JP2008195153A - Vehicle and control method thereof - Google Patents

Abstract

An internal combustion engine is started in response to a required driving force required for a drive shaft.
SOLUTION: The torque for canceling the reaction torque acting on the rotating shaft of the motor MG2 when the engine is motored by the motor MG1 and the required torque T * are within a range that can be covered by the output from the motors MG2, MG3. A threshold value Tref is set (S120), and when the required torque T * is equal to or greater than the threshold value Tref or the required power Pe * is equal to or greater than the threshold value Pref and the engine is not operating (S130 to S150), the torque command Tm1 * of the motor MG1 is set. Motoring torque Tc is set (S230), torque commands Tm2 * and Tm3 * of motors MG2 and MG3 are set using reaction force torque and required torque T * (S180 to S220), and torque commands Tm1 * and Tm2 are set. *, Tm3 * are used to control motors MG1, MG2, and MG3 (S230). To start the engine with the grayed (S240, S250).
[Selection] Figure 2

Description

  The present invention relates to a vehicle and a control method thereof.

Conventionally, this type of vehicle includes an engine and a motor / generator connected to an output shaft of the engine via a clutch and connected to a wheel via a transmission. There has been proposed one in which an engine is motored by a motor and started by a motor (see, for example, Patent Document 1). In this vehicle, when the engine is started, the drive request torque required for the vehicle is an assist torque that is the sum of the motoring torque required for engine motoring and the inertia torque according to the rate of change of the engine speed. By outputting the torque applied to the motor / generator from the motor / generator, a temporary shortage of driving force during traveling can be prevented.
No. 2002-27611

  In the above-described vehicle, a temporary deficiency in driving force can be prevented by outputting torque obtained by adding assist torque to drive request torque from the motor generator when starting the engine. Depending on the conditions, the sum of the drive request torque and the assist torque becomes larger than the maximum torque that can be output from the motor / generator, and the drive request torque may not be sufficiently handled.

  In addition, in such a vehicle, when a large space cannot be secured in one place and it is difficult to mount a large motor / generator because each space is dispersed, it is possible to run only with the power from the motor / generator. It is desired to increase the range of the drive request torque to some extent.

  One object of the vehicle and the control method thereof according to the present invention is to start the internal combustion engine while responding to the required driving force required for the drive shaft. Another object of the vehicle and the control method thereof of the present invention is to increase the range of the required driving force that can be traveled only by the power from the electric motor.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above-described object.

The vehicle of the present invention
An internal combustion engine;
Motoring means connected to the internal combustion engine and the first axle side and motoring the internal combustion engine with an output of driving force to the first axle side in a direction to reduce the vehicle speed;
A first electric motor capable of inputting and outputting power to the first axle side;
A second electric motor capable of inputting / outputting power to / from a second axle side different from the first axle side;
Required driving force setting means for setting required driving force required for traveling;
A driving force for canceling a reaction force driving force that is a driving force output to the first axle side when the internal combustion engine is motored by the motoring means, and the set required driving force, Determining means for determining whether or not a predetermined operation start condition including a driving force condition set within a range that can be covered by outputs from the first electric motor and the second electric motor is satisfied;
A driving force for motoring the internal combustion engine is output from the motoring means when the determination means determines that the predetermined operation start condition is satisfied while the internal combustion engine is stopped. Controlling the motoring means, canceling the reaction force driving force and controlling the first electric motor and / or the second electric motor to travel with the set required driving force, and the internal combustion engine Start-up control means for controlling the internal combustion engine to be started along with motoring;
It is a summary to provide.

  In the vehicle of the present invention, the reaction force driving force that is the driving force output to the first axle side when the internal combustion engine is motored by the motoring means while the operation of the internal combustion engine is stopped is canceled. Predetermined driving start conditions are established including a driving force condition set within a range in which the driving force required for driving and the required driving force required for traveling can be covered by the outputs from the first motor and the second motor. In this case, the motoring means is controlled so that the driving force for motoring the internal combustion engine is output from the motoring means, the reaction force driving force is canceled, and the first electric motor and / or the vehicle is driven with the required driving force. Alternatively, the second electric motor is controlled to control the internal combustion engine so that the internal combustion engine is started with motoring. As a result, the internal combustion engine can be started while responding to the required driving force. In addition, since the first electric motor that can input and output power to the first axle side and the second electric motor that can input and output power to the second axle side are used, the first electric motor is used. The range in which the driving force condition can be set can be widened as compared with a motor using only one motor having the same rating as that of the electric motor or the second electric motor. As a result, it is possible to widen the range of the requested driving force where the driving force condition is not satisfied, that is, to widen the range of the requested driving force that can travel only with the power from the electric motor. Further, by using two electric motors that can input and output power on different axles, space can be used more effectively than one using a relatively large electric motor, and one axle side can be used. Only the weight can be avoided.

In such a vehicle of the present invention, the predetermined driving start condition is a condition set within a range in which the reaction force driving force and the set required driving force cannot be covered only by the output from the first electric motor. It can also be assumed. By so doing, it is possible to widen the range in which the vehicle can travel only with the power from the motor as compared with a motor using only one motor having the same rating as the first motor. In this case, the start time control means cancels the reaction force driving force with the output from the first electric motor of the maximum driving force that can be output from the first electric motor, and the set required driving force. It can also be a means to control to run by.
The vehicle according to claim 2.

  In the vehicle of the present invention, the motoring means has three axes, that is, the first axle side, the output shaft of the internal combustion engine, and a third axis, and any two of the three axes. It is a means provided with a three-shaft power input / output means for inputting / outputting power to / from the remaining shaft based on the input / output power, and a generator capable of inputting / outputting power to / from the third shaft. You can also.

The vehicle control method of the present invention includes:
An internal combustion engine, and motoring means connected to the internal combustion engine and the first axle side for motoring the internal combustion engine with an output of a driving force to the first axle side in a direction to reduce the vehicle speed; Control of a vehicle comprising: a first electric motor capable of inputting / outputting power to / from the first axle side; and a second electric motor capable of inputting / outputting power to / from a second axle side different from the first axle side. A method,
Driving for canceling reaction force driving force that is output to the first axle when the internal combustion engine is motored by the motoring means with the internal combustion engine stopped. Predetermined driving start conditions including a driving force condition set within a range in which the force and the required driving force required for traveling can be covered by the outputs from the first electric motor and the second electric motor. When established, the motoring means is controlled so that a driving force for motoring the internal combustion engine is output from the motoring means, the reaction force driving force is canceled, and the set required driving force is applied. Controlling the first electric motor and / or the second electric motor to travel, and controlling the internal combustion engine so that the internal combustion engine is started along with motoring;
It is characterized by that.

  In the vehicle control method of the present invention, the reaction force driving force, which is the driving force output to the first axle when the internal combustion engine is motored by the motoring means while the internal combustion engine is stopped, is generated. Predetermined operation start including a driving force condition set within a range in which the driving force for canceling and the required driving force required for traveling can be covered by the outputs from the first electric motor and the second electric motor When the condition is satisfied, the motoring means is controlled such that the driving force for motoring the internal combustion engine is output from the motoring means, the reaction force driving force is canceled, and the first driving is performed so as to travel with the requested driving force. The electric motor and / or the second electric motor is controlled to control the internal combustion engine so that the internal combustion engine is started along with the motoring. As a result, the internal combustion engine can be started while responding to the required driving force. In addition, since the first electric motor that can input and output power to the first axle side and the second electric motor that can input and output power to the second axle side are used, the first electric motor is used. The range in which the driving force condition can be set can be widened as compared with a motor using only one motor having the same rating as that of the electric motor or the second electric motor. As a result, it is possible to widen the range of the requested driving force where the driving force condition is not satisfied, that is, to widen the range of the requested driving force that can travel only with the power from the electric motor. Further, by using two electric motors that can input and output power on different axles, space can be used more effectively than one using a relatively large electric motor, and one axle side can be used. Only the weight can be avoided.

  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 the 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 serving as a generator capable of generating electricity connected to the mechanism 30 and a first motor connected to the front shaft 64 of the front wheels 63a and 63b via the differential gear 62 while being connected to the power distribution and integration mechanism 30. A motor MG2, a motor MG3 as a second electric motor connected to the rear shaft 69 of the rear wheels 68a and 68b via a differential gear 67, and a hybrid electronic control unit 70 for controlling the entire vehicle are provided.

  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 disposed 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 motor MG2 is connected to the ring gear 32 via the ring gear shaft 32a. When the motor MG1 functions as a motor, the 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 22 input from the carrier 34. 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 output from the ring gear shaft 32a to the front shaft 64 via the gear mechanism 60 and the differential gear 62.

  Each of the motors MG1, MG2, and MG3 is configured as a well-known synchronous generator motor that can be driven as a generator and driven as an electric motor, and exchanges electric power with the battery 50 via inverters 41, 42, and 43. Do. The electric power line 54 connecting the inverters 41, 42, 43 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41, 42, 43, and generates power with any of the motors MG1, MG2, MG3. The electric power generated can be consumed by other motors. Therefore, the battery 50 is charged / discharged by electric power generated from any of the motors MG1, MG2, and MG3 or insufficient electric power. Note that the battery 50 is not charged / discharged if the power balance is balanced by the motors MG1, MG2, and MG3. The motors MG1, MG2, and MG3 are all driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1, MG2, and MG3, such as signals from rotational position detection sensors 44, 45, and 46 that detect the rotational positions of the rotors of the motors MG1, MG2, and MG3. A phase current applied to the motors MG1, MG2, and MG3 detected by a current sensor (not shown) is input, and a switching control signal to the inverters 41, 42, and 43 is output from the motor ECU 40. The motor ECU 40 communicates with the hybrid electronic control unit 70, and controls the driving of the motors MG 1, MG 2, MG 3 by the control signal from the hybrid electronic control unit 70 and operates the motors MG 1, MG 2, MG 3 as necessary. Data on the state is 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 includes signals necessary for managing the battery 50, for example, an inter-terminal voltage Vb from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. A charge / discharge current Ib from a current sensor (not shown) attached to the battery 50, a battery temperature Tb from a temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the hybrid electronic 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 accelerator opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88 that can detect the vehicle speed in the longitudinal direction of the vehicle, etc. Is entered through. 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 communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  The hybrid vehicle 20 of the embodiment configured in this manner calculates a required torque to be output to the vehicle based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver, The engine 22 and the motors MG1, MG2, and MG3 are operated and controlled so as to travel with the corresponding required power. As the operation control of the engine 22 and the motors MG1, MG2, and MG3, the engine 22 is operated and 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 a power distribution integration mechanism. 30, a torque conversion operation mode for controlling the motor MG 1, the motor MG 2, and the motor MG 3 so that the torque is converted and output by one or both of the motor MG 1, the motor MG 2, and the motor MG 3. The engine 22 is operated and controlled so that the power corresponding to the sum of the power necessary for charging and discharging is output from the engine 22, and all or part of the power output from the engine 22 with charging and discharging of the battery 50 is performed. Power distribution integration mechanism 30, motor MG1, motor MG2 and motor MG3 Charge / discharge operation mode in which the motor MG1, the motor MG2, and the motor MG3 are driven and controlled so that the required power is output with torque conversion due to either or both of them, and the operation of the engine 22 is stopped and the motor MG2 and the motor MG3 are There is a motor operation mode in which operation control is performed so that power corresponding to the required power is output from either or both.

  Next, the operation of the hybrid vehicle 20 configured as described above, particularly the operation when starting the engine 22 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 Ne of the engine 22, the motor MG1. A process of inputting data necessary for control such as the rotation speed Nm1 is executed (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 and is input from the engine ECU 24 by communication. Further, the rotational speed Nm1 of the motor MG1 is calculated based on the rotational position of the rotor of the motor MG1 detected by the rotational position detection sensor 43, and is input from the motor ECU 40 by communication.

  When the data is input in this way, the torque required torque T * required for the vehicle and the required power Pe * required for the engine 22 are set based on the input accelerator opening Acc and the vehicle speed V (step S110). In the embodiment, the required torque T * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque T * in the ROM 74 as a required torque setting map. , The corresponding required torque T * is derived from the stored map and set. FIG. 3 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque T * multiplied by the vehicle speed V and the charge / discharge required power Pb * required by the battery 50 and the loss Loss.

  Subsequently, the maximum torque Tm2lim that can be output from the motor MG2 and the conversion coefficient Ga (the rotation speed of the ring gear shaft 32a / the rotation speed of the front shaft 64), the maximum torque Tm3lim that can be output from the motor MG3, and the conversion coefficient Gb (the rotation of the motor MG3) Shaft rotational speed / rear shaft 69 rotational speed), motoring torque Tc output from motor MG1 when motor 22 is motored by motor MG1, gear ratio ρ of power distribution and integration mechanism 30, and positive predetermined torque ΔT Is used to set a threshold value Tref according to the following equation (1) (step S120), the required torque T * is compared with the threshold value Tref (step S130), and the required power Pe * is compared with the threshold value Pref (step S140). Here, as the motoring torque Tc, a torque capable of motoring the engine 22 to a rotational speed equal to or higher than a predetermined rotational speed Nref described later can be used, and a fixed value is used in the embodiment. The predetermined torque ΔT will be described later. Furthermore, the threshold value Tref and the threshold value Pref are used to determine whether or not the engine 22 is to be operated. As the threshold value Pref, a lower limit value of power that can efficiently operate the engine 22 can be used. Details of the threshold value Tref will be described later.

  Tref = Tm2lim ・ Ga + Tm3lim ・ Gb-Tc ・ Ga / ρ-ΔT (1)

  When the required torque T * is greater than or equal to the threshold Tref, or when the required power Pe * is greater than or equal to the threshold Pref, it is determined whether or not the engine 22 is operating (step S150), and it is determined that the engine 22 is operating. If so, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the required power Pe * (step S160). This setting is performed based on an operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 4 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 required power Pe * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2) 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 calculated by the following equation (2). Based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1, the torque command Tm1 * of the motor MG1 is calculated by the equation (3) (step S170). Here, Expression (2) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 5 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of the rotating elements of the power distribution and integration mechanism 30 when the engine 22 is in operation. 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 rotation speed Nr of the ring gear 32, which is a number Nm2, is shown. Equation (2) can be easily derived by using this alignment chart. Note that the two thick arrows on the R-axis indicate that torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a (hereinafter referred to as reaction torque) and torque Tm2 output from the motor MG2. The torque acting on the ring gear shaft 32a is shown. Expression (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotation speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / ρ (2)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (3)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the output from the motor MG2 using the required torque T *, the torque command Tm1 *, the conversion coefficient Ga, and the gear ratio ρ of the power distribution and integration mechanism 30. The temporary motor torque Tm2tmp as the torque to be calculated is calculated by the equation (4) (step S180), and the calculated temporary motor torque Tm2tmp is limited to the maximum torque Tm2lim that can be output from the motor MG2 as a torque command Tm2 * of the motor MG2. Is set (step S190). Here, the equation (4) can be easily derived from the alignment chart of FIG. Then, the temporary motor as the torque to be output from the motor MG3 using the required torque T *, the torque commands Tm1 *, Tm2 * of the motors MG1, MG2, the gear ratio ρ of the power distribution and integration mechanism 30, and the conversion factors Ga, Gb. Torque Tm3tmp Formula (5) is calculated (step S200), and the motor MG3 torque command Tm3 * is set as a value obtained by limiting the calculated temporary motor torque Tm3tmp with the maximum torque Tm3lim that can be output from the motor MG3 (step S210). When the temporary motor torque Tm2tmp of the motor MG2 is equal to or less than the maximum torque Tm2lim by the processing of steps S200 and S210, that is, when the required torque T * can be handled without outputting torque from the motor MG3, the motor MG3 The value 0 is set in the torque command Tm3 *.

Tm2tmp = T * / Ga + Tm1 * / ρ (4)
Tm3tmp = (T *-(Tm2 * -Tm1 * / ρ) ・ Ga) / Gb (5)

  When the target rotational speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 *, Tm2 * and Tm3 * of the motors MG1, MG2 and MG3 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are set. Transmits to the engine ECU 24 torque commands Tm1 *, Tm2 *, and Tm3 * of the motors MG1, MG2, and MG3, respectively, to the motor ECU 40 (step S220), and the drive control routine ends. 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 *, Tm2 *, and Tm3 * drives the motor MG1 with the torque command Tm1 *, drives the motor MG2 with the torque command Tm2 *, and drives the motor MG3 with the torque command Tm3 *. Switching control of the switching elements of the inverters 41, 42, and 43 is performed so as to be driven.

  If it is determined in step S150 that the engine 22 is not operating, it is determined that the engine 22 should be started, and a motoring torque Tc for motoring the engine 22 is set in the torque command Tm1 * of the motor MG1 ( Step S230). Then, the rotational speed Ne of the engine 22 is compared with the threshold value Nref (step S240), and when the rotational speed Ne of the engine 22 is smaller than the threshold value Nref, the reaction acting on the ring gear shaft 32a with motoring of the engine 22 by the motor MG1. Torque commands Tm2 * and Tm3 * of the motors MG2 and MG3 are set so that the force can be canceled and torque corresponding to the required torque T * can be output (steps S180 to S210), and the torques of the motors MG1, MG2 and MG3 are set. Commands Tm1 *, Tm2 *, Tm3 * are transmitted to motor ECU 40 (step S220), and the drive control routine is terminated. Here, the threshold value Nref is the rotational speed Ne of the engine 22 at which the fuel injection control and the ignition control are started, and is set to, for example, 1000 rpm or 1200 rpm. Thus, this routine is repeatedly executed, and when the rotational speed Ne of the engine 22 becomes greater than or equal to the threshold value Nref in step S240, the start of fuel injection control and ignition control of the engine 22 is instructed (step S250). The process of S220 is executed and the drive control routine is terminated. The engine ECU 24 that has received an instruction to start fuel injection control or ignition control starts them. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30 when the engine 22 is motored and started by the motor MG1. When motoring the engine 22, as shown in FIG. 6, the reaction force torque (-Tm1 * / [rho]) is a torque directed upward and downward on the R axis. That is, since the ring gear shaft 32a is connected to the front shaft 64 of the front wheels 63a, 63b via the gear mechanism 60, when the engine 22 is motored, torque in the direction of decelerating the vehicle (hereinafter referred to as deceleration torque). ) (−Tm1 * · Ga / ρ) acts on the vehicle. At this time, in order to correspond to the required torque T *, the sum of the required torque T * and the torque for canceling the deceleration torque (−Tm1 * · Ga / ρ) (hereinafter referred to as cancel torque) is obtained by the motor. MG2 and MG3 need to act on the vehicle. As described above, since the motoring torque Tc is set in the torque command Tm1 *, it can be said that “Tc · Ga / ρ” in the third term corresponds to the cancel torque in the above equation (1). If the starting condition of the engine 22 is not determined using the equation (1), the engine 22 is motored even if the engine 22 is not motored depending on the starting condition, even if the required torque T * can be handled. In this case, there is a case where the cancel torque and the required torque T * cannot be covered by the outputs from the motors MG2 and MG3. In the embodiment, the cancellation torque is subtracted from the maximum torque that can be applied to the vehicle from the motors MG2 and MG3 according to the above-described equation (1) (this reduces the cancellation torque and the required torque T * from the motors MG2 and MG3). The value obtained by further subtracting the positive predetermined torque ΔT (corresponding to the maximum torque that can be covered by the output) is set as the threshold value Tref, and the engine 22 is motored and started when the required torque T * is equal to or greater than the threshold value Tref. It is possible to prevent the engine 22 from responding to the required torque T * when starting. Further, it can be said that positive predetermined torque ΔT is used to determine the range of required torque T * that can be traveled only by the power from motors MG2 and MG3. From equation (1), the smaller predetermined torque ΔT is, the smaller the predetermined torque ΔT is. The range of required torque T * that can be traveled only by the power from motors MG2 and MG3 is widened. Therefore, if a relatively small value is used for this predetermined torque ΔT, the range of required torque T * that can be traveled only by the power from motors MG2 and MG3 can be widened. Moreover, if the predetermined torque ΔT is set so that the threshold Tref is larger than the value obtained by subtracting the cancel torque from the maximum torque (Tm2lim · Ga) that can be applied to the vehicle from the motor MG2, that is, the following equation (6) is satisfied. If the predetermined torque ΔT is set so as to satisfy, the range of the required torque T * that can be traveled only by the power from the motors MG2 and MG3 can be made wider than that using only the motor MG2. In this case, since the cancel torque and the required torque T * cannot be covered only by the output from the motor MG2, the maximum torque Tm2lim is set in the torque command Tm2 * of the motor MG2, and the torque command Tm3 * of the motor MG3. Is set to the torque obtained from equation (5). Furthermore, in the embodiment, since the two motors MG2 and MG3 are used, the front wheels 63a and 63b and the rear wheels 68a and 68b are provided with a motor MG3 which is not provided and the size of the motor MG2 is increased. The balance of weight can be improved, and when a large space cannot be secured in one place and each space is dispersed, each space can be used effectively. In addition, by using two motors MG2 and MG3, the maximum current to be supplied to each motor can be suppressed as compared with the one using one large motor, so that the loss of each motor can be reduced. The temperature rise of the motor can be suppressed.

  Tm2lim ・ Ga-Tm1 * ・ Ga / ρ <Tref <Tm2lim ・ Ga + Tm3lim ・ Gb-Tm1 * ・ Ga / ρ (6)

  If the required torque T * is less than the threshold value Tref and the required power Pe * is less than the threshold value Pref in step S130, the target rotational speed Ne of the engine 22 is set so that the operation of the engine 22 is stopped or the stopped state is maintained. * And the target torque Te * are both set to 0 (step S260), the motor MG1 torque command Tm1 * is set to 0 (step S270), and the processing of steps S180 to S220 is executed. Exit.

  According to the hybrid vehicle 20 of the embodiment described above, the cancel torque for canceling the deceleration torque (−Tm1 * · Ga / ρ) is further reduced from the maximum torque that can be applied to the vehicle from the motors MG2 and MG3. A value obtained by subtracting a predetermined positive torque ΔT is set as a threshold value Tref. When the engine 22 is not operated and the required torque T * is equal to or greater than the threshold value Tref, the motoring torque Tc is set to the torque command Tm1 * of the motor MG1. Set, cancel torque reduction torque (−Tm1 * · Ga / ρ) and set torque commands Tm2 * and Tm3 * of the motors MG2 and MG3 so that torque for traveling by the required torque T * acts on the vehicle, Using the torque commands Tm1 *, Tm2 *, Tm3 * of the motors MG1, MG2, MG3, the motors MG1, MG It can control the MG3, because to start the engine 22 with its motoring, to prevent the can not be corresponding to the calculated torque demand T * at the start of the engine 22. In addition, if the predetermined torque ΔT is set in a range where the threshold Tref is larger than the maximum torque (Tm2lim · Ga) that can be applied to the vehicle from the motor MG2, the threshold torque Tref is set to be larger, only the motor MG2 is used. In comparison, it is possible to widen the region where the vehicle can travel only with the power from the motors MG2 and MG3. Further, since the two motors MG2 and MG3 are used, the weight balance between the front wheels 63a and 63b and the rear wheels 68a and 68b is improved as compared with the motor MG2 which does not include the motor MG3 and increases the size of the motor MG2. Each space can be used effectively when a large space cannot be secured in one place and each space is dispersed. In addition, by using two motors MG2 and MG3, the maximum current to be supplied to each motor can be suppressed as compared with the one using one large motor, so that the loss of each motor can be reduced. The temperature rise of the motor can be suppressed.

  In the hybrid vehicle 20 of the embodiment, the positive predetermined torque ΔT is set so that the threshold Tref is larger than the maximum torque (Tm2lim · Ga) that can be applied to the vehicle from the motor MG2 than the cancellation torque. However, the value 0 may be used as the predetermined torque ΔT, or a torque having a threshold Tref that is equal to or less than the value obtained by subtracting the cancel torque from the torque (Tm2lim · Ga) may be used. In the former case, when the required torque T * becomes equal to the threshold value Tref, the motor MG1 starts to motor the engine 22 while outputting the maximum torques Tm2lim and Tm3lim from the motors MG2 and MG3. In this case, the engine 22 is motored by the motor MG1 with the output of torque from at least one of the motors MG2 and MG3, and is started.

  In the hybrid vehicle 20 of the embodiment, the threshold Tref is set to be larger than the torque obtained by subtracting the cancel torque from the maximum torque (Tm2lim · Ga) that can be applied to the vehicle from the motor MG2, and the required torque T * is the threshold Tref. When the engine 22 is started as described above, the maximum torque Tm2lim is output from the motor MG2, and the motor MG3 outputs the shortage to meet the required torque T *. The relationship of the torque output from MG3 may be anything as long as it can respond to the required torque T * while canceling the reaction torque. For example, the motor MG2 and the motor MG3 may output at a predetermined distribution ratio, or the motor MG3 may output the maximum torque Tm3lim, and the motor MG2 may output an insufficient amount corresponding to the required torque T *. It may be a thing.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the ring gear shaft 32a connected to the front shaft 64 of the front wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 120 includes an inner rotor 132 connected to the crankshaft 26 of the engine 22 and an outer rotor 134 connected to the front shaft 64 of the front wheels 63a and 63b. It is good also as providing the counter-rotor electric motor 130 which transmits a part to the front axis | shaft 64 and converts the remaining motive power into electric power.

  Here, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the power distribution and integration mechanism 30 and the motor MG1 correspond to “motoring means”, the motor MG2 corresponds to a “first electric motor”, and the motor MG3 corresponds to This is equivalent to the “second electric motor”, and for the hybrid that executes the process of step S110 of the drive control routine of FIG. 2 for setting the torque required torque T * required for the vehicle based on the accelerator opening Acc and the vehicle speed V The electronic control unit 70 corresponds to “required driving force setting means”, and a cancel torque for canceling the deceleration torque (−Tm1 * · Ga / ρ) from the maximum torque that can be applied to the vehicle from the motors MG2 and MG3. A value obtained by subtracting the positive predetermined torque ΔT and setting the threshold value Tref is set as the threshold value Tref. It corresponds to the hybrid electronic control unit 70 “determination means” that executes the processing of steps S120 to S140 of the drive control routine of FIG. 2 that is compared with the threshold value Pref, and when the required torque T * is equal to or higher than the threshold value Tref or the required power When Pe * is equal to or greater than the threshold value Pref and the engine 22 is not in operation, the motoring torque Tc is set in the torque command Tm1 * of the motor MG1, and the deceleration torque (−Tm1 * · Ga / ρ) is set. Torque commands Tm2 * and Tm3 * of the motors MG2 and MG3 are set so that the torque for canceling the cancellation and traveling with the required torque T * acts on the vehicle, and the torque commands Tm1 * of the set motors MG1, MG2 and MG3 , Tm2 *, Tm3 * are transmitted to the motor ECU 40, and the rotational speed Ne of the engine 22 is the threshold value Nr. The hybrid electronic control unit 70 that executes the processing of steps S180 to S250 of the drive control routine of FIG. 2 that transmits an instruction to start the fuel injection control and ignition control of the engine 22 to the engine ECU 24 when it becomes f or more and receives. The motor ECU 40 that controls the motors MG1, MG2, and MG3 using the torque commands Tm1 *, Tm2 *, and Tm3 * of the motors MG1, MG2, and MG3, and these instructions based on the received fuel injection control and ignition control start instructions. The engine ECU 24 to start corresponds to “starting time control means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “motoring means” is not limited to a combination of the power distribution and integration mechanism 30 and the motor MG1 or the counter-rotor motor 230, and is connected to the internal combustion engine and the first axle side to increase the vehicle speed. Any method may be used as long as it motors the internal combustion engine with the output of the driving force toward the first axle in the decreasing direction. The “first electric motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any one that can input and output power to the first axle side, such as an induction motor. I do not care. The “second electric motor” is not limited to the motor MG3 configured as a synchronous generator motor, but can input and output power to the second axle side different from the first axle side, such as an induction motor. Anything can be used. The “required driving force setting means” is not limited to one that sets the torque required torque T * required for the vehicle based on the accelerator opening Acc and the vehicle speed V, but only based on the accelerator opening Acc. Set the required torque required for travel, such as those that set the required torque and those that set the travel route in advance, such as those that set the required torque based on the travel position in the travel route It does not matter as long as there is any. As the “determination means”, the cancellation torque for canceling the deceleration torque (−Tm1 * · Ga / ρ) is subtracted from the maximum torque that can be applied to the vehicle from the motors MG2 and MG3, and a positive predetermined torque ΔT is further obtained. The subtracted value is set as the threshold value Tref, and the required torque T * is compared with the threshold value Tref, or the required power Pe * is compared with the threshold value Pref. That does not compare the required power Pe * with the threshold value Pref, or considers other requirements in addition to comparing the required torque T * with the threshold value Tref or comparing the required power Pe * with the threshold value Pref When the internal combustion engine is motored by the motoring means, the reaction force driving force that is output to the first axle is canceled. Whether or not a predetermined operation start condition including a driving force condition set within a range in which the driving force and the required driving force for power supply can be covered by the outputs from the first motor and the second motor Anything can be used as long as it can be determined. The “control means” is not limited to the combination of the hybrid electronic control unit 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 required torque T * is equal to or greater than the threshold Tref, or when the required power Pe * is equal to or greater than the threshold Pref, and the engine 22 is not operated, the torque command Tm1 * of the motor MG1 is set. The motor MG1 is controlled by setting the motoring torque Tc, controlling the motor MG1, canceling the deceleration torque (−Tm1 * · Ga / ρ), and applying the torque required to travel with the required torque T * to the vehicle. In addition to controlling the motors MG2 and MG3 by setting the torque commands Tm2 * and Tm3 * and starting the fuel injection control and ignition control of the engine 22 when the rotational speed Ne of the engine 22 exceeds the threshold value Nref The internal combustion engine is motored when it is determined that the predetermined operation start condition is satisfied while the internal combustion engine is stopped. For controlling the motoring means so that the driving force for output is outputted from the motoring means, canceling the reaction force driving force and controlling the first electric motor and / or the second electric motor so as to travel with the required driving force, As long as the internal combustion engine is controlled so that the internal combustion engine is started along with the motoring, any configuration may be used. Note that the correspondence between the main elements of the embodiment and the modified example and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Since this is an example for specifically describing the best mode for carrying out the invention, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

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

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 a flowchart which shows an example of the drive control routine performed with the hybrid vehicle 20 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 a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. It is explanatory drawing which shows an example of the alignment chart for demonstrating dynamically the rotational element of the power distribution integration mechanism 30 when the engine 22 is drive | operating. It is explanatory drawing which shows an example of the alignment chart for demonstrating dynamically the rotational element of the power distribution integration mechanism 30 at the time of motoring and starting the engine 22 with the motor MG1. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

20, 120 Hybrid vehicles, 22 engines, 24 engine electronic control units (engine ECUs), 26 crankshafts, 28 dampers, 30 power distribution integration mechanisms, 31 sun gears, 32 ring gears, 32a ring gear shafts, 33 pinion gears, 34 carriers, 37 Gear mechanism, 38 differential gear, 39a, 39b, 39c, 39d drive wheel, 40 motor electronic control unit (motor ECU), 41, 42, 43 inverter, 44, 45, 46 rotational position detection sensor, 50 battery, 51 temperature Sensor, 52 Battery electronic control unit (battery ECU), 54 Electric power line, 60 Gear mechanism, 62 Differential gear, 63a, 63b Front wheel, 64 Front shaft, 67 Differential gear, 68a, 68b Rear wheel, 69 Rear shaft, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed Sensor, 130 pair rotor motor, 132 inner rotor 134 outer rotor, MG1, MG2, MG3 motor.

Claims (5)

An internal combustion engine;
Motoring means connected to the internal combustion engine and the first axle side and motoring the internal combustion engine with an output of driving force to the first axle side in a direction to reduce the vehicle speed;
A first electric motor capable of inputting and outputting power to the first axle side;
A second electric motor capable of inputting / outputting power to / from a second axle side different from the first axle side;
Required driving force setting means for setting required driving force required for traveling;
A driving force for canceling a reaction force driving force that is a driving force output to the first axle side when the internal combustion engine is motored by the motoring means, and the set required driving force, Determining means for determining whether or not a predetermined operation start condition including a driving force condition set within a range that can be covered by outputs from the first electric motor and the second electric motor is satisfied;
A driving force for motoring the internal combustion engine is output from the motoring means when the determination means determines that the predetermined operation start condition is satisfied while the internal combustion engine is stopped. Controlling the motoring means, canceling the reaction force driving force and controlling the first electric motor and / or the second electric motor to travel with the set required driving force, and the internal combustion engine Start-up control means for controlling the internal combustion engine to be started along with motoring;
A vehicle comprising:   The predetermined operation start condition is a condition set in a range in which the reaction force driving force and the set required driving force cannot be covered only by an output from the first electric motor. vehicle.   The start-up control means cancels the reaction force driving force with the output from the first motor of the maximum driving force that can be output from the first motor and travels with the set required driving force. The vehicle according to claim 2, wherein the vehicle is a means for controlling.   The motoring means has three shafts of the first axle side, the output shaft of the internal combustion engine, and a third shaft, and is based on power input / output to / from any two of the three shafts. 4. The vehicle according to claim 1, further comprising: a three-axis power input / output means for inputting / outputting power to the remaining shaft; and a generator capable of inputting / outputting power to / from the third shaft. An internal combustion engine, and motoring means connected to the internal combustion engine and the first axle side for motoring the internal combustion engine with an output of a driving force to the first axle side in a direction to reduce the vehicle speed; A vehicle comprising: a first electric motor capable of inputting / outputting power to / from the first axle side; and a second electric motor capable of inputting / outputting power to / from a second axle side different from the first axle side. A control method,
Driving for canceling reaction force driving force that is output to the first axle when the internal combustion engine is motored by the motoring means with the internal combustion engine stopped. Predetermined driving start conditions including a driving force condition set within a range in which the force and the required driving force required for traveling can be covered by the outputs from the first electric motor and the second electric motor. When established, the motoring means is controlled so that a driving force for motoring the internal combustion engine is output from the motoring means, the reaction force driving force is canceled, and the set required driving force is applied. Controlling the first electric motor and / or the second electric motor to travel, and controlling the internal combustion engine so that the internal combustion engine is started along with motoring;
A method for controlling a vehicle.

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