JP2008049775A - Vehicle and method for controlling the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To output a larger driving force to an axle and protect a power storage device such as a battery from overcharge at what is called a stall start. <P>SOLUTION: At a stall start, an air conditioning compressor is driven at full capacity (S120), an allowable power Pe* of an engine is set to the sum of a power consumption Waux by the full capacity driving of the air conditioning compressor and the absolute value of an input limit Win on the battery 50 (S130), and a target torque Te* of the engine is set on a torque-prioritized operation line for outputting the allowable power Pe* (S140). A torque command Tm2* is set to a maximum rated torque Tm2max of a motor (S110). This outputs a larger driving force to the axle and protects the battery from overcharge at what is called a stall start. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

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

Conventionally, this type of vehicle includes an engine, a planetary gear in which a carrier and a ring gear are connected to the crankshaft and the axle side of the engine, a motor MG1 connected to a sun gear of the planetary gear, and a reduction gear on the axle side. A motor MG2 connected to each other, a battery that exchanges power with the motor MG1 and the motor MG2, and an auxiliary machine such as a compressor of an air conditioner have been proposed (for example, see Patent Document 1). In this vehicle, when an abnormality occurs in the motor MG2 or the inverter, the engine and the motor are configured so that the driving force is output to the axle side by maintaining the engine speed at the target speed and outputting the power generation torque from the motor MG1. MG1 is driven and controlled so that the power generated by the motor MG1 is consumed by auxiliary equipment such as an air conditioner compressor instead of the motor MG2. is doing.
JP 2006-14386 A

  In general, in a stall start that is started by releasing the brake pedal from a state where the brake pedal is strongly depressed and the accelerator pedal is largely depressed, a large driving force is controlled to act on the axle. In the vehicle having the above-described configuration, the sum of the driving force output to the axle side by driving and controlling the engine and the motor MG1 and the driving force output to the axle side by driving and controlling the motor MG2 are maximized. However, when the vehicle is stopped or not stopped, power consumption by the motor MG2 is small when the vehicle is at a low speed, and a large driving force is applied to the axle side by controlling the drive of the engine and the motor MG1. When trying to output, the battery may be charged by excessive electric power.

  One object of the vehicle and the control method thereof according to the present invention is to output a large driving force to the axle side during so-called stall start. Another object of the vehicle and the control method thereof according to the present invention is to suppress charging of a power storage device such as a battery with excessive power during so-called stall start.

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

The vehicle of the present invention
An internal combustion engine;
Connected to the output shaft of the internal combustion engine and a drive shaft connected to the axle, and uses the power from the internal combustion engine with the output to the drive shaft according to the torque acting on the output shaft. Power generation means for generating electricity,
An electric motor capable of outputting power to the axle;
Power storage means capable of exchanging electric power with the power generation means and the electric motor,
An auxiliary machine that is driven by receiving power from the power system from the power storage means;
Input limit setting means for setting an input limit that is allowable power capable of charging the power storage means;
When starting from a state where the accelerator opening is equal to or greater than the predetermined opening and the brake is on, the auxiliary device is controlled so that power is consumed by the auxiliary device, and the predetermined restriction is within the set input restriction range. Control means for controlling the internal combustion engine, the power generation means, and the electric motor so that a maximum driving force that can be output to the drive shaft with the operation of the internal combustion engine is output to the drive shaft.
It is a summary to provide.

  In the vehicle of the present invention, when the accelerator opening is equal to or greater than a predetermined opening and the vehicle is started from a brake-on state, the auxiliary power is controlled so that power is consumed by the auxiliary equipment, and the allowable power that can charge the power storage means The internal combustion engine, the power generation means, and the motor are controlled so that the maximum driving force that can be output to the drive shaft is output to the drive shaft with the operation of the internal combustion engine based on a predetermined restriction within the range of the input restriction. That is, a power that is larger than the input restriction of the power storage means by the amount consumed by the auxiliary machine is output from the internal combustion engine, and a torque corresponding to the torque acting on the output shaft of the internal combustion engine is output to the drive shaft. The maximum torque that can be output is output. Thereby, a larger driving force can be output to the axle side at the time of so-called stall start. In addition, since the internal combustion engine is operated within the range of the input limitation of the power storage means, it is possible to prevent the power storage device such as a battery from being charged with excessive power. Here, the auxiliary machine may be an auxiliary machine including at least a compressor of an air conditioner. The “auxiliary machine” includes lights and the like.

  In such a vehicle of the present invention, the control means may be means for controlling the auxiliary machine so that the auxiliary machine is driven while consuming as much electric power as possible. In this way, a larger driving force can be output to the axle side.

  Furthermore, in the vehicle of the present invention, the predetermined constraint is a constraint for operating the internal combustion engine at an operation point at which the internal combustion engine is efficiently operated when the same power is output from the internal combustion engine. You can also. In this way, the fuel consumption of the vehicle can be improved. Further, the predetermined constraint is that when the same power is output from the internal combustion engine, the internal combustion engine is operated at an operation point where the maximum torque is output from the internal combustion engine within a range where the internal combustion engine can be operated. It can also be a constraint. In this way, a larger driving force can be output to the axle side.

  Alternatively, in the vehicle of the present invention, the power generation means is connected to three shafts of the output shaft, the drive shaft, and the rotation shaft of the internal combustion engine, and is used for power input / output to any two of the three shafts. On the basis of this, it is possible to provide means that includes a three-axis power input / output means for inputting / outputting power to the remaining shaft and a generator capable of inputting / outputting power to / from the rotating shaft. The power generation means includes a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the second rotor. It is also possible to use a counter-rotor motor that rotates by relative rotation with the other rotor.

The vehicle control method of the present invention includes:
The internal combustion engine is connected to an output shaft of the internal combustion engine and a drive shaft connected to an axle, and a torque corresponding to the torque acting on the output shaft is output from the internal combustion engine with an output to the drive shaft. Power generation means for generating power using power, an electric motor capable of outputting power to the axle, power storage means capable of exchanging power with the power generation means and the motor, and supply of electric power from the power system from the power storage means An auxiliary machine that receives and drives the vehicle.
When starting from a state where the accelerator opening is greater than or equal to a predetermined opening and the brake is on, the auxiliary device is controlled so that power is consumed by the auxiliary device, and the input limit is an allowable power that can charge the power storage means. The internal combustion engine, the power generation means, and the electric motor are controlled so that the maximum driving force that can be output to the drive shaft is output to the drive shaft with the operation of the internal combustion engine based on predetermined constraints within the range of ,
It is characterized by that.

  In the vehicle control method according to the present invention, when starting from an accelerator opening degree greater than a predetermined opening degree and a brake-on state, the auxiliary machine can be controlled so that power is consumed by the auxiliary machine and the power storage means can be charged. The internal combustion engine, the power generation means, and the electric motor so that the maximum drive force that can be output to the drive shaft is output to the drive shaft with the operation of the internal combustion engine based on a predetermined constraint within the range of the input limit that is the allowable power. Control. That is, a power that is larger than the input restriction of the power storage means by the amount consumed by the auxiliary machine is output from the internal combustion engine, and a torque corresponding to the torque acting on the output shaft of the internal combustion engine is output to the drive shaft. The maximum torque that can be output is output. Thereby, a larger driving force can be output to the axle side at the time of so-called stall start. In addition, since the internal combustion engine is operated within the range of the input limitation of the power storage means, it is possible to prevent the power storage device such as a battery from being charged with excessive power.

  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 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, A battery 50 connected to inverters 41 and 42 connected to motors MG1 and MG2 via a power line 54;
An air conditioning compressor 58 connected to the power line 54 via an inverter 57 and a hybrid electronic control unit 70 for controlling the entire vehicle are provided.

  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 disposed 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 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, or the remaining value in the basic value set based on the battery temperature Tb. The input limit Win is calculated by multiplying the correction coefficient set based on the capacity (SOC).

  The air-conditioning compressor 58 compresses the refrigerant gas of the air-conditioning apparatus that controls the temperature and humidity in the passenger compartment, and is driven by power supplied from the battery 50 via the inverter 57. The power line 54 to which the air conditioning compressor 58 is connected is connected to a low-voltage power supply (not shown) that supplies power to auxiliary equipment such as a headlight and room light via a DC / DC converter (not shown).

  The brake actuator 92 applies the brake pressure to the drive wheels so that the braking torque corresponding to the pressure (brake pressure) of the brake master cylinder 90 generated in response to the depression of the brake pedal 85 acts on the drive wheels 63a and 63b and the driven wheels (not shown). This is supplied to the brake wheel cylinders 96a and 96b of 63a and 63b and a brake wheel cylinder of a driven wheel (not shown).

  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 input port of the hybrid electronic control unit 70 has an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the position sensor 84, 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 power line from the inverter 57 to the air conditioning compressor 58 A phase current or the like from a current sensor (not shown) attached to is input, and a switching control signal to the inverter 57 is output from the 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 configured as described above is normally a request to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc corresponding to the depression amount of the accelerator pedal 83 by the driver and the vehicle speed V. Torque is calculated, and the required power corresponding to this required torque is output to the ring gear shaft 32a, and the engine 22 is operated efficiently, with intermittent operation of the engine 22 and charging / discharging of the battery 50. The motor MG1 and the motor MG2 are controlled to operate (hereinafter referred to as normal control). 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 configured as described above, in particular, the so-called stall start operation that starts by depressing the brake pedal 85 from the state where the brake pedal 85 is strongly depressed and the accelerator pedal 83 is largely depressed. Will be described. FIG. 2 is a flowchart illustrating an example of a stall start control routine executed by the hybrid electronic control unit 70. This routine is performed when the brake pedal position BP from the brake pedal position sensor 86 is on and the accelerator pedal position Acc from the accelerator pedal position sensor 84 is greater than or equal to a predetermined opening (for example, 90% or more) while the vehicle is stopped. To be executed. Note that this routine ends when the accelerator opening Acc becomes less than the predetermined opening or when the vehicle speed V becomes a predetermined vehicle speed (for example, 3 km / h, 5 km / h, etc.) or more, and shifts to normal control.

  When the stall start control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotational speed of the motors MG1 and MG2. A process of inputting data required for control, such as Nm1, Nm2, and input limit Win of the battery 50, is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the input limit Win of the battery 50 is input from the battery ECU 52 by communication.

  When the data is thus input, the rated maximum torque Tm2max of the motor MG2 is set to the torque command Tm2 * of the motor MG2 (step S110), and the air conditioning compressor 58 is driven so that it consumes as much power as possible. Maximum driving is performed (step S120). Here, the rated maximum torque Tm2max of the motor MG2 is a value stored in the ROM 74 in advance as a rated value when the rotational speed Nm2 of the motor MG2 is 0 because the vehicle is starting. Note that the process of step S120 maintains the driving state when the air-conditioning compressor 58 has already been driven to the maximum.

  Subsequently, as shown in the following equation (1), the input limit Win (negative value) of the battery 50 is reduced from the product of the set torque command Tm2 * of the motor MG2 and the rotational speed Nm2 of the motor MG2, and the air conditioning compressor A value obtained by adding the power consumption Waux (positive value) at the time when 58 is driven to the maximum and the loss Loss is set as the allowable power Pe * allowed for the engine 22 (step S130). Here, as the power consumption Waux, a value stored in the ROM 74 that is predetermined as the power consumed when the air-conditioning compressor 58 is driven to the maximum is used. In this setting, when the vehicle is stopped, the rotational speed Nm2 of the motor MG2 is 0, so that the power that is larger than the absolute value of the input limit Win of the battery 50 by the power consumption Waux is set to the allowable power Pe of the engine 22. * After the vehicle starts, a power that is larger than the power consumed by the motor MG2 (Tm2 * · Nm2) is set as the allowable power Pe * after the vehicle starts.

  Pe * = Tm2 * ・ Nm2-Win + Waux + Loss (1)

  Next, based on the set allowable power Pe *, the target rotational speed Ne * and the target torque Te * of the engine 22 are set using the torque priority operation line (step S140). This setting is performed based on the torque priority operation line and the allowable power Pe *. FIG. 3 shows an example of the fuel consumption priority operation line and the torque priority operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. The fuel efficiency priority operation line is an operation line used for normal control, and the torque priority operation line is such that the maximum torque is output from the engine 22 within the operable range when the same power is output from the engine 22. This is an operation line for operating the engine 22. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the torque priority operation line and a curve with a constant allowable power Pe * (Ne * × Te *).

  Further, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 * of the motor MG1 is obtained by the following equation (2). And a torque command Tm1 * for the motor MG1 is calculated by the following equation (3) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S150). Here, Expression (2) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 4 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (2) can be easily derived by using this alignment chart. Note that two thick arrows on the R axis indicate torque (−Tm1 / ρ) that is output from the ring gear shaft 32a by converting part of the power output from the engine 22 by applying torque Tm1 from the motor MG1. = Te / (1 + ρ)) and torque Tm2max output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35 (Tm2max · Gr). Expression (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (3), “k1” in the second term on the right side is a gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (2)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (3)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S160), and it is determined whether the accelerator opening Acc is less than a predetermined opening or the vehicle speed V is not less than a predetermined vehicle speed ( Step S170) When the accelerator opening degree Acc is not less than the predetermined opening degree and the vehicle speed V is less than the predetermined vehicle speed, the process returns to step S100, and when the accelerator opening degree Acc is less than the predetermined opening degree or the vehicle speed V is not less than the predetermined vehicle speed, this routine is terminated. To do. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Control such as control and ignition control is performed. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  Here, let us consider a case where the vehicle is stopped when the stall starts. At this time, all of the power output from the engine 22 is converted by the motor MG1 and output as generated power. Since the generated power from the motor MG1 is charged to the battery 50 except for the consumed power, if the power exceeding the sum of the power consumption and the input limit is output from the engine 22, the battery exceeds the input limit Win. 50 will be charged. That is, the maximum power that can be output from the engine 22 is the sum of the power consumption Waux due to the maximum drive of the air conditioning compressor 58 and the absolute value of the input limit Win of the battery 50. Is set as the allowable power Pe *. Since the target torque Te * is set using the torque priority operation line to output the allowable power Pe *, the set target torque Te * is the maximum torque that can be output from the engine 22. Therefore, outputting the target torque Te * from the engine 22 outputs the maximum so-called direct torque that can be output to the ring gear shaft 32a as the drive shaft. Further, as set in step S110, since the rated maximum torque Tm2max is output from the motor MG2, the maximum torque that can be output to the drive shaft is also output from the motor MG2. Since both the torques output to these drive shafts are maximized, the maximum torque that can be output is output to the drive shaft. On the other hand, considering the situation after the brake-on state is released and the vehicle starts stalling, the motor MG2 starts rotating and starts consuming electric power. Therefore, the allowable power Pe * of the engine 22 is the electric power consumed by the motor MG2 as compared to when the vehicle is stopped. Since the power can be set as large as much, it is possible to output a large torque to the ring gear shaft 32a. It should be noted that even when the vehicle is stalled or after it has started, power exceeding the sum of the power consumption and the input limit is not output from the engine 22, so that the battery 50 exceeds the input limit Win. Will not be charged.

  According to the hybrid vehicle 20 of the embodiment described above, since the air conditioning compressor 58 is driven to the maximum at the time of so-called stall start, a larger driving force can be output to the axle side. Moreover, since the target torque Te * of the engine 22 is set based on the allowable power Pe * using the torque priority operation line, a larger driving force can be output to the axle side. As a result, the vehicle can start with a greater driving force when the brake-on state is released. Further, since the engine 22 is operated within the range of the input limit Win of the battery 50, it is possible to suppress the battery 50 from being charged with excessive electric power.

  In the hybrid vehicle 20 of the embodiment, the engine 22 is operated by setting the target rotational speed Ne * and the target torque Te * of the engine 22 using the torque priority operation line, but the fuel efficiency priority operation line is used. The engine 22 may be operated by setting the target rotation speed Ne * and the target torque Te * of the engine 22, or the target rotation of the engine 22 using an operation line different from the torque priority operation line and the fuel efficiency priority operation line. The engine 22 may be operated by setting the number Ne * and the target torque Te *.

  In the hybrid vehicle 20 of the embodiment, the air conditioning compressor 58 is driven to the maximum, but the air conditioning compressor 58 may be driven without the maximum driving. Further, in addition to driving the air conditioning compressor 58, a headlight or a room light (not shown) may be turned on.

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the embodiment, the hybrid vehicle 20 has been described. However, the hybrid vehicle 20 may be applied to a vehicle other than a vehicle such as a train, or a vehicle control method including a vehicle or a train may be used.

  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.

  The present invention can be used in the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the control routine at the time of the stall start performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows a mode that the example of a fuel consumption priority operation line and the torque priority operation line of the engine 22, and the target rotational speed Ne * and the target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. 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, 220 Hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 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 Rotation position detection sensor, 50 battery, 51 Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line, 57 Inverter, 58 Air conditioning compressor, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 8 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, 90 Brake master cylinder, 92 Brake actuator, 96a, 96b Brake wheel cylinder, 230 pairs Rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (8)

An internal combustion engine;
Connected to the output shaft of the internal combustion engine and a drive shaft connected to the axle, and uses the power from the internal combustion engine with the output to the drive shaft according to the torque acting on the output shaft. Power generation means for generating electricity,
An electric motor capable of outputting power to the axle;
Power storage means capable of exchanging electric power with the power generation means and the electric motor,
An auxiliary machine that is driven by receiving power from the power system from the power storage means;
Input limit setting means for setting an input limit that is allowable power capable of charging the power storage means;
When starting from a state where the accelerator opening is equal to or greater than the predetermined opening and the brake is on, the auxiliary device is controlled so that power is consumed by the auxiliary device, and the predetermined restriction is within the set input restriction range. Control means for controlling the internal combustion engine, the power generation means, and the electric motor so that a maximum driving force that can be output to the drive shaft with the operation of the internal combustion engine is output to the drive shaft.
A vehicle comprising:   2. The vehicle according to claim 1, wherein the control means is means for controlling the auxiliary machine such that the auxiliary machine is driven while consuming as much electric power as possible.   The vehicle according to claim 1, wherein the auxiliary machine is an auxiliary machine including at least a compressor of an air conditioner.   The vehicle according to any one of claims 1 to 3, wherein the predetermined constraint is a constraint for operating the internal combustion engine at an operation point at which the internal combustion engine is efficiently operated when the same power is output from the internal combustion engine.   The predetermined restriction is a restriction of operating the internal combustion engine at an operation point where the maximum torque is output from the internal combustion engine within a range in which the internal combustion engine can be operated when the same power is output from the internal combustion engine. The vehicle according to any one of claims 1 to 3.   The power generation means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotation shaft, and power is supplied to the remaining shaft based on power input / output to any two of the three shafts. The vehicle according to any one of claims 1 to 5, wherein the vehicle comprises three-axis power input / output means for inputting / outputting and a generator capable of inputting / outputting power to / from the rotating shaft.   The power generation means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the second rotation The vehicle according to any one of claims 1 to 5, wherein the vehicle is a counter-rotor motor rotating by relative rotation with the child. The internal combustion engine is connected to an output shaft of the internal combustion engine and a drive shaft connected to an axle, and a torque corresponding to the torque acting on the output shaft is output from the internal combustion engine with an output to the drive shaft. Power generation means for generating power using power, an electric motor capable of outputting power to the axle, power storage means capable of exchanging power with the power generation means and the motor, and supply of electric power from the power system from the power storage means An auxiliary machine that receives and drives the vehicle.
When starting from a state where the accelerator opening is greater than or equal to a predetermined opening and the brake is on, the auxiliary device is controlled so that power is consumed by the auxiliary device, and the input limit is an allowable power that can charge the power storage means. The internal combustion engine, the power generation means, and the electric motor are controlled so that the maximum driving force that can be output to the drive shaft is output to the drive shaft with the operation of the internal combustion engine based on predetermined constraints within the range of ,
A method for controlling a vehicle.