JP2010155512A - Hybrid vehicle and method for controlling the same - Google Patents

Abstract

A battery charge capacity ratio (SOC) is prevented from increasing even when a vehicle speed is high.
When the battery charge capacity ratio (SOC) is equal to or greater than a predetermined ratio S1 and the vehicle speed is in a high vehicle speed range, a large correction power Pchg for discharging is set as compared with when the vehicle speed is in a low vehicle speed range. The required power to be output from the engine is calculated by subtracting the correction power Pchg from the traveling power. As a result, the battery can be discharged quickly in the high vehicle speed region, and the charge capacity ratio (SOC) is prevented from changing to a high level based on the battery charge by regenerative power when the accelerator is off in the high vehicle speed region. can do.
[Selection] Figure 4

Description

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

Conventionally, in this type of hybrid vehicle, when the SOC of the battery is smaller than a predetermined lower limit α%, the power Pchg for correcting the charge of the battery to the power Pp required for traveling is set as the engine power Pe. When the SOC is larger than β%, a battery charge correction power Pchg lower than the power Pp required for traveling is proposed (for example, Patent Document 1). reference).
JP 11-299004 A

  However, in the hybrid vehicle described above, when the vehicle is traveling in a high vehicle speed range, the regenerative power when the accelerator is off is large. Therefore, the ratio (SOC) of the battery charge capacity is increased, resulting in deterioration in fuel consumption and battery life. It may cause deterioration.

  The main object of the hybrid vehicle and its control method of the present invention is to prevent the ratio (SOC) of the charge capacity of the battery from increasing even when the vehicle speed is high.

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

The hybrid vehicle of the present invention
An electric motor capable of inputting / outputting driving power, an internal combustion engine capable of outputting driving power, a generator for generating electric power using the power from the internal combustion engine, and exchange of electric power with the motor and the generator A hybrid vehicle comprising:
Driving torque setting means for setting a driving torque necessary for traveling based on an accelerator operation;
Traveling power setting means for setting traveling power necessary for traveling based on the set driving torque;
Discharge for setting correction power for discharge as a positive value that tends to increase as the vehicle speed increases when the capacity ratio, which is the ratio of the capacity to the total capacity as a chargeable / dischargeable state of the battery, is greater than or equal to a predetermined ratio The correction power is set based on the use relationship and the vehicle speed, and based on the charge relationship for setting the correction power for charging as a negative value regardless of the vehicle speed when the capacity ratio is less than the predetermined ratio. Correction power setting means for setting the correction power,
The internal combustion engine, the electric motor, and the generator are operated such that the internal combustion engine is operated with a required power obtained by subtracting the set correction power from the set running power and travels with the set driving torque. Control means for controlling
It is a summary to provide.

  In the hybrid vehicle according to the present invention, the driving torque necessary for traveling is set based on the accelerator operation, and the traveling power necessary for traveling is set based on the driving torque. When the capacity ratio, which is the ratio of the capacity to the capacity, is equal to or greater than a predetermined ratio, the correction power is set based on the discharge relationship and the vehicle speed for setting the correction power for discharge as a positive value in a tendency to increase as the vehicle speed increases. When the capacity ratio is less than the predetermined ratio, the correction power is set based on the charging relationship for setting the correction power for charging as a negative value regardless of the vehicle speed. Then, the internal combustion engine is operated with the required power obtained by subtracting the correction power from the traveling power, and the internal combustion engine, the electric motor, and the generator are controlled so as to travel with the driving torque. As a result, the regenerative power when the accelerator is off is large when the vehicle is traveling at a high vehicle speed, so that the internal combustion engine can be operated with the required power obtained by using a large correction power for discharge even if the battery capacity ratio increases. Therefore, the battery capacity ratio can be quickly reduced. As a result, even when the vehicle speed is high, the ratio (SOC) of the charge capacity of the battery can be prevented from transitioning to a high level.

  In such a hybrid vehicle of the present invention, the correction power setting means has a first relationship as a relationship between the capacity ratio and the correction power when the vehicle speed is less than the predetermined vehicle speed when the capacity ratio is equal to or greater than the predetermined ratio. Is used as the discharge relation, and when the capacity ratio is equal to or higher than the predetermined ratio, the correction power for discharge larger than the first relation is set when the vehicle speed is equal to or higher than the predetermined vehicle speed. It can also be a means for setting the correction power using the second relationship as the discharge relationship. In this way, since the control can be performed separately in a low vehicle speed region below the predetermined vehicle speed and a high vehicle speed region above the predetermined vehicle speed, the battery charge capacity ratio (SOC) is increased even when the vehicle speed is high with simple control. It is possible to prevent the transition from occurring.

  Further, in the hybrid vehicle of the present invention, the correction power setting means is configured such that when the capacity ratio is equal to or greater than the predetermined ratio, the vehicle ratio is less than a first predetermined vehicle speed and the relationship between the capacity ratio and the correction power is The correction power is set using the first relationship as the discharge relationship, and when the capacity ratio is equal to or higher than the predetermined ratio, the vehicle speed is equal to or higher than the first predetermined vehicle speed and lower than the second predetermined vehicle speed. The correction power is set using a second relationship in which a correction power for discharge larger than the relationship of 1 is set as the discharge relationship, and the vehicle speed is set to the second rate when the capacity ratio is equal to or greater than the predetermined ratio. Means for setting the correction power using a third relationship as a discharge relationship that is set to a correction power for discharge larger than the second relationship when the vehicle speed is equal to or higher than a predetermined vehicle speed; Rukoto can also. By so doing, there are three vehicle speed regions: a low vehicle speed region below the first predetermined vehicle speed, a medium vehicle speed region above the first predetermined vehicle speed and below the second predetermined vehicle speed, and a high vehicle speed region above the second predetermined vehicle speed. Since the control can be performed separately, it is possible to prevent the ratio (SOC) of the charge capacity of the battery from changing to a high level according to the vehicle speed with relatively simple control. The vehicle speed region is not limited to three, and the vehicle speed region may be divided into four or more vehicle speed regions.

  Further, in the hybrid vehicle of the present invention, the correction power setting means sets the correction power using a relationship in which the correction power is set so as to increase as the capacity ratio increases as the discharge relationship, and the charging As a practical relationship, the correction power may be set using a relationship in which the correction power is set so that the absolute value tends to increase as the capacity ratio decreases. In this way, the correction power can be set according to the capacity ratio, so that the charge capacity ratio (SOC) of the battery can be shifted to a more appropriate ratio.

  Alternatively, in the hybrid vehicle of the present invention, the hybrid vehicle includes a planetary gear mechanism connected to three shafts of an output shaft of the internal combustion engine, a rotating shaft of the generator, and a drive shaft connected to a drive wheel, It may be connected to the drive shaft so that power can be output.

The hybrid vehicle control method of the present invention includes:
An electric motor capable of inputting / outputting driving power, an internal combustion engine capable of outputting driving power, a generator for generating electric power using the power from the internal combustion engine, and exchange of electric power with the motor and the generator A control method for a hybrid vehicle comprising:
(A) Set a driving torque necessary for traveling based on the accelerator operation and set a traveling power necessary for traveling based on the set driving torque,
(B) When the capacity ratio, which is the ratio of the capacity with respect to the total capacity as a chargeable / dischargeable state of the battery, is equal to or greater than a predetermined ratio, the correction power for discharge as a positive value is set to increase as the vehicle speed increases. The charging power for setting the correction power for charging as a negative value regardless of the vehicle speed when the capacity ratio is less than the predetermined ratio. Set the correction power based on the relationship,
(C) The internal combustion engine, the electric motor, and the generator so that the internal combustion engine is operated with a required power obtained by subtracting the set correction power from the set running power and travels with the set driving torque. And control the
This is the gist.

  In this hybrid vehicle control method of the present invention, the driving torque necessary for traveling is set based on the accelerator operation, and the traveling power necessary for traveling is set based on the driving torque so that the battery can be charged and discharged. Based on the discharge relationship and the vehicle speed for setting the correction power for discharge as a positive value in a tendency that the larger the vehicle speed is, the larger the vehicle ratio is when the capacity ratio is the ratio of the capacity to the total capacity as The correction power is set, and when the capacity ratio is less than the predetermined ratio, the correction power is set based on the charging relationship for setting the correction power for charging as a negative value regardless of the vehicle speed. Then, the internal combustion engine is operated with the required power obtained by subtracting the correction power from the traveling power, and the internal combustion engine, the electric motor, and the generator are controlled so as to travel with the driving torque. As a result, the regenerative power when the accelerator is off is large when the vehicle is traveling at a high vehicle speed, so that the internal combustion engine can be operated with the required power obtained by using a large correction power for discharge even if the battery capacity ratio increases. Therefore, the battery capacity ratio can be quickly reduced. As a result, even when the vehicle speed is high, the ratio (SOC) of the charge capacity of the battery can be prevented from transitioning to a high level.

  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 according to 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 vehicle.

  The engine 22 is an internal combustion engine that outputs power using hydrocarbon fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as “engine ECU”) that inputs signals from various sensors that detect the operating state of the engine 22. The operation control such as the fuel injection control, the ignition control, and the intake air amount adjustment control is received by 24. 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 engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on a signal from a crank position sensor (not shown) attached to the crankshaft 26.

  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. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40. The motor ECU 40 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 motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is configured as a lithium ion battery, for example, and is managed by a battery electronic control unit (hereinafter referred to as “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. Further, the battery ECU 52 has a charge capacity ratio (SOC) as a ratio to the total capacity of the amount of power that can be discharged from the battery 50 based on the integrated value of the charge / discharge current detected by the current sensor to manage the battery 50. And the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the calculated charge capacity ratio (SOC) and the battery temperature Tb. The input / output limits Win and Wout of the battery 50 are set to basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient based on the charge capacity ratio (SOC) of the battery 50. Can be set by multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  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 pedal opening Acc from the vehicle, 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, and the like are input via the input port. 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 traveling power corresponding to the required torque is output to the ring gear shaft 32a. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation control of the engine 22 is performed so that the required power obtained by subtracting the correction power required for charging / discharging the battery 50 from the traveling power is output from the engine 22. At the same time, all or a part of the power output from the engine 22 with charging / discharging of the battery 50 is converted into torque by the power distribution and integration mechanism 30, the motor MG1 and the motor MG2, and the traveling power is applied to the ring gear shaft 32a. A hybrid travel mode in which the motor MG1 and the motor MG2 are driven to be output, and a motor travel mode in which the operation of the engine 22 is stopped and the motor 22 is controlled to output power corresponding to the travel power from the motor MG2 to the ring gear shaft 32a. There is.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the operation when traveling with charging / discharging of the battery 50 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, the charge capacity ratio (SOC) of the battery 50, the input / output limits Win and Wout of the battery 50, 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. In addition, the ratio (SOC) of the charge capacity of the battery 50 is calculated from the integrated value of the charge / discharge current and is input from the battery ECU 52 by communication. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the charge capacity ratio (SOC) of the battery 50, and are input from the battery ECU 52 by communication.

  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 a traveling power Pdr * necessary for traveling is set based on the required torque Tr * (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 traveling power Pdr * can be calculated as the sum of the loss Loss obtained by multiplying the set required torque Tr * by the rotational speed Nr of the ring gear shaft 32a. 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.

  Next, it is determined whether or not the vehicle speed V is equal to or higher than the threshold value Vref (step S120). When the vehicle speed V is less than the threshold value Vref, the charge capacity ratio (SOC) of the battery 50 is displayed in the correction power setting map in the low vehicle speed region. Is applied to set the correction power Pchg as the power for charging / discharging the battery 50 (step S130). When the vehicle speed V is equal to or higher than the threshold value Vref, the correction capacity setting map in the high vehicle speed region is set in the correction power setting map. The correction power Pchg is set by applying the ratio (SOC) (step S140). Here, the threshold value Vref is a threshold value for distinguishing between the low vehicle speed region and the high vehicle speed region, and for example, 80 km / h, 90 km / h, or the like can be used. An example of the correction power setting map in the low vehicle speed region and the high vehicle speed region is shown in FIG. In the figure, the broken line when the charge capacity ratio (SOC) of the battery 50 is less than a predetermined ratio S1 (for example, 50%, 60%, etc.) is the charge capacity ratio (SOC) when setting the correction power Pchg for charging. Two solid lines when the charge capacity ratio (SOC) of the battery 50 is equal to or higher than a predetermined ratio S1 indicate the relationship with the correction power Pchg and are for discharge in a low vehicle speed region where the vehicle speed V is less than the threshold value Vref and in a high vehicle speed region where the vehicle speed V is equal to or greater than the threshold value Vref. The relationship between the charge capacity ratio (SOC) and the correction power Pchg when the correction power Pchg is set is shown. As indicated by the broken line in the figure, when the charge capacity ratio (SOC) of the battery 50 is less than the predetermined ratio S1, the charge correction power Pchg has a small charge capacity ratio (SOC) of the battery 50 regardless of the vehicle speed. The correction power Pchg having a negative value is set such that the correction power Pchg having a larger absolute value is set. Further, as shown by the two solid lines in the figure, the ratio of the charge capacity of the battery 50 when the vehicle speed V is in the low vehicle speed region where the charge speed ratio (SOC) of the battery 50 is equal to or greater than the predetermined ratio S1 and less than the threshold value Vref. A relatively small correction power Pchg for discharge is set based on a solid line for a low vehicle speed region in which the correction power Pchg tends to be set larger as (SOC) is larger, and the charge capacity ratio (SOC) of the battery 50 is predetermined. When the vehicle speed V is higher than the threshold value Vref when the ratio S1 or higher, the correction power Pchg tends to be set larger as the charging capacity ratio (SOC) of the battery 50 is larger, and the correction power is larger than the solid line in the low vehicle speed range. A relatively large correction power Pchg for discharge is set based on the solid line for the high vehicle speed region where Pchg is set. In this way, by setting the relatively large correction power Phg for discharging in the high vehicle speed region and quickly discharging the battery 50, the battery 50 is charged by the regenerative power when the accelerator is off in the high vehicle speed region. It can suppress that the ratio (SOC) of the charge capacity of the battery 50 changes to high.

  When the correction power Pchg is thus set, the correction power Pchg is subtracted from the set traveling power Pdr * to set the required power Pe * as the power to be output from the engine 22 (step S150), and the engine 22 is efficiently operated. By applying the required power Pe * set in the fuel efficiency priority operation line as a restriction between the rotational speed and the torque for the purpose, the target rotational speed Ne * and the target torque Te * of the engine 22 are set (step S160). An example of a state in which the target rotational speed Ne * and the target torque Te * are set using the fuel efficiency priority operation line is shown in FIG. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the fuel efficiency priority 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 / 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 S170). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. As shown in FIG. 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 * = ρ ・ Te * / (1 + ρ) + 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). In addition, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S180). Calculated by equation (5) (step S190), and with the calculated torque limits Tmin and Tmax As a limited value of the motor torque Tm2tmp, that is, the larger of the two is selected in the comparison between the temporary motor torque Tm2tmp and the torque limit Tmin, and the smaller of the two is selected in the comparison between the temporary motor torque Tm2tmp and the torque limit Tmax. Thus, the torque command Tm2 * for the motor MG2 is set (step S200). 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. Equation (5) can be easily derived from the collinear diagram of FIG. 6 described above.

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

  When the target rotational speed Ne *, target torque Te * of the engine 22 and torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target rotational speed Ne * and target torque Te * of the engine 22 are transferred to the engine ECU 24. The torque commands Tm1 * and Tm2 * for MG1 and MG2 are transmitted to the motor ECU 40 (step S210), 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 * 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 embodiment described above, the ratio (SOC) of the charge capacity of the battery 50 is equal to or higher than the predetermined ratio S1 and the vehicle speed V is higher than the threshold value Vref as compared to the low vehicle speed range. Since the correction power Pchg for large discharge is set and controlled, the battery 50 can be discharged quickly in the high vehicle speed region, and the battery is charged based on the charging of the battery 50 by the regenerative power when the accelerator is off in the high vehicle speed region. It can suppress that the ratio (SOC) of 50 charge capacities changes high. Needless to say, when the battery 50 is charged and discharged, the required torque Tr * can be output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50 to travel.

  In the hybrid vehicle 20 of the embodiment, when the rate (SOC) of the charge capacity of the battery 50 is equal to or greater than the predetermined rate S1, the vehicle speed V is relatively small based on the solid line for the low vehicle speed region when the vehicle speed V is in the low vehicle speed region below the threshold value Vref. Compensation power Pchg for discharge is set, and comparison is made based on a solid line for the high vehicle speed region when the vehicle speed V is in the high vehicle speed region where the vehicle speed V is equal to or greater than the threshold Vref when the charge capacity ratio (SOC) of the battery 50 is equal to or greater than the predetermined ratio S1. The correction power Pchg for large discharge is set. However, as shown in the correction power setting map of the modified example illustrated in FIG. 7, the ratio (SOC) of the charge capacity of the battery 50 is equal to or higher than the predetermined ratio S1. Sometimes when the vehicle speed V is a low vehicle speed region of less than 40 km / h, a relatively small discharge correction power Pchg is set based on the solid line for the low vehicle speed region, When the battery capacity ratio (SOC) of the battery 50 is equal to or greater than the predetermined ratio S1, the vehicle speed V is in the middle vehicle speed range of 40 km / h or more and less than 80 km / h, based on the solid line for the medium vehicle speed region. Correction power Pchg is set, and when the ratio (SOC) of the charge capacity of the battery 50 is equal to or greater than the predetermined ratio S1, the vehicle speed V is relatively high based on the solid line for the high vehicle speed area when the vehicle speed V is 80 km / h or higher. The correction power Pchg for discharge may be set in three or more vehicle speed regions, such as setting the correction power Pchg for large discharge. Further, when the charge capacity ratio (SOC) of the battery 50 is equal to or greater than the predetermined ratio S1, the discharge correction power Pchg may be set to increase as the vehicle speed V increases. Therefore, the correction power Pchg increases as the vehicle speed V increases. Between the charge capacity ratio (SOC) of the battery 50, the vehicle speed V, and the correction power Pchg for discharge, so that the correction power Pchg tends to increase as the charge capacity ratio (SOC) of the battery 50 increases. May be preset and stored in the ROM 74 as a three-way map, and the correction power Pchg corresponding to the vehicle speed V and the charge capacity ratio (SOC) of the battery 50 may be derived and used.

  In the hybrid vehicle 20 of the embodiment, when the charge capacity ratio (SOC) of the battery 50 is less than the predetermined ratio S1, the charging correction power Pchg is set, and the charge capacity ratio (SOC) of the battery 50 is equal to or greater than the predetermined ratio S1. In this case, the discharge correction power Pchg is set, but a dead zone is provided in the vicinity of the predetermined ratio S1, and the charge capacity ratio (SOC) of the battery 50 is less than the lower limit of the dead band (a value smaller than the predetermined ratio S1). The correction power Pchg for charging is sometimes set, and the correction power Pchg for discharging is set when the charge capacity ratio (SOC) of the battery 50 is equal to or greater than the upper limit of the dead zone (a value greater than the predetermined ratio S1). Also good.

  In the hybrid vehicle 20 of the embodiment, when the rate of charge capacity (SOC) of the battery 50 is equal to or greater than the predetermined rate S1, the rate of charge capacity (SOC) of the battery 50 is large when the vehicle speed V is in the low vehicle speed region below the threshold value Vref. A relatively small correction power Pchg for discharge is set based on a solid line for a low vehicle speed region where a large correction power Pchg is set, and the vehicle speed when the charge capacity ratio (SOC) of the battery 50 is equal to or greater than a predetermined ratio S1. When V is in the high vehicle speed region where the threshold value Vref is equal to or higher than the threshold value Vref, the correction power Pchg for discharging is relatively large based on the solid line for the high vehicle speed region in which the larger correction power Pchg is set as the charging capacity ratio (SOC) of the battery 50 is larger. However, the charging capacity of the battery 50 is not limited regardless of the ratio (SOC) of the charging capacity of the battery 50. When the ratio (SOC) is equal to or greater than the predetermined ratio S1 and the vehicle speed V is in the low vehicle speed range below the threshold Vref, a relatively small value of power Ps set in advance is set as the correction power Pchg, and the charge capacity of the battery 50 When the ratio (SOC) is equal to or higher than the predetermined ratio S1 and the vehicle speed V is in a high vehicle speed range where the threshold Vref is equal to or higher, a relatively large value of power Pl set in advance may be set as the correction power Pchg.

  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. May be 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).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 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 to the drive shaft and converts the remaining power into electric power may be provided.

  In addition, an electric motor that can input and output driving power, an internal combustion engine that can output driving power, a generator that generates electric power using the power from the internal combustion engine, and exchange of electric power with the motor and the generator Any type of hybrid vehicle may be used as long as it is a hybrid vehicle equipped with a possible battery.

  Moreover, it is not limited to what is applied to such a hybrid vehicle, It does not matter as a form of vehicles other than a vehicle. Furthermore, it is good also as a form of the control method of such a hybrid vehicle.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor MG2 corresponds to “electric motor”, the engine 22 corresponds to “internal combustion engine”, the motor MG1 corresponds to “generator”, the battery 50 corresponds to “battery”, and the accelerator opening Acc The hybrid electronic control unit 70 that executes the process of step S110 of the drive control routine of FIG. 2 that sets the required torque Tr * based on the vehicle speed V corresponds to the “drive torque setting means”. The hybrid electronic control unit 70 that executes the process of step S110 of the drive control routine of FIG. 2 that calculates and sets the travel power Pdr * as the sum of the product of the rotational speed Nr of the ring gear shaft 32a and the loss Loss. Corresponding to “traveling power setting means”, when the ratio (SOC) of the charge capacity of the battery 50 is less than the predetermined ratio S1, the vehicle speed is unrelated. Is set to the charging correction power Pchg for which the absolute value tends to increase as the charging capacity ratio (SOC) of the battery 50 decreases, and the vehicle speed when the charging capacity ratio (SOC) of the battery 50 is equal to or greater than the predetermined ratio S1. When V is in the low vehicle speed region where the threshold value is less than Vref, the correction power for the discharge is relatively small based on the solid line for the low vehicle speed region in which the correction power Pchg tends to be set larger as the charging capacity ratio (SOC) of the battery 50 increases. The power Pchg is set, and when the charge capacity ratio (SOC) of the battery 50 is equal to or higher than the predetermined ratio S1, the higher the charge capacity ratio (SOC) of the battery 50 is, the higher the charge speed ratio (SOC) of the battery 50 is. For high vehicle speed range where correction power Pchg larger than the solid line in the low vehicle speed range is set due to the tendency that power Pchg is set large The hybrid electronic control unit 70 that executes the processing of steps S120 to S140 of the drive control routine of FIG. 2 that sets a relatively large correction power Pchg for discharge based on the solid line corresponds to the “correction power setting means” and travels. The target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the required power Pe * obtained by subtracting the correction power Pchg from the power Pdr * for the motor, and the motor MG1 is set so that the engine 22 rotates at the target rotational speed Ne *. Torque command Tm1 * is set, and when the motor MG1 is driven by the torque command Tm1 *, the required torque Tr * is output as a drive shaft to the ring gear shaft 32a within the range of the input and output limits Win and Wout of the battery 50. The torque command Tm2 * of the motor MG2 is set, and the set target rotational speed Ne * and target torque T e * is transmitted to the engine ECU 24, and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40. The hybrid electronic control unit 70 executes the processing of steps S150 to S210 of the drive control routine of FIG. An engine ECU 24 that controls the engine 22 based on the received target rotational speed Ne * and the target torque Te *, and switching elements of the inverters 41 and 42 of the motor MG1 and the motor MG2 based on the received torque commands Tm1 * and Tm2 *. The motor ECU 40 that performs switching control corresponds to “control means”.

  Here, the “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor that can input and output power, such as an induction motor. 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 “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “battery” is not limited to a lithium ion battery, and may be any secondary battery such as a nickel hydride battery or a lead storage battery. The “driving torque setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. As long as the driving torque required for traveling is set based on the accelerator operation, any method may be used. The “traveling power setting means” is limited to the one that calculates and sets the traveling power Pdr * as the sum of the product of the required torque Tr * and the rotation speed Nr of the ring gear shaft 32a and the loss Loss. Instead, any configuration may be used as long as the traveling power necessary for traveling is set based on the driving torque. As the “correction power setting means”, when the charge capacity ratio (SOC) of the battery 50 is less than the predetermined ratio S1, the absolute value tends to increase as the charge capacity ratio (SOC) of the battery 50 decreases regardless of the vehicle speed. When the correction power Pchg for charging is set and the ratio (SOC) of the charge capacity of the battery 50 is equal to or greater than the predetermined ratio S1, the ratio (SOC) of the charge capacity of the battery 50 when the vehicle speed V is in the low vehicle speed region below the threshold value Vref. A relatively small correction power Pchg for discharge is set on the basis of the solid line for the low vehicle speed range in which the correction power Pchg tends to be set to be larger as the value of the battery 50 increases. When the vehicle speed V is in a high vehicle speed range that is equal to or higher than the threshold value Vref, the larger the charging capacity ratio (SOC) of the battery 50, the more The power Pchg tends to be set to be large, and is limited to one that sets a relatively large correction power Pchg for discharge based on the solid line for the high vehicle speed region where the correction power Pchg larger than the solid line for the low vehicle speed region is set. Rather, when the charge capacity ratio (SOC) of the battery 50 is equal to or greater than the predetermined ratio S1, when the vehicle speed V is in a low vehicle speed range of less than 40 km / h, a relatively small correction for discharge based on the solid line for the low vehicle speed range. Based on the solid line for the medium vehicle speed region when the power Pchg is set and the vehicle speed V is 40 km / h or more and less than 80 km / h when the charge capacity ratio (SOC) of the battery 50 is the predetermined ratio S1 or more When the correction power Pchg for medium discharge is set and the charge capacity ratio (SOC) of the battery 50 is equal to or higher than the predetermined ratio S1, the vehicle speed V is 80 k. In a high vehicle speed region of / h or higher, a relatively large discharge correction power Pchg is set based on a solid line for the high vehicle speed region, and the discharge correction power Pchg is divided into three or more vehicle speed regions. Or a low vehicle speed region in which the vehicle speed V is less than the threshold value Vref when the charge capacity ratio (SOC) of the battery 50 is equal to or greater than the predetermined ratio S1 regardless of the charge capacity ratio (SOC) of the battery 50. In this case, the power Ps having a relatively small value set in advance is set as the correction power Pchg, and when the charge capacity ratio (SOC) of the battery 50 is equal to or higher than the predetermined ratio S1, the vehicle speed V is higher than the threshold Vref. A state in which the battery can be charged / discharged, such as setting a relatively large power Pl set in advance as the correction power Pchg. Based on the discharge relationship and the vehicle speed for setting the correction power for discharge as a positive value in a tendency that the larger the vehicle speed is, the larger the vehicle ratio is when the capacity ratio is the ratio of the capacity to the total capacity as If the correction power is set and the correction power is set based on the charging relationship for setting the correction power for charging as a negative value regardless of the vehicle speed when the capacity ratio is less than the predetermined ratio, any It does n’t matter. 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”, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the required power Pe * obtained by subtracting the correction power Pchg from the traveling power Pdr *. The torque command Tm1 * of the motor MG1 is set so as to rotate at the rotational speed Ne *, and when the motor MG1 is driven by the torque command Tm1 *, the required torque Tr * is driven within the range of the input / output limits Win and Wout of the battery 50. The torque command Tm2 * of the motor MG2 is set to be output to the ring gear shaft 32a as a shaft, the engine 22 is controlled based on the set target rotational speed Ne * and the target torque Te *, and the set torque command Tm1 *, It is not limited to the one that controls the motors MG1 and MG2 based on Tm2 *. As long as it controls the internal combustion engine and an electric motor and a generator to traveling by the driving torque with the internal combustion engine is operated at a required power obtained by subtracting the power it may be any ones.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. 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 manufacturing industry of hybrid vehicles.

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 correction power setting map in a low vehicle speed area | region and a high vehicle speed area | region. It is explanatory drawing which shows an example of a mode that the target rotational speed Ne * and the target torque Te * are set using a fuel consumption priority operation line. 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. It is explanatory drawing which shows an example of the correction power setting map of a modification. 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.

Explanation of symbols

  20, 120, 220 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 electronic control unit for hybrid, 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, 230 rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor.

Claims (6)

An electric motor capable of inputting / outputting driving power, an internal combustion engine capable of outputting driving power, a generator for generating electric power using the power from the internal combustion engine, and exchange of electric power with the motor and the generator A hybrid vehicle comprising:
Driving torque setting means for setting a driving torque necessary for traveling based on an accelerator operation;
Traveling power setting means for setting traveling power necessary for traveling based on the set driving torque;
Discharge for setting correction power for discharge as a positive value that tends to increase as the vehicle speed increases when the capacity ratio, which is the ratio of the capacity to the total capacity as a chargeable / dischargeable state of the battery, is greater than or equal to a predetermined ratio The correction power is set based on the use relationship and the vehicle speed, and based on the charge relationship for setting the correction power for charging as a negative value regardless of the vehicle speed when the capacity ratio is less than the predetermined ratio. Correction power setting means for setting the correction power,
The internal combustion engine, the electric motor, and the generator are operated such that the internal combustion engine is operated with a required power obtained by subtracting the set correction power from the set running power and travels with the set driving torque. Control means for controlling
A hybrid car with The hybrid vehicle according to claim 1,
The correction power setting means uses, as the discharge relationship, the first relationship as the relationship between the capacity ratio and the correction power when the capacity ratio is equal to or greater than the predetermined ratio and the vehicle speed is less than the predetermined vehicle speed. The correction power is set, and when the capacity ratio is equal to or greater than the predetermined ratio, a second relationship in which a correction power for discharge larger than the first relationship is set when the vehicle speed is equal to or greater than the predetermined vehicle speed is used for the discharge. A means for setting the correction power using as a relationship;
Hybrid car. The hybrid vehicle according to claim 1,
The correction power setting means sets the first relationship as the relationship between the capacity ratio and the power for correction when the vehicle speed is less than a first predetermined vehicle speed when the capacity ratio is equal to or greater than the predetermined ratio. The correction power is used to set the correction power, and when the capacity ratio is equal to or higher than the predetermined ratio, when the vehicle speed is equal to or higher than the first predetermined vehicle speed and lower than the second predetermined vehicle speed, the discharge correction is larger than the first relation. The correction power is set using a second relationship in which power is set as the discharge relationship, and when the capacity ratio is equal to or higher than the predetermined ratio, the second speed is equal to or higher than the second predetermined vehicle speed. A means for setting the correction power by using a third relationship as a discharge relationship, wherein a correction power for discharge larger than the relationship is set;
Hybrid car. A hybrid vehicle according to any one of claims 1 to 3,
The correction power setting means sets the correction power using a relationship for setting the correction power so that the larger the capacity ratio is as the discharging relation, and the smaller the capacity ratio is as the charging relation. A means for setting the correction power using a relationship for setting the correction power in a tendency that the absolute value becomes larger;
Hybrid car. A hybrid vehicle according to any one of claims 1 to 4,
A planetary gear mechanism connected to three axes of an output shaft of the internal combustion engine, a rotating shaft of the generator and a drive shaft connected to a drive wheel;
The electric motor is connected to the drive shaft so that power can be output.
Hybrid car. An electric motor capable of inputting / outputting driving power, an internal combustion engine capable of outputting driving power, a generator for generating electric power using the power from the internal combustion engine, and exchange of electric power with the motor and the generator A control method for a hybrid vehicle comprising:
(A) Set a driving torque necessary for traveling based on the accelerator operation and set a traveling power necessary for traveling based on the set driving torque,
(B) When the capacity ratio, which is the ratio of the capacity with respect to the total capacity as a chargeable / dischargeable state of the battery, is equal to or greater than a predetermined ratio, the correction power for discharge as a positive value is set to increase as the vehicle speed increases. The charging power for setting the correction power for charging as a negative value regardless of the vehicle speed when the capacity ratio is less than the predetermined ratio. Set the correction power based on the relationship,
(C) The internal combustion engine, the electric motor, and the generator so that the internal combustion engine is operated with a required power obtained by subtracting the set correction power from the set running power and travels with the set driving torque. And control the
Control method of hybrid vehicle.

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