JP2018094951A - Hybrid vehicle - Google Patents

Abstract

An engine control amount is learned and fuel consumption deterioration due to the learning is suppressed. A hybrid vehicle includes an engine, a generator capable of generating electric power using power from the engine, an electric motor capable of outputting driving power, and a power storage device capable of exchanging electric power with the generator and the electric motor. And a control device that controls the engine, the generator, and the electric motor in response to the travel request and the charge request for the power storage device. When there is an operation area in which learning is not completed in learning of the engine control amount, the control device uses the charge request for the power storage device as a request value for operating the engine in the operation area in which learning is not completed. Is learned as a state of driving in a driving region where learning has not been completed. [Selection] Figure 3

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, as this type of car, after starting the engine, even if learning of the engine control amount has not been completed, it is proposed to execute the idling stop if a predetermined time has elapsed after the idling stop condition is satisfied. Has been. (For example, refer to Patent Document 1). In this automobile, such control makes it possible to execute the idling stop earlier than in the case where the idling stop is not performed until the learning of the engine control amount is completed.

JP 2008-303788 A

  However, in the above-described automobile, there is a case where the opportunity to learn the engine control amount is lost and the engine cannot be operated more appropriately. In the case of a hybrid vehicle, the opportunity to start the engine is reduced due to the expansion of the motor travel region, and the opportunity for learning the engine control amount is extremely reduced. For this reason, it is conceivable to forcibly drive the engine so that learning of the control amount of the engine is completed, but the fuel consumption deteriorates.

  The main purpose of the hybrid vehicle of the present invention is to execute learning of the engine control amount and suppress deterioration of fuel consumption due to learning.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
Engine,
A generator capable of generating electricity using power from the engine;
An electric motor capable of outputting driving power;
A power storage device capable of exchanging electric power with the generator and the motor;
A control device for controlling the engine, the generator, and the electric motor in response to a travel request and a charge request for the power storage device;
A hybrid vehicle comprising:
When there is an operation region in which learning has not been completed in learning the control amount of the engine, the control device sets the charge request as a request value for operating the engine in the operation region in which learning has not been completed, and the charge request The learning is performed in a state where the engine is operated in an operation region where the learning is not completed.
It is characterized by that.

  In the hybrid vehicle of the present invention, the engine, the generator, and the motor are controlled according to the travel request and the charge request for the power storage device. When there is an operation area in which learning of the engine control amount has not been completed, the charge request is set as a request value for operating the engine in the operation area in which learning has not been completed. Learning is performed while driving in an area. During learning, power is generated by a generator using power from the engine, and the power storage device is charged by the generated power. Since the electric power charged in the power storage device is used for traveling, deterioration of fuel consumption can be suppressed even if the engine control amount is learned. As a result, learning of the engine control amount can be executed, and deterioration of fuel consumption due to learning can be suppressed.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 4 is a flowchart illustrating an example of a learning process routine executed by an engine ECU 24.

  Next, the form for implementing this invention is demonstrated using an Example.

  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, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter referred to as “HVECU”). 70.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as a fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24. As shown in FIG. 2, the engine 22 sucks the air purified by the air cleaner 122 into the intake pipe 125 through the throttle valve 124 and injects gasoline from the fuel injection valve 126 to remove the sucked air and gasoline. Mix. Then, the air-fuel mixture is sucked into the combustion chamber via the intake valve 128 and is explosively burned by an electric spark by the spark plug 130. The reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. . Exhaust gas from the engine 22 is sent to the outside air through a purification device 134 having a purification catalyst (three-way catalyst) 134a that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). Discharged. Further, the evaporated fuel generated in the fuel tank 160 is supplied (purged) to the intake pipe 125 of the engine 22 via the evaporated fuel purge system 170. The evaporative fuel purge system 170 includes a canister 174 filled with an adsorbent such as activated carbon that adsorbs evaporative fuel from the fuel tank 160 and provided with an air introduction port 172, and a communication path that connects the fuel tank 160 and the canister 174. 175, a purge passage 176 communicating with the canister 174 and the intake pipe 125, and a purge control valve 178 disposed in the purge passage 176. The evaporated fuel purge system 170 adjusts the flow rate by adjusting the opening of the purge control valve 178 and purges the evaporated fuel from the canister 174 to the intake pipe 125 using the intake negative pressure in the intake pipe 125. In this way, the engine 22 can suck the mixture of air and fuel containing evaporated fuel into the combustion chamber.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . Signals from various sensors that detect the state of the engine 22 are input to the engine ECU 24 via an input port. As a signal input through the input port, for example, the crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, or the coolant temperature from the coolant temperature sensor 142 that detects the coolant temperature of the engine 22 is used. Tw and in-cylinder pressure from a pressure sensor (not shown) attached in the combustion chamber can be mentioned. Further, from an intake valve 128 that performs intake and exhaust to the combustion chamber, a cam position from a cam position sensor 144 that detects the rotational position of a camshaft that opens and closes the exhaust valve, and a throttle valve position sensor 146 that detects the position of the throttle valve 124. The intake air amount Qa from the air flow meter 148 attached to the intake pipe 125, the intake air temperature from the temperature sensor 149 attached to the intake pipe 125 can also be mentioned. Furthermore, the catalyst temperature Tc from the temperature sensor 134b that detects the temperature of the purification catalyst 134a, the air-fuel ratio AF from the air-fuel ratio sensor 135a, the oxygen signal from the oxygen sensor 135b, and the like can also be mentioned. Further, various control signals for driving the engine 22 are output from the engine ECU 24 via an output port. Examples of the control signal output via the output port include a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an ignition coil 138 integrated with the igniter. The control signal can be mentioned. Further, a control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128, a drive signal to the fuel pump 162, and a control signal to the purge control valve 178 can be cited. The engine ECU 24 communicates with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operating state of the engine 22 as necessary. 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 the crank position from the crank position sensor 140.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37 and a rotor of the motor MG2. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30.

  The motor MG1 is configured as a synchronous generator motor, for example. As described above, the motor MG1 has a rotor connected to the sun gear of the planetary gear 30. The motor MG2 is configured as, for example, a synchronous generator motor. In the motor MG2, the rotor is connected to the drive shaft 36 as described above. The inverters 41 and 42 are connected to the power line 54 together with the battery 50. The motors MG1 and MG2 are driven to rotate by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for driving and controlling the motors MG1, MG2 are input to the motor ECU 40 via the input port. Examples of signals from various sensors include the following. Rotation positions θm1 and θm2 from rotation position detection sensors 43 and 44 that detect the rotation positions of the rotors of the motors MG1 and MG2. Phase current from a current sensor that detects current flowing in each phase of motors MG1 and MG2. The motor ECU 40 outputs a switching control signal to a switching element (not shown) of the inverters 41 and 42 through an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 controls driving of the motors MG1 and MG2 by a control signal from the HVECU 70. In addition, motor ECU 40 outputs data relating to the driving state of motors MG1 and MG2 to HVECU 70 as necessary. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery, and is connected to the power line 54 together with the inverters 41 and 42 as described above. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. Examples of signals from various sensors include a battery voltage Vb from a voltage sensor 51a installed between terminals of the battery 50, and a battery current Ib (from the battery 50) from a current sensor 51b attached to an output terminal of the battery 50. The battery temperature Tb from the temperature sensor 51c attached to the battery 50 can be given as a positive value when discharging. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 outputs data relating to the state of the battery 50 to the HVECU 70 as necessary. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. Signals from various sensors are input to the HVECU 70 via input ports. Examples of signals from various sensors include the following. Feed power Ph from the power sensor 62 that detects the feed power of the external feed by the external feed device 60. An ignition signal from the ignition switch 80. A shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Accelerator opening degree Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83. The brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85. Vehicle speed V from the vehicle speed sensor 88. A switching control signal to the switching element of the inverter of the external power supply device 60 is output from the HVECU 70 via the output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port. The HVECU 70 exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

In the hybrid vehicle 20 of the embodiment thus configured, the required driving force of the drive shaft 36 is set based on the accelerator opening Acc and the vehicle speed V, and the required power corresponding to the required driving force is output to the drive shaft 36. In addition, the engine 22 and the motors MG1, MG2 are controlled to operate. The operation modes of the engine 22 and the motors MG1, MG2 include the following modes (1) to (3).
(1) Torque conversion operation mode: 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 transmitted to the planetary gear 30 and the motors MG1 and MG2. Is a mode in which the motors MG1 and MG2 are driven and controlled so that the torque is converted by the motor and the required power is output to the drive shaft.
(2) Charging / discharging operation mode: The engine 22 is operated and controlled so that the power corresponding to the sum of the required power and the power required to charge / discharge the battery 50 is output from the engine 22, and the power output from the engine 22 Is a mode in which the motor MG1 and MG2 are driven and controlled so that the required power is output to the drive shaft 36 after torque conversion is performed by the planetary gear 30 and the motors MG1 and MG2 with charging / discharging of the battery 50. .
(3) Motor operation mode: Mode in which the operation of the engine 22 is stopped and the motor MG2 is driven and controlled so that the required power is output to the drive shaft 36.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when learning the air-fuel ratio as the control amount of the engine 22 will be described. FIG. 3 is a flowchart showing an example of a learning process routine executed by the engine ECU 24. This process is repeatedly executed every predetermined time (for example, every few seconds).

  When the learning process routine is executed, the engine ECU 24 first determines whether or not a learning execution condition is satisfied (step S100). As the learning execution condition, for example, the condition that the cooling water temperature Tw of the engine 22 is equal to or higher than a predetermined temperature, the condition that the purge flow rate of the canister 174 is equal to or lower than the predetermined flow rate, and the condition that the voltage Vb of the battery 50 is equal to or higher than the predetermined voltage. A condition under which the air-fuel ratio feedback control by the air-fuel ratio AF from the air-fuel ratio sensor 135a is being executed can be mentioned. When it is determined that the learning execution condition is not satisfied, this routine is terminated without learning the control amount of the engine 22.

  When it is determined in step S100 that the learning execution condition is satisfied, it is determined whether or not learning is incomplete (step S110). In the embodiment, learning is performed by learning the air-fuel ratio in the operation region A, the operation region B, and the operation region C of the engine 22 in ascending order of the intake air amount Qa of the engine 22, and any one of these operation regions When learning is not completed, it is determined that learning is not completed, and when learning is completed in all driving regions, it is determined that learning is completed. When it is determined that learning has been completed, it is not necessary to learn, so this routine ends.

  When it is determined in step S110 that learning has not been completed, it is determined whether learning of the operation region A of the engine 22 has not been completed (step S120). When it is determined that learning of the operation region A of the engine 22 is incomplete, the electric power Pb (A) generated by the motor MG1 when the engine 22 is operated in the operation region A is requested as the charge request Pb * (step S130). ) The operation area A is learned (step S140), and this routine is finished. Charging request Pb * is transmitted from engine ECU 24 to HVECU 70. When the HVECU 70 receives the charge request Pb *, the HVECU 70 sets the operation point (target rotational speed Ne *, target torque Te *) of the engine 22 that outputs the power required for the charge request Pb * and the power of the charge request Pb * The torque command Tm1 * of the motor MG1 is set so that the power is generated by the motor MG1, and the torque command Tm2 * of the motor MG2 is set so that the torque necessary for traveling is output to the drive shaft 36. The target rotational speed Ne * and target torque Te * of the engine 22 are transmitted from the HVECU 70 to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted from the HVECU 70 to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * receives the intake air amount control, the fuel injection control, and the ignition so that the engine 22 operates at the operating point based on the target rotational speed Ne * and the target torque Te *. Control and so on. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. By such control, the engine 22 is operated at the operation point of the target rotation speed Ne * and the target torque Te * in the operation area A, and the battery 50 is charged with electric power according to the charge request Pb *. The learning of the operation region A is performed in a state where the engine 22 is operated at the operation point of the target rotation speed Ne * and the target torque Te * in the operation region A.

  When it is determined in step S120 that learning of the operation region A of the engine 22 has been completed, it is determined whether learning of the operation region B of the engine 22 has not been completed (step S150). When it is determined that learning of the operation region B of the engine 22 has not been completed, the power Pb (B) generated by the motor MG1 when the engine 22 is operated in the operation region B is requested as a charge request Pb * (step S160). ) The operation region B is learned (step S170), and this routine is finished. The process by the charge request Pb * for the power Pb (B) is the same as the process by the charge request Pb * for the power Pb (A).

  When it is determined in step S150 that learning of the operation region B of the engine 22 has been completed, it is determined whether learning of the operation region C of the engine 22 has not been completed (step S180). When it is determined that learning of the operation region C of the engine 22 has not been completed, the power Pb (C) generated by the motor MG1 when the engine 22 is operated in the operation region C is requested as the charge request Pb * (step S190). ) The operation region C is learned (step S200), and this routine is finished. The process using the charge request Pb * for the power Pb (C) is the same as the process using the charge request Pb * for the power Pb (A). When it is determined that the learning of the operation region C of the engine 22 has been completed, it is determined that the learning has been completed, and this routine is terminated.

  In the hybrid vehicle 20 of the embodiment described above, when the execution condition for learning the control amount of the engine 22 is satisfied, and there is a driving region in which learning has not been completed in the learning of the engine control amount, the engine 22 Is operated as a charge request Pb *, and the engine 22 is learned as being operated in an operation area in which learning is not completed. At this time, the battery 50 is charged with the generated power corresponding to the charge request Pb *, and then the power charged in the battery 50 is used for traveling. Therefore, even if the control amount of the engine 22 is learned, deterioration of fuel consumption is suppressed. Can do.

  In the embodiment, the engine 22 and the motor MG1 are connected to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, and the motor MG2 is connected to the drive shaft 36. However, a configuration of a so-called one-motor hybrid vehicle in which a motor is connected to a drive shaft connected to a drive wheel via a transmission and an engine is connected to a rotation shaft of the motor via a clutch. In this case, it can be considered that one motor serves as both a “generator” and an “electric motor”. Alternatively, a so-called series hybrid vehicle may be configured in which a travel motor is connected to a drive shaft coupled to a drive wheel and a power generation motor that exchanges electric power with the travel motor is connected to an output shaft of the engine.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  200 Hybrid Vehicle, 22 Engine, 24 Electronic Control Unit (Engine ECU) for Engine, 24a CPU, 24b ROM, 24c RAM, 26 Crankshaft, 30 Planetary Gear, 36 Drive Shaft, 37 Differential Gear, 38a, 38b Drive Wheel, 40 Motor Electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU), 54 power Line, 60 External power supply device, 62 Power sensor, 64 outlet, 70 Electronic control unit for hybrid (HVECU), 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, 122 air cleaner, 124 throttle valve, 125 intake pipe, 126 fuel injection valve, 128 intake valve, 130 spark plug, 132 piston, 134 purification device, 134a purification catalyst, 134b temperature sensor, 135a air-fuel ratio sensor, 135b oxygen sensor, 136 throttle motor, 138 ignition coil, 140 crank position sensor, 142 water temperature sensor, 144 cam position sensor, 146 throttle valve position Sensor, 148 Air flow meter, 149 Temperature sensor, 150 Variable valve timing mechanism, 160 Fuel tank, 162 Fuel pump, 170 Evaporative fuel purge system, 172 Air introduction port, 174 Canister, 175 communication passage, 176 purge passage, 178 purge control valve, MG1, MG2 motor.

Claims (1)

Engine,
A generator capable of generating electricity using power from the engine;
An electric motor capable of outputting driving power;
A power storage device capable of exchanging electric power with the generator and the motor;
A control device for controlling the engine, the generator, and the electric motor in response to a travel request and a charge request for the power storage device;
A hybrid vehicle comprising:
When there is an operation region in which learning has not been completed in learning the control amount of the engine, the control device sets the charge request as a request value for operating the engine in the operation region in which learning has not been completed, and the charge request The learning is performed in a state where the engine is operated in an operation region where the learning is not completed.
A hybrid vehicle characterized by that.

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