JP2009184382A - Hybrid vehicle and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To much properly control the output state of a power for traveling for each operation mode in a hybrid vehicle capable of selecting a plurality of operation modes. <P>SOLUTION: In the hybrid vehicle 20, in the setting of target torque T*, when prescribed conditions (S1510, S1520) are established and a normal mode is selected, target torque T* is set so as to gradually change based on request torque Tr* and a value Trunor or a value Tranor set as an upper limit rate value Tru (S1570 or S1610). Also, when the prescribed conditions are established and a power mode is selected, the target torque T* is set so as to gradually change based on the request torque Tr* and a value Trupwr or Trapwr with an inclination to sharply change the target torque T* in comparison with the value Trunor and Tranor (S1570 or S1610). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

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

2. Description of the Related Art Conventionally, a hybrid vehicle that travels by switching a plurality of travel modes in which different driving force characteristics are defined for an accelerator operation is known (see, for example, Patent Document 1). In this hybrid vehicle, when the power switch is turned on and the accelerator pedal is stepped on to change the setting from the normal mode to the power mode, when the accelerator opening is in a region larger than the predetermined opening, the normal characteristic with non-linear characteristics is obtained. An accelerator opening for execution larger than the mode is set, and the engine and the motor are controlled so as to travel with torque based on the set accelerator opening for execution. Further, as a hybrid vehicle equipped with an engine and a motor, one that can select a plurality of different driving modes step by step from fuel efficiency priority to drive power priority is known (for example, see Patent Document 2). Then, as the driving mode gives priority to the driving force, the required torque for the accelerator depression amount is set larger. Further, as a hybrid vehicle control device, a filter time constant of filter processing applied to both the first target output shaft torque of the electric motor and the first target input shaft rotation speed of the generator, which are obtained based on the running state of the vehicle. It is also known to make the speed faster than the D range or R range, which is the shift position during normal running, in the shift range corresponding to the sport running mode (see, for example, Patent Document 3).
JP 2007-091073 A JP 2007-554436 A JP 2004-343830 A

  As described above, by preparing a plurality of driving modes (driving modes) of the hybrid vehicle, it is possible to meet various needs of the driver. However, in order to respond to mutually conflicting needs such as vibration and shock suppression and high output requirements in such a hybrid vehicle, the driving power output state, that is, the power output state to the axle, is set for each driving mode. Need to be controlled to meet priorities.

  Therefore, the main object of the present invention is to more appropriately control the output state of the driving power for each driving mode in a hybrid vehicle capable of selecting a plurality of driving modes.

  The hybrid vehicle and the control method thereof according to the present invention employ the following means in order to achieve the above-described object.

The hybrid vehicle according to the present invention is
A hybrid vehicle including an internal combustion engine capable of outputting power for traveling, an electric motor capable of outputting power for traveling, and power storage means capable of exchanging electric power with the motor,
For selecting either the first driving mode for normal driving or the second driving mode in which priority is given to the output responsiveness of the driving power compared to the first driving mode as the execution driving mode. An operation mode selection means;
A required driving force setting means for setting a required driving force required for traveling;
The target driving force is set based on the set required driving force, and the predetermined required driving force is set when a predetermined condition is satisfied and the first operation mode is selected as the execution operation mode. And the first gradual change constraint, the target driving force is set so as to change slowly, and when the predetermined condition is satisfied and the second operation mode is selected as the execution operation mode, The target driving force so as to change slowly based on the set required driving force and the second gentle change constraint having a tendency to change the target driving force sharply compared to the first gentle change constraint. Target driving force setting means for setting
Control means for controlling the internal combustion engine and the electric motor so that driving power based on the set target driving force is obtained under the execution operation mode;
Is provided.

  In this hybrid vehicle, either the first driving mode for normal driving or the second driving mode that gives priority to output responsiveness of driving power compared to the first driving mode is used as the execution driving mode. Can be selected. In this hybrid vehicle, the target driving force is set based on the required driving force required for traveling, and the driving power based on the target driving force is obtained under the execution operation mode. The internal combustion engine and the electric motor are controlled. Further, when the target driving force is set, when a predetermined condition is satisfied and the first operation mode is selected as the execution operation mode, the target driving force changes slowly based on the required driving force and the first gentle change constraint. Is set to the target driving force. Further, when the predetermined condition is satisfied and the second operation mode is selected as the execution operation mode, the target driving force has a tendency to change abruptly as compared with the required driving force and the first gentle change constraint. The target driving force is set so as to change slowly based on the second gentle change constraint. As a result, when the first driving mode for normal driving is selected, the output responsiveness of the driving power is slightly lower than when the second driving mode is selected. It is possible to satisfactorily suppress vibrations and shocks by slowly changing the driving power based on the slow change restriction. Further, when the second operation mode that gives priority to the output responsiveness of the driving power is selected, the second driving mode has a tendency to change the target driving force more rapidly than the first gentle change constraint. Although the vibration and shock are slightly increased in comparison with the case where the first driving mode for normal driving is selected due to the use of the gentle change constraint, it becomes possible to obtain driving power with good responsiveness. It is possible to satisfactorily meet the high output requirement by Therefore, in this hybrid vehicle, it is possible to appropriately control the output state of power for traveling, that is, the output state of power to the axle, so as to match each priority for each operation mode.

  In addition, the first constraint may be a constraint in which the target driving force is slowly changed by rate processing using the set required driving force and the first upper limit rate value, and the second constraint May be a constraint that the target driving force is slowly changed by rate processing using the set required driving force and a second upper limit rate value larger than the first upper limit rate value. As a result, when the second operation mode is selected, it is possible to obtain the driving power with good responsiveness while suppressing the occurrence of vibrations and shocks to some extent, and it is possible to satisfactorily satisfy the high output demand by the driver. It becomes.

  Further, the predetermined condition may be satisfied when the driving power is included in a predetermined range including a value of zero. Thereby, when the driving power changes across the value 0 while the first driving mode is selected, it is possible to satisfactorily suppress the occurrence of vibrations and shocks associated with the change of the driving power. It becomes possible. In addition, when the driving power changes across the value 0 while the second driving mode is selected, although the vibration and shock slightly increase compared to the selection of the first driving mode, the driving power It becomes possible to change the motive power with good responsiveness.

  Further, the required driving force setting means may set the required driving force based on an accelerator operation amount by a driver, and the predetermined condition is that a change degree of the accelerator operation amount is not less than a predetermined degree. It may be established when Thereby, when the change degree of the accelerator operation amount becomes equal to or greater than the predetermined degree while the first operation mode is selected, the generation of vibrations and shocks accompanying the change of the driving power according to the accelerator operation amount. Can be suppressed satisfactorily. In addition, when the degree of change in the accelerator operation amount becomes equal to or greater than a predetermined degree while the second operation mode is selected, although the vibration and shock slightly increase compared to when the first operation mode is selected, the accelerator operation amount is increased. It is possible to obtain power for traveling with high responsiveness in accordance with changes in the operation amount.

  The hybrid vehicle may further include electric cranking means capable of cranking the internal combustion engine and exchanging electric power with the power storage means, and the predetermined condition is determined by the electric cranking means. This may be established when the internal combustion engine is started with cranking and when allowable discharge power that is allowable power for discharging the power storage means is less than a predetermined threshold. Thus, when the internal combustion engine is started in a state where the discharge allowable power of the power storage means is less than the predetermined threshold while the first operation mode is selected, the running performance is slightly reduced, but the internal combustion engine is started. It is possible to satisfactorily suppress the occurrence of vibration and shock. Further, when the internal combustion engine is started in a state where the discharge allowable power of the power storage means is less than a predetermined threshold while the second operation mode is selected, vibration and shock accompanying the start of the internal combustion engine slightly increase. However, it is possible to obtain power for traveling with good responsiveness.

  The hybrid vehicle is connected to a predetermined axle and an engine shaft of the internal combustion engine and inputs / outputs power to / from the axle and the engine shaft with input / output of electric power and power, and the power storage means Electric power power input / output means capable of exchanging electric power may be further provided, and the electric motor may be capable of outputting power to the axle or another axle different from the axle. Furthermore, the electric power drive input / output means is capable of inputting / outputting power and capable of exchanging electric power with the power storage means, the axle, the engine shaft of the internal combustion engine, and the generator motor. A three-axis power input / output means connected to the three axes of the rotating shaft and for inputting / outputting power to / from the remaining shaft based on the power input / output to / from any two of these three axes. May be.

The hybrid vehicle control method according to the present invention includes:
Internal combustion engine capable of outputting driving power, electric motor capable of outputting driving power, power storage means capable of exchanging electric power with the motor, first driving mode for normal driving, and first driving A control method for a hybrid vehicle comprising: an operation mode selection means for selecting any one of the second operation modes giving priority to the output responsiveness of the driving power as compared with the mode as an execution operation mode,
(A) The target driving force is set based on the required driving force required for travel, and when the predetermined condition is satisfied and the first operation mode is selected as the execution operation mode, the required drive The target driving force is set so as to change slowly based on the force and the first gentle change constraint, and when the predetermined condition is satisfied and the second operation mode is selected as the execution operation mode The target driving force is set so as to change slowly based on the required driving force and the second gentle change constraint that has a tendency to change the target driving force sharply compared to the first gentle change constraint. And steps to
(B) controlling the internal combustion engine and the electric motor so as to obtain driving power based on the target driving force set in step (a) under the execution operation mode;
Is included.

  According to this method, it is possible to appropriately control the output state of power for traveling, that is, the output state of power to the axle, so as to match each priority for each operation mode.

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

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 according to an embodiment of the present invention. A hybrid vehicle 20 shown in FIG. 1 is connected to an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft (engine shaft) 26 of the engine 22 via a damper 28, and the power distribution / integration mechanism 30. The motor MG1 capable of generating electricity, the reduction gear 35 attached to the ring gear shaft 32a as an axle connected to the power distribution and integration mechanism 30, and the motor MG2 connected to the ring gear shaft 32a via the reduction gear 35 And an electronic control unit for hybrid (hereinafter referred to as “hybrid ECU”) 70 for controlling the entire hybrid vehicle 20.

  The engine 22 is an internal combustion engine that outputs power by being supplied with hydrocarbon fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as “engine ECU”) 24 performs fuel injection amount, ignition timing, Control of intake air volume etc. The engine ECU 24 receives signals from various sensors that are provided for the engine 22 and detect the operating state of the engine 22. The engine ECU 24 communicates with the hybrid ECU 70 to control the operation of the engine 22 based on a control signal from the hybrid ECU 70, a signal from the sensor, and the like, and to transmit data on the operation state of the engine 22 as necessary. It outputs to ECU70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotating elements. The crankshaft 26 of the engine 22 is connected to the carrier 34 as the engine side rotation element, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 as the axle side rotation element via the ring gear shaft 32a. The power distribution and integration mechanism 30 distributes the power from the engine 22 input from the carrier 34 to the sun gear 31 side and the ring gear 32 side according to the gear ratio when the motor MG1 functions as a generator. When the motor functions as an electric motor, the power from the engine 22 input from the carrier 34 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 through the gear train 37 and the differential gear 38 to the wheels 39a and 39b that are drive wheels.

  Each of the motors MG1 and MG2 is configured as a known synchronous generator motor that operates as a generator and can operate as a motor, and exchanges power with the battery 50 that is a secondary battery via inverters 41 and 42. . The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive bus and a negative bus shared by the inverters 41 and 42, and the power generated by one of the motors MG1 and MG2 is supplied to the other. It can be consumed with the motor. Therefore, the battery 50 is charged / discharged by the electric power generated from one of the motors MG1 and MG2 or the insufficient electric power. If the electric power balance is balanced by the motors MG1 and MG2, the battery 50 is charged. It will not be discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40. The motor ECU 40 receives 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 detected phase current applied to the motors MG1 and MG2 is input, and the motor ECU 40 outputs a switching control signal and the like to the inverters 41 and 42. Further, the motor ECU 40 executes a rotation speed calculation routine (not shown) based on signals input from the rotation position detection sensors 43 and 44, and calculates the rotation speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2. Further, the motor ECU 40 communicates with the hybrid ECU 70, and controls the drive of the motors MG1 and MG2 based on a control signal from the hybrid ECU 70 and transmits data related to the operation state of the motors MG1 and MG2 to the hybrid ECU 70 as necessary. Output.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “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 the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. A charging / discharging current from an attached current sensor (not shown), a battery temperature Tb from a temperature sensor 51 attached to the battery 50, and the like are input. The battery ECU 52 outputs data related to the state of the battery 50 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. Further, in order to manage the battery 50, the battery ECU 52 calculates the remaining capacity SOC based on the integrated value of the charging / discharging current detected by the current sensor, or requests charging / discharging of the battery 50 based on the remaining capacity SOC. The power Pb * is calculated, or the input limit Win as the charge allowable power that is the power allowed for charging the battery 50 based on the remaining capacity SOC and the battery temperature Tb, and the power allowed for discharging the battery 50. The output limit Wout as discharge allowable power is calculated. The input / output limits Win and Wout of the battery 50 set basic values of the input / output limits Win and Wout based on the battery temperature Tb, and output correction correction coefficients based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for input restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 72. . The hybrid ECU 70 detects the ignition signal from the ignition switch (start switch) 80, the shift position SP from the shift position sensor 82 that detects the shift position SP that is the operation position of the shift lever 81, and the depression amount of the accelerator pedal 83. The accelerator opening Acc from the accelerator pedal 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 87, and the like are input via the input port. . Further, near the driver's seat of the hybrid vehicle 20 of the embodiment, as a driving mode that is actually used for traveling (hereinafter referred to as “execution driving mode”), a power mode that prioritizes power performance, that is, response to torque output with respect to accelerator operation. A power switch (operation mode selection means) 88 for selecting (second operation mode) is provided, and an on / off signal from the power switch 88 is also input to the hybrid ECU 70. Here, when the power switch 88 is turned off, the normal mode (first operation mode) is selected as the execution operation mode. In this state, the hybrid ECU 70 sets the predetermined power mode flag Fpwr. The hybrid vehicle 20 is controlled according to various control procedures for setting the value 0 and selecting the normal mode. When the power switch 88 is turned on and the power mode is selected as the operation mode for execution of the hybrid vehicle 20, the hybrid ECU 70 sets the power mode flag Fpwr to the value 1 and selects a predetermined power mode. The hybrid vehicle 20 is controlled according to various control procedures for time. That is, when the power mode is selected by the driver, the torque output to the ring gear shaft 32a as the axle is increased compared to when the normal mode is selected, so that the responsiveness of the torque output to the accelerator operation by the driver is improved. 22. Motors MG1 and MG2 are controlled. As described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, etc. via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, the battery ECU 52, etc. ing.

  In the hybrid vehicle 20 of the embodiment configured as described above, the required torque to be output to the ring gear shaft 32a as the axle based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. And the engine 22, the motor MG1, and the motor MG2 are controlled so that torque based on the required torque is output to the ring gear shaft 32a. As the operation control mode of the engine 22, the motor MG1, and the motor MG2, the engine 22 is operated and controlled so that power corresponding to the required torque is output from the engine 22, and all of the power output from the engine 22 is a power distribution integration mechanism. 30, the torque conversion operation mode in which the motors MG 1 and MG 2 are driven and controlled so that the torque is converted by the motor MG 1 and the motor MG 2 and output to the ring gear shaft 32 a, and the sum of the required torque and the power required for charging and discharging the battery 50 The engine 22 is operated and controlled so that power corresponding to the 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 performed by the power distribution and integration mechanism 30 and the motor MG1. Torque according to the required torque with torque conversion by the motor MG2. Charge / discharge operation mode in which the motors MG1 and MG2 are driven and controlled so that the power is output to the ring gear shaft 32a, and operation control is performed so that the engine 22 is stopped and power corresponding to the required torque is output from the motor MG2 to the ring gear shaft 32a. There are motor operation modes.

  Next, the operation of the hybrid vehicle 20 of the embodiment will be described. 2 and 3 are flowcharts illustrating an example of a drive control routine that is repeatedly executed by the hybrid ECU 70 of the embodiment every predetermined time (for example, several milliseconds).

  At the start of the drive control routine shown in FIG. 2 and the like, the CPU 72 of the hybrid ECU 70 determines the accelerator opening Acc from the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal position sensor 86, and the vehicle speed V from the vehicle speed sensor 87. Then, input processing of data necessary for control such as the rotational speeds Nm1, Nm2 of the motors MG1, MG2, the charge / discharge required power Pb *, the input / output limits Win, Wout of the battery 50, and the value of the power mode flag Fpwr is executed (step S100). ). The rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 through communication, and the charge / discharge request power Pb * and the input / output limits Win and Wout are input from the battery ECU 52 through communication. The power mode flag Fpwr is set by the hybrid ECU 70 in accordance with the operation state of the power switch 88 by the driver as described above and is held in a predetermined storage area.

  After the data input process in step S100, it is determined whether or not the input power mode flag Fpwr is 0 (step S110). When the power mode flag Fpwr is 0 and the normal mode is selected as the operation mode for execution, the accelerator opening Acc input in step S100 and the accelerator opening setting in normal mode as the driving force setting constraint The execution accelerator opening Acc * which is the accelerator opening for control is set using the control map (step S120). When the power mode flag Fpwr is 1 and the power mode is selected as the execution operation mode, the accelerator opening amount Acc input in step S100 and the power mode accelerator opening as a driving force setting constraint are opened. An execution accelerator opening Acc *, which is an accelerator opening for control, is set using the degree setting map (step S130). FIG. 4 illustrates a normal mode accelerator opening setting map and a power mode accelerator opening setting map. As shown in FIG. 4, the normal mode accelerator opening setting map of the embodiment is preliminarily set so that the execution accelerator opening Acc * is linear with respect to the accelerator opening Acc in the range of 0 to 100%. It is created and stored in the ROM 74. The normal mode accelerator opening setting map illustrated in FIG. 4 is created so that the accelerator opening Acc is set as the execution accelerator opening Acc * as it is. Further, as shown in FIG. 4, the map for setting the accelerator opening in the power mode of the embodiment corresponds to the accelerator opening Acc in an arbitrary low accelerator opening region so as to suppress the feeling of jumping out of the vehicle at the low vehicle speed. In the normal mode, the same value as that set by the accelerator opening setting map is set as the execution accelerator opening Acc *, and the accelerator opening Acc up to 100% other than the low accelerator opening range is set. Is created so as to set a value larger than that set by the accelerator opening setting map in normal mode as the accelerator opening Acc * for execution in order to improve the response of the torque output to the accelerator operation, and is stored in the ROM 74. Has been.

  If the execution accelerator opening Acc * is set in step S120 or S130, the accelerator pedal 83 is passed through the execution accelerator opening Acc * and the brake pedal position BP and vehicle speed V input in step S100. The requested torque Tr * requested by the driver is set (step S140). In the embodiment, the relationship among the accelerator opening Acc * for execution, the brake pedal position BP, the vehicle speed V, and the required torque Tr * is determined in advance and stored in the ROM 74 as a required torque setting map as a driving force setting constraint. As the required torque Tr *, a value corresponding to the given accelerator opening Acc * for execution, the brake pedal position BP, and the vehicle speed V is derived and set from the map. FIG. 5 shows an example of the required torque setting map. As a result of executing such processing, when the accelerator opening Acc * for execution is set larger than when the normal mode is selected when the power mode is selected by the driver, the required torque Tr is accordingly set. * Is set larger than when normal mode is selected.

  Subsequently, a target torque T * that is a target value of torque to be output to the ring gear shaft 32a as the axle is set based on the required torque Tr * set in step S140 (step S150). FIG. 3 shows details of the processing in step S150. When starting the process of step S150, as shown in the figure, the accelerator opening is reduced by subtracting the accelerator opening Acc (previous value) input at the previous execution of this routine from the accelerator opening Acc input at step S100. A degree change amount ΔAcc is calculated (step S1500). Next, it is determined whether or not the calculated accelerator opening change amount ΔAcc is less than a predetermined threshold value Accref (step S1510). In the embodiment, a relatively large value is used as the threshold value Accref used in step S1510. If the accelerator opening change amount ΔAcc is less than the threshold value Accref, the target torque T set at the previous execution of this routine is further increased. * It is determined whether or not the absolute value of (previous value) is equal to or less than a predetermined torque threshold value Tref (step S1520). Whether or not the torque threshold Tref can be regarded as being included in a predetermined range (near value 0) including the value 0 for traveling torque (including negative torque) actually output to the ring gear shaft 32a as the axle. Is a relatively small positive value determined through experiments and analysis. That is, in step S1520, it is determined whether or not the previous value of the target torque T * is within the range from the value −Tref including the value 0 to the value Tref. If the previous value of the target torque T * is not included in the range from the value −Tref to the value Tref, the required torque Tr * set in step S140 is set as the target torque T * as it is (step S140). S1530).

  If it is determined in step S1520 that the previous value of the target torque T * is included in the range from the value −Tref to the value Tref, whether or not the power mode flag Fpwr is the value 0, That is, it is determined whether or not the normal mode is selected as the execution operation mode (step S1540). When the power mode flag Fpwr is 0 and the normal mode is selected as the execution operation mode, the upper limit value of the change amount per predetermined time (the execution interval of this routine) of the target torque T *. The upper limit rate value Tru is set to a value for normal mode (the first gentle change constraint), and the lower limit rate value Trl, which is the lower limit value of the change amount of the target torque T * per predetermined time, is set to the value for normal mode Trnor ( The first gentle change constraint is set (step S1550). When the power mode flag Fpwr is 1 and the power mode is selected as the execution operation mode, the upper limit rate value Tru is set to the value Trupwr for power mode (second slow change constraint). At the same time, the lower limit rate value Trl is set to the power mode value Trlpwr (second slow change constraint) (step S1560). In the embodiment, the value “Trunor” and the value “Trupwr” set as the upper limit rate value Tru in step S1550 or S1560 and the values “Trlnor” and “Trlpwr” set as the lower limit rate value Trl are relatively determined through experiments and analysis. Although the value is a small positive value, the value Trupwr set as the upper limit rate value Tru when the power mode is selected is set to be larger than the value Trunor set as the upper limit rate value Tru when the normal mode is selected. The value Trlpwr set as the lower limit rate value Trl when selecting is set to be larger than the value Trlnor set as the lower limit rate value Trl when selecting the normal mode.

  If the upper limit rate value Tru and the lower limit rate value Trl are thus set, the target torque T * is set based on the previous value of the requested torque Tr * and the target torque T *, and the upper limit rate value Tru and the lower limit rate value Trl ( Step S1570). That is, in step S1570, as shown in the following equation (1), the larger of the value obtained by subtracting the lower limit rate value Trl from the previous value of the target torque T * and the required torque Tr * set in step S110, The smaller of the previous value of the target torque T * plus the upper limit rate value Tru is set as the target torque T *. Accordingly, for example, when the required torque Tr * increases from the brake-on state or the accelerator-off state to the accelerator-on state, or when the required torque Tr * increases from the accelerator-on state to the brake-on state or the accelerator-off state. When * decreases, when the normal mode is selected as the execution operation mode, the running torque (previous value of the target torque T *) is included in a predetermined range including the value 0 (near the value 0 *). The target torque T * is set so as to change slowly based on the value Trnor as the first gentle change constraint, the value Trlnor, and the required torque Tr * (step S1570). Further, when the power mode is selected as the execution operation mode, the target torque T * is the value Trupwr and the value Tlpwr as the second gentle change constraint while the traveling torque is included in the predetermined range including the value 0. And the required torque Tr * are set so as to change more steeply and slowly than when the normal mode is selected (step S1570).

  T * = min (max (Tr *, previous T * -Trl), previous T * + Tru) (1)

  On the other hand, if it is determined in step S1510 that the accelerator opening change amount ΔAcc is equal to or greater than the threshold value Accref, whether or not the power mode flag Fpwr is 0, that is, the normal mode is selected as the execution operation mode. It is determined whether or not (step S1580). When the power mode flag Fpwr is 0 and the normal mode is selected as the execution operation mode, the upper limit rate that is the upper limit value of the amount of change per predetermined time (the execution interval of this routine) of the target torque T * The value Tru is set to the value Transor for normal mode (first slow change constraint) (step S1590). When the power mode flag Fpwr is 1 and the power mode is selected as the execution operation mode, the upper limit rate value Tru is set to the power mode value Trapwr (second slow change constraint). (Step S1600). In the embodiment, the values Tranor and Trapwr set as the upper limit rate value Tru in step S1590 or S1600 are both relatively small positive values determined through experiments and analyses, but the upper limit is set when the power mode is selected. The value Trapwr set as the rate value Tru is set larger than the value Transor set as the upper limit rate value Tru when the normal mode is selected. Note that the value “Trunor” set as the upper limit rate value Tru in step S1550 and the value “Tranor” set as the upper limit rate value Tru in step S1590 may be the same or different. Similarly, the value Trapwr set as the upper limit rate value Tru in step S1560 and the value Trapwr set as the upper limit rate value Tru in step S1600 may be the same or different.

  When the upper limit rate value Tru is thus set, the target torque T * is set based on the previous value of the required torque Tr *, the target torque T *, and the upper limit rate value Tru (step S1610). That is, in step S1610, as shown in the following equation (2), the smaller of the required torque Tr * and the value obtained by adding the upper limit rate value Tru to the previous value of the target torque T * is set as the target torque T *. To do. As a result, when the accelerator pedal 83 is largely depressed by the driver and the accelerator opening change amount ΔAcc is equal to or greater than the threshold value Acref, the target torque T * is the first when the normal mode is selected as the execution operation mode. Is set so as to change slowly based on the value Transor as the slow change constraint and the required torque Tr * (step S1610). Further, when the power mode is selected as the execution operation mode, the target torque T * is steeper than the normal mode selection based on the value Trapwr as the second gentle change constraint and the required torque Tr *. It is set so as to change slowly (step S1610).

  T * = min (Tr *, previous T * + Tru) (2)

  If the target torque T * is set as described above, the target power P * required for the entire vehicle is set based on the target torque T * (step S160). In the embodiment, the target power P * is calculated as the sum of the set target torque T * multiplied by the rotational speed Nr of the ring gear shaft 32a, the charge / discharge required power Pb *, and the loss Loss. The rotational speed Nr of the ring gear shaft 32a can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35 as shown in the figure or by multiplying the vehicle speed V by the conversion factor k. Subsequently, it is determined whether or not the engine 22 is operating (step S170). If the engine 22 is operating, it is further determined whether or not the operation of the engine 22 should be continued (step S180). If it is determined in step S180 that the operation of the engine 22 should be continued, based on the target power P * set in step S160, the temporary target rotational speed Netmp, which is a temporary target operating point of the engine 22, A temporary target torque Ttmp is set (step S190). In the embodiment, the temporary target rotational speed Nettmp and the temporary target torque Tentmp of the engine 22 are set based on the operation line for efficiently operating the engine 22 and the target power P *. FIG. 6 illustrates an operation line of the engine 22 and a correlation curve between the rotational speed Ne and the torque Te. As shown in the figure, the temporary target rotational speed Nettmp and the temporary target torque Tempmp can be obtained as an intersection of the operation line and a correlation curve indicating that the target power P * (Netmp × Tempp) is constant. . Next, it is determined whether or not the power mode flag Fpwr input in step S100 is 1 and the power mode is selected as the operation mode for execution (step S200), and the power mode is selected as the operation mode for execution. If not, the temporary target rotational speed Netmp is set as the target rotational speed Ne * of the engine 22 and the temporary target torque Tetmp is set as the target torque Te * of the engine 22 (step S210). Further, when the power mode is selected as the execution operation mode, an engine lower limit rotation speed Nemin that is a lower limit value of the rotation speed Ne of the engine 22 is set so that torque can be quickly output from the engine 22. (Step S220). In the embodiment, the relationship between the vehicle speed V and the engine lower limit rotational speed Nemin is determined in advance and stored in the ROM 74 as an engine lower limit rotational speed setting map (not shown). The engine lower limit rotational speed Nemin is given as a given vehicle speed V The one corresponding to is derived and set from the map. If the engine lower limit rotational speed Nemin is set in this way, the larger of the temporary target rotational speed Netmp and the engine lower limit rotational speed Nemin is set as the target rotational speed Ne * of the engine 22, and the target power P set in step S160 is set. The target torque Te * of the engine 22 is set by dividing * by the target rotational speed Ne * (step S230).

  If the target rotational speed Ne * and the target torque Te * of the engine 22 are set in step S210 or S230, the target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the power distribution and integration mechanism 30 are set. The target rotational speed Nm1 * of the motor MG1 is calculated according to the following equation (3) using the gear ratio ρ (the number of teeth of the sun gear 31 / the number of teeth of the ring gear 32), and the calculated target rotational speed Nm1 * and the current Is used to set a torque command Tm1 * for the motor MG1 according to the following equation (4) (step S240). Here, Expression (3) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 illustrates a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotary element of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotational speed of the sun gear 31 that matches the rotational speed Nm1 of the motor MG1, the central C-axis indicates the rotational speed of the carrier 34 that matches the rotational speed Ne of the engine 22, and the right R-axis. The axis indicates the rotational speed Nr of the ring gear 32 obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. The two thick arrows on the R axis indicate the torque acting on the ring gear shaft 32a by this torque output when the motor MG1 outputs the torque Tm1, and the reduction gear 35 when the motor MG2 outputs the torque Tm2. And the torque acting on the ring gear shaft 32a via. Expression (3) for obtaining the target rotational speed Nm1 * of the motor MG1 can be easily derived by using the rotational speed relationship in this alignment chart. Expression (4) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (4), “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) (3)
Tm1 * =-ρ / (1 + ρ) ・ Te * + k1 ・ (Nm1 * -Nm1) + k2 ・ ∫ (Nm1 * -Nm1) dt (4)

  Next, output from motor MG2 may be performed using input / output limits Win, Wout of battery 50, torque command Tm1 * for motor MG1 set in step S240, and current rotation speeds Nm1, Nm2 of motors MG1, MG2. Torque limits Tmin and Tmax as upper and lower torque limits are calculated according to the following equations (5) and (6) (step S250). Further, a temporary motor torque Tm2tmp which is a temporary value of torque to be output from the motor MG2 using the target torque T *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30 and the gear ratio Gr of the reduction gear 35. Is calculated according to the following equation (7) (step S260). Then, the torque command Tm2 * for the motor MG2 is set to a value obtained by limiting the temporary motor torque Tm2tmp with the torque limits Tmin and Tmax (step S270). By setting the torque command Tm2 * for the motor MG2 in this manner, the torque output to the ring gear shaft 32a as the axle can be limited within the range of the input / output limits Win and Wout of the battery 50. Equation (7) can be easily derived from the alignment chart of FIG. If the target rotational speed Ne * and target torque Te * of the engine 22 and torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are sent to the engine ECU 24. Then, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S280), and the processing after step S100 is executed again. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * executes control for obtaining the target rotational speed Ne * and the target torque Te *. Further, the motor ECU 40 receiving the torque commands Tm1 * and Tm2 * switches the switching elements of the inverters 41 and 42 so that the motor MG1 is driven according to the torque command Tm1 * and the motor MG2 is driven according to the torque command Tm2 *. Take control.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (5)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (6)
Tm2tmp = (T * + Tm1 * / ρ) / Gr (7)

  In step S180, for example, when it is determined that the vehicle speed V is lower than a predetermined predetermined intermittent vehicle speed and the target power P * is lower than a predetermined threshold value, the operation of the engine 22 should be stopped. Then, after turning on a predetermined engine stop flag (step S290), this routine is ended. When the engine stop flag is thus turned on, the hybrid ECU 70 executes an engine stop control routine (not shown). In the engine stop control routine, in a state where fuel supply to the engine 22 is stopped, for example, a negative torque for suppressing the rotation of the engine 22 until the rotation speed Ne of the engine 22 reaches a predetermined rotation speed immediately before the stop is motorized. The torque command Tm1 * for MG1 is set, and a positive torque for holding the piston is set as the torque command Tm1 * for the motor MG1 at the timing when the rotation speed Ne reaches the rotation speed just before the stop. Further, the target torque T * Is a process for setting the torque command Tm2 * of the motor MG2 so that the torque based on is output to the ring gear shaft 32a. When the engine stop control routine ends, the engine stop flag is turned off.

  On the other hand, when it is determined in step S170 that the operation of the engine 22 is stopped, it is determined whether or not the engine 22 should be started (step S300), and the operation stop state of the engine 22 should be continued. In this case, the target rotational speed Ne * and the target torque Te * of the engine 22 are set to the value 0 (step S310), and the torque command Tm1 * for the motor MG1 is set to the value 0 (step S320). The processes after step S250 described above are executed. On the other hand, when the vehicle speed V is equal to or higher than a predetermined intermittent prohibition vehicle speed, or when the target power P * is equal to or higher than a predetermined engine start threshold, a predetermined engine start flag is turned on (step S330). ), This routine is terminated. When the engine start flag is thus turned on, the hybrid ECU 70 executes an engine start time drive control routine shown in FIG.

  The engine start time drive control routine will be described with reference to FIG. At the start of the engine start drive control routine of FIG. 8, the CPU 72 of the hybrid ECU 70 determines the accelerator opening Acc, the brake pedal position BP, the vehicle speed V, the engine speed Ne, the motors MG1, MG2 rotational speeds Nm1, Nm2, Data necessary for control such as the input / output limits Win and Wout of the battery 50 and the value of the power mode flag Fpwr are input (step S400). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 and is input from the engine ECU 24 by communication. After the data input process in step S400, the required torque Tr * corresponding to the accelerator opening Acc, the brake pedal position BP, and the vehicle speed V input in step S400 is set using the required torque setting map shown in FIG. (Step S410).

  Next, it is determined whether or not the output limit Wout of the battery 50 input in step S400 is less than a predetermined threshold value W0 (step S420). The threshold value W0 used in step S420 is a relatively small value, and when the output limit Wout is equal to or greater than the threshold value W0, the required torque Tr * set in step S410 is set as the target torque T * as it is. (Step S430). If it is determined in step S420 that the output limit Wout is less than the threshold value W0, whether or not the power mode flag Fpwr is 0, that is, whether or not the normal mode is selected as the execution operation mode. Is determined (step S440). When the power mode flag Fpwr is 0 and the normal mode is selected as the execution operation mode, the upper limit rate that is the upper limit value of the amount of change per predetermined time (the execution interval of this routine) of the target torque T * The value Tru is set to the normal mode value Tenor (first slow change constraint) (step S450). When the power mode flag Fpwr is 1 and the power mode is selected as the execution operation mode, the upper limit rate value Tru is set to the power mode value Trepwr (second slow change constraint). (Step S460). In the embodiment, the values Trenor and Trepwr set as the upper limit rate value Tru in step S450 or S460 are both relatively small positive values determined through experiments and analyses, but the upper limit is set when the power mode is selected. The value Trepwr set as the rate value Tru is set larger than the value Trenor set as the upper limit rate value Tru when the normal mode is selected. It should be noted that the value “Trenor” set as the upper limit rate value “Tru” in step S450 may be the same as or different from the above-described value “Trunor” or “Tranor”. Similarly, the value Trepwr set as the upper limit rate value Tru in step S460 may be the same as or different from the above-mentioned value Trupwr or value Trapwr. If the upper limit rate value Tru is thus set, the smaller of the required torque Tr * and the previous value of the target torque T * plus the upper limit rate value Tru is set as the target torque T * (step S480). . Accordingly, when the output limit Wout of the battery 50 is less than the threshold value W0 when the engine 22 is started, the target torque T * is set as the first gentle change constraint when the normal mode is selected as the execution operation mode. Is set so as to change slowly based on the value of the value Tenor and the required torque Tr * (step S470). Further, when the power mode is selected as the execution operation mode, the target torque T * is steeper than the normal mode is selected based on the value Trepwr as the second gentle change constraint and the required torque Tr *. It is set so as to change slowly (step S470).

  If the target torque T * is set in step S430 or S470, the rotational speed Ne of the engine 22 input in step S400 using the cranking torque setting map that is predetermined and stored in the ROM 74, and A torque command Tm1 * of the motor MG1 is set as a cranking torque for cranking the engine 22 based on the elapsed time t from the start of the starting process of the engine 22 measured by a timer (not shown) (step S480). The cranking torque setting map used in step S480 includes the torque command Tm1 * of the motor MG1 when the engine 22 is cranked and started, the rotational speed Ne of the engine 22 and the elapsed time t from the start of starting. The relationship is defined as shown in FIG. 9, for example. When this cranking torque setting map is used, as shown in FIG. 9, in order to increase the rotational speed Ne of the engine 22 quickly, rate processing is used immediately after time t1 when step S480 is first executed. A relatively large torque is set as the torque command Tm1 * (cranking torque). Then, when the rotation speed Ne of the engine 22 has passed through the resonance rotation speed band, or when the time t2 after the time necessary for passing through the resonance rotation speed band has elapsed, the engine 22 is stably started to start ignition. Torque that can be cranked at a number Nfire or more is set as the torque command Tm1 *, whereby the torque output to the ring gear shaft 32a as the drive shaft by the motor MG1 with power consumption and cranking of the engine 22 ( (Reaction force) is reduced. Further, the cranking torque is gradually reduced to a value of 0 using a rate process from time t3 when the rotational speed Ne of the engine 22 reaches the ignition start rotational speed Nfire. Note that the power generation torque is set as the torque command Tm1 * for the motor MG1 from the time t4 when the complete explosion of the engine 22 is determined.

  When torque command Tm1 * for motor MG1 is set in this way, torque limits Tmin and Tmax are calculated in the same manner as in step S250 in FIG. 2 (step S490), and output from motor MG2 in the same manner as in step S260 in FIG. A temporary motor torque Tm2tmp as a torque to be calculated is calculated (step S500), and a torque command Tm2 * of the motor MG2 is set by limiting the calculated temporary motor torque Tm2tmp with torque limits Tmax and Tmin (step S510). Thus, while canceling the torque (= −1 / ρ · Tm1 *) as a reaction force to the driving force acting on the ring gear shaft 32a according to the torque for cranking the engine 22 (torque command Tm1 * of the motor MG1). The torque command Tm2 * for outputting the target torque T * to the ring gear shaft 32a can be set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. Then, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S520). Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 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 *. .

  Subsequently, until the fuel injection control or ignition control is started, the value is set to 0. When the fuel injection control or ignition control is started, the fuel injection start flag Ffire set to the value 1 is set to the value 0. (Step S530), and when the fuel injection start flag Ffire is 0, it is further determined whether or not the rotational speed Ne of the engine 22 has reached the ignition start rotational speed Nfire (step S540). The ignition start rotational speed Nfire is the rotational speed of the engine 22 when starting the fuel injection control and the ignition control of the engine 22, and is a value such as 1000 to 1200 rpm, for example. When the rotational speed Ne of the engine 22 has not reached the ignition start rotational speed Nfire, the processes from step S400 to S530 are repeated. When the engine speed Ne reaches the ignition start engine speed Nfire, a fuel injection control and a control signal for starting the ignition control are transmitted to the engine ECU 24 and a value 1 is set in the fuel injection start flag Ffire. Above (step S550), it is determined whether the engine 22 has reached a complete explosion (step S560), and when the engine 22 has not reached a complete explosion, the process returns to step S400. If the fuel injection start flag Ffire is set to 1 in step S550, it is determined in step S530 that the fuel injection start flag Ffire is 1 and the processing of steps S540 and S550 is skipped and the engine 22 is skipped. It is determined whether or not a complete explosion has occurred. Then, when the engine 22 reaches a complete explosion, this routine ends.

  As described above, in the hybrid vehicle 20 of the embodiment, as the execution operation mode, either the normal mode for normal driving or the power mode in which priority is given to the response of the torque output to the accelerator operation compared to the normal mode. Can be selected. In the hybrid vehicle 20, the target torque T * is set based on the required torque Tr * required by the driver during traveling (step S150), and the target torque is set in the execution operation mode, that is, the normal mode or the power mode. The engine 22 and the motors MG1 and MG2 are controlled so that traveling torque based on T * is output to the ring gear shaft 32a as an axle (steps S190 to S280, S310, and S320). Further, when the target torque T * is set, when a predetermined condition (steps S1510 and S1520 in FIG. 3 or step S420 in FIG. 8) is established and the normal mode is selected as the execution operation mode, the required torque Tr * and The target torque T * is set so as to change slowly based on a value of the first slow change constraint, such as “Trunor”, “Tranor” or “Trenor”, which is set as the upper limit rate value Tru (steps S1570 and S1610 in FIG. 3 or FIG. 8 step S470). In addition, when the predetermined condition is satisfied and the power mode is selected as the execution operation mode, the target torque T * has a tendency to change abruptly as compared with the required torque Tr * and the values of Trunor, Tranor, or Tenor. The target torque T * is set so as to change slowly based on the value Trupwr, Trapwr, Trepwr, etc. as the second gentle change constraint set as the upper limit rate value Tru (steps S1570, S1610 in FIG. 3 or FIG. 8 step S470).

  As a result, when the normal mode is selected, the responsiveness of torque output to the ring gear shaft 32a as the axle is slightly lower than when the power mode is selected, but the output is output to the ring gear shaft 32a as the axle. It is possible to suppress vibrations and shocks caused by changes in torque. When the power mode is selected, torque and shock are slightly increased compared to when the normal mode is selected, but torque can be output to the ring gear shaft 32a as an axle with high responsiveness. Thus, it is possible to satisfactorily satisfy the high output demand by the driver. Therefore, in the hybrid vehicle 20 of the embodiment, it is possible to appropriately control the output state of the running torque, that is, the output state of the torque with respect to the ring gear shaft 32a as the axle so as to match each priority for each operation mode. It becomes.

  Further, as in the above-described embodiment, when the driving torque is included in a predetermined range including the value 0 while the normal mode is selected (when the torque changes across the value 0) (see FIG. 3). In step S1520), if the target torque T * is gradually changed by rate processing in which the normal mode value Trun and the value Trlnor are set to the upper limit rate value Tru and the lower limit rate value Trl, the torque output to the ring gear shaft 32a as the axle It is possible to satisfactorily suppress the occurrence of vibrations and shocks associated with the change of. Then, when the driving torque is included in the predetermined range including the value 0 while the power mode is selected (step S1520), the value Trunwr and the value Trupwr larger than the value Trnor and the value Trlnor for the normal mode. If the target torque T * is gradually changed by rate processing with Trlpwr as the upper limit rate value Tru and the lower limit rate value Trl, vibration and shock will slightly increase compared to when the normal mode is selected, but the running torque will be responsive. It can be changed well.

  Further, when the accelerator opening change amount ΔAcc indicating the change degree of the accelerator opening degree Acc (accelerator operation amount) becomes equal to or greater than the threshold value Accref while the normal mode is selected (step S1510 in FIG. 3), the normal mode is selected. If the target torque T * is slowly changed by rate processing with the mode value “Tranor” as the upper limit rate value “Tru”, the occurrence of vibrations and shocks associated with changes in the driving torque according to the accelerator opening Acc can be satisfactorily suppressed. It becomes possible to do. When the accelerator opening change amount ΔAcc indicating the change degree of the accelerator opening Acc becomes equal to or greater than the threshold value Accuref while the power mode is selected (step S1510), the value is larger than the value Transor for the normal mode. If the target torque T * is slowly changed by rate processing with the value Trapwr as the upper limit rate value Tru, vibrations and shocks slightly increase compared to when the normal mode is selected, but for traveling according to changes in the accelerator opening Acc Torque can be obtained with good responsiveness.

  In addition, when the engine 22 is started in a state where the output limit Wout of the battery 50 is less than the threshold value W0 while the normal mode is selected (step S420 in FIG. 8), the normal mode value Tenor is increased to the upper limit. If the target torque T * is slowly changed by rate processing using the rate value Tru, the running performance slightly decreases, but it is possible to satisfactorily suppress the occurrence of vibrations and shocks associated with the start of the engine 22. Further, when the engine 22 is started in a state where the output limit Wout of the battery 50 is less than the threshold value W0 while the power mode is selected (step S420), a value Trepwr larger than the normal mode value Trenor is set. If the target torque T * is slowly changed by rate processing with the upper limit rate value Tru, vibrations and shocks slightly increase as the engine 22 starts, but the traveling torque is applied to the ring gear shaft 32a as an axle with good responsiveness. It becomes possible to output.

  It should be noted that the normal mode value and the power mode value set as the upper limit rate value Tru are replaced with a constant value if the power mode value is larger than the corresponding normal mode value. It may be changed according to a predetermined parameter. In the hybrid vehicle 20 of the embodiment, the ring gear shaft 32a as the axle and the motor MG2 are connected via the reduction gear 35 that reduces the rotational speed of the motor MG2 and transmits it to the ring gear shaft 32a. Instead of 35, for example, a transmission that shifts the rotational speed of the motor MG2 having two shift stages of Hi and Lo or three or more shift stages and transmits it to the ring gear shaft 32a may be employed. Further, although the hybrid vehicle 20 of the embodiment outputs the power of the motor MG2 to the axle connected to the ring gear shaft 32a, the application target of the present invention is not limited to this. That is, the present invention is different from the axle (the axle to which the wheels 39a and 39b are connected) that is connected to the ring gear shaft 32a as in the hybrid vehicle 120 as a modified example shown in FIG. The present invention may be applied to the one that outputs to the wheels 39c and 39d in FIG. Further, the hybrid vehicle 20 of the embodiment outputs the power of the engine 22 to the ring gear shaft 32a as an axle connected to the wheels 39a and 39b via the power distribution and integration mechanism 30. Is not limited to this. That is, the present invention provides an inner rotor 232 connected to the crankshaft of the engine 22 and an outer rotor connected to an axle that outputs power to the wheels 39a and 39b, like a hybrid vehicle 220 as a modified example shown in FIG. 234, and may be applied to a motor including a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the axle and converts the remaining power into electric power.

  Here, the correspondence between the main elements of the above embodiment and the main elements of the invention described in the column of means for solving the problems will be described. That is, in the above-described embodiment, the engine 22 corresponds to the “internal combustion engine”, the motor MG2 corresponds to the “electric motor”, the battery 50 corresponds to the “power storage means”, and the torque output for the accelerator operation compared to the normal mode. The power switch 88 for selecting a power mode giving priority to responsiveness corresponds to “operation mode selection means”, and the hybrid ECU 70 executing the processing of step S140 of FIG. 2 or step S410 of FIG. The hybrid ECU 70 corresponding to “means” and executing the processing of steps S150 (FIG. 3) in FIG. 2 and steps S420 to S470 in FIG. 8 corresponds to “target drive force setting means”, and the drive control in FIGS. The hybrid ECU 70, the engine ECU 24, and the motor that execute the routine and the engine start drive control routine of FIG. The combination of data ECU40 corresponds to the "control means". Further, the combination of the motor MG1 and the power distribution and integration mechanism 30 and the rotor motor 230 correspond to “electric cranking means” and “power power input / output means”, and the motor MG1 corresponds to “power generation motor”. The integration mechanism 30 corresponds to “three-axis power input / output means”.

  The “internal combustion engine” is not limited to the engine 22 that outputs power by receiving a hydrocarbon-based fuel such as gasoline or light oil, and may be of any other type such as a hydrogen engine. “Electric motor” and “electric generator motor” are not limited to synchronous generator motors such as motors MG1 and MG2, and may be of any other type such as an induction motor. The “storage means” is not limited to the secondary battery such as the battery 50, and may be any other type such as a capacitor as long as it can exchange power with the power drive input / output means or the motor. Absent. The “driving mode selection means” executes either the first driving mode for normal driving or the second driving mode in which priority is given to the output responsiveness of the driving power compared to the first driving mode. Any type other than the power switch 88 may be used as long as the operation mode can be selected. As long as the “required driving force setting means” sets the required driving force required for traveling, any type of drive torque can be used, such as setting the required torque using only the accelerator opening Acc without using the vehicle speed V. It doesn't matter. The “target driving force setting means” sets the target driving force based on the required driving force, and when the predetermined condition is satisfied and the first operation mode is selected, the required driving force and the first gentle change. The target driving force is set so as to change slowly based on the constraint, and when the predetermined condition is satisfied and the second operation mode is selected, the target driving force is compared with the required driving force and the first gentle change constraint. Any type may be used as long as the target driving force is set so as to change slowly based on the second gradual change constraint that tends to change the driving force sharply. The “control means” is not limited to the combination of the hybrid ECU 70, the engine ECU 24, and the motor ECU 40, and may be any other type such as a single electronic control unit. The “power power input / output means” is connected to a predetermined axle and the engine shaft of the internal combustion engine, inputs / outputs power to / from the axle and the engine shaft with input / output of power and power, and stores the power Any combination of the motor MG1 and the power distribution and integration mechanism 30 and any type other than the anti-rotor motor 230 may be used as long as power can be exchanged with the means. In any case, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems is the same as the means for the embodiments to solve the problems. Since this is an example for specifically explaining the best mode for carrying out the invention described in the column, the elements of the invention described in the column for means for solving the problems are not limited. In other words, the examples are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is described in the description of that column. Should be done on the basis.

  The embodiments of the present invention have been described above using the embodiments. However, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the present invention. Needless to say.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

1 is a schematic configuration diagram of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by hybrid ECU70 of an Example. It is a flowchart which shows the detail of step S150 of FIG. It is explanatory drawing which illustrates the map for accelerator opening setting in normal mode, and the map for accelerator opening setting in power mode. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which illustrates the correlation curve of the operating line of the engine 22, rotation speed Ne, and torque Te. 4 is a collinear diagram illustrating a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30. It is a flowchart which shows an example of the drive control routine at the time of engine starting performed by hybrid ECU70 of an Example. It is explanatory drawing which shows an example of the map for cranking torque setting. It is a schematic block diagram of the hybrid vehicle 120 of the modification. FIG. 11 is a schematic configuration diagram of a hybrid vehicle 220 of a modification example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35 reduction gear, 37 gear train, 38 differential gear, 39a to 39d wheels, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 Electronic control unit for battery (battery ECU), 54 power line, 70 Electronic control unit for hybrid (hybrid ECU), 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 1 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, Stroke sensor, 87 Vehicle speed sensor, 88 Power switch, 230 Counter rotor motor, 232 Inner rotor, 234 Outer rotor, MG1, MG2 motor.

Claims (8)

A hybrid vehicle including an internal combustion engine capable of outputting power for traveling, an electric motor capable of outputting power for traveling, and power storage means capable of exchanging electric power with the motor,
For selecting either the first driving mode for normal driving or the second driving mode in which priority is given to the output responsiveness of the driving power compared to the first driving mode as the execution driving mode. An operation mode selection means;
A required driving force setting means for setting a required driving force required for traveling;
The target driving force is set based on the set required driving force, and the predetermined required driving force is set when a predetermined condition is satisfied and the first operation mode is selected as the execution operation mode. And the first gradual change constraint, the target driving force is set so as to change slowly, and when the predetermined condition is satisfied and the second operation mode is selected as the execution operation mode, The target driving force so as to change slowly based on the set required driving force and the second gentle change constraint having a tendency to change the target driving force sharply compared to the first gentle change constraint. Target driving force setting means for setting
Control means for controlling the internal combustion engine and the electric motor so that driving power based on the set target driving force is obtained under the execution operation mode;
A hybrid car with The hybrid vehicle according to claim 1,
The first constraint is a constraint for slowly changing the target drive force by rate processing using the set required drive force and the first upper limit rate value,
The second constraint is a hybrid in which the target driving force is slowly changed by rate processing using the set required driving force and a second upper limit rate value that is larger than the first upper limit rate value. Car.   The hybrid vehicle according to claim 1, wherein the predetermined condition is satisfied when the driving power is included in a predetermined range including a value of zero. The required driving force setting means sets the required driving force based on an accelerator operation amount by a driver,
The hybrid vehicle according to claim 1, wherein the predetermined condition is satisfied when a change degree of the accelerator operation amount is equal to or greater than a predetermined degree. The hybrid vehicle according to claim 1 or 2,
Electric cranking means capable of cranking the internal combustion engine and capable of exchanging electric power with the power storage means;
The predetermined condition is satisfied when the internal combustion engine is started with cranking by the electric cranking means and when discharge allowable power that is power allowed for discharging the power storage means is less than a predetermined threshold. A hybrid car. In the hybrid vehicle according to any one of claims 1 to 5,
Power motive power connected to a predetermined axle and the engine shaft of the internal combustion engine and capable of inputting / outputting power to / from the axle and the engine shaft with input / output of power and power and exchanging power with the power storage means. It further comprises input / output means,
The electric motor is a hybrid vehicle capable of outputting power to the axle or another axle different from the axle. The hybrid vehicle according to claim 6,
The power drive input / output means includes
A generator motor capable of inputting and outputting power and capable of exchanging electric power with the power storage means;
Connected to three axles, the axle, the engine shaft of the internal combustion engine, and the rotating shaft of the generator motor, and power based on the power input / output to / from any of these three shafts is used as the remaining shaft. A hybrid vehicle including a three-axis power input / output means for inputting and outputting. Internal combustion engine capable of outputting driving power, electric motor capable of outputting driving power, power storage means capable of exchanging electric power with the motor, first driving mode for normal driving, and first driving A control method for a hybrid vehicle comprising: an operation mode selection means for selecting any one of the second operation modes giving priority to the output responsiveness of the driving power as compared with the mode as an execution operation mode,
(A) The target driving force is set based on the required driving force required for travel, and when the predetermined condition is satisfied and the first operation mode is selected as the execution operation mode, the required drive The target driving force is set so as to change slowly based on the force and the first gentle change constraint, and when the predetermined condition is satisfied and the second operation mode is selected as the execution operation mode The target driving force is set so as to change slowly based on the required driving force and the second gentle change constraint that has a tendency to change the target driving force sharply compared to the first gentle change constraint. And steps to
(B) controlling the internal combustion engine and the electric motor so as to obtain driving power based on the target driving force set in step (a) under the execution operation mode;
Control method of hybrid vehicle including

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