JP2009018739A - Hybrid vehicle and control method therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To start an internal combustion engine more reliably in a vehicle having the internal combustion engine for outputting motive power for running, an electric motor for inputting/outputting the motive power between the output shaft of the internal combustion engine, and a capacitor as an exclusive electric storage device. <P>SOLUTION: The engine is started by motoring the engine by the electric motor, using a start voltage Vstart which is lower than a voltage Vset being set for running on a target course, as a lower limit voltage Vlow of the capacitor. The engine can be started more reliably. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle and a control method therefor, and more specifically, an internal combustion engine that outputs driving power, an output shaft motor that inputs / outputs power to / from the output shaft of the internal combustion engine, and an on-vehicle unit that includes the output shaft motor. The present invention relates to a hybrid vehicle including a capacitor as a single power storage device that exchanges electric power with a plurality of electric motors, and a method for controlling such a hybrid vehicle.

Conventionally, this type of hybrid vehicle includes an engine, a planetary gear having a carrier connected to the crankshaft of the engine and a ring gear connected to the axle, a motor MG1 connected to the sun gear of the planetary gear, and a ring gear of the planetary gear. A motor configured to connect the motor MG2 and a battery configured as a secondary battery for exchanging electric power with the motors MG1 and MG2, and when starting the engine, the output limit of the battery exceeds a predetermined amount with a slight deterioration of the battery. There has been proposed one that expands by the output (see, for example, Patent Document 1). In this vehicle, the engine is started more reliably by extending the output limit of the battery.
JP 2006-296183 A

  In the above hybrid vehicle, the engine startability is improved by exceeding the battery output limit to the extent that the battery configured as a secondary battery is slightly deteriorated. However, the kinetic energy of the vehicle is used as electric power. In a hybrid vehicle equipped with a motor that collects or outputs driving power and a capacitor as the only power storage device that stores electric power regenerated by this motor or supplies electric power to this motor, the capacitor slightly deteriorates. The accompanying increase in output limit is a direct factor in capacitor failure and is difficult to consider. On the other hand, the upper limit of the working voltage range of the capacitor is a target voltage having a margin with respect to the upper limit voltage (withstand voltage) of the capacitor, and the lower limit of the working voltage range of the capacitor is driven by the supply of power from the capacitor. In order to bring the state of the electric motor to be sufficiently close to the target voltage as much as possible, a voltage that can be made the target voltage by the electric power regenerated by the electric motor when braking the vehicle is used. For this reason, the input / output restriction of the capacitor is set so that the substantial voltage of the capacitor falls within the use voltage range. In particular, in a hybrid vehicle developed for racing, it is desirable to set the lower limit of the working voltage range of the capacitor for each circuit because the electric power regenerated by the electric motor is different for each circuit when the vehicle is braked. When starting the engine using such capacitor input / output restrictions, if the substantial voltage of the capacitor is near the lower limit of the operating voltage range, the engine may not be started, which is inconvenient.

  A hybrid vehicle and a control method thereof according to the present invention are provided in an internal combustion engine that includes an internal combustion engine that outputs driving power, an electric motor that inputs and outputs power to and from an output shaft of the internal combustion engine, and a capacitor that is the only power storage device. The main purpose is to start the engine more reliably.

  The hybrid vehicle of the present invention and its control method employ the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
An internal combustion engine that outputs driving power;
An output shaft motor that inputs and outputs power to and from the output shaft of the internal combustion engine;
A capacitor as the only power storage device that exchanges power with a plurality of on-vehicle motors including the output shaft motor;
When the internal combustion engine is in operation, the plurality of electric motors are controlled using a drive restriction based on a predetermined operating voltage range as a working voltage range of the capacitor, and when an instruction to start the internal combustion engine is given, An electric motor that controls the output shaft motor so that the internal combustion engine is cranked by the output shaft motor using a drive restriction based on a starting voltage range in which a voltage lower than a lower limit voltage of the operating voltage range is a lower limit voltage Control means;
It is a summary to provide.

  In the hybrid vehicle of the present invention, when the internal combustion engine is in operation, the output limit of the internal combustion engine is applied to the output shaft of the internal combustion engine using a drive restriction based on a predetermined operating voltage range as a working voltage range of the capacitor that is the only power storage device. A plurality of on-vehicle motors including an output shaft motor that inputs and outputs power are controlled. As a result, the capacitor can be charged and discharged within the operating voltage range and the performance of the plurality of electric motors can be fully exerted to travel. When the internal combustion engine is instructed to start, output is performed so that the internal combustion engine is cranked by the output shaft motor using the drive restriction based on the starting voltage range having a voltage lower than the lower limit voltage of the operating voltage range. Control the shaft motor. Thereby, an internal combustion engine can be started more reliably.

  In such a hybrid vehicle of the present invention, the lower limit voltage of the start-up voltage range is a voltage that can supply, from the capacitor, electric power that can motor the internal combustion engine at an idle speed by the output shaft motor. It can also be set. If it carries out like this, an internal combustion engine can be motored and started at idle rotation speed.

  Further, in the hybrid vehicle of the present invention, the hybrid vehicle is a racing vehicle, and the lower limit voltage of the driving voltage range is a portion where the highest output is required in the course when the race course is run. A voltage that is set so that the voltage of the capacitor becomes the upper limit voltage of the operating voltage range by electric power obtained by regenerative control of at least a part of the plurality of electric motors immediately before braking of the vehicle. There can be. If it carries out like this, it can drive | work, fully exhibiting the performance of a some electric motor.

  Furthermore, in the hybrid vehicle of the present invention, the plurality of electric motors may include a second electric motor capable of inputting / outputting power to / from a second axle different from the axle connected to the output shaft of the internal combustion engine. it can. In this case, the second electric motor may be an in-wheel motor that directly outputs power to a wheel attached to the second axle.

The hybrid vehicle control method of the present invention includes:
An internal combustion engine that outputs driving power, an output shaft motor that inputs and outputs power to and from the output shaft of the internal combustion engine, and the only one that exchanges power with a plurality of on-vehicle motors including the output shaft motor A method for controlling a hybrid vehicle comprising a capacitor as a power storage device,
When the internal combustion engine is in operation, the plurality of electric motors are controlled using a drive restriction based on a predetermined operating voltage range as a working voltage range of the capacitor, and when an instruction to start the internal combustion engine is given, Controlling the output shaft motor such that the internal combustion engine is cranked by the output shaft motor using a drive restriction based on a starting voltage range having a lower voltage than a lower limit voltage of the operating voltage range;
It is characterized by that.

  In this hybrid vehicle control method of the present invention, when the internal combustion engine is in operation, the internal combustion engine is controlled using a drive restriction based on a predetermined operating voltage range as a working voltage range of the capacitor, which is the only power storage device. A plurality of on-vehicle motors including an output shaft motor that inputs and outputs power to and from the output shaft are controlled. As a result, the capacitor can be charged and discharged within the operating voltage range and the performance of the plurality of electric motors can be fully exerted to travel. When the internal combustion engine is instructed to start, output is performed so that the internal combustion engine is cranked by the output shaft motor using the drive restriction based on the starting voltage range having a voltage lower than the lower limit voltage of the operating voltage range. Control the shaft motor. Thereby, an internal combustion engine can be started more reliably.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 developed for a race as one embodiment of the present invention. The hybrid vehicle 20 of the embodiment includes a front wheel drive system 21 having two front wheel motors 24 and 26 attached to left and right front wheels 29a and 29b, and an engine 32 and a motor 36 attached to a crankshaft 33 of the engine 32. Power to the left and right rear wheels 39a and 39b via the transmission 34 and the differential gear 38, the capacitor 50 for exchanging power with the front wheel motors 24 and 26 and the motor 36, and the left and right front wheels An electronically controlled hydraulic brake unit (hereinafter referred to as “ECB”) that applies braking torque by applying hydraulic pressure to wheel cylinders 66a, 66b, 68a, 68b attached to 29a, 29b and left and right rear wheels 39a, 39b. 60 and control the entire hybrid vehicle 20 And an in-ECU 70.

  The front wheel motors 24 and 26 are the same as each other configured as a so-called in-wheel motor in which a synchronous generator motor, a speed reducer, a hub bearing, and the like are integrated, and exchange power with the capacitor 50 via inverters 42 and 44. To do. In other words, the front wheel motors 24 and 26 function as a power unit capable of distributing and outputting braking force and driving force to the left and right front wheels 29a and 29b independently. The front wheel motors 24 and 26 are driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  The engine 32 is an internal combustion engine that outputs power using hydrocarbon fuel such as gasoline or light oil, and the main electronic control unit 70 that receives signals from various sensors that detect the operating state of the engine 32 causes the fuel injection amount and ignition. Control of timing, intake air volume, etc.

  The transmission 34 is configured as, for example, a hydraulically driven six-speed transmission, and is upshifted or downshifted by a main electronic control unit 70 that inputs signals based on operations of the up switch 81 and the down switch 82 by the driver. Shift control is performed.

  The motor 36 is configured as a well-known synchronous generator motor that can operate as a generator and can operate as an electric motor, and exchanges electric power with the capacitor 50 via an inverter 46. The motor 36 is subjected to drive control by the motor ECU 40 in the same manner as the front wheel motors 24 and 26. The motor ECU 40 receives signals necessary for driving and controlling the front wheel motors 24 and 26 and the motor 36, for example, rotational position detection sensors 25 and 27 for detecting the rotational positions of the front wheel motors 24 and 26 and the rotor of the motor 36. 37, the phase current applied to the front wheel motors 24 and 26 and the motor 36 detected by a current sensor (not shown), and the like are input from the motor ECU 40 to the inverters 42, 44 and 46. A control signal is output. Inverters 42, 44, and 46 are each configured as a well-known inverter circuit including six switching elements and six diodes, and the positive and negative buses are connected to the input / output terminal of capacitor 50. The motor ECU 40 communicates with the main electronic control unit 70, and controls driving of the front wheel motors 24, 26 and the motor 36 by a control signal from the main electronic control unit 70 and, if necessary, the front wheel motors 24, 26, Data relating to the operating state of the motor 36 is output to the main electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nfl, Nfr, Nm of the front wheel motors 24, 26 and the motor 36 based on signals from the rotational position detection sensors 25, 27, 37.

  The capacitor 50 is configured as, for example, an electric double layer capacitor, and charging / discharging is controlled by a capacitor electronic control unit (hereinafter referred to as “capacitor ECU”) 52. The capacitor ECU 52 flows through the capacitor 50 detected by the current sensor 56 attached to the power line from the capacitor 50 and the voltage Vcap between the terminals of the capacitor 50 detected by the voltage sensor 54 attached between the terminals of the capacitor 50. The current Icap, the temperature Tcap of the capacitor 50 detected by the temperature sensor 58 attached to the capacitor 50, and the like are input. The capacitor ECU 52 communicates with the main electronic control unit 70, transmits a control signal necessary for charging / discharging to the main electronic control unit 70 as necessary, and transmits data related to the state of the capacitor 50 to the main electronic control unit 70. Output.

  The ECB 60 has a master cylinder 61 that is pressurized when the brake pedal 85 is depressed, and a braking torque that corresponds to the share of the ECB 60 in the braking force that should be applied to the vehicle in accordance with the pressure (brake pedaling force) of the master cylinder 61. A brake actuator 64 that adjusts the hydraulic pressure to the wheel cylinders 66a, 66b, 68a, 68b so as to act on the left and right front wheels 29a, 29b and the left and right rear wheels 39a, 39b, and an electronic control unit for brake that controls the drive of the brake actuator 64 ( (Hereinafter referred to as “brake ECU”) 62. The brake ECU 62 includes a master cylinder pressure (brake pedaling force Fb) detected by a master cylinder pressure sensor 61a attached to the master cylinder 61 and wheel speeds (not shown) provided on the left and right front wheels 29a and 29b and the left and right rear wheels 39a and 39b. The wheel speed from the sensor is input, and the brake ECU 62 outputs a drive signal to the brake actuator 64. The brake ECU 62 communicates with the main electronic control unit 70, and applies braking torque to the left and right front wheels 29 a and 29 b and the left and right rear wheels 39 a and 39 b according to a control signal from the main electronic control unit 70, as well as the ECB 60. Data on the state is output to the main electronic control unit 70.

  The main electronic control unit 70 is configured as a microprocessor centered on the CPU 72. 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 a communication port (not shown). With. The main electronic control unit 70 is provided with an accelerator pedal position sensor 84 that is attached to the steering and detects a signal from an up switch 81 or a down switch 82 that instructs an upshift or downshift of the transmission 34 or an amount of depression of an accelerator pedal 83. The accelerator pedal opening Acc, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, and the like are input via the input port. As described above, the main electronic control unit 70 is connected to the motor ECU 40, the capacitor ECU 52, and the brake ECU 62 via the communication port, and exchanges various control signals and data with the motor ECU 40, the capacitor ECU 52, and the brake ECU 62. Yes.

  The hybrid vehicle 20 of the embodiment configured in this manner adjusts the intake air amount of the engine 32 according to the depression amount of the accelerator pedal 83, and outputs torque from the motor 36 using the electric power stored in the capacitor 50. Brake torque corresponding to the depression force (depression force) of the brake pedal 85 is output from the ECB 60 and the front wheel motors 24 and 26, and regenerative electric power obtained by the output of the regenerative torque of the front wheel motors 24 and 26 is stored in the capacitor 50. In the embodiment, since the hybrid vehicle 20 is configured as a racing vehicle, the capacitor 50 is controlled by setting a voltage that is about 10 to 20% lower than the maximum voltage (withstand voltage) Vmax of the capacitor 50 as the upper limit voltage Vhi. Just before the place where the maximum output is required on the course (for example, a long straight entrance) when the race is performed by the output of the regenerative torque from the front wheel motors 24 and 26 with the input restriction of 50 The output is limited by setting the minimum voltage Vset set for each course so that the voltage of the capacitor 50 becomes the upper limit voltage Vhi as the lower limit voltage Vlow of the capacitor 50. For example, when a capacitor with a withstand voltage of 900 V is used, the upper limit voltage Vhi is used regardless of the course, such as 750 V or 800 V, the lower limit voltage Vlow is 500 V for the A course, and 580 V is used for the B course. It is. The reason why the lower limit voltage Vlow is set for each course in this way is to drive the motor 36 with the maximum output at the place where the output from the motor 36 is most required on the course. Therefore, in the hybrid vehicle 20 of the embodiment, the motor 36 and the front wheel motor 24, using the input / output limits Win and Wout of the capacitor 50 based on the operating voltage range of the capacitor 50 set by the upper limit voltage Vhi and the lower limit voltage Vlow. 26 is driven and controlled. The setting of the output limit Wout of the capacitor 50 will be described later.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the operation when the engine 32 is started will be described. FIG. 2 is a flowchart showing an example of a start time control routine executed by the main electronic control unit 70 when starting the engine 32. When this routine is executed, the CPU 72 of the main electronic control unit 70 first sets the starting voltage Vstart smaller than the voltage Vset used as the lower limit voltage Vlow of the capacitor 50 set in the target course as the lower limit voltage Vlow of the capacitor 50. Set (step S100). Here, as the starting voltage Vstart, in the embodiment, a minimum voltage that can supply electric power necessary for motoring the engine 32 at the idle speed Nidl by the motor 36 or a voltage slightly higher than this voltage is used. ing. Although depending on the motor 36 and the engine 32, for example, when a capacitor having a withstand voltage of 900V is used, 120V or 150V can be used. That is, when the engine 32 is running and running, the working voltage range of the capacitor 50 is the lower limit voltage Vlow in which the upper limit voltage Vhi and the voltage Vset are set. When the engine 32 is started, the working voltage range of the capacitor 50 is The upper limit voltage Vhi and the starting voltage Vstart become the set lower limit voltage Vlow.

  Then, the rotational speed Nm of the motor 36, the rotational speed Ne of the engine 32, the inter-terminal voltage Vcap of the capacitor 50, and the like are input (step S110), and the input inter-terminal voltage Vcap of the capacitor 50 and the set lower limit voltage Vlow are used. The output limit Wout of the capacitor 50 is set (step S120). In the embodiment, when the value obtained by subtracting the lower limit voltage Vlow from the inter-terminal voltage Vcap of the capacitor 50 is equal to or greater than a predetermined value (for example, 5% of the upper limit voltage Vhi), the rated maximum output of the capacitor 50 is set as the output limit Wout. When the value obtained by subtracting the lower limit voltage Vlow from the inter-terminal voltage Vcap is less than a predetermined value, the inter-terminal voltage Vcap of the capacitor 50 becomes smaller as it approaches the lower limit voltage Vlow, and the inter-terminal voltage Vcap of the capacitor 50 becomes lower limit voltage Vlow. The output limit Wout is set so that the value becomes 0 when the value reaches. An example of the relationship between the inter-terminal voltage Vcap of the capacitor 50 and the output limit Wout is shown in FIG. In the drawing, the solid line indicates the output limit Wout when the starting voltage Vstart is set to the lower limit voltage Vlow, and the alternate long and short dash line indicates the output limit Wout when the voltage Vset is set to the lower limit voltage Vlow. In this way, the engine 32 can be started more reliably by setting the output limit Wout of the capacitor 50 using the lower limit voltage Vlow at which the starting voltage Vstart is set. Note that the rotation speed Nm of the motor 36 is calculated from a signal from the rotation position detection sensor 37 and input from the motor ECU 40 by communication. Further, the rotational speed Ne of the engine 32 is inputted by reading out a value calculated from a signal from a crank position sensor (not shown) attached to the crankshaft 33 and stored in the RAM 76. Further, as the inter-terminal voltage Vcap of the capacitor 50, the voltage detected by the voltage sensor 54 is input from the capacitor ECU 52 by communication.

  When the output limit Wout of the capacitor 50 is set in this way, the torque Tmset preset as the torque for motoring the engine 32 is set as the temporary motor torque Tmtmp (step S130), and the set output limit Wout is set to the motor 36. A torque limit Tmax as a maximum torque that may be output from the motor 36 divided by the rotation speed Nm is calculated (step S140), and the smaller one of the temporary motor torque Tmtmp and the torque limit Tmax is calculated as a torque command Tm for the motor 36. * Is set and transmitted to the motor ECU 40 (step S150), and the processing from step S110 to step S150 is repeated until the rotational speed Ne of the engine 32 reaches the idle rotational speed Nidl (step S160). When the rotational speed Ne of the engine 32 reaches the idle rotational speed Nidl, fuel injection control and ignition control are started (step S170), and it is confirmed that the engine 32 is completely exploded (step S180). The voltage Vset set for the target course is set to the voltage Vlow (step S190), and this routine is terminated.

  According to the hybrid vehicle 20 of the embodiment described above, when starting the engine 32, the lower limit voltage Vlow of the capacitor 50 is used as the starting voltage Vstart that is lower than the voltage Vset set when traveling the target course. Since the engine 32 is motored and started by the motor 36, the engine 32 can be started more reliably. Moreover, since the starting voltage Vstart is the lowest voltage that can supply the power required for motoring the engine 32 at the idling speed Nidl by the motor 36 or a voltage slightly higher than this voltage, the engine 32 is idling. It can be started after motoring to a few Nidl.

  In the hybrid vehicle 20 of the embodiment, as the starting voltage Vstart, the lowest voltage that can supply the electric power necessary for motoring the engine 32 at the idle speed Nidl by the motor 36 or a voltage slightly higher than this voltage is used. However, any voltage may be used as long as the voltage is lower than the voltage Vset that is set when traveling on the target course.

  In the hybrid vehicle 20 of the embodiment, when the value obtained by subtracting the lower limit voltage Vlow from the inter-terminal voltage Vcap of the capacitor 50 is a predetermined value or more, the rated maximum output of the capacitor 50 is set as the output limit Wout, and the inter-terminal voltage Vcap of the capacitor 50 is set. When the value obtained by subtracting the lower limit voltage Vlow is less than a predetermined value, the inter-terminal voltage Vcap of the capacitor 50 decreases so as to approach the lower limit voltage Vlow, and the inter-terminal voltage Vcap of the capacitor 50 reaches the lower limit voltage Vlow. The output limit Wout is set so as to be 0. However, if the value 0 is set as the output voltage Wout when the inter-terminal voltage Vcap of the capacitor 50 reaches the lower limit voltage Vlow, any method may be used. The output limit Wout may be set.

  In the embodiment, the case where the present invention is applied to the hybrid vehicle 20 for racing has been described, but the present invention may be applied to a hybrid vehicle traveling on a general public road.

  In the embodiment, the front wheel motors 24 and 26 as in-wheel motors attached to the front wheels, the motor 36 attached to the crankshaft 33 of the engine 32, and the front wheel motors 24 and 26 and the motor 36 exchange power. Although the case where the present invention is applied to the hybrid vehicle 20 including the capacitor 50 that can be used has been described, an internal combustion engine that outputs driving power, an electric motor that inputs and outputs power to the output shaft of the internal combustion engine, and the electric motor The present invention may be applied to any vehicle as long as the vehicle includes a capacitor as the only power storage device that exchanges electric power with a plurality of on-vehicle electric motors.

  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 engine 32 corresponds to an “internal combustion engine”, the motor 36 corresponds to an “output shaft electric motor”, the motor 36 and the front wheel motors 24 and 26 correspond to “plural electric motors”, and the capacitor 50 Corresponding to “capacitor”, when driving with the engine 32 running, the input / output limits Win and Wout based on the working voltage range of the capacitor 50 including the upper limit voltage Vhi and the lower limit voltage Vlow at which the voltage Vset is set When controlling the motor 36 and the front wheel motors 24 and 26 and starting the engine 32, the input / output limit Win, based on the operating voltage range of the capacitor 50 including the upper limit voltage Vhi and the starting voltage Vstart lower than the voltage Vset, Using Wout, the motor 36 is controlled to start by motoring the engine 32 to the idling speed Nidl. A motor ECU40 for controlling the motor 36 on the basis of the main electronic control unit 70 and torque command Tm * to perform start control routine of FIG. 2 corresponds to the "motor control unit".

  In the hybrid vehicle of the present invention, the “internal combustion engine” is not limited to the one that outputs power by a hydrocarbon-based fuel such as gasoline or light oil, and may be any type of internal combustion engine. The “output shaft motor” is not limited to the motor 36 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the output shaft of the internal combustion engine. I do not care. The “capacitor” is not limited to the capacitor 50 configured as an electric double layer capacitor, and may be any type of capacitor as long as it can store electricity. As the “motor control means”, when the engine 32 is running, the input / output limits Win and Wout based on the use voltage range of the capacitor 50 including the upper limit voltage Vhi and the lower limit voltage Vlow in which the voltage Vset is set. Is used to control the motor 36 and the front wheel motors 24 and 26 to start the engine 32. When the engine 32 is started, the input / output limit Win based on the operating voltage range of the capacitor 50 including the upper limit voltage Vhi and the starting voltage Vstart lower than the voltage Vset. , Wout is not limited to controlling the motor 36 so as to start the motor 32 by idling the engine 32 to the idling speed Nidl, but when the internal combustion engine is in operation, it is determined in advance as a working voltage range of the capacitor. Multiple electric motors with drive limits based on specified operating voltage ranges When the engine is instructed to start the engine, the output shaft motor is cranked by the output shaft motor using the drive limitation based on the starting voltage range having a voltage lower than the lower limit voltage of the operating voltage range. As long as it controls the output shaft motor, it may be anything. 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 vehicles and power storage devices.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 developed for a race as one embodiment of the present invention. 3 is a flowchart showing an example of a start time control routine executed by a main electronic control unit 70. It is explanatory drawing which shows an example of the relationship between the voltage Vcap between terminals of the capacitor 50, and the output restriction | limiting Wout.

Explanation of symbols

  20 hybrid vehicle, 21 front wheel drive system, 24, 26 front wheel motor, 25, 27 rotational position detection sensor, 29a, 29b front wheel, 31 rear wheel drive system, 32 engine, 33 crankshaft, 34 transmission, 36 motor, 37 rotation Position detection sensor, 38 differential gear, 39a, 39b rear wheel, 40 motor electronic control unit (motor ECU), 42, 44, 46 inverter, 50 capacitor, 52 capacitor electronic control unit (capacitor ECU), 54 voltage sensor, 56 current sensor, 58 temperature sensor, 60 electronically controlled hydraulic brake unit (ECB), 61 master cylinder, 61a master cylinder pressure sensor, 62 electronic control unit for brake (brake ECU), 64 brake actuator 66a, 66b, 68a, 68b wheel cylinder, 70 main electronic control unit, 72 CPU, 74 ROM, 76 RAM, 81 up switch, 82 down switch, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 Brake pedal position sensor.

Claims (6)

An internal combustion engine that outputs driving power;
An output shaft motor that inputs and outputs power to and from the output shaft of the internal combustion engine;
A capacitor as the only power storage device that exchanges power with a plurality of on-vehicle motors including the output shaft motor;
When the internal combustion engine is in operation, the plurality of electric motors are controlled using a drive restriction based on a predetermined operating voltage range as a working voltage range of the capacitor, and when an instruction to start the internal combustion engine is given, An electric motor that controls the output shaft motor so that the internal combustion engine is cranked by the output shaft motor using a drive restriction based on a starting voltage range in which a voltage lower than a lower limit voltage of the operating voltage range is a lower limit voltage Control means;
A hybrid car with   2. The lower limit voltage of the starting voltage range is set as a voltage that can supply, from the capacitor, electric power capable of motoring the internal combustion engine at an idle speed by the output shaft motor. Hybrid car. A hybrid vehicle according to claim 1 or 2,
The hybrid vehicle is a racing vehicle,
The lower limit voltage of the driving voltage range is a regenerative control of at least a part of the plurality of electric motors when braking the vehicle immediately before a place where the largest output is required in the course when the race course is run. Is a voltage that is set so that the voltage of the capacitor becomes the upper limit voltage of the operating voltage range by the electric power obtained by
Hybrid car.   4. The motor according to claim 1, wherein the plurality of electric motors includes a second electric motor capable of inputting / outputting power to / from a second axle different from the axle connected to the output shaft of the internal combustion engine. Hybrid car.   The hybrid vehicle according to claim 4, wherein the second electric motor is an in-wheel motor that directly outputs power to a wheel attached to the second axle. An internal combustion engine that outputs driving power, an output shaft motor that inputs / outputs power to / from the output shaft of the internal combustion engine, and a plurality of vehicle-mounted motors including the output shaft motor are the only ones that exchange electric power. A method for controlling a hybrid vehicle comprising a capacitor as a power storage device,
When the internal combustion engine is in operation, the plurality of electric motors are controlled using a drive restriction based on a predetermined operating voltage range as a working voltage range of the capacitor, and when an instruction to start the internal combustion engine is given, Controlling the output shaft motor such that the internal combustion engine is cranked by the output shaft motor using a drive restriction based on a starting voltage range having a lower voltage than a lower limit voltage of the operating voltage range;
A control method for a hybrid vehicle.

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