JP4234973B2 - Hybrid vehicle and control method thereof - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a hybrid vehicle and a control method therefor, and more specifically, an internal combustion engine capable of outputting power to a first axle, a first motor capable of inputting / outputting power to / from the first axle, and a second The present invention relates to a hybrid vehicle including a second electric motor capable of outputting power to an axle, and a first electric motor and an electric storage means capable of exchanging electric power with the second electric motor, and a control method thereof.
[0002]
[Prior art]
Conventionally, in this type of hybrid vehicle, a part of the power from the internal combustion engine is transmitted to the front wheel drive shaft while the remaining part is converted to electric power, or all the power of the internal combustion engine is transmitted to the front wheel drive shaft. A first motor that outputs power to the drive shaft, a second motor that outputs power to the drive shaft for the rear wheels, and a secondary battery that exchanges power with the first motor and the second motor. Has been proposed (see, for example, Patent Document 1). In this hybrid vehicle, the power from the internal combustion engine operated at an arbitrary operating point (rotation speed and torque) can be converted and output to the drive shaft for the front wheels, and power can be supplied to both drive shafts by the charge and discharge of the secondary battery. Arbitrary power can be input and output, so the required power set based on the accelerator operation can be obtained from the power from the internal combustion engine operated at an efficient operating point and the charge / discharge of the secondary battery. It is output to both drive shafts by the power from the electric motor.
[0003]
[Patent Document 1]
JP-A-9-175203
[0004]
[Problems to be solved by the invention]
Needless to say, improvement in durability and improvement in energy efficiency should be considered as a serious problem in all devices and devices, not limited to the hybrid vehicle described in Patent Document 1 described above. Such a problem applies not only to devices and devices, but also to parts constituting the devices and devices. In particular, the durability of secondary batteries in hybrid vehicles (the extent of life due to suppression of deterioration) and the efficiency of charging and discharging affect the dynamic characteristics and energy efficiency of the entire vehicle, and thus are important issues for hybrid vehicles. .
[0005]
One object of the hybrid vehicle and the control method thereof of the present invention is to extend the life of the power storage means included in the hybrid vehicle. Another object of the hybrid vehicle and the control method thereof of the present invention is to improve the efficiency of charging and discharging in the power storage means.
[0006]
[Means for solving the problems and their functions and effects]
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.
[0007]
The hybrid vehicle of the present invention
An internal combustion engine capable of outputting power to a first axle; a first motor capable of inputting / outputting power to / from the first axle; a second motor capable of outputting power to a second axle; 1 is an electric vehicle and an electric storage means capable of exchanging electric power with the second electric motor,
Requested power setting means for setting the requested power based on the accelerator operation;
Control means for controlling the internal combustion engine, the first electric motor, and the second electric motor so that the set required power is output to the first axle and the second axle;
With
The control means uses the increased demand power in the state where the power storage means is charged at least in the state where the power storage means is charged as the first axle and the When the power can be output to the second axle, the internal combustion engine, the first electric motor, and the first electric power are output so that the required power is output to the first axle and the second axle while maintaining the state where the power storage means is charged. (2) The charging continuation control for controlling the electric motor is executed, and when the power storage means is charged, the charging of the power storage means is stopped when the increased required power cannot be output to the first axle and the second axle. The charging stop control is performed to control the internal combustion engine, the first electric motor, and the second electric motor so that the required power is output to the first axle and the second axle.
This is the gist.
[0008]
In the hybrid vehicle of the present invention, as the power increase control during charging with respect to the increase in required power during charging of the power storage means, the required power is output to the first axle and the second axle with at least the power storage means charged. The internal combustion engine, the first electric motor, and the second electric motor are configured so that the required power is output to the first axle and the second axle while maintaining the state where the power storage means is charged. If the output is impossible, the internal combustion engine, the first electric motor, and the second electric motor are controlled such that charging of the power storage means is stopped and the required power is output to the first axle and the second axle. Therefore, the number of times of charge / discharge of the power storage means can be reduced as compared with the case where it is not determined whether the required power can be output to the first axle and the second axle with the power storage means charged. As a result, it is possible to suppress deterioration of the power storage means due to frequent repeated charging / discharging of the power storage means, and to extend the life of the power storage means. Further, since heat generation due to repeated charging / discharging of the power storage means can be suppressed, energy loss due to heat generation of the power storage means can be reduced. That is, the charging / discharging efficiency of the power storage means can be improved.
[0009]
In such a hybrid vehicle of the present invention, the increase in the required power during the charging of the power storage means is the required power during the charging of the power storage means using the power generated by the first electric motor. It can also be an increase in. In this aspect of the hybrid vehicle of the present invention, the charging continuation control may be control for driving the second electric motor using a part of the electric power generated by the first electric motor.
[0010]
The hybrid vehicle according to the present invention further includes a temperature detection unit that detects a temperature of the power storage unit, and the control unit is charging when the temperature of the power storage unit detected by the temperature detection unit is equal to or higher than a predetermined temperature. It may be a means for executing power increase control. In this way, since the power increase control during charging is executed when the temperature of the power storage means is equal to or higher than the predetermined temperature, it is possible to reduce the charge / discharge switching frequency of the power storage means and suppress the temperature rise of the power storage means.
[0011]
Furthermore, the hybrid vehicle of the present invention further includes a transmission capable of shifting the power from the internal combustion engine and the power from the first electric motor and transmitting the power to the first axle, and the control means has the set request. The transmission may be a means for controlling the transmission so that power is output to the first axle and the second axle. Here, the transmission may be a continuously variable transmission.
[0012]
The hybrid vehicle control method of the present invention includes:
An internal combustion engine capable of outputting power to a first axle; a first motor capable of inputting / outputting power to / from the first axle; a second motor capable of outputting power to a second axle; A method for controlling a hybrid vehicle comprising: 1 electric motor and an electric storage means capable of exchanging electric power with the second electric motor,
When the required power set based on an accelerator operation is increased during charging of the power storage means, the increased required power is supplied to the first axle and the second axle with the power storage means charged at least. The internal combustion engine is configured to output the required power to the first axle and the second axle while maintaining the state where the power storage means is charged. The engine, the first motor, and the second motor are controlled, and when it is determined that output is impossible, charging of the power storage means is stopped and the required power is output to the first axle and the second axle. And controlling the internal combustion engine, the first electric motor, and the second electric motor.
This is the gist.
[0013]
According to the hybrid vehicle control method of the present invention, when the required power set based on the accelerator operation is increased during the charging of the power storage means, the increased required power is determined while the power storage means is charged at least. It is determined whether or not it can be output to one axle and the second axle, and when it is determined that output is possible, the required power is output to the first axle and the second axle while maintaining the state where the power storage means is charged. The internal combustion engine, the first electric motor, and the second electric motor are controlled such that when it is determined that output is impossible, the charging of the power storage means is stopped and the required power is output to the first axle and the second axle. Since the engine, the first electric motor, and the second electric motor are controlled, it is possible to store the electric power as compared with the case where it is not determined whether the required power can be output to the first axle and the second axle while the electric storage means is charged. Ensuring measures It is possible to reduce the number of electric. As a result, it is possible to suppress deterioration of the power storage means due to frequent repeated charging / discharging of the power storage means, and to extend the life of the power storage means. Further, since heat generation due to repeated charging / discharging of the power storage means can be suppressed, energy loss due to heat generation of the power storage means can be reduced. That is, the charging / discharging efficiency of the power storage means can be improved.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Next, embodiments of the present invention will be described using examples. FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30 connected to a crankshaft 24 as an output shaft of the engine 22, a front wheel motor 40 capable of generating electricity connected to the planetary gear 30, The CVT 50 as a continuously variable transmission connected to the planetary gear 30 and connected to the front wheels 66a and 66b via a gear such as a differential gear 64, and connected to the rear wheels 96a and 96b via a gear such as a differential gear 94. And a rear wheel motor 90 and a hybrid electronic control unit 70 for controlling the entire apparatus.
[0015]
The engine 22 is an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil. The crankshaft 24 of the engine 22 generates electric power to be supplied to an auxiliary machine (not shown) and starts the engine 22. A starter motor 26 is attached by a belt 28. Operation control of the engine 22, for example, fuel injection control, ignition control, intake air amount adjustment control, and the like are performed by an engine electronic control unit (hereinafter referred to as engine ECU) 29. The engine ECU 29 communicates 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.
[0016]
The planetary gear 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a first pinion gear 33 meshing with the sun gear 31, the first pinion gear 33, the ring gear 32, and the like. A meshing second pinion gear 34, a carrier 35 that holds the first pinion gear 33 and the second pinion gear 34 so as to rotate and revolve freely, and perform differential action with the sun gear 31, the ring gear 32, and the carrier 35 as rotational elements. The crankshaft 24 of the engine 22 is connected to the sun gear 31 of the planetary gear 30, and the rotation shaft 41 of the front wheel motor 40 is connected to the carrier 35. The output of the engine 22 is input from the sun gear 31 and via the carrier 35. The output can be exchanged with the front wheel motor 40. The carrier 35 can be connected to the input shaft 51 of the CVT 50 by the clutch C1 and the ring gear 32 by the clutch C2. By connecting the clutch C1 and the clutch C2, the sun gear 31, the ring gear 32, and the carrier 35 are connected. The differential by one rotation element is prohibited, and the crank body 24 of the engine 22, the rotary shaft 41 of the front wheel motor 40, and the input shaft 51 of the CVT 50 are made into a single rotor. The planetary gear 30 is also provided with a brake B1 that fixes the ring gear 32 to the case 39 and prohibits its rotation.
[0017]
The front wheel motor 40 is configured as a well-known synchronous generator motor that can be driven as a generator and an electric motor, for example, and exchanges electric power with the secondary battery 44 via the inverter 43. The rear wheel motor 90 is also configured as a well-known synchronous generator motor that can be driven as a generator and as a motor, for example, and exchanges electric power with the secondary battery 44 via an inverter 91. The front wheel motor 40 and the rear wheel motor 90 are driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 49, and the motor ECU 49 drives and controls the front wheel motor 40 and the rear wheel motor 90. Signals necessary to control the secondary battery 44, such as a signal from the rotational position detection sensor 45 that detects the rotational position of the rotor of the front wheel motor 40 and the rotation of the rear wheel motor 90. A signal from a rotation position detection sensor 93 for detecting the rotation position of the child, a phase current applied to the front wheel motor 40 and the rear wheel motor 90 detected by a current sensor (not shown), and a terminal between the terminals of the secondary battery 44 Terminal voltage from the voltage sensor 46, charge / discharge current from the current sensor 47 attached to the power line from the secondary battery 44, attached to the secondary battery 44 Was provided and a battery temperature is inputted from the temperature sensor 48, from the motor ECU49 is output switching control signal to the inverter 43 and the inverter 91. The motor ECU 49 calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor 47 in order to manage the secondary battery 44. The motor ECU 49 communicates with the hybrid electronic control unit 70, and controls the driving of the front wheel motor 40 according to a control signal from the hybrid electronic control unit 70. Data relating to the state of the secondary battery 44 is output to the hybrid electronic control unit 70.
[0018]
The CVT 50 includes a primary pulley 53 that can be changed in groove width and connected to the input shaft 51, a secondary pulley 54 that is also changeable in groove width and connected to an output shaft 52 as a drive shaft, and a primary pulley 53 and a secondary pulley. 54, a belt 55, and a first actuator 56 and a second actuator 57 that change the groove widths of the primary pulley 53 and the secondary pulley 54. The primary actuator 53 and the second actuator 57 By changing the groove width of the secondary pulley 54, the power of the input shaft 51 is steplessly changed and output to the output shaft 52. Control of the transmission ratio of the CVT 50 is performed by a CVT electronic control unit (hereinafter referred to as CVTECU) 59. The CVTECU 59 receives the rotational speed of the input shaft 51 from the rotational speed sensor 61 attached to the input shaft 51 and the rotational speed of the output shaft 52 from the rotational speed sensor 62 attached to the output shaft 52. A drive signal to the first actuator 56 and the second actuator 57 is output from the CVTECU 59. The CVTECU 59 is in communication with the hybrid electronic control unit 70, controls the transmission ratio of the CVT 50 by a control signal from the hybrid electronic control unit 70, and transmits data regarding the operating state of the CVT 50 as necessary. Output to the control unit 70.
[0019]
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 a shift position sensor 81 that detects the rotational speed Ni of the input shaft 51 from the rotational speed sensor 61, the rotational speed No of the output shaft 52 from the rotational speed sensor 62, and the operating position of the shift lever 80. The shift position SP from the vehicle, the accelerator opening Acc from the accelerator pedal position sensor 83 that detects the depression amount of the accelerator pedal 82, the brake pedal position BP from the brake pedal position sensor 85 that detects the depression amount of the brake pedal 84, and the vehicle speed sensor The vehicle speed V from 86 is input via the input port. Further, the hybrid electronic control unit 70 outputs a drive signal to the clutch C1 and the clutch C2, a drive signal to the brake B1, and the like via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 29, the motor ECU 49, and the CVTECU 59 via the communication port, and exchanges various control signals and data with the engine ECU 29, the motor ECU 49, and the CVTECU 59. ing.
[0020]
In the hybrid vehicle 20 of the embodiment thus configured, the front wheel motor 40 is operated using the electric power from the secondary battery 44 without operating the engine 22 with the brake B1 off, the clutch C1 on, and the clutch C2 off. In addition, the motor travel mode that travels by the power from the motor 90 for the rear wheels, the input / output with the power from the engine 22 and the secondary discharge of the secondary battery 44 with the brake B1 off and the clutch C1 and the clutch C2 on. The vehicle travels in a normal travel mode in which the vehicle is driven by power from the front wheel motor 40 and the rear wheel motor 90. In the embodiment, the motor traveling mode is mainly used at the time of starting, and the normal traveling mode is used after reaching a predetermined vehicle speed (for example, 10 km / h) after starting. In the embodiment, when the secondary battery 44 is charged in the normal running mode, the front wheel motor 40 is driven as a generator using a part of the power from the engine 22.
[0021]
Next, the operation of the hybrid vehicle 20 of the embodiment running in the normal running mode, in particular, while the secondary battery 44 is being charged with the electric power obtained by driving and controlling the front wheel motor 40 as a generator. The operation will be described. FIG. 2 is a flowchart illustrating an example of a drive control routine that is executed by the hybrid electronic control unit 70 while traveling in the normal travel mode. This routine is repeatedly executed every predetermined time (for example, every 8 msec).
[0022]
When this drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly opens the accelerator opening Acc from the accelerator pedal position sensor 83, the vehicle speed V from the vehicle speed sensor 86, and the input shaft from the rotational speed sensor 61. Information necessary for control, such as the rotational speed Ni of 51, the rotational speed No from the output shaft 52 from the rotational speed sensor 62, is read (step S100), and the driver requests based on the read accelerator opening Acc and vehicle speed V. The required power P * to be set is set (step S110). Here, in the embodiment, the required power P * is set in advance in the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque, and stored in the ROM 74 as a required torque setting map, and the accelerator opening Acc and the vehicle speed V are stored. Is derived from the required torque setting map stored in the ROM 74, and obtained by multiplying this by the vehicle speed V and the conversion coefficient kp. An example of the required torque setting map is shown in FIG.
[0023]
Subsequently, it is determined whether or not the secondary battery 44 is currently being charged (step S120). Whether or not charging is in progress can also be determined by the current i detected by the current sensor 47. Even when the secondary battery 44 is not being charged or is being charged, when the process of step S125 is executed by the process described later, the secondary battery is based on whether or not the secondary battery 44 is requested to charge and the required power P *. A target charging power Pb * used for charging 44 is set (step S125). Here, the target charging power Pb * is a power that is optimal for charging the secondary battery 44 when the required power P * is relatively small and sufficient power for charging can be obtained with the power from the engine 22. Power is set, and when the required power P * is large and sufficient power for charging cannot be obtained with the power from the engine 22, the optimum power for charging the secondary battery 44 can be obtained. A power smaller than the power that can be generated and a value of 0 are set. That is, priority is given to the output of the requested power P *, and when the output of the requested power P * has a margin, the target charging power Pb * is set within the range of the marginal power.
[0024]
When the target charging power Pb * is set, the engine required power Pe * is set by adding the target charging power Pb * set to a value determined based on the required power P * and the rotational speed Ni, and from the required power P *. The assist power Pas * is set by subtracting the set engine power demand Pe * (step S130). Consider a case where there is no charge request for the secondary battery 44, that is, when the target charging power Pb * is zero. In this case, in the embodiment, when the required power P * is within a range where the engine 22 can be efficiently operated at the rotational speed Ni, the required power P * is divided by the efficiency when the power from the engine 22 is used for traveling. When the value is set to the engine required power Pe * and there is no required power P * within the range where the engine 22 can be efficiently operated at the rotational speed Ni, the required power P within the range where the engine 22 can be efficiently operated at the rotational speed Ni. A value close to * is set as the engine required power Pe *. When there is a charging request for the secondary battery 44, the engine required power Pe * is set by adding the target charging power Pb * to the engine required power Pe * set in this way. When there is no request for charging the secondary battery 44 and the required power P * is within a range where the engine 22 can be efficiently operated at the rotational speed Ni, the assist power Pas * includes the required power P * and the engine required power Pe *. When the deviation or value 0 is set, there is a request for charging the secondary battery 44, and the required power P * is within a range where the engine 22 can be efficiently operated at the rotational speed Ni, the assist power Pas * Negative target charging power Pb * is set.
[0025]
When the engine required power Pe * is set in this way, the torque and the rotational speed of the most efficient operating point among the operating points at which the engine required power Pe * can be output from the engine 22 are set to the target torque Te * and the target rotational speed Ni *. (Step S140), the assist power Pas * is distributed to the required power Pm1 * to be output from the front wheel motor 40 and the required power Pm2 * to be output from the rear wheel motor 90 (step S150). Here, when the target charging power Pb * is not 0, the required power to be output from the rear wheel motor 90 Pm2 * Is distributed with a negative target charging power Pb *. By such distribution, the charging power of the secondary battery 44 can be obtained by the front wheel motor 40. When the target charging power Pb * is 0 and the assist power Pas * is set, the assist power Pas * is set to the required power Pm1 * and the required power Pm2 * so that the power is efficiently output. And distribute to. Subsequently, the allocated required powers Pm1 * and Pm2 * are divided by the rotational speeds of the respective axes (target rotational speed Ni *, a value obtained by multiplying the vehicle speed V by the conversion coefficient kv), and the front wheel motor 40 and the rear wheel motor 90 Torque commands Tm1 * and Tm2 * are set (step S160). When there is no charge request for the secondary battery 44 and the required power P * is covered by the engine required power Pe *, the assist power Pas * is set to a value of 0. At this time, the torque commands Tm1 *, Tm2 * are set. Both are set to the value 0.
[0026]
Then, with the set target torque Te *, target rotational speed Ni *, and torque commands Tm1 *, Tm2 *, the target torque Te * and rotation are performed so that the engine 22, the CVT 50, the front wheel motor 40, and the rear wheel motor 90 are operated. The number Ni is output to the engine ECU 29, the target rotational speed Ni * is output to the CVTECU 59, and the torque commands Tm1 * and Tm2 * are output to the motor ECU 49 (step S210), and this routine ends. The CVTECU 59 that has received the target rotational speed Ni * drives and controls the first actuator 56 and the second actuator 57 so that the rotational speed Ni of the input shaft 51 becomes the received target rotational speed Ni *, and the target torque Te *. And the target engine speed Ni *, the engine ECU 29 performs fuel injection control, ignition control, etc. so that the engine 22 is operated at an operating point based on the target torque Te * and the target engine speed Ni *, and the torque command Tm1 *, Receiving Tm2 *, the motor ECU 49 outputs the torque command Tm1 * from the front wheel motor 40 and outputs the torque command Tm2 * from the rear wheel motor 90 so that the front wheel motor 40 and the rear wheel motor are output. 90 is driven and controlled.
[0027]
On the other hand, the secondary battery 44 is being charged in step S120. is there Is determined, the required power deviation ΔP is calculated by subtracting the previous required power P * from the required power P * (step S170), and the required power deviation ΔP is within the range of the value 0 or more and the charging power Pb or less. It is determined whether or not there is (step S180). Here, the power Pb for charging is power currently used for charging the secondary battery 44, and can be obtained by conversion from charging power. When the required power deviation ΔP is within the range of the value 0 or more and the charging power Pb or less, the previous values are used as they are for the target torque Te *, the target rotational speed Ni *, and the torque command Tm1 *. For the torque command Tm2 * of the motor 90, a value obtained by dividing the required power deviation ΔP by the number of revolutions (the vehicle speed V multiplied by the conversion coefficient kv) is added to the current value (step S190). Then, it is confirmed that the obtained torque command Tm2 * is equal to or less than the rated maximum value Tmax (step S200), and the set target torque Te *, target rotational speed Ni *, and torque commands Tm1 *, Tm2 * are changed to the engine ECU 29 or This is output to the CVTECU 59 and the motor ECU 49 (step S210), and this routine is finished. In this process, since the required power deviation ΔP is output from the rear wheel motor 90 using the charging power Pb, charging of the secondary battery 44 is continued although the charging power is reduced. At this time, the electric power supplied to the rear wheel motor 90 is covered by electric power obtained by driving the front wheel motor 40 as a generator. That is, the rear wheel motor 90 is driven by the electric power from the front wheel motor 40 and the charging of the secondary battery 44 is continued.
[0028]
When the required power deviation ΔP is smaller than 0 in step S180, it is determined that there is a possibility that the secondary battery 44 will be charged with excessive power, and the operating point of the engine 22, the gear ratio γ of the CVT 50, etc. are changed. 125 When the subsequent processing is executed and the required power deviation ΔP is larger than the charging power Pb, it is determined that the charging of the secondary battery 44 cannot be continued without changing the operation of the engine 22, the CVT 50, and the front wheel motor 40. Step S for changing the operation point of the vehicle and the gear ratio γ of the CVT 50 125 The subsequent processing is executed. If the torque command Tm2 * of the rear wheel motor 90 is greater than the rated maximum value Tmax in step S200, the required power P * cannot be output without changing the operation of the engine 22, the CVT 50, and the front wheel motor 40. Step S for determining and similarly changing the operating point of the engine 22, the gear ratio γ of the CVT 50, etc. 125 The subsequent processing is executed.
[0029]
According to the hybrid vehicle 20 of the embodiment described above, even if the accelerator pedal 82 is depressed during charging and the required power P * increases, the charging power Pb used for charging the secondary battery 44 is used. However, when the increased required power can be covered, the increased required power is output from the rear wheel motor 90 without changing the operation of the engine 22, the CVT 50, and the front wheel motor 40. Charging of the secondary battery 44 can be continued. Therefore, the charging / discharging frequency of the secondary battery 44 is changed as compared with the case where charging of the secondary battery 44 is stopped when the required power P * increases and the increase from the discharge from the secondary battery 44 is covered. Can be reduced. As a result, the temperature rise of the secondary battery 44 can be suppressed, the charging / discharging efficiency of the secondary battery 44 can be improved, and the life of the secondary battery 44 can be extended. Moreover, when the required power deviation ΔP is smaller than 0, when the required power deviation ΔP is larger than the charging power Pb, or when the torque command Tm2 * of the rear wheel motor 90 is larger than the rated maximum value Tmax, the engine 22 Since the operating point, the gear ratio γ of the CVT 50, and the torque commands Tm1 * and Tm2 * of the front wheel motor 40 and the rear wheel motor 90 are changed, the required power P * can be output more reliably and the secondary battery 44 can be output. You can also continue charging.
[0030]
In the hybrid vehicle 20 of the embodiment, when the required power deviation ΔP obtained by subtracting the previous required power P * from the required power P * is within the range of the value 0 or more and the charging power Pb or less, the engine 22, the CVT 50, and the front wheels are used. The secondary battery 44 is continuously charged by outputting the required power deviation ΔP from the rear wheel motor 90 without changing the operation of the motor 40. However, the set required power P * is the secondary battery. It is determined whether or not output is possible in a state where charging of 44 is continued. If the determination is affirmative, the operating point of the engine 22 is changed or the gear ratio γ of the CVT 50 is changed so that charging of the secondary battery 44 can be continued. The required power P * may be output with a change in the operation of the front wheel motor 40 and the rear wheel motor 90.
[0031]
In the hybrid vehicle 20 of the embodiment, the secondary battery 44 is used for charging the secondary battery 44 without changing the operation of the engine 22, the CVT 50, and the front wheel motor 40 in response to an increase in the required power P * during charging of the secondary battery 44. The required power increased by using the charging power Pb is output from the rear wheel motor 90. However, when the temperature of the secondary battery 44 is detected and the temperature of the secondary battery 44 is equal to or higher than a predetermined temperature, The same control as in the embodiment is performed, and when the temperature of the secondary battery 44 is lower than a predetermined temperature, the operation of the engine 22, the CVT 50, and the front wheel motor 40 is changed based on the increased required power to output the required power. It may be a thing. In this way, when the temperature of the secondary battery 44 is lower than the predetermined temperature, it can be dealt with without considering the switching of charge / discharge of the secondary battery 44. When the temperature of the secondary battery 44 is higher than the predetermined temperature, The frequency of charging / discharging of the secondary battery 44 can be reduced to suppress an increase in temperature.
[0032]
In the hybrid vehicle 20 of the embodiment, the engine 22 and the front wheel motor 40 are connected to the input shaft 51 of the CVT 50 via the planetary gear 30. However, the engine 22 and the front wheel motor 40 are connected to the planetary gear 30. It is good also as what is connected to the input shaft 51 of CVT50 not through.
[0033]
In the hybrid vehicle 20 of the embodiment, the belt type CVT 50 is used as the continuously variable transmission, but a toroidal continuously variable transmission may be used. The transmission is not limited to a continuously variable transmission, and may be a stepped transmission. Further, instead of the secondary battery 44, other power storage means such as a capacitor may be used.
[0034]
In the hybrid vehicle 20 of the embodiment, the engine 22 and the front wheel motor 40 are connected to the axles of the front wheels 66a and 66b via the CVT 50, and the rear wheel motor 90 is connected to the axles of the rear wheels 96a and 96b. However, the engine and the motor may be connected to the rear wheel axle via the CVT and the motor 90 may be connected to the front wheel axle.
[0035]
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.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention.
FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70;
FIG. 3 is an explanatory diagram showing an example of a required torque setting map.
[Explanation of symbols]
20 hybrid vehicle, 22 engine, 24 crankshaft, 26 starter motor, 28 belt, 29 engine electronic control unit (engine ECU), 30 planetary gear, 31 sun gear, 32 ring gear, 33 first pinion gear, 34 second pinion gear, 35 carrier , 39 Case, 40 Front wheel motor, 41 Rotating shaft, 43 Inverter, 44 Secondary battery, 45 Rotation position detection sensor, 46 Voltage sensor, 47 Current sensor, 48 Temperature sensor, 49 Motor electronic control unit (motor ECU), 50 CVT, 51 input shaft, 52 output shaft, 53 primary pulley, 54 secondary pulley, 55 belt, 56 first actuator, 57 second actuator, 59 CVT electronic control unit (CV TECU), 61 rpm sensor, 62 rpm sensor, 64 differential gear, 66a, 66b front wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 shift lever, 81 shift position sensor, 82 accelerator pedal , 83 Accelerator pedal position sensor, 84 Brake pedal, 85 Brake pedal position sensor, 86 Vehicle speed sensor, 90 Rear wheel motor, 91 Inverter, 93 Rotation position detection sensor, 94 differential gear, 96a, 96b Rear wheel, B1 brake, C1 , C2 clutch.

Claims (5)

A first motor capable of inputting / outputting power; an internal combustion engine capable of outputting power; a first shaft connected to an output shaft of the internal combustion engine; and a second shaft connected to a rotation shaft of the first motor And a third shaft, a three-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output from any two of the three shafts, and a first axle A first clutch for connecting and releasing the connection between the drive shaft and the second shaft, which are connected to allow input / output of power, and a connection and release of the connection between the drive shaft and the third shaft; And a second electric motor capable of outputting power to a second axle, and a power storage means capable of exchanging electric power with the first electric motor and the second electric motor. ,
Requested power setting means for setting the requested power based on the accelerator operation;
The set power demand to control said first axle and said second and said internal combustion engine to be output to the axle and the first motor and the first clutch and the second clutch and the second electric motor Control means;
With
The control means has an increase amount of the required power as a power increase control during charging when the required power increases while charging the power storage means using the electric power generated by the first electric motor. The second electric motor is driven using a part of the electric power generated by the first electric motor when the value is equal to or greater than 0 and within the range of the charging electric power that is used for charging the power storage means. Thus, the internal combustion engine, the first electric motor, the first clutch, and the second clutch are output so that the required power is output to the first axle and the second axle while maintaining the charged state of the power storage means . Charge continuation control for controlling the clutch and the second electric motor is executed, and when the increase amount of the requested power is not less than the value 0 and less than the charging power, charging of the power storage means is stopped and the request is made. Movement Run but the charging stop control for controlling said first axle and said second and said internal combustion engine to be output to the axle and the first motor and the first clutch and the second clutch and the second electric motor Hybrid vehicle that is a means. The hybrid vehicle according to claim 1,
A transmission connected to the drive shaft and the first axle and capable of shifting the power from the internal combustion engine and the power from the first motor to transmit the power to the first axle;
The control means is means for controlling the transmission so that the set required power is output to the first axle and the second axle. Hybrid vehicle. The hybrid vehicle according to claim 2, wherein the transmission is a continuously variable transmission. In the charge continuation control, the required power is maintained in a state where the power storage means is charged in a state where the operation state of the internal combustion engine is maintained regardless of the increase in the required power, and the required power is transmitted to the first axle and the second axle. 4. The hybrid vehicle according to claim 1, wherein the hybrid vehicle is a control that drives the internal combustion engine, the first electric motor, the first clutch, the second clutch, and the second electric motor so as to be output to the other axle. 5. A first motor capable of inputting / outputting power; an internal combustion engine capable of outputting power; a first shaft connected to an output shaft of the internal combustion engine; and a second shaft connected to a rotation shaft of the first motor And a third shaft, a three-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output from any two of the three shafts, and a first axle A first clutch for connecting and releasing the connection between the drive shaft and the second shaft, which are connected to allow input / output of power, and a connection and release of the connection between the drive shaft and the third shaft; And a second electric motor capable of outputting power to the second axle, and a storage means capable of exchanging electric power with the first electric motor and the second electric motor, and based on an accelerator operation The internal combustion engine so that the required power set in this way is output to the first axle and the second axle. A control method of a hybrid vehicle for controlling the function and the first electric motor and said first clutch and said second clutch and the second electric motor,
When the required power set based on the accelerator operation increases while charging the power storage means using the electric power generated by the first electric motor, the increase amount of the required power is 0 or more. The power storage means is driven by driving the second motor using a part of the power generated by the first motor when the power is within the range of the power for charging which is power used to charge the power storage means. The internal combustion engine, the first electric motor, the first clutch, the second clutch, and the second clutch so that the required power is output to the first axle and the second axle. by controlling the electric motor, the power demand of the amount of increase the power demand said first axle and said stop charging of the accumulator unit when not in range of the charging power with the value 0 or more The control method of a hybrid vehicle for controlling the internal combustion engine and the first electric motor and said first clutch and said second clutch and said second electric motor so as to be output to the second axle.

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