JP2003291691A - Hybrid car - Google Patents

Abstract

(57) [Problem] In a hybrid vehicle in which an engine and a motor using electric power of a secondary battery are connected to a drive shaft via a CVT, good performance is obtained even when the remaining capacity (SOC) of the secondary battery is small. The required power is output to the drive shaft with high responsiveness. SOLUTION: An engine target power Pe * is set from a required power Po required for a drive shaft, and a target torque Te * and a target speed Ni * (engine speed) of the CVT are set (S106). When the required power Po requires acceleration, the smaller the SOC, the higher the CV.
The change speed ΔN of T to the target rotation speed Ni * is set large (S108, S110, S112) to drive and control the engine, motor, and CVT (S120). This is based on the fact that the larger the change speed ΔN is set, the more quickly the engine output can be raised to the target power Pe *, so that the insufficient assist amount of the motor can be reduced and the power of the secondary battery can be saved.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle, and more particularly to charging and discharging an internal combustion engine capable of outputting power to a drive shaft connected to drive wheels via a continuously variable transmission and a secondary battery. Accordingly, the present invention relates to a hybrid vehicle including an electric motor that inputs and outputs power to and from the drive shaft.

[0002]

2. Description of the Related Art Conventionally, as a hybrid vehicle of this type, an internal combustion engine capable of outputting power to a drive shaft connected to drive wheels via a continuously variable transmission and a secondary battery driven by charging and discharging of a secondary battery It is proposed that the shaft has an electric motor that inputs and outputs power. In this hybrid vehicle, the target power to be output by the internal combustion engine and the target power to be output by the electric motor are set based on the required power required for the drive shaft, and the required power of the drive shaft or the target power of the internal combustion engine is set. The target transmission ratio of the continuously variable transmission is set based on the above, and the operation of the internal combustion engine, the electric motor, and the continuously variable transmission is controlled so that the target power and the target transmission ratio are respectively set. The continuously variable transmission is usually set with an optimum speed change ratio for achieving the stable speed change, and is drive-controlled so as to be changed to the target speed ratio at the set change speed. . Since the target power is not output from the internal combustion engine in the process of changing to the target gear ratio, the power output from the electric motor is controlled so as to make up for the shortage, and the required power is output to the drive shaft with good responsiveness. Is output.

[0003]

However, in such a hybrid vehicle, the input and output of power from the electric motor may be limited depending on the remaining capacity of the secondary battery. Therefore, the internal combustion is changed during the shifting of the continuously variable transmission. The power output from the engine cannot be supplemented by the output from the electric motor, which may deteriorate the responsiveness when the required power is output to the drive shaft.

The hybrid vehicle of the present invention solves these problems and outputs the required power to the drive shaft with better responsiveness in the shifting process of the continuously variable transmission even when the remaining capacity of the secondary battery is small. With the goal.

The present applicant has proposed a method for controlling the throttle characteristic of the internal combustion engine and the shift characteristic of the transmission in order to output a constant power to the drive shaft when the remaining capacity of the secondary battery is small. (Japanese Patent Application No. 8-193442).

[0006]

Means for Solving the Problem and Its Action / Effect The hybrid vehicle of the present invention employs the following means in order to achieve the above-mentioned object.

The hybrid vehicle of the present invention includes an internal combustion engine capable of outputting power to a drive shaft connected to drive wheels via a continuously variable transmission, and power to the drive shaft as the secondary battery is charged and discharged. A hybrid vehicle including an electric motor for inputting and outputting, a target power setting means for setting a target power to be output from the internal combustion engine based on a required power required for the drive shaft, and the required power and / or the Target speed ratio setting means for setting a target speed ratio of the continuously variable transmission based on target power, remaining capacity detection means for detecting a remaining capacity of the secondary battery, and the remaining capacity detection means based on the detected remaining capacity. Change speed setting means for setting a change speed of the gear ratio of the continuously variable transmission, and the continuously variable transmission so that the gear ratio of the continuously variable transmission is changed to the target gear ratio at the set changed speed. Drive-controlled speed change system And means, and summarized in that and a drive control means for driving controlling the internal combustion engine so that said target power is output from the internal combustion engine.

In this hybrid vehicle of the present invention, the target power setting means sets the target power to be output from the internal combustion engine based on the power required for the drive shaft, and the target gear ratio setting means requests the drive shaft. The target speed ratio of the continuously variable gear ratio is set based on the power and / or the target power of the internal combustion engine, and the change speed setting means changes the speed ratio of the continuously variable gear ratio based on the remaining capacity of the secondary battery. To set. Then, the shift control means drives and controls the continuously variable transmission so that the gear ratio of the continuously variable transmission is changed to the target gear ratio at the set change speed, and the drive control means outputs the target power from the internal combustion engine. Operation control of the internal combustion engine is performed. Since the power actually output from the internal combustion engine and the speed of changing the gear ratio of the continuously variable transmission have a predetermined correlation during shifting of the continuously variable transmission, the remaining capacity of the secondary battery that supplies power to the electric motor is By setting the speed of changing the gear ratio based on the above, it is possible to adjust the responsiveness of the power from the internal combustion engine in the speed change process to the required power to the drive shaft, regardless of the power from the electric motor. As a result, the required power can be output to the drive shaft with better responsiveness regardless of the remaining capacity of the secondary battery.

In such a hybrid vehicle of the present invention, the change speed setting means may be a means for setting the change speed in such a manner that the detected remaining capacity becomes larger as the detected remaining capacity becomes smaller. By doing so, the smaller the remaining capacity is, the larger the shift speed is set, so that the power from the internal combustion engine can be quickly changed to the target power along with the quick shift of the continuously variable transmission.
Even when the power amount of the electric motor is reduced accordingly, the required power can be output to the drive shaft with good responsiveness. Therefore, good power response can be realized even when the secondary battery has a small remaining capacity and it is difficult to assist the electric motor. In the hybrid vehicle of the aspect of the invention, the change speed setting means sets a first change speed when the detected remaining capacity is equal to or more than a predetermined amount, and when the detected remaining capacity is less than the predetermined amount. It may be a means for setting a second change speed that is higher than the first change speed.

Further, in the hybrid vehicle of the present invention, the change speed setting means sets the change speed based on the detected remaining capacity when the required power is power accompanied by acceleration, and the required power is When the power is not accompanied by acceleration, it may be a means for setting a predetermined change speed. In this way, the required power accompanying acceleration can be output to the drive shaft with good responsiveness even when the remaining capacity of the secondary battery is small.

Further, in the hybrid vehicle of the present invention, the shift control means is control for driving and controlling the continuously variable transmission using feedback control, and the change speed setting means is used in the shift control means. It may be a means for setting the gain in the feedback control.

In the hybrid vehicle of the present invention in which the change speed setting means sets the first change speed or the second change speed on the basis of the remaining capacity of the secondary battery, the shift control means sets the change speed setting means. When the first change speed is set by means, feedback control is used to drive and control the continuously variable transmission, and when the change speed setting means sets the second change speed, feedforward control is performed. Can be used as means for driving and controlling the continuously variable transmission.

Further, in the hybrid vehicle of the present invention, the drive control means may be means for controlling the drive of the electric motor so that the required power is output to the drive shaft. In this way, the required power can be output to the drive shaft with better response using the power from the electric motor. In the hybrid vehicle of the present invention in this aspect, the drive control means is means for controlling the drive of the electric motor so that the power of the deviation between the required power and the power output from the internal combustion engine is output from the electric motor. It can also be one.

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION Next, embodiments of the present invention will be described with reference to examples. FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 which is an embodiment of the present invention. As shown, the hybrid vehicle 20 of the embodiment has a planetary gear 30 connected to an engine 22 and a crankshaft 24 as an output shaft of the engine 22.
And a motor 40 capable of generating electricity connected to the planetary gear 30, a CVT 50 as a continuously variable transmission connected to the planetary gear 30 and driving wheels 66a and 66b via a differential gear 64, and controlling the entire apparatus. And a hybrid electronic control unit (hereinafter, referred to as hybrid ECU) 70.

The engine 22 is an internal combustion engine capable of outputting power by a hydrocarbon fuel such as gasoline or light oil, and the crankshaft 24 of the engine 22 generates electric power to be supplied to an auxiliary machine (not shown). The starter motor 26 that starts the engine 22 uses the belt 28.
Connected through. The operation control of the engine 22, such as fuel injection control, ignition control, and intake air amount adjustment control, is performed by an engine electronic control unit (hereinafter referred to as engine EC
29). Engine ECU2
9 communicates with the hybrid ECU 70, and controls the operation of the engine 22 by a control signal from the hybrid ECU 70, and outputs data regarding the operating state of the engine 22 as necessary.

The planetary gear 30 includes a sun gear 31 as an external gear, a ring gear 32 as an internal gear arranged concentrically with the sun gear 31, a first pinion gear 33 meshing with the sun gear 31, the first pinion gear 33 and the ring gear. A second pinion gear 34 that meshes with 32 and a carrier 35 that rotatably and revolvably holds the sun gear 31, the ring gear 32, and the carrier 35 are used as rotating elements to perform a differential action. 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 motor 40 is connected to the carrier 35. The sun gear 31 and the carrier 35 output the output between the engine 22 and the motor 40. Can interact with each other. 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 setting the clutch C2 and the clutch C2 in the connected state, the differential of the three rotating elements of the sun gear 31, the ring gear 32, and the carrier 35 is prohibited to form an integral rotating body, that is, the crankshaft 24 of the engine 22 and the rotating shaft 41 of the motor 40.
And the input shaft 51 of the CVT 50 are integrated into a rotating body. 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.

The motor 40 is configured as a well-known synchronous generator motor that can be driven as, for example, a generator and an electric motor, and exchanges electric power with a secondary battery 44 via an inverter 43. The motor 40 is a motor electronic control unit (hereinafter referred to as a motor ECU) 4
9 is driven and controlled, and the motor ECU 49 is
A signal necessary for driving and controlling the motor 40, a signal necessary for managing the secondary battery 44, for example, a signal from a rotational position detection sensor 45 that detects the rotational position of the rotor of the motor 40, and a current sensor (not shown). The phase current applied to the motor 40 detected by the sensor 40, the inter-terminal voltage from the voltage sensor 46 arranged between the terminals of the secondary battery 44, the secondary battery 44
The charging / discharging current from the current sensor 47 attached to the electric power line from the battery, the battery temperature from the temperature sensor 48 attached to the secondary battery 44, and the like are input.
The CU 49 outputs a switching control signal or the like to the inverter 43. In the motor ECU 49, based on the integrated value of the charging / discharging current detected by the current sensor 47 for controlling the secondary battery 44, the terminal voltage detected by the voltage sensor 46, and the like, the remaining capacity (SOC of the secondary battery 44 is ) Is calculated. The motor ECU 49
Is in communication with the hybrid ECU 70, and drives and controls the motor 40 by a control signal from the hybrid ECU 70, and if necessary, data concerning the operating state of the motor 40 and the state of the secondary battery 44 is transmitted to the hybrid EC 70.
Output to U70.

The CVT 50 has a primary pulley 53 whose groove width can be changed and which is connected to the input shaft 51.
Similarly, the groove width is changeable and the secondary pulley 54 connected to the output shaft 52 as a drive shaft is
A belt 55 hung in the grooves of the primary pulley 53 and the secondary pulley 54; a first actuator 56 and a second actuator 57 that change the groove widths of the primary pulley 53 and the secondary pulley 54; Second
By changing the groove widths of the primary pulley 53 and the secondary pulley 54 by the actuator 57, the power of the input shaft 51 is steplessly changed and output to the output shaft 52. Figure 2 shows the CVT50
First actuator 56 and second actuator 5 of
It is a block diagram which shows schematic structure of 7. As shown in FIG.
The first actuator 56 is disposed on the hydraulic circuit and
It is configured as a two-position valve capable of switching between permission and prohibition of inflow of line pressure to the primary pulley 53 by driving the duty solenoid 56a. Similarly, the second actuator 57 also drives the second duty solenoid 57a. Is configured as a two-position valve capable of switching between permission and prohibition of inflow of the line pressure to the secondary pulley 54. Therefore, the first duty solenoid 56a and the second duty solenoid 56a
By controlling the duty ratio of the voltage applied to the duty solenoid 57a, the groove width of the primary pulley 53 and the secondary pulley 54 and the changing speed thereof can be freely adjusted, that is, the gear ratio of the CVT 50 and the changing speed thereof can be freely adjusted. You can Control of the gear ratio of the CVT 50 is performed by an electronic control unit for CVT (hereinafter referred to as CVT ECU) 59. This CVTECU59
Is the rotation speed Ni of the input shaft 51 from the rotation speed sensor 61 attached to the input shaft 51.
And the rotation speed No of the output shaft 52 from the rotation speed sensor 62 attached to the output shaft 52.
Is input, and a drive signal to the first actuator 56 and the second actuator 57 is output from the CVTECU 59. The CVTECU 59 is also in communication with the hybrid ECU 70, and
The gear ratio of the CVT 50 is controlled by the control signal of the U 70, and data regarding the operating state of the CVT 50 is output to the hybrid ECU 70 as needed.

The hybrid ECU 70 is constructed as a microprocessor centered on a CPU 72,
ROM 74 storing a processing program in addition to the CPU 72
A RAM 76 for temporarily storing data, and an input / output port and a communication port (not shown). The hybrid ECU 70 includes a shift position sensor 81 that detects the rotation speed Ni of the input shaft 51 from the rotation speed sensor 61, the rotation speed No of the output shaft 52 from the rotation speed sensor 62, and the operation position of the shift lever 80.
To the shift position SP and the accelerator pedal position sensor 83 for detecting the depression amount of the accelerator pedal 82.
The accelerator opening degree A, the brake pedal position BP from the brake pedal position sensor 85 for detecting the depression amount of the brake pedal 84, the vehicle speed V from the vehicle speed sensor 86, etc. are input from the input port. Further, the hybrid ECU 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. In addition, as described above, the hybrid ECU 70 is the engine ECU.
29, the motor ECU 49, and the CVT ECU 59 are connected via a communication port, and various control signals and data are exchanged with the engine ECU 29, the motor ECU 49, and the CVT ECU 59.

The operation of the hybrid vehicle 20 of the embodiment thus constructed, in particular, the operation control of the hybrid vehicle 20 centering on the drive control of the CVT 50 will be described. FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid ECU 70 of the hybrid vehicle 20 of the embodiment. This routine
When the clutch C1 and the clutch C2 are connected and the brake B1 is released, that is, when the crankshaft 24 of the engine 22, the rotation shaft 41 of the motor 40, and the input shaft 51 of the CVT 50 are rotating as an integral rotating body, It is repeatedly executed every time (for example, every 20 msec).

When the drive control routine is executed, the CPU 72 of the hybrid ECU 70 first calculates the accelerator opening Acc from the accelerator pedal position sensor 83, the vehicle speed V from the vehicle speed sensor 86, the motor ECU 49, and inputs it by communication. Remaining capacity (SOC) of secondary battery 44, input shaft 51 of CVT 50
Processing for reading signals necessary for control such as the rotation speed Ni and the rotation speed No of the output shaft 52 is performed (step S100). Then, read the accelerator opening A
A drive shaft required power Po required for the output shaft 52 as a drive shaft is calculated from cc and the vehicle speed V (step S102). In the embodiment, the calculation of the drive shaft required power Po is obtained in advance by an experiment or the like and stored in the ROM 74 as a map by previously obtaining the relationship between the accelerator opening Acc, the vehicle speed V, and the drive shaft required torque as the torque required for the output shaft 52. Incidentally, the accelerator opening Acc
When the vehicle speed V is given, the corresponding drive shaft required torque is derived from the map and the drive shaft required torque is multiplied by the rotation speed No of the output shaft 52.

When the drive shaft required power Po is calculated, the target power Pe * of the engine 22 is set from the drive shaft required power Po (step S106), and the target torque Pe of the engine 22 is calculated from the target power Pe * of the engine 22. A process of setting * and the target rotation speed Ni * of the input shaft 51 is performed (step S108). Here, the target power Pe * of the engine 22 is basically set so that the drive shaft required power Po can be covered by the power from the engine 22, but it depends on the remaining capacity (SOC) of the secondary battery 44. Can be set in consideration of power for power generation by the motor 40, power that can be assisted by the motor 40, and the like. Further, the target torque Te * and the target rotation speed Ni * of the engine 22 are set as operating points at which the target power Pe * can be output from the engine 22 as efficiently as possible (operating points determined by the rotation speed Ni and the torque Te). Is set. FIG. 4 shows the engine 2
A torque Te that becomes highly efficient with respect to the target power Pe * of 2.
It is a figure which shows the relationship between and the rotation speed Ni. As shown in FIG. 4, the target torque Te * and the target rotation speed Ni * are set to the torque and the rotation speed corresponding to the points on the solid line of FIG. 4 with respect to the target power Pe *.

Subsequently, it is determined whether or not the drive shaft required power Po is a power requesting acceleration of the hybrid vehicle 20 (step S108). If it is determined that the power is not power requesting acceleration, the target rotation of the CVT 50 is determined. Number N
The value ΔNlow is set as the speed of change ΔN to i * (step S110). Here, the change speed ΔN means a change speed from the current rotation speed Ni to the set target rotation speed Ni *, that is, until the shift is completed. Also, the value ΔNlo
w is sufficient stability (for example, protection of belt 55)
Expected input shaft 51 target speed Ni *
Is set as the speed of change to, and a specific value is set based on the specifications of the CVT 50 and the like. on the other hand,
When it is determined that the drive shaft required power Po is the power that requires acceleration, the change speed ΔN of the CVT 50 to the target rotational speed Ni * is set based on the remaining capacity (SOC) of the secondary battery 44 read in step S100. It is set (step S112). In the embodiment, the change speed ΔN is obtained by previously determining the relationship between the remaining capacity (SOC) of the secondary battery 44 and the change speed ΔN by an experiment or the like and storing it in the ROM 74 as a map to give the remaining capacity (SOC). Then, the corresponding change speed ΔN is derived from the map. A map showing the relationship between the remaining capacity (SOC) of the secondary battery 44 and the changing speed ΔN of the CVT 50 to the target rotation speed Ni * is shown in FIG. As shown in FIG. 5, the remaining capacity (SOC) of the secondary battery 44
The smaller the change speed ΔN is, the larger the change speed ΔN is set. That is, as the change speed ΔN is smaller, the engine 22 cannot output sufficient power (target power Pe *) during the change to the target rotation speed Ni * of the CVT 50. On the other hand, the power from the motor 40 that compensates for this is also the remaining capacity of the secondary battery 44 (S
It is based on the fact that it may be limited depending on the OC). Hereinafter, the setting of the changing speed ΔN according to the remaining capacity (SOC) of the secondary battery 44 will be described in more detail.

FIG. 6 is a diagram showing how the torque output from the engine 22 changes as the rotation speed Ni of the input shaft 51 (the rotation speed Ne of the engine 22) changes during the shift of the CVT 50. Now, as shown in FIG. 6, from the state where the output torque from the engine 22 is the value Te0 and the rotation speed of the input shaft 51 is the value Ni0, the target power Pe * is derived from the drive shaft required power Po that requires acceleration. Based on the target torque Te of the engine 22
Consider a case where * and the target rotation speed Ni * of the input shaft 51 are set. At this time, the operating point (torque Te1, FIG. 6) that is in the process of changing to the target rotation speed Ni *.
At the rotational speed Ni1, the torque output from the engine 22 is the value Te1 and the power is the value Pe1 (= Te1 ×).
Since it becomes Ni1), it is understood that the power of the engine 22 is insufficient with respect to the target power Pe * (= Te ** × Ni *). Therefore, in order to output the power corresponding to the drive shaft required power Po to the output shaft 52,
It is necessary to cover the shortage with the power from the motor 40 using the electric power of the secondary battery 44. However, the secondary battery 44
When the remaining capacity (SOC) is low, the absolute amount of power that can be output from the motor 40 (the magnitude of power and the output period of power) is limited. On the other hand, if the speed of change ΔN to the target speed Ni * is set to a large value, that is, if the speed is changed to the target speed Ni * faster, the power output from the engine 22 also approaches the target power Pe * faster. Motor 4
It is possible to suppress the magnitude of power to be supplemented from 0 and the power output period. Therefore, the remaining amount of the secondary battery 44 (SO
By setting the change speed ΔN to the target rotation speed Ni * based on C), C can be set when the remaining capacity (SOC) is large.
Priority is given to the stable operation of the VT 50, the change speed ΔN is set small, and the shortage of the power from the engine 22 is supplemented by the power from the motor 40. When the remaining capacity (SOC) is small, the change speed ΔN is set large and the engine is set. If the target power Pe * is quickly output from 22 and the amount of power to be supplemented from the motor 40 and the power output period are suppressed, the output shaft can be output with good responsiveness even when the secondary battery 44 has a small remaining capacity (SOC). 52 required power P
It is possible to output o.

When the changing speed ΔN is set in this manner, a process of estimating the power Pe 'actually output from the engine 22 based on the changing speed ΔN and the rotation speed Ni is performed (step S116). The power Pe ′ actually output from the engine 22 is the torque and the rotation speed of the engine 22 after a predetermined time, based on the current rotation speed Ni and the changing speed ΔN to the target rotation speed Ni *, using the relationship of FIG. Can be derived, and thus can be estimated by multiplying the derived torque by the number of revolutions. And
The estimated power Pe ′ of the engine 22 is subtracted from the drive shaft required power Po to obtain the target power Pm * of the motor 40.
Is set (step S116) and the target torque Tm * of the motor 40 is set (step S118), the engine 22 is controlled by the set target torque Te *, the motor 40 is controlled by the target torque Tm *, and CVT50 is set. The input shaft 51 is controlled so as to rotate at the target rotation speed Ni and the changing speed ΔN (step S120), and this routine ends. Engine 22, motor 40, CVT
50 is controlled by the hybrid ECU 70 to the engine E.
The target torque Te * is stored in the CU 29, the target torque Tm * is stored in the motor ECU 49, and the target rotation speed Ni is stored in the CVTECU 59.
By outputting * each as a control signal, the engine ECU 29 controls the engine 22 so that the engine 22 outputs the torque of the target torque Te *, so that the motor 40 outputs the torque of the target torque Tm *. The motor ECU 49 controls the motor 40 so that the input shaft 51 rotates at the changing speed ΔN toward the target rotation speed Ni *.
By controlling the CVT 50. CVT5
The control of 0 is, specifically, the target duty ratio D in the direction of canceling the deviation between the current rotation speed Ni and the target rotation speed Ni *.
And the target duty ratio D, the first duty solenoid 56a and the second duty solenoid 57 are set.
It is performed by feedback control that drives a. At this time, the target rotation speed N is set by setting the feedback gain according to the changing speed ΔN to the target rotation speed Ni *.
The response characteristic to i * is adjusted.

FIG. 7 shows the engine 22 by controlling the rotation speed Ni (gear ratio) of the input shaft 51 of the CVT 50.
FIG. 6 is an explanatory diagram illustrating a manner in which the drive shaft required power Po is output to the output shaft 52 by the power Pe from the motor and the power Pm from the motor 40. As shown in FIG. 7, when the remaining capacity (SOC) of the secondary battery 44 is small (at low SOC), the remaining capacity (SOC) is large (at high SO).
The speed of the engine 22 is quickly raised to the target power Pe * by setting the change speed ΔN larger than that at C) and shortening the time from the start of the change to the target rotation speed Ni * of the input shaft 51 to the end of the change. At the same time, it can be seen that the power of the motor 40 that consumes the power of the secondary battery 44 can be reduced more quickly in accordance with the increase in the engine power. Therefore, the drive shaft required power Po can be output to the output shaft 52 with good responsiveness while reducing the power consumption of the secondary battery 44.

According to the hybrid vehicle 20 of the embodiment described above, the output shaft 52 of the CVT 50 is provided.
When the required power Po of is the power requesting acceleration, the CVT 5 is determined according to the remaining capacity (SOC) of the secondary battery 44.
The target speed Ni * of the input shaft 51 is set to 0, that is, the change speed ΔN is set to a larger value as the remaining capacity (SOC) is smaller to drive the engine 22 and the motor 40 together with the CVT 50. A motor 40 for quickly raising the power of the engine 22 to the target power Pe * with a quick change to the rotational speed Ni * and for compensating for the insufficient power of the engine 22.
The assist power of can be lowered quickly. As a result, power consumption commensurate with the drive shaft required power Po can be output to the output shaft 52 with good responsiveness while saving the power consumption of the secondary battery 44.

In the hybrid vehicle 20 of the embodiment, the feedback gain of the feedback control is set according to the changing speed ΔN to the target rotation speed Ni *,
Although the response characteristic of the input shaft 51 to the target rotation speed Ni * is adjusted, the remaining capacity of the secondary battery 44 (S
When OC) is equal to or higher than the threshold value Sref, the CVT is drive-controlled by using feedback control whose response speed to the target rotation speed Ni * is slow. When the remaining capacity (SOC) is less than the threshold value Sref, the target rotation speed Ni * is changed to the target rotation speed Ni *. It is also possible to use feedforward control with a fast response speed. The feedback control is performed by, for example, the target rotation speed Ni * of the input shaft 51 and the rotation speed N of the output shaft 52.
This can be done by setting the target duty ratio D so as to obtain a predetermined gear ratio based on o and driving the first duty solenoid 56a and the second duty solenoid 57a at the set target duty ratio D.

In the hybrid vehicle 20 of the embodiment, by adjusting the time from the start of the change to the target speed Ni * to the end of the change, the CVT 50 is adjusted so that the target speed Ni * is achieved at the set change speed ΔN. Although the drive control is performed, the speed change set by adjusting the timing of starting the change to the target rotation speed Ni * or by adjusting the timing of the change start and the speed from the change start to the end of the change The CVT 50 may be drive-controlled so that the target rotation speed Ni * is obtained at the speed ΔN. FIG. 8 shows a state in which the drive shaft required power Po is output to the input shaft 51 by the power Pe from the engine 22 and the power Pm from the motor 40 by controlling the rotation speed Ni (gear ratio) of the input shaft 51 of the CVT 50. It is explanatory drawing explaining the example of. As shown in FIG. 8, when the remaining capacity (SOC) of the secondary battery 44 is small (at low SOC), when the remaining capacity (SOC) is large (at high SO).
The change speed ΔN is set to be larger than that at the time of C) and the change start timing to the target rotation speed Ni * is made faster, so that the power of the engine 22 is quickly increased to the target power Pe * and the engine power is increased. Accordingly, it can be seen that the power of the motor 40 that consumes the power of the secondary battery 44 can be reduced faster. Therefore, also in this modification, the drive shaft required power Po can be output to the output shaft 52 with good responsiveness while reducing the power consumption of the secondary battery 44.

In the hybrid vehicle 20 of the embodiment, the primary pulley 53 is controlled by using the two-position valves as the first and second actuators 56 and 57 to control the duty ratio D of the first and second duty solenoids 56a and 57a. The groove width of the secondary pulley 54 and the changing speed thereof are controlled, that is, the gear ratio of the CVT 50 and the changing speed thereof are controlled. However, a motor is used instead of the two-position valve, and the power thereof is directly used to drive the CVT 50. The gear ratio and the changing speed thereof may be controlled. Even in this case, the groove width of the primary pulley 53 and the secondary pulley 54 and the changing speed thereof can be freely adjusted by controlling the energization state of the motor, so that the same effect as the hybrid vehicle 20 of the embodiment can be obtained. . Further, instead of the 2-position valve, a position valve having a plurality of orifices having different diameters capable of adjusting the inflow amount of the line pressure to the primary pulley 53 and the secondary pulley 54 in multiple stages by driving a solenoid is used. The change speed may be adjusted. In this case, the gear ratio of the CVT 50 and its changing speed are controlled by driving the solenoid so that the orifice having a large diameter is used when the set changing speed is large and the orifice having a small diameter is used when the changing speed is small. can do.

In the hybrid vehicle 20 of the embodiment, the changing speed ΔN is set to be linearly increased as the remaining capacity (SOC) of the secondary battery 44 becomes smaller. However, the changing speed ΔN is set to a small value 2 using the threshold value Sref. The threshold values may be set in stages, and a plurality of threshold values Sref1, Sref may be set.
The change speed ΔN may be set stepwise by using 2, ..., With the tendency that the smaller the remaining capacity (SOC) of the secondary battery 44 is, the larger it becomes.

In the hybrid vehicle 20 of the embodiment, in steps S114 to S118 of the routine of FIG.
The drive control of the motor 40 is performed so that the power of the deviation between the drive shaft required power Po and the power Pe ′ actually output from the engine 22 in the shift process of the CVT 50 is output from the motor 40, that is, from the engine 22 in the shift process of the CVT 50. Although the motor 40 assists all of the power shortage of the engine 40, a part of the power shortage from the engine 22 is partially compensated by the motor 4 according to the remaining capacity (SOC) of the secondary battery 44.
There is no problem even if the motor 40 does not assist or the shortage of power from the engine 22 is not assisted by the motor 40. Even in this case, the responsiveness of the power output from the engine can be adjusted by adjusting the changing speed of the gear ratio of the CVT 50, so that a certain level of responsiveness can be secured when the required power is output to the drive shaft.

In the hybrid vehicle 20 of the embodiment, the crankshaft 24 of the engine 22, the rotary shaft 41 of the motor 40, and the output shaft 52 as a drive shaft.
The input shaft 51 of the CVT 50 connected to the drive wheels 66a and 66b is connected to the planetary gear 30 as a three-axis power input / output mechanism, but connected to the drive wheels via a continuously variable transmission. As long as it is equipped with an internal combustion engine capable of outputting power to the driven shaft and a generator motor capable of inputting and outputting power to the driving shaft by charging / discharging a secondary battery, it may be configured as another hybrid vehicle. I do not care.

Although the embodiments of the present invention have been described with reference to the embodiments, the present invention is not limited to these embodiments, and various embodiments are possible without departing from the gist of the present invention. Of course, it can be implemented in.

[Brief description of drawings]

FIG. 1 is a hybrid vehicle 2 according to an embodiment of the present invention.
It is a block diagram which shows the outline of a structure of 0.

FIG. 2 is a configuration diagram showing a schematic configuration of a first actuator 56 and a second actuator 57 of the CVT 50.

FIG. 3 is a flowchart showing an example of a drive control routine executed by a hybrid ECU 70 of the hybrid vehicle 20 of the embodiment.

FIG. 4 is a diagram showing a relationship between a torque Te and a rotation speed Ni that are highly efficient with respect to a target power Pe * of the engine 22.

5 is a map showing the relationship between the remaining capacity (SOC) of the secondary battery 44 and the changing speed ΔN of the target rotation speed Ni * of the input shaft 51. FIG.

FIG. 6 is an explanatory diagram for explaining how the torque output from the engine 22 changes with a change in the rotation speed Ni of the input shaft 51 (the rotation speed Ne of the engine 22) during a shift of the CVT 50.

FIG. 7 is an example of how the drive shaft required power Po is output to the input shaft 51 by the power Pe from the engine 22 and the power Pm from the motor 40 by controlling the rotation speed Ni (gear ratio) of the input shaft 51 of the CVT 50. It is an explanatory view explaining.

FIG. 8 is a view showing how the drive shaft required power Po is output to the input shaft 51 by the power Pe from the engine 22 and the power Pm from the motor 40 by controlling the rotation speed Ni (gear ratio) of the input shaft 51 of the CVT 50. It is explanatory drawing explaining the example of.

[Explanation of symbols]

20 hybrid vehicle, 22 engine, 24 crankshaft, 26 starter motor, 28 belt,
29 engine ECU, 30 planetary gear, 31
Sun gear, 32 ring gear, 33 first pinion gear, 34 second pinion gear, 35 carrier, 39
Case, 40 motor, 41 rotating shaft, 43 inverter, 44 secondary battery, 45 rotational position detection sensor, 46
Voltage sensor, 47 current sensor, 48 temperature sensor,
49 motor ECU, 50 CVT, 51 input shaft, 52 output shaft, 53 primary pulley, 54 secondary pulley, 55
Belt, 56 first actuator, 56a first duty solenoid, 57 second actuator, 57a
Second duty solenoid, 59 CVT ECU, 6
1 rotation speed sensor, 62 rotation speed sensor, 64 differential gear, 66a, 66b drive wheels, 70 hybrid ECU 70, 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.

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) B60K 6/04 400 B60K 6/04 550 5H115 550 731 731 17/04 G 17/04 41/00 301A 41 / 00 301 301B 301D B60L 15/20 K B60L 15/20 F02D 29/00 H F02D 29/00 29/02 D 29/02 41/04 301G 41/04 301 360G 360 45/00 312S 45/00 312 B60K 6 / 04 F-term (reference) 3D039 AA04 AB27 AC34 3D041 AA31 AA51 AB01 AC01 AC15 AC19 AD10 AD22 AD23 AD31 AD37 AD41 AD50 AD51 AE02 AE03 AE31 AF01 3G084 AA01 BA01 BA32 CA08 DA05 DA11 CB01 DA01 DA06 CB07A01 DA01 DA06 A08 FA06 3A093 DB01 DB05 DB11 DB15 DB19 DB20 EA01 EB03 EC02 FA12 FB01 3G301 HA01 HA02 JA03 KB10 MA11 PE01Z PF03Z PF05Z PF0 8Z PG01Z 5H115 PA08 PG04 PI16 PO02 PU01 PU21 PV09 QN02 QN03 RE02 RE03 SE05 SE08 TE05 TO04 TO14

Claims (8)

[Claims] 1. An internal combustion engine capable of outputting power to a drive shaft connected to drive wheels via a continuously variable transmission, and an electric motor for inputting and outputting power to and from the drive shaft as a secondary battery is charged and discharged. A hybrid vehicle comprising: a target power setting means for setting a target power to be output from the internal combustion engine based on the required power required for the drive shaft; and based on the required power and / or the target power A target speed ratio setting means for setting a target speed ratio of the continuously variable transmission, a remaining capacity detecting means for detecting a remaining capacity of the secondary battery, and a variable speed controller for the continuously variable transmission based on the detected remaining capacity. Change speed setting means for setting a change speed of the speed change ratio, and shift control for driving and controlling the continuously variable transmission so that the speed change ratio of the continuously variable transmission is changed to the target speed ratio at the set changed speed. Means and from said internal combustion engine A hybrid vehicle comprising: a drive control unit that controls the operation of the internal combustion engine so that the target power is output. 2. The hybrid vehicle according to claim 1, wherein the change speed setting means is a means for setting the change speed in such a manner that the change speed tends to increase as the detected remaining capacity decreases. 3. The change speed setting means sets a first change speed when the detected remaining capacity is equal to or more than a predetermined amount, and when the detected remaining capacity is less than a predetermined amount, the first change speed is set. The hybrid vehicle according to claim 2, which is a means for setting a second change speed that is greater than the speed. 4. The change speed setting means sets the change speed based on the detected remaining capacity when the required power is power accompanied by acceleration, and the required power is power not accompanied by acceleration. The hybrid vehicle according to any one of claims 1 to 3, which is means for setting a predetermined change speed at times. 5. The hybrid vehicle according to claim 1, wherein the shift control means is a control for driving and controlling the continuously variable transmission using feedback control, and the change speed setting means is A hybrid vehicle that is means for setting a gain in feedback control used by the shift control means. 6. The hybrid vehicle according to claim 3, wherein the shift control means uses feedback control to control the continuously variable transmission when the first change speed is set by the change speed setting means. Is a means for driving and controlling the continuously variable transmission using feedforward control when the second changing speed is set by the changing speed setting means. 7. The hybrid vehicle according to claim 1, wherein the drive control means is means for controlling the drive of the electric motor so that the required power is output to the drive shaft. 8. The drive control means is means for controlling the drive of the electric motor so that a power having a difference between the required power and a power output from the internal combustion engine is output from the electric motor. Hybrid car.