobile of the present invention includes:
An automobile control method comprising an internal combustion engine and torque conversion means capable of outputting power from the internal combustion engine operated at an arbitrary operation point to an axle side with torque conversion,
(A) The required power required for the vehicle is set based on the operation amount of the accelerator operation,
(B) determining a large driving force request in which the driver requests an output of a large driving force to the vehicle based on the accelerator operation;
(C) A target operating point to be operated by the internal combustion engine is set based on predetermined constraints imposed on the operating state of the internal combustion engine, the set required power, and the determination result of the step (b). ,
(D) The gist is to drive and control the internal combustion engine and the torque conversion means so that the internal combustion engine is operated at the set target operation point.

  According to the automobile control method of the present invention, the required power required for the vehicle is set based on the operation amount of the accelerator operation, and the driver requests the vehicle to output a large driving force based on the accelerator operation. The target rotational speed and target torque of the internal combustion engine are determined based on the predetermined constraints imposed on the operating state of the internal combustion engine, the set required power, and the determination result of the large driving force request. Is set, and the internal combustion engine and the torque conversion means are driven and controlled so that the internal combustion engine is operated at the set target operation point. Therefore, since the internal combustion engine can be operated at the target operation point corresponding to the determination result of the large driving force request, it is possible to further improve the driving feeling and to respond to a large power request from the driver. Here, the “predetermined constraint” includes a constraint for operating the internal combustion engine efficiently.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, 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 a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication 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, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 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.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric 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 a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 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 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. 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, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The brake pedal from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the kick-down switch Ksw from the kick-down switch 84a that contacts and turns on when the accelerator pedal 83 is largely depressed, The position BP, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. Here, the position of the kick-down switch 84a is adjusted so as to abut when the depression amount of the accelerator pedal 83 reaches about 80% of the whole, and the kick-down switch 84a after the accelerator pedal 83 abuts against the kick-down switch 84a. A spring (not shown) is attached to the kick down switch 84a so that the accelerator operation feeling becomes heavier than before. As described above, 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 exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque 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. Then, 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 is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 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 msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 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 speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control, such as Nm2, input / output limits Win and Wout of the battery 50, and the kickdown switch Ksw from the kickdown switch 84a, is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The input / output limits Win and Wout of the battery 50 are 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 by communication. To do.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required vehicle power P * required for the entire vehicle is set (step S110). In the embodiment, 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, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. The required power P * can be calculated as the sum of a value obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Subsequently, the value of the kick down switch Ksw is checked (step S120). If it is determined that the kick-down switch Ksw is off, it is determined that the driver is requesting traveling with large power, and the ratio (Ne / Nr) of the rotational speed Ne of the engine 22 to the rotational speed Nr of the ring gear shaft 32a is determined. A predetermined value γ1 is set to the reduction ratio limit γmax as the upper limit (step S130), and if the kick-down switch Ksw is determined to be on, it is determined that the driver does not request traveling with large power, and the reduction ratio limit is set. A predetermined value γ2 larger than the predetermined value γ1 is set in γmax (step S140). Here, the predetermined value γ1 is a deceleration for suppressing that the engine 22 is operated at an unexpectedly large number of revolutions or that the power transmission efficiency in the power distribution and integration mechanism 30 is reduced and the energy efficiency of the entire vehicle is reduced. The predetermined value γ2 is set as a reduction ratio for dealing with the output of large power from the engine 22, and these are determined in advance by the characteristics of the engine 22 and the power distribution and integration mechanism 30. Yes. An example of the relationship between the power transmission efficiency and the reduction ratio γ in the power distribution and integration mechanism 30 is shown in FIG.

  When the reduction ratio limit γmax is set, the rotation speed limit Nemax as the upper limit of the rotation speed Ne of the engine 22 is calculated and calculated by multiplying the set reduction ratio limit γmax by the rotation speed Nr (Nm2 / Gr) of the ring gear shaft 32a. The power limit Pemax is set as the upper limit of the power that may be output from the engine 22 based on the rotation speed limit Nemax (step S150), and the larger of the set power limit Pemax and the set vehicle required power P * Is set to the target power Pe * to be output from the engine 22 (step S160). Here, the power limit Pemax can be set based on an operation line for efficiently operating the engine 22 and a rotation speed limit Nemax as a constraint for setting an operation point of the engine 22. FIG. 5 shows an example of the operation line of the engine 22 and how the power limit Pemax is set. As shown in the figure, the power limit Pemax can be obtained as the engine power when the rotational speed Ne at the intersection (Ne * Te) between the operating line and a curve with a constant engine power matches the rotational speed limit Nemax. As described above, the target power Pe * of the engine 22 is set by limiting the vehicle required power P * by the power limit Pemax based on the rotation speed limit Nemax, and the operation point of the engine 22 (the target speed Ne * and the target torque). This is because Te *) is set on the operation line for operating the engine 22 efficiently.

  When the target power Pe * of the engine 22 is set, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set target power Pe * (step S170). This setting can be performed based on the above-described operation line of the engine 22 and the target power Pe *. FIG. 6 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant target power Pe * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S180). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 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, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 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. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 is expressed by the following equation (3). Further, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated by using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S190). Calculated by equation (5) (step S200), with the calculated torque limits Tmin and Tmax Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the motor torque Tm2tmp (step S210). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. When the vehicle required power P * is larger than the power limit Pemax in step S160, the vehicle required power P * is limited by the power limit Pemax and the target power Pe * of the engine 22 is set, so the power output from the engine 22 However, the shortage of power is output from the motor MG2 using the power from the battery 50 within the range of the output limit Wout. Equation (5) can be easily derived from the collinear diagram of FIG. 7 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S220), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  According to the hybrid vehicle 20 of the above-described embodiment, when the kick down switch 84a is off, the reduction ratio limit γmax is set to the predetermined value γ1, and when the kick down switch 84a is on, the reduction ratio limit γmax is set from the predetermined value γ1. As an upper limit of power that may be output from the engine 22 when the engine 22 is operated on the operation line for efficiently operating the engine 22 within the range of the reduction ratio limit γmax. Power limit Pemax is set, the vehicle required power P * based on the accelerator opening degree Acc is limited by the power limit Pemax to set the target power Pe * of the engine 22, and the set target power Pe * of the engine 22 and the operation line The target speed Ne * and the target torque Te * are set based on the Since the engine 22 is operated with the number Ne * and the target torque Te *, and the engine 22 and the motors MG1 and MG2 are controlled so that the required torque Tr * is output to the ring gear shaft 32a, the engine 22 has an unexpected rotation speed. It is possible to suppress the rotation and improve the driving feeling, and to reliably respond to the demand for driving by the driver's large power. Further, when the kick down switch 84a is off, a small predetermined value γ1 is set as the reduction ratio limit γmax, so that the power transmission efficiency in the power distribution and integration mechanism 30 can be suppressed from being reduced, and the energy efficiency of the entire apparatus can be reduced. Can be further improved. Furthermore, the required torque Tr * can be output to the ring gear shaft 32a within the range of the output limit Wout of the battery 50 even when the kick down switch 84a is off.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. Is connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 8) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected). As illustrated in the example hybrid vehicle 220, the engine 22 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power of 22 to the drive shaft and converts the remaining power into electric power It may be or with obtain things.

  Next, an automobile 320 as a second embodiment of the present invention will be described. FIG. 10 is a configuration diagram showing an outline of the configuration of an automobile 320 as a second embodiment of the present invention. As shown in FIGS. 10 and 1, the automobile 320 of the second embodiment is replaced by a torque converter 340 and a belt-type unit in place of the power distribution and integration mechanism 30 and the motors MG1 and MG2 in the hybrid automobile 20 of the first embodiment. It has a hardware configuration including a CVT 350 that is a step transmission. In order to avoid redundant description, the same components as those of the hybrid vehicle 20 of the first embodiment are denoted by the same reference numerals in the configuration of the vehicle 320 of the second embodiment, and detailed description thereof is omitted.

  As shown in FIG. 10, an automobile 320 of the second embodiment includes an engine 22, a known fluid torque converter 340 connected to the crankshaft 26 of the engine 22 via a damper 28, and the torque converter 340. A CVT 350 as a belt-type continuously variable transmission to which an output shaft 352 is connected to driving wheels 63a and 63b through a gear mechanism 60 and a differential gear 62 with an input shaft 351 connected thereto, and an electronic control for controlling the entire vehicle. A unit 370.

  The CVT 350 includes a primary pulley 353 that can be changed in groove width and connected to an input shaft 351, a secondary pulley 354 that is also changeable in groove width and connected to an output shaft 352 as a drive shaft, a primary pulley 353, and a secondary pulley. And a first actuator 356 and a second actuator 357 for changing the groove widths of the primary pulley 353 and the secondary pulley 354, and the primary actuator 356 and the second actuator 357 are used as a primary. By changing the groove widths of the pulley 353 and the secondary pulley 354, the power of the input shaft 351 is steplessly changed and output to the output shaft 352. Here, the first actuator 356 is used to control the transmission ratio and is configured as a hydraulic actuator, and the second actuator 357 is used to control the narrow pressure of the belt 355 for adjusting the transmission torque capacity of the CVT 350. And is configured as a hydraulic actuator. The hydraulic pressure necessary for driving the first actuator 356 and the second actuator 357 is generated by a mechanical pump (not shown) attached to the crankshaft 26 of the engine 22. Shift control and belt narrow pressure control of the CVT 350 are performed by a CVT electronic control unit (hereinafter referred to as CVTECU) 359. The CVTECU 359 receives the rotational speed Nin of the input shaft 351 from the rotational speed sensor 361 attached to the input shaft 351, the rotational speed Nout of the output shaft 352 from the rotational speed sensor 362 attached to the output shaft 352, and the like. The CVTECU 359 outputs drive signals to the first actuator 356 and the second actuator 357. The CVTECU 359 is in communication with the electronic control unit 370, controls the transmission ratio (gear ratio) γ of the CVT 350 by a control signal from the electronic control unit 370, and, if necessary, the rotational speed Nin and output of the input shaft 351. Data relating to the operating state of the CVT 350 such as the rotational speed Nout of the shaft 352 is output to the electronic control unit 370.

  Similar to the hybrid electronic control unit 70 of the first embodiment, the electronic control unit 370 is configured as a microprocessor centered on the CPU 372. In addition to the CPU 372, a ROM 374 that stores a processing program and data are temporarily stored. RAM 376 stored therein, and an input / output port and a communication port (not shown). The electronic control unit 370 receives 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 pedal position sensor 84 that detects the depression amount of the accelerator pedal 83. The accelerator opening Acc, the kick down switch Ksw from the kick down switch 84a, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, etc. are input via the input port. Have been entered. As described above, the electronic control unit 370 is connected to the engine ECU 24 and the CVTECU 359 via the communication port, and exchanges various control signals and data with the engine ECU 24 and the CVTECU 359.

  Next, the operation of the automobile 320 of the second embodiment configured as described above will be described. FIG. 11 is a flowchart showing an example of a drive control routine executed by the electronic control unit 370 of the second embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, the CPU 372 of the electronic control unit 370 first starts with the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nin of the input shaft 351, and the output shaft 352. The process of inputting data such as the rotation speed Nout and the kickdown switch Ksw from the kickdown switch 84a is executed (step S200). Here, the rotation speed Nin of the input shaft 351 and the rotation speed Nout of the output shaft 352 are detected by the rotation speed sensor 361 and the rotation speed sensor 362 and input from the CVTECU 359 by communication.

  When the data is input in this way, the required torque Tout * to be output to the output shaft 352 as the drive shaft connected to the drive wheels 63a and 63b based on the input accelerator opening Acc and the vehicle speed V and the entire vehicle are required. The vehicle required power P * is set (step S210). Here, in the embodiment, the required torque Tout * is obtained in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tout * in the ROM 374 as a required torque setting map. When the vehicle speed V is given, it is set by deriving the corresponding required torque Tout * from the stored map. An example of the required torque setting map is the same as that illustrated in FIG. Further, the vehicle required power P * is set as a value obtained by multiplying the derived required torque Tout * by the rotation speed Nout of the output shaft 352.

  Subsequently, processing similar to steps S120 to S170 of the drive control routine of FIG. 2 is performed using the rotational speed Nout of the output shaft 352 instead of the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a. That is, when the kick-down switch Ksw is off (step S220), the predetermined value γ1 is set to the reduction ratio limit γmax as the upper limit of the ratio (Ne / Nout) of the engine speed 22 to the output shaft 352. When the kick down switch Ksw is on (step S230), a predetermined value γ2 is set to the reduction ratio limit γmax (step S240), and the engine 22 is multiplied by the rotation speed Nout of the output shaft 352 by the set reduction ratio limit γmax. And the power limit Pemax of the engine 22 is set based on the calculated speed limit Nemax (step S250), and the larger one of the set power limit Pemax and the set vehicle required power P * Engine 22 The target power Pe * is set (step S260), and the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set target power Pe * and the operation line of the engine 22 illustrated in FIG. (Step S270). Then, the set target rotational speed Ne * of the engine 22 is set to the target rotational speed Ni * of the input shaft 351 (step S280), and the set target torque Te * is transmitted to the engine ECU 24, and the set target rotational speed Ni * is set. * Is transmitted to CVT ECU 359 (step S290), and this routine is terminated. The engine ECU 24 that has received the target torque Te *, as in the first embodiment, performs intake air amount adjustment control and fuel so that the torque of the target torque Te * is output when the engine 22 rotates at the target rotational speed Ne *. Controls such as injection control and ignition control. The CVTECU 359 that has received the target rotational speed Nin * drives and controls the first actuator 356 and the second actuator 357 so that the rotational speed Nin of the input shaft 351 becomes the target rotational speed Ni *.

  According to the automobile 320 of the second embodiment described above, when the kick down switch 84a is off, the reduction ratio limit γmax is set to a predetermined value γ1, and when the kick down switch 84a is on, the reduction ratio limit γmax is set to the predetermined value γ1. The upper limit of the power that may be output from the engine 22 when the engine 22 is operated on the operation line for efficiently operating the engine 22 within a range of the reduction ratio limit γmax. Is set, and the target power Pe * of the engine 22 is set by limiting the vehicle required power P * based on the accelerator opening Acc by the power limit Pemax, and the operation with the set target power Pe * of the engine 22 The target rotational speed Ne * and the target torque Te * are set based on the line and the set target rotational speed N Since the engine 22 and the CVT 350 are controlled so that the engine 22 is operated at the target torque Te * and the target torque Te *, the engine 22 can be prevented from rotating at an unexpected rotation speed and the driving feeling can be improved and the operation can be improved. It is possible to cope with the demand of traveling by the large power of the person.

  In the automobile 320 of the second embodiment, the belt type CVT 350 is used as the continuously variable transmission, but various continuously variable transmissions such as a toroidal continuously variable transmission may be used.

  In the automobile 320 of the second embodiment, the set target rotational speed Ne * of the engine 22 is set to the target rotational speed Ni * of the input shaft 351 so that the rotational speed Nin of the input shaft 351 becomes the target rotational speed Ni *. Although the first actuator 356 and the second actuator 357 are driven and controlled, the set target rotational speed Ne * of the engine 22 is set to the target rotational speed Ni * of the input shaft 351 and the set target rotational speed Ni * is set. The target gear ratio γ * may be obtained by dividing by the rotation speed Nout of the output shaft 352, and the first actuator 356 and the second actuator 357 may be driven and controlled so as to be the target gear ratio γ *.

  In the hybrid vehicle 20 of the first embodiment and the vehicle 320 of the second embodiment, when the kick down switch Ksw is off, the reduction ratio limit γmax is set to a predetermined value γ1, and when the kick down switch Ksw is on, the reduction ratio limit γmax is set. Although the predetermined value γ2 larger than the predetermined value γ1 is set, the reduction ratio limit γmax may not be set when the kick-down switch Ksw is on. In this case, if it is determined in step S120 in the drive control routine of FIG. 2 or step S320 of the drive control routine of FIG. 11 that the kick-down switch Ksw is turned on, the vehicle required power P * set in step S110 or step S310 is used as it is. The target power Pe * of the engine 22 may be set.

  In the hybrid vehicle 20 of the first embodiment and the vehicle 320 of the second embodiment, when the kick down switch Ksw is off, the reduction ratio limit γmax is set to a predetermined value γ1, and when the kick down switch Ksw is on, the reduction ratio limit γmax is set. Although the predetermined value γ2 larger than the predetermined value γ1 is set, a value larger than the predetermined value γ2 may be set as the reduction ratio limit γmax when the kick down switch 84a is turned on again within a predetermined time. . FIG. 12 shows a part of an example of a drive control routine of a modified example in this case. The portion of the drive control routine of this modification that is not shown in FIG. 12 is the same as the drive control routine of FIG. Of course, the present invention can also be applied to the drive control routine of FIG. In the drive control routine of FIG. 12, if it is determined that the kick-down switch Ksw is on, whether or not the kick-down switch Ksw has been re-on within a predetermined time since the previous time when the kick-down switch Ksw was turned off. (Step S300), if the kick-down switch Ksw is not turned on again within a predetermined time, a predetermined value γ2 is set to the reduction ratio limit γmax (step S140), and the kick-down switch Ksw is turned on again within the predetermined time. When it is determined that the driver is requesting traveling with greater power, a predetermined value γ3 larger than the predetermined value γ2 is set in the reduction ratio limit γmax (step S310). In the drive control routine of this modification, the predetermined value γ3 is set to the reduction ratio limit γmax when the kickdown switch Ksw is turned on again within a predetermined time, but the kickdown switch Ksw is turned on again. In this case, the vehicle required power P * may be set as the target power Pe * of the engine 22 without setting the reduction ratio limit γmax. In the drive control routine of the modified example, the predetermined value γ3 is set to the reduction ratio limit γmax when the kick-down switch Ksw is turned on again within a predetermined time. The ratio limit γmax may be set.

  In the hybrid vehicle 20 of the first embodiment and the vehicle 320 of the second embodiment, the reduction ratio limit γmax is set based on the on / off state of the kick-down switch 84a, and the set reduction ratio limit γmax and the rotational speed Nr of the ring gear shaft 32a are set. Although the rotational speed limit Nemax (power limit Pemax) is set based on (the rotational speed Nout of the output shaft 352), the rotational speed Nr of the ring gear shaft 32a (the rotational speed Nout of the output shaft 352) is not considered. The rotation speed limit Nemax (power limit Pemax) may be set based on the on / off state of the kick down switch 84a.

  The hybrid vehicle 20 according to the first embodiment and the vehicle 320 according to the second embodiment are provided with a kick-down switch 84a that contacts and turns on when the accelerator pedal 83 is largely depressed and operates based on the on-off state of the kick-down switch 84a. It is determined whether or not the person is requesting traveling with large power. However, without providing the kick-down switch 84a, the accelerator opening degree Acc and the time change amount of the accelerator opening degree Acc (for example, the driving shown in FIG. 2). It may be determined whether or not the driver is requesting traveling with large power based on the deviation between the current value and the previous value of the accelerator opening Acc input in the control routine. For example, when the accelerator opening Acc is greater than or equal to a predetermined opening Aref and the time change amount of the accelerator opening Acc is greater than or equal to a predetermined amount ΔAref, the driver travels with a large amount of power as when the kick down switch 84a is turned on. When the accelerator opening Acc is less than the predetermined opening Aref or when the time change amount of the accelerator opening Acc is less than the predetermined amount ΔAref, it is operated in the same manner as when the kick down switch 84a is turned off. It can be determined that the person does not request traveling with great power.

  As shown in the first embodiment and the second embodiment, any configuration is possible as long as the vehicle includes a device and a mechanism for torque-converting the power from the engine 22 operated at an arbitrary operation point and transmitting the torque to the axle side. It may be a car. Moreover, it is good also as a form of the control method of not only the form of a motor vehicle but a motor vehicle.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

  The present invention can be used in the automobile manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the relationship between the transmission efficiency of the power in the power distribution integration mechanism 30, and reduction ratio (gamma). It is explanatory drawing which shows a mode that an example of the operating line of the engine 22 and the power limit Pemax are set. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30; 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. It is a block diagram which shows the outline of a structure of the motor vehicle 320 of 2nd Example. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit 370 of 2nd Example. It is a flowchart which shows a part of example of the drive control routine of a modification.

Explanation of symbols

20, 120, 220, 320 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 Power line, 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 s Trevor, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 84a Kick down switch, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 230 Counter rotor motor, 232 Inner rotor 234 Outer rotor, 340 Torque Converter, 350 CVT 351 Input shaft, 352 Output shaft, 353 Primary pulley, 354 Secondary pulley, 355 Belt, 356 First actuator, 357 Second actuator, 361, 362 Speed sensor, 370 Electronic control unit, 372 CPU, 374 ROM 376 RAM, MG1, MG2 motor.

Claims (12)

An internal combustion engine;
Torque conversion means capable of torque-converting power from the internal combustion engine operated at an arbitrary operation point and outputting it to the axle side;
An accelerator operation detecting means for detecting the driver's accelerator operation;
Request power setting means for setting required power required for the vehicle based on the detected amount of accelerator operation,
Large driving force request determination means for determining a large driving force request for a driver to request a large driving force output to the vehicle based on the detected accelerator operation;
A target consisting of a target rotational speed and a target torque of the internal combustion engine based on predetermined constraints imposed on the operating state of the internal combustion engine, the set required power, and the determination result of the large driving force request determination means Target operation point setting means for setting operation points;
An automobile comprising: control means for drivingly controlling the internal combustion engine and the torque conversion means so that the internal combustion engine is operated at the set target operation point.   The target operating point setting means sets the target power of the internal combustion engine by limiting the set required power based on the determination result of the large driving force request determination means, and sets the target power using the predetermined constraint. The vehicle according to claim 1, wherein the vehicle is means for setting the target driving point based on the target power.   The target operating point setting means sets the target operating point based on the target power of the internal combustion engine using the predetermined constraint when the large driving force request is not determined by the large driving force request determining means. The target power is set by limiting the set required power under the condition that the ratio of the rotational speed of the internal combustion engine to the rotational speed on the axle side is less than a first predetermined value, and the large driving force request determining means The ratio of the rotational speed of the internal combustion engine to the rotational speed on the axle side when setting the target operating point based on the target power of the internal combustion engine using the predetermined constraint when the large driving force request is determined Is means for setting the target power by limiting the set required power under a condition that is less than a second predetermined value greater than the first predetermined value. Automobile Motomeko 2 described.   The target driving point setting means is a means for setting the target power with a larger value as the second predetermined value as it is determined that the driving force requested by the driver is larger by the large driving force request determining means. 3. The automobile according to 3.   The target operating point setting means sets the target operating point based on the target power of the internal combustion engine using the predetermined constraint when the large driving force request is not determined by the large driving force request determining means. The target power is set by limiting the set required power under the condition that the ratio of the rotational speed of the internal combustion engine to the rotational speed on the axle side is less than a predetermined value, and the large driving force request determining means sets the large power 3. The automobile according to claim 2, which is means for setting the set required power to the target power when a driving force request is determined.   The automobile according to any one of claims 1 to 5, wherein the large driving force request determining means is a means for determining the large driving force request based on an operation amount and an operation speed of the accelerator operation. The automobile according to any one of claims 1 to 5,
A switch that turns on when the operation amount of the accelerator operation is equal to or greater than a predetermined operation amount and turns off when the operation amount is less than the predetermined operation amount;
The large driving force request determining means is a means for determining the large driving force request based on an on / off state of the switch. The automobile according to any one of claims 1 to 7,
The torque converting means is connected to the output shaft of the internal combustion engine and the axle side, and can output at least part of the power from the internal combustion engine to the axle side by inputting and outputting power and power. And an electric motor capable of inputting / outputting power to / from the axle side, and means for storing electric power / power input / output means and power storage means capable of exchanging electric power with the electric motor,
The control means is configured to operate the internal combustion engine at the set target operation point and to drive with the driving force corresponding to the detected operation amount of the accelerator operation, and the power power input / output means. An automobile which is means for controlling the electric motor.   The power power input / output means is connected to three shafts of the output shaft of the internal combustion engine, the axle side, and a third shaft, and the remaining power 1 is based on power input / output to any two of the three shafts. 9. The vehicle according to claim 8, further comprising: a three-axis power input / output means for inputting / outputting power to / from the shaft; and a generator capable of inputting / outputting power to / from the third shaft.   The electric power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the axle side, and the first rotation by electromagnetic action. The automobile according to claim 8, wherein the motor is a counter-rotor electric motor that relatively rotates the child and the second rotor. The automobile according to any one of claims 1 to 7,
The torque conversion means is a continuously variable transmission,
The control means is a means for controlling a gear ratio of the continuously variable transmission so that the internal combustion engine rotates at a rotation speed at the set target operation point. An automobile control method comprising an internal combustion engine and torque conversion means capable of outputting power from the internal combustion engine operated at an arbitrary operation point to an axle side with torque conversion,
(A) The required power required for the vehicle is set based on the operation amount of the accelerator operation,
(B) determining a large driving force request in which the driver requests an output of a large driving force to the vehicle based on the accelerator operation;
(C) Based on the predetermined restriction imposed on the operating state of the internal combustion engine, the set required power, and the determination result of the step (b), the target rotational speed and the target torque of the internal combustion engine. Set the target operation point
(D) A method of controlling an automobile in which the internal combustion engine and the torque conversion means are driven and controlled so that the internal combustion engine is operated at the set target operation point.

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