JP3998002B2 - Hybrid vehicle and control method thereof - Google Patents

Description

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

Conventionally, in this type of hybrid vehicle, a planetary gear mechanism carrier, sun gear, and ring gear are connected to an engine, a generator, and a drive shaft, respectively, and a motor is connected to the drive shaft, and a battery that exchanges power with the generator and the motor is provided. A provided one has been proposed (see, for example, Patent Document 1). In this automobile, the point (rotation speed and torque) at the intersection of the output required for the vehicle and the operation line where the engine efficiency is highest is set as the engine operating point according to the amount of operation of the accelerator pedal. Therefore, the vehicle can be driven efficiently.
JP 2003-199207 A

  In the hybrid vehicle described above, no consideration is given to operating the engine in a state where both the accelerator pedal and the brake pedal are depressed. When driving at low speeds or starting, the engine speed is usually relatively low, and when the accelerator pedal and brake pedal are both depressed, the accelerator pedal is kept depressed and only the brake pedal is released. In some cases, sufficient acceleration cannot be obtained due to the running resistance due to the rotational inertia weight of the output shaft of the engine in addition to the inertia weight of the vehicle. On the other hand, when the vehicle is stopped, the generator generates power with the power from the engine, but the motor with zero rotation speed does not consume power (only the loss is consumed). If the power from the engine is increased for acceleration, the battery will be overcharged or overcharged. Charging with a large amount of power may occur.

  One object of the hybrid vehicle and the control method thereof of the present invention is to solve these problems and further improve the acceleration of the vehicle when both the accelerator and the brake are turned on. Another object of the hybrid vehicle and the control method thereof according to the present invention is to suppress overcharging of the power storage device and charging due to excessive electric power when both the accelerator and the brake are turned on.

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

The hybrid vehicle of the present invention
An internal combustion engine;
Power power input / output means connected to an output shaft of the internal combustion engine and a drive shaft connected to the axle, and outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of power and power;
An electric motor capable of inputting and outputting power to the axle or an axle different from the axle;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
Braking force output means for outputting a braking force to the axle and / or an axle different from the axle;
The internal combustion engine capable of setting the target power to be output from the internal combustion engine within the range of the input limit of the power storage means and outputting the set target power on condition that at least the accelerator and the brake are both turned on An operating point that prioritizes acceleration over fuel consumption is set from among the operating points of the engine, the internal combustion engine is driven and controlled so that the internal combustion engine is operated at the set operating point, and a control corresponding to the brake on operation is performed. Driving control of the braking force output means so that power is output, and when the brake is operated from on to off in a state where the on operation of the accelerator is maintained, the driving force based on the on operation of the accelerator is The internal combustion engine, the electric power drive input / output means, and the electric motor are controlled to be output to an axle and / or an axle different from the axle, and the output of the braking force is solved. And gist further comprising an accelerator braking-on operation time control means for driving and controlling the braking force output means to be.

  In this hybrid vehicle of the present invention, on the condition that at least the accelerator and the brake are both turned on, the target power to be output from the internal combustion engine is set within the range of the input limit of the power storage means, and the set target power is Among operating points that can be output, an operating point that prioritizes acceleration is set, and the internal combustion engine is driven and controlled so that the internal combustion engine is operated at the set operating point. The braking force output means is driven and controlled so that it is output, and then the driving force based on the accelerator on operation is output when the brake is turned off from the on operation while the accelerator on operation is maintained. Drive control of the internal combustion engine, power power input / output means, and electric motor and drive control of the braking force output means so that the output of the braking force is released. Accordingly, it is possible to further improve the acceleration performance of the vehicle when the brake is turned off after both the accelerator and the brake are turned on. Moreover, since the internal combustion engine is controlled within the range of the input limit of the power storage means, overcharging of the power storage means and charging with excessive electric power can be suppressed.

  In such a hybrid vehicle of the present invention, the control by the accelerator brake on operation control means may be control performed when the vehicle speed is substantially zero. In this way, acceleration at the time of start can be improved.

  Further, in the hybrid vehicle of the present invention, the accelerator brake on operation control means has a higher rotational speed than an operating point for operating the internal combustion engine so that fuel consumption is good as an operating point of the internal combustion engine. It may be a means for setting an operating point. In this way, since the resistance due to the inertia caused by the increase in rotation of the internal combustion engine when the driving force is output from the internal combustion engine to the drive shaft can be reduced, the brake is turned off after the accelerator and the brake are both turned on. The acceleration performance of the vehicle during operation can be further improved.

  Further, in the hybrid vehicle of the present invention, the accelerator brake on operation control means is a means for setting an operating point at a rotational speed at which a maximum torque can be output from the internal combustion engine as an operating point of the internal combustion engine. You can also In this way, the acceleration performance of the vehicle can be further improved.

  In the hybrid vehicle of the present invention, the accelerator brake on operation control means sets a maximum value of power that can be output from the internal combustion engine within a range of input restriction of the power storage means as target power of the internal combustion engine. It can also be a means to do. In this way, the acceleration performance of the vehicle can be further improved.

  In the hybrid vehicle of the present invention, the braking force output means may be a brake device that outputs braking force directly or indirectly to the drive shaft.

  In the hybrid vehicle of the present invention, the power drive input / output means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and inputs / outputs to / from any two of the three shafts. It may be a means provided with a three-axis power input / output means for inputting / outputting power to the remaining shaft based on power and a generator for inputting / outputting power to / from the third shaft, The power drive input / output means has a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft, and the first rotor and the second rotor. It is also possible to use a counter-rotor motor that transmits at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action with the rotor.

The hybrid vehicle control method of the present invention includes:
Electric power power input / output connected to the internal combustion engine and a drive shaft connected to the output shaft of the internal combustion engine and a drive shaft to output at least part of the power from the internal combustion engine to the drive shaft by input / output of electric power and power Means, an electric motor capable of inputting / outputting power to the axle or an axle different from the axle, an electric power driving input / output means, an electric storage means capable of exchanging electric power with the electric motor, and the axle and / or the axle. A braking force output means for outputting braking force to different axles, and a hybrid vehicle control method comprising:
(A) On the condition that at least the accelerator and the brake are both turned on, the target power to be output from the internal combustion engine can be set within the input restriction range of the power storage means, and the set target power can be output. Among the operating points of the internal combustion engine, an operating point giving priority to acceleration is set, and the internal combustion engine is driven and controlled so that the internal combustion engine is operated at the set operating point, and the brake is turned on. Driving and controlling the braking force output means so that a corresponding braking force is output;
(B) After the step (a), when the brake is operated from on to off in a state where the accelerator is on, the driving force based on the accelerator on is applied to the axle and / or the axle. Driving control of the internal combustion engine, the power power input / output means and the electric motor so as to be output to an axle different from that of the motor, and driving control of the braking force output means so as to release the output of the braking force. And

  According to this hybrid vehicle control method of the present invention, on the condition that at least the accelerator and the brake are both turned on, the target power to be output from the internal combustion engine within the range of the input limit of the power storage means is set, Among the operating points at which the set target power can be output, an operating point prioritizing acceleration is set, and the internal combustion engine is driven and controlled so that the internal combustion engine is operated at the set operating point and the brake is turned on. The driving force based on the accelerator on operation when the brake is operated from the on operation to the off state while the brake on force operation is maintained and the brake on force is subsequently controlled. And driving the braking force output means so that the output of the braking force is released and the internal combustion engine, the power power input / output means and the electric motor are driven and controlled. To your. Accordingly, it is possible to further improve the acceleration performance of the vehicle when the brake is turned off after both the accelerator and the brake are turned on. Moreover, since the internal combustion engine is controlled within the range of the input limit of the power storage means, overcharging of the power storage means and charging with excessive electric power can be suppressed.

  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 equipped with a power output apparatus as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

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

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The 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. From the control unit 70, a drive signal to an actuator (not shown) of the brake devices 65a and 65b attached to the drive wheels 63a and 63b is output via an output 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 required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation at the time of starting will be described. FIG. 2 is a flowchart illustrating an example of a start time control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of the embodiment. This routine is executed when the accelerator pedal 83 is depressed and the vehicle is requested to start while the vehicle speed V is zero. Hereinafter, it will be described in sequence how the accelerator pedal 83 is depressed and the vehicle gradually accelerates from a stopped state.

  When the start-up control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly, the accelerator opening Acc from the accelerator pedal 83, the brake position BP from the brake pedal position sensor 86, and the vehicle speed V from the vehicle speed sensor 88. , Engine 22 and motors MG1 and MG2 are input with data such as rotational speeds Ne, Nm1, Nm2, torque limit Tlim of motor MG2, remaining capacity SOC of battery 50, input limit Win of battery 50, and the like (step S100). ). Here, the rotation speed Ne is input as detected by a rotation speed sensor (not shown) that detects the rotation speed of the engine 22. Further, the rotation speeds Nm1 and Nm2 are calculated based on the rotation positions detected by the rotation position detection sensors 43 and 44 and input from the motor ECU 40 by communication. The torque limit Tlim is set based on the temperature of the motor MG2 and the inverter 42, for example, as a value of 50% or 60% of the rated torque of the motor MG2 when the temperature of the motor MG2 or the inverter 42 exceeds a predetermined temperature. It was assumed that the input was made. The remaining capacity SOC is calculated based on the charge / discharge current of the battery 50 detected by the current sensor, and is input from the battery ECU 52 by communication. The input limit Win is set to be input based on the remaining capacity SOC of the battery 50 or the battery temperature detected by the temperature sensor 51. The input limit Win is set as a negative value so that the larger the amount of power that can be input to the battery 50 is, the smaller the input limit Win is.

  When each data is input, the required torque Tr * and the required power Pr * to be output to the ring gear shaft 32a as the drive shaft are set based on the input accelerator opening Acc and the vehicle speed V (step S110). In the embodiment, the required torque Tr * is obtained 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, Is set by deriving the corresponding required torque Tr * from the required torque setting map. An example of the required torque setting map is shown in FIG. The required power Pr * is set to a value derived by multiplying the set required torque Tr * by the rotation 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.

  When the required power Pr * is set, an engine required power Pe * to be output from the engine 22 is set by adding a loss to the set required power Pr * minus the input limit Win (step S120). Since the rotation speed Nr of the ring gear shaft 32a is 0 during the stop, the required power Pr * set in step S110 is 0. Therefore, when the vehicle is stopped, the engine required power Pe * is set to a value obtained by adding a loss to the absolute value of the input limit Win.

  Next, it is determined whether or not the vehicle speed V is 0, whether or not the accelerator opening Acc is in the accelerator ON state, and whether or not the brake position BP is in the brake ON state (step S130). When the vehicle speed V is not 0, the accelerator opening Acc is not in the accelerator ON state, or the brake position BP is not in the brake ON state, the value of the flag F is checked (step S140). Here, the flag F is a flag in which a value of 1 is set in accordance with the processing in step S170 when a stall start to be described later is requested, and a value of 0 is set as an initial value. When the flag F has a value of 0, it is determined that the vehicle has started normally, and the rotational speed and torque at the intersection of the curve where the engine required power Pe * is constant and the fuel efficiency operation line capable of operating the engine 22 efficiently can be calculated. The target rotational speed Ne * and the target torque Te * are set (step S150), and the flag F is set to 0 (step S160). FIG. 5 shows how the target rotational speed Ne * and the target torque Te * of the engine 22 are set.

  On the other hand, if it is determined that the vehicle speed V is 0, the accelerator opening degree Acc is in the accelerator ON state, and the brake position BP is in the brake ON state, it is determined that so-called stall start is requested, Of the operating points of the engine 22 that can output the engine required power Pe *, the rotational speed and torque at the operating point at which the engine required power Pe * is higher than the rotational speed at the intersection of the constant curve and the fuel consumption operation line. The target rotational speed Ne * and the target torque Te * are set (step S170), and the flag is set to 1 (step S180). When the stall start is requested, the engine 22 is kept at a high speed in preference to the fuel efficiency. The torque from the engine 22 to the ring gear shaft 32a when the vehicle starts when the brake pedal 85 is released later. This is because the resistance due to the rotational inertia weight accompanying the increase in the rotation of the engine 22 when accelerating the engine is output is reduced to improve the acceleration performance of the vehicle. The target rotational speed Ne * can be determined by the engine 22 or the motor MG2. In the embodiment, the rotational speed (for example, 3000 rpm) when the maximum torque Temax of the engine 22 is generated is set to Netmax (see FIG. 5). The target torque Te * was set by dividing the engine required power Pe * by the set target rotational speed Ne *.

  When the target rotational speed Ne * and the target torque Te * are thus set, the target rotational speed Nm1 * of the motor MG1 is based on the set target rotational speed Ne * and the rotational speed Nr (= k · V) of the ring gear shaft 32a. And a torque command Tm1 * for the motor MG1 is set based on the set target rotational speed Nm1 * and the current rotational speed Nm1 (step S200). FIG. 6 is a collinear diagram showing the dynamic relationship between torque and rotational speed in each rotary element of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotational speed of the sun gear 31, the C-axis indicates the rotational speed of the carrier 34, and the R-axis indicates the rotational speed of the ring gear 32 (the rotational speed Nr of the ring gear shaft 32a). As described above, since the rotational speed of the sun gear 31 is the rotational speed of the motor MG1, and the rotational speed of the carrier 34 is the rotational speed Ne of the engine 22, the target rotational speed Ne * of the engine 22 and the rotational speed of the ring gear shaft 32a. Based on Nr, the target rotational speed Nm1 * of the motor MG1 can be set. Accordingly, if the torque command Tm1 * is set using the relational expression in the feedback control so that the motor MG1 rotates at the target rotational speed Nm1 * and the motor MG1 is driven and controlled, the engine 22 is rotated at the target rotational speed Ne *. Can do.

  When the torque command Tm1 * is set, the sum of the required torque Tr * and the torque command Tm1 * divided by the gear ratio ρ of the power distribution and integration mechanism 30 is divided by the gear ratio Gr of the reduction gear 35 to obtain from the motor MG2. The temporary motor torque Tm2tmp to be output is set (step S210), and the smaller one of the set temporary motor torque Tm2tmp and the torque limit Tlim input in step S100 is set as the torque command Tm2 * of the motor MG2 (step S220). ).

  When the target rotational speed Ne *, the target torque Te *, the target rotational speed Nm1 *, and the torque commands Tm1 * and Tm2 * are thus set, the target rotational speed Ne * and the target torque Te * are sent to the engine ECU 24. Nm1 * and torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S230), and the actuators (not shown) of the brake devices 65a and 65b are driven and controlled with the brake torque corresponding to the brake position BP (step S240). ), This routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs intake air amount adjustment control, fuel injection control, ignition control, etc. so as to operate at the operating point at the target rotational speed Ne * and the target torque Te *. . In addition, the motor ECU 40 that has received the target rotational speed Nm1 * and the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so as to be operated with the torque commands Tm1 * and Tm2 *. When the vehicle stops, the motor MG2 does not consume power other than the loss (copper loss) even if the torque is output because the rotation speed is zero. Accordingly, the electric power generated by the motor MG1 is basically input to the battery 50 except for the loss of the motor MG2. At this time, since the engine required power Pe * is determined within the range of the input limit Win, the battery 50 is not overcharged or charged with excessive power.

  If it is determined in step S130 that the vehicle speed V is not the value 0 or the brake position BP is not in the brake-on state, and the flag F is determined to be the value 1 in step S140, both the accelerator pedal 83 and the brake pedal 85 are used. It is determined that only the brake pedal 85 is released from the depressed state, and the current rotational speed Ne of the engine 22 input in step S100 is set as the target rotational speed Ne * and the engine required power Pe * is set. The value divided by the target rotational speed Ne * is set as the target torque Te * (step S190), the processing of steps S200 to S240 is performed, and this routine is terminated. Here, in the process of step S240, since the brake position BP is not in the brake ON state (the brake is in the OFF state), the brake torque output from the brake devices 65a and 65b is zero, that is, the brake is released. The vehicle starts. At this time, the engine 22 maintains the rotational speed of the engine 22 as it is at a high speed or slightly increases (refer to the thick arrow in FIG. 5), and a relatively large torque is transmitted to the ring gear shaft 32a to accelerate the vehicle. Therefore, the resistance due to inertia accompanying the rotation increase of the engine 22 during acceleration of the vehicle is small, and sufficient acceleration can be obtained.

  According to the hybrid vehicle 20 of the embodiment described above, it is assumed that the stall start is requested when the accelerator pedal 83 and the brake pedal 85 are both on when the vehicle is stopped. The power that may be output is set as the engine required power Pe *, and the operating point having a higher rotational speed than the rotational speed at the intersection of the engine required power Pe * and the fuel consumption operation line is set as the target rotational speed Ne * and the target torque. Since it is set as Te * and the engine 22 is operated, when the brake pedal 85 is later turned off, torque is output from the engine 22 to the ring gear shaft 32a in addition to the output of torque from the motor MG2, and the vehicle is Traveling resistance due to the rotational inertial weight associated with the increased rotation of the engine 22 during acceleration The can be reduced, we are possible to improve the acceleration performance at the time of start. Moreover, since the engine required power Pe * is set within the range of the input limit Win of the battery 50, it is possible to prevent the battery 50 from being overcharged or charged with excessive power.

  In the hybrid vehicle 20 of the embodiment, acceleration is prioritized over fuel consumption when the vehicle speed V is 0, that is, when the accelerator opening Acc is in the accelerator ON state and the brake position BP is in the brake ON state when starting. The operating point is set as the target engine speed Ne * and target torque Te * of the engine 22, but the accelerator opening Acc is in the accelerator ON state regardless of the vehicle speed V and the brake position BP is in the brake ON state. Alternatively, the operation point that prioritizes acceleration over fuel consumption may be set as the target rotational speed Ne * and target torque Te * of the engine 22. At this time, in addition to considering the rotational speed for reducing the resistance due to the rotational inertia weight of the engine 22, the acceleration performance can be improved in consideration of the magnitude of the driving force that can be directly transmitted from the engine 22 to the ring gear shaft 32a at that rotational speed. The operation points that can be set may be set as the target rotational speed Ne * and the target torque Te *.

  In the hybrid vehicle 20 of the embodiment, at the time of start when the brake position BP is not in the brake-on state, the target rotational speed Ne * of the engine 22 is set to the rotational speed at the intersection of the engine required power Pe * and the fuel consumption operation line. However, the target rotational speed Ne * may be set to the same rotational speed as that at the start when the brake position BP is in the brake-on state, or another rotational speed may be set.

  In the hybrid vehicle 20 of the embodiment, the sum of the absolute value of the input limit Win of the battery 50 and the loss (Loss) is set as the engine required power Pe * at the start, but within the range of the input limit Win of the battery 50 Any value may be set as long as it exists.

  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. 7) 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.

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

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus as one embodiment of the present invention. It is a flowchart which shows an example of the start time control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that the target rotational speed Ne * and target torque Te * of the engine 22 are set based on engine request | requirement power Pe * and the operation line for fuel consumption. It is explanatory drawing which shows a mode that the target rotation speed Ne * and target torque Te * of the engine 22 are set at the time of a stall start. FIG. 6 is a collinear diagram showing the dynamic relationship of each rotating element of the power distribution and integration mechanism 30. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

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, 64a, 64b driving wheel, 65a, 65b, 66a, 66b brake device, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 230 Counter rotor motor, 232 Inner rotor 234 Outer Rotor, MG1, MG2 motor.

Claims (7)

An internal combustion engine;
Power power input / output means connected to an output shaft of the internal combustion engine and a drive shaft connected to the axle, and outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of power and power;
An electric motor capable of inputting and outputting power to the axle or an axle different from the axle;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
Braking force output means for outputting a braking force to the axle and / or an axle different from the axle;
Input limit setting means for setting an input limit of the power storage means based on the remaining capacity of the power storage means and the temperature of the power storage means;
Vehicle speed condition when the accelerator and brake are both turned on when the substantially value 0, sets a target power to be output from the internal combustion engine within the range of the input limit of the set the accumulator unit, An operating point having a higher rotational speed than an operating point for operating the internal combustion engine is set so that fuel consumption is good among operating points of the internal combustion engine capable of outputting the set target power, and the set operation The internal combustion engine is driven and controlled so that the internal combustion engine is operated at the point, and the braking force output means is driven and controlled so that the braking force according to the brake on operation is output, and the accelerator on operation is maintained. In this state, when the brake is operated from on to off, the internal combustion engine and the front engine are driven so that a driving force based on the accelerator on operation is output to the axle and / or an axle different from the axle. Hybrid vehicle and an accelerator braking-on operation time control means for driving and controlling the braking force output means so that the output of the braking force is released to drive controls the electric power-mechanical power input output means and the electric motor. The accelerator brake-on operation control means is a means for setting the rotational speed at a peak on the maximum torque line as a relation of the maximum torque to the rotational speed of the internal combustion engine as the rotational speed at the operating point of the internal combustion engine. The hybrid vehicle according to claim 1 . The accelerator brake-on operation time control means, as the target power of the internal combustion engine, the claim within the output limit is a means for setting the maximum value of the output possible power from the internal combustion engine of the storage means 1 or 2. The hybrid vehicle according to 2 . The hybrid vehicle according to any one of claims 1 to 3, wherein the braking force output means is a brake device that outputs braking force directly or indirectly to the axle and / or an axle different from the axle. The electric power drive input / output means is connected to the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and is connected to the remaining shaft based on the power input / output to any two of the three shafts. The hybrid vehicle according to any one of claims 1 to 4 , further comprising: a three-axis power input / output means for inputting / outputting power to / from the power generator and a generator for inputting / outputting power to / from the third shaft. The power drive input / output means has a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft, and the first rotor and the first rotor claims 1 at least part of power from the internal combustion engine is a pair rotor motor that transmits to the drive shaft with the power output of the electromagnetic action between the second rotor to 5 hybrid vehicle according to any one . Electric power power input / output connected to the internal combustion engine and a drive shaft connected to the output shaft of the internal combustion engine and a drive shaft to output at least part of the power from the internal combustion engine to the drive shaft by input / output of electric power and power Means, an electric motor capable of inputting / outputting power to the axle or an axle different from the axle, an electric power driving input / output means, an electric storage means capable of exchanging electric power with the electric motor, and the axle and / or the axle. A braking force output means for outputting braking force to different axles, and a hybrid vehicle control method comprising:
(A) setting an input limit of the power storage means based on the remaining capacity of the power storage means and the temperature of the power storage means;
(B) The target power to be output from the internal combustion engine within the set input limit range of the power storage means is set on condition that both the accelerator and the brake are turned on when the vehicle speed is approximately zero. And setting an operating point at a higher rotational speed than an operating point for operating the internal combustion engine so that fuel efficiency is good among operating points of the internal combustion engine capable of outputting the set target power, Driving and controlling the internal combustion engine so that the internal combustion engine is operated at a set operating point, and driving and controlling the braking force output means so as to output a braking force according to the on operation of the brake;
(B) After the step (a), when the brake is operated from on to off in a state where the accelerator is on, the driving force based on the accelerator on is applied to the axle and / or the axle. The hybrid engine controls the drive of the internal combustion engine, the power power input / output means, and the electric motor so as to be output to an axle different from that of the hybrid vehicle, and drives the brake force output means so that the output of the braking force is released. Control method.

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