JP2011079409A - Hybrid vehicle and control method therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle capable of lubricating a lubrication subject without giving a sense of incongruity to a driver while extending travel distance by power from an electric motor by stopping driving an internal combustion engine. <P>SOLUTION: In a motor drive mode, while operation of an engine 22 is stopped, residual capacity Sref for start determination and output limit Wref for start determination are changed to let the engine 22 start more easily according to accelerating operation when engine operation stop time ts is not less than predetermined time tref, and lubrication of a lubrication subject such as the engine 22 and a gear mechanism, that is, drive of an oil pump 23 is required during operation stop of the engine 22 compared to when the engine operation stop time ts is less than predetermined time tref, and drive of an oil pump 23 is not required during operation stop of the engine 22. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle including an internal combustion engine and an electric motor each capable of outputting driving power and a control method thereof.

  Conventionally, as this type of hybrid vehicle, an internal combustion engine and a first electric motor as power sources, a second electric motor connected to a crankshaft of the internal combustion engine, a pump for circulating lubricating oil in the internal combustion engine, and an internal combustion engine There is known a system including a control device that drives a pump by motoring an internal combustion engine with a second electric motor without starting the internal combustion engine when the engine stop time exceeds a predetermined time (for example, Patent Document 1). reference). In this hybrid vehicle, by driving the pump without starting the internal combustion engine when the stop time of the internal combustion engine exceeds a predetermined time, the lubricating oil can be distributed to each part of the internal combustion engine without burning the fuel. Can do. In addition, this type of hybrid vehicle includes an internal combustion engine and first and second electric motors, and includes an oil pump based on the EV travel distance after the internal combustion engine is stopped or the amount of power stored in the power storage device. It is also known to determine whether or not it is necessary to supply lubricating oil to each part, and when lubricating oil supply is necessary, the internal combustion engine is rotationally driven by a first electric motor or the internal combustion engine is started (for example, , See Patent Document 2).

  Furthermore, an engine, a generator, an electric motor that rotates integrally with an output shaft that drives the drive wheels, a first gear element that is connected to the generator, and a second gear that is connected to the output shaft of the electric motor. A differential gear device having a gear element and a third gear element connected to the engine, and an oil pump connected to each of the first or third gear element and the second gear element via a one-way clutch There is also known a hybrid vehicle that operates an oil pump by driving a generator as a motor when engine stop and forward or reverse drive of an electric motor are detected (see, for example, Patent Document 3). A motor connected via a gear freely fitted to the main shaft; and a power transmission system including a power split mechanism for connecting and disconnecting the main shaft and the gear by a clutch mechanism. The motor is rotated for a predetermined time when the predetermined condition is satisfied when the regenerative braking by the motor or the use of regenerative energy is not performed, so that the main shaft and the gear are in a disconnected state. There is also known a hybrid vehicle in which lubricating oil is stirred by a gear to lubricate the power transmission mechanism (see, for example, Patent Document 4). Furthermore, an engine and an electric motor as drive sources, a hydraulic automatic transmission connected between the engine and drive wheels, and an electric oil pump that generates a hydraulic pressure necessary for shifting the hydraulic automatic transmission, When the engine and the electric oil pump are stopped and the electric motor is used as a drive source, the electric oil pump is driven under a predetermined condition to generate hydraulic pressure to the hydraulic automatic transmission while the engine is stopped. Hybrid vehicles are also known (see, for example, Patent Document 5).

JP 2007-216764 A JP 2008-238837 A Japanese Patent Laid-Open No. 10-169485 JP 2003-260942 A JP 2006-226440 A

  As described above, during the EV traveling where the operation of the internal combustion engine is stopped and the vehicle is driven by the power from the electric motor, the internal combustion engine is rotationally driven (motored) to operate the oil pump, or the electric oil pump is driven. For example, the lubricating oil can be supplied to the object to be lubricated without actually operating the internal combustion engine. However, since electric power is required for rotational driving (motoring) of the internal combustion engine for operating the oil pump and driving of the electric oil pump, the amount of power stored in the power storage device decreases with the supply of the lubricating oil. The EV travel distance may be shortened by that amount. In addition, since the supply of the lubricating oil as described above is performed regardless of the driver's intention, the EV traveling can be performed at an early stage by supplying the lubricating oil accompanied by power consumption during the EV traveling. If the process ends, the driver may feel uncomfortable. Such a problem should also be solved in a so-called plug-in hybrid vehicle equipped with a power storage device that can be charged with electric power from an external power source such as a household power source in order to extend the EV travel distance.

  SUMMARY OF THE INVENTION Accordingly, the main object of the present invention is to enable lubrication of an object to be lubricated without making the driver feel uncomfortable while stopping the operation of the internal combustion engine and extending the distance traveled by the power from the electric motor.

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

The hybrid vehicle according to the present invention
An internal combustion engine capable of outputting traveling power, lubricating medium supply means driven by the power from the internal combustion engine to supply a lubricating medium to a predetermined lubrication target, an electric motor capable of outputting traveling power, A hybrid vehicle including an electric motor and a power storage means capable of exchanging electric power,
An engine start determining means for comparing whether or not the internal combustion engine should be started by comparing a threshold value with a parameter that varies according to a driver's accelerator operation while the internal combustion engine is stopped;
When the driving of the lubricating medium supply means is required during the operation stop of the internal combustion engine, the driving of the lubricating medium supply means is not required during the operation stop of the internal combustion engine, according to the accelerator operation. Threshold changing means for changing the threshold so that the internal combustion engine is easily started;
Requested torque setting means for setting a requested torque required for traveling;
Control means for controlling the internal combustion engine and the electric motor so that a torque based on the required torque is obtained while the internal combustion engine is operated or stopped according to a determination result by the engine start determination means;
Is provided.

  In this hybrid vehicle, when the operation of the internal combustion engine is stopped, it is determined whether or not the internal combustion engine should be started by comparing a parameter that varies according to the driver's accelerator operation with a threshold value, and according to the determination result. The internal combustion engine and the electric motor are controlled so that a torque based on a required torque required for traveling is obtained while the internal combustion engine is operated or stopped. When the driving of the lubricating medium supply means is requested while the operation of the internal combustion engine is stopped, the internal combustion engine is started in response to the accelerator operation compared to when the driving of the lubricating medium supply means is not requested while the operation of the internal combustion engine is stopped. The threshold value to be compared with the parameter is changed so as to be easily performed. As a result, when the driving of the lubricating medium supply means is requested while the operation of the internal combustion engine is stopped, the internal combustion engine is started in response to a continuous accelerator operation or an increase in the accelerator operation amount by the driver. Thus, the lubricating medium supply means can be driven by the power from the started internal combustion engine to supply the lubricating medium to the object to be lubricated. Accordingly, it is not necessary to use the electric power from the power storage means to lubricate the lubrication target while the operation of the internal combustion engine is stopped, so that it is possible to extend the distance traveled by the power from the electric motor by stopping the operation of the internal combustion engine. Become. In addition, even if the internal combustion engine is started due to the necessity of lubrication of the lubrication target in response to a continuous accelerator operation or an increase in accelerator operation amount (acceleration request), the driver starts the internal combustion engine based on his / her intention. Therefore, in this hybrid vehicle, it is possible to suppress a sense of discomfort that tends to occur when the internal combustion engine is started even though the internal combustion engine should be stopped. Therefore, in the hybrid vehicle according to the present invention, it is possible to lubricate the lubrication target without making the driver feel uncomfortable while stopping the operation of the internal combustion engine and extending the distance traveled by the power from the electric motor.

  Further, the engine start determination means is configured when the charge ratio of the power storage means as the parameter is less than a predetermined start determination charge ratio as the threshold when the operation of the internal combustion engine is stopped. It may be determined that the internal combustion engine should be started, and the threshold value changing unit stops the operation of the internal combustion engine when the driving of the lubricating medium supply unit is requested during the operation stop of the internal combustion engine. The start-up charging ratio may be larger than when the drive of the lubricating medium supply means is not required. That is, if the accelerator operation is continuously executed by the driver or the accelerator operation amount is increased while the operation of the internal combustion engine in the hybrid vehicle is stopped, the power consumption by the motor increases, so the charging rate of the power storage means decreases. It will follow. Therefore, the start determination internal combustion engine is started in response to the accelerator operation by changing the start determination charge ratio, which is a threshold value compared with the charge ratio of the power storage means when lubrication of the lubrication target is requested while the internal combustion engine is stopped. In other words, even if the internal combustion engine is started due to the necessity of lubrication of the lubrication target in response to continuous accelerator operation or an increase in accelerator operation amount (acceleration request), the driver is willing to start the internal combustion engine. Therefore, it is possible to satisfactorily suppress the uncomfortable feeling that tends to occur when the internal combustion engine is started even though the operation of the internal combustion engine should be continued. .

  In this case, the hybrid vehicle may further include a navigation system for setting a travel route to a destination, and the threshold value changing unit is required to drive the lubricating medium supply unit while the internal combustion engine is stopped. In addition, when the use frequency of the travel route set by the navigation system is less than a predetermined frequency, the start determination charging is performed as compared with the case where the drive of the lubricating medium supply means is not required during the operation stop of the internal combustion engine. The ratio may be increased. As a result, the operation / stop state of the internal combustion engine in the frequently used travel route changes depending on whether lubrication of the lubrication target is required or not, and a sense of incongruity due to the change occurs. Can be suppressed.

  Further, the engine start determining means is a total required power as the parameter obtained by adding a predetermined power to a required power required for traveling based on the required torque when the operation of the internal combustion engine is stopped. May determine that the internal combustion engine should be started when the value is equal to or greater than the output limit for starting determination as the threshold based on discharge allowable power allowed for discharging of the power storage means, and the threshold changing means Is that when the driving of the lubricating medium supply means is required during the stop of the operation of the internal combustion engine, compared to when the driving of the lubricating medium supply means is not required during the stop of the operation of the internal combustion engine. The output limit may be reduced. That is, when the accelerator operation amount increases while the operation of the internal combustion engine in the hybrid vehicle is stopped, the total required power obtained by adding predetermined power to the required power required for traveling also increases. Accordingly, the start determination output limit, which is a threshold value compared with the total required power when lubrication of the lubrication target is requested while the operation of the internal combustion engine is stopped, is changed to respond to an increase in accelerator operation amount (acceleration request). If it is easy to start the internal combustion engine, even if the internal combustion engine is started due to the need for lubrication in response to an increase in accelerator operation amount (acceleration request), the driver is free to start the internal combustion engine. Therefore, it is possible to satisfactorily suppress a sense of incongruity that tends to occur when the internal combustion engine is started even though the operation of the internal combustion engine should be continued.

  The threshold value changing means determines that the driving of the lubricating medium supply means is requested when the operation stop time of the internal combustion engine is equal to or longer than a predetermined time, and the operation stop time is less than the predetermined time. The threshold value may be changed so that the internal combustion engine is easily started in response to an increase in the accelerator operation compared to a certain time. As a result, it is possible to change the threshold value after more appropriately determining whether lubrication is necessary or not while the operation of the internal combustion engine is stopped.

  The hybrid vehicle is capable of inputting and outputting motive power and capable of exchanging electric power with the power storage means, a drive shaft connected to drive wheels, an output shaft of the internal combustion engine, and the power generation A three-axis power input / output means connected to the three rotation axes of the motor and for inputting / outputting power to / from the remaining shafts based on power input / output to / from any two of these three axes; The control means may include the internal combustion engine and the generator motor so that a torque based on the required torque is obtained while the internal combustion engine is operated or stopped according to a determination result by the engine start determination means. The motor may be controlled.

  Further, the power storage means may be capable of being charged with electric power from an external power source. That is, the present invention enables lubrication of a lubrication target in a so-called plug-in hybrid vehicle without stopping the operation of the internal combustion engine and extending the distance traveled by the power from the electric motor, without causing the driver to feel uncomfortable. Is extremely useful.

The hybrid vehicle control method according to the present invention includes:
An internal combustion engine capable of outputting traveling power, lubricating medium supply means driven by the power from the internal combustion engine to supply a lubricating medium to a predetermined lubrication target, an electric motor capable of outputting traveling power, An electric storage means capable of exchanging electric power with an electric motor, and an engine that determines whether or not the internal combustion engine should be started by comparing a parameter that varies according to a driver's accelerator operation and a threshold value while the internal combustion engine is stopped. The internal combustion engine and the electric motor are controlled so that a torque based on a required torque required for running is obtained while the internal combustion engine is operated or stopped according to a determination result by the start determination unit and the engine start determination unit A control method for a hybrid vehicle including control means for
When the driving of the lubricating medium supply means is required during the operation stop of the internal combustion engine, the driving of the lubricating medium supply means is not required during the operation stop of the internal combustion engine, according to the accelerator operation. The threshold value is changed so that the internal combustion engine is easily started.

  According to this method, the object to be lubricated can be lubricated without making the driver feel uncomfortable while stopping the operation of the internal combustion engine and extending the distance traveled by the power from the electric motor.

1 is a schematic configuration diagram of a hybrid vehicle 20 that is a hybrid vehicle according to an embodiment of the present invention. It is explanatory drawing which shows an example of the relationship between battery temperature Tb and the input / output restrictions Win and Wout of the battery 50. FIG. It is explanatory drawing which shows an example of the relationship between the remaining capacity SOC of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is a flowchart which shows an example of the drive control routine at the time of an engine stop performed by hybrid ECU70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is a schematic block diagram of the hybrid vehicle 120 which concerns on a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 that is a hybrid vehicle according to an embodiment of the present invention. A hybrid vehicle 20 shown in the figure is connected to an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 that is an output shaft of the engine 22 via a damper 28, and the power distribution and integration mechanism 30. The motor MG1 capable of generating electricity, the reduction gear 35 coupled to the ring gear shaft 32a as the drive shaft 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 a battery 50 capable of exchanging electric power with the motors MG1 and MG2, a hybrid electronic control unit (hereinafter referred to as “hybrid ECU”) 70 for controlling the entire hybrid vehicle 20, and the like.

  The engine 22 is an internal combustion engine that outputs power when supplied with hydrocarbon-based fuel such as gasoline or light oil. The fuel injection amount or ignition timing by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24, Receive control of intake air volume. 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. In addition, the crankshaft 26 of the engine 22 sucks oil (lubricating medium) that is driven by the power from the engine 22 and is stored in an oil pan (not shown). A mechanical oil pump 23 for pressure feeding to a lubrication target part (gear mechanism) such as 30 or a reduction gear 35 is connected.

  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, This is a single pinion type planetary gear mechanism that has a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that these three elements can be differentially rotated with respect to each other. The carrier 34 which is the first element of the power distribution and integration mechanism 30 is driven by the crankshaft 26 of the engine 22, the sun gear 31 which is the second element is driven by the rotating shaft of the motor MG1, and the ring gear 32 which is the third element is driven. The rotation shafts of the motor MG2 are connected to each other via a ring gear shaft 32a and a reduction gear 35 as shafts. 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. , 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 well-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, and the battery 50 is not charged / discharged if the electric power balance is balanced by the motors MG1 and MG2. Become. 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 configured as a lithium ion secondary battery or a nickel hydride secondary battery, and 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 charge / discharge 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 by communication as necessary. Further, in order to manage the battery 50, the battery ECU 52 calculates the remaining capacity (charging ratio) SOC based on the integrated value of the charging / discharging current detected by the current sensor, or based on the remaining capacity SOC. The charge / discharge required power Pb * is calculated, or the input limit Win as the allowable charge power that is the power allowed for charging the battery 50 based on the remaining capacity SOC and the battery temperature Tb, and the battery 50 is allowed to discharge. The output limit Wout as the allowable discharge power that is the power to be calculated 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 the output limiting correction coefficient and the input limit based on the remaining capacity SOC of the battery 50. The correction coefficient can be set, and the basic value of the set input / output limits Win and Wout can be multiplied by the correction coefficient. FIG. 2 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 3 shows an example of the relationship between the remaining capacity SOC of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  In addition, the hybrid vehicle 20 of the embodiment includes a vehicle-side connector 62 connected to the external power supply side connector 92 of the external power supply 90 such as a household power supply (AC100V), the connection between the vehicle side connector 62 and the power line 54, and the connection. Relay for charging 64 that can be released, an AC / DC converter 66 that converts AC power from the external power supply 90 to DC power, and a voltage of DC power from the AC / DC converter 66 to convert the voltage to the battery 50 side And a charging relay 64, an AC / DC converter 66, and a charging electronic control unit (hereinafter referred to as “charging ECU”) 60 for controlling the DC / DC converter 68. The charging ECU 60 is in communication with the hybrid ECU 70 and exchanges various data with the hybrid ECU 70 as necessary. Thereby, in the hybrid vehicle 20 of an Example, the battery 50 can be previously charged with the electric power from the external power supply 90 before a driving | running | working start.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, and a timer 78 that executes a timing process according to a timing command. , Provided with an input / output port and a communication port (not shown). The hybrid ECU 70 includes an ignition signal from an ignition switch (start switch) 80, a shift position SP from a shift position sensor 82 that detects a shift position SP that is an operation position of the shift lever 81, and a depression amount of an accelerator pedal 83 (accelerator operation). Accelerator pedal position Acc from the accelerator pedal position sensor 84 for detecting the amount), brake pedal stroke BS from the brake pedal stroke sensor 86 for detecting the depression amount of the brake pedal 85, vehicle speed V from the vehicle speed sensor 87, from the navigation system 88 Navigation information and the like are input via the input port. As described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, the charging ECU 60, and the like via a communication port. The hybrid ECU 70 is variously connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, the charging ECU 60, and the like. Control signals and data are exchanged. Whether the navigation system 88 is stored in a storage medium (map information holding means) such as a current position of a vehicle acquired by using a GPS or an autonomous navigation device, a destination specified by an operator, a hard disk, or an SSD. Alternatively, a travel route is set based on map information acquired through communication, and route guidance is performed via display on the display, voice, or the like.

  In the hybrid vehicle 20 of the embodiment configured as described above, the vehicle is connected to the wheels 39a and 39b which are driving wheels based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. The required torque Tr * to be output to the ring gear shaft 32a as the drive shaft is calculated, and the engine 22, the motor MG1, and the motor MG2 are controlled so that the torque based on the required torque Tr * is output to the ring gear shaft 32a. . As an operation control mode of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required torque Tr * is output from the engine 22, and all of the power output from the engine 22 is distributed. Necessary for torque conversion operation mode in which motor MG1 and motor MG2 are driven and controlled so that torque is converted by integrated mechanism 30, motor MG1 and motor MG2 and output to ring gear shaft 32a, and required torque Tr * and charge / discharge of battery 50 The engine 22 is operated and controlled so that a power corresponding to the sum of the power and the power is output from the engine 22, and all or a part of the power output from the engine 22 with charging / discharging of the battery 50 is a power distribution and integration mechanism. 30 and torque conversion by motor MG1 and motor MG2. Thus, a charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that torque based on the required torque Tr * is output to the ring gear shaft 32a, and the operation based on the required torque Tr * is stopped by stopping the operation of the engine 22. There is a motor operation mode in which the motor MG2 is driven and controlled to output to 32a. Further, in the hybrid vehicle 20 of the embodiment, when a predetermined condition is satisfied under the torque conversion operation mode or the charge / discharge operation mode, intermittent operation for automatically stopping and starting the engine 22 is executed.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the operation when the hybrid vehicle 20 is traveling in the motor operation mode will be described. FIG. 4 is a flowchart illustrating an example of an engine stop time drive control routine executed by the hybrid ECU 70 of the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec) when the accelerator pedal 83 is depressed while the hybrid vehicle 20 is running with the operation of the engine 22 stopped. Is.

  At the start of the routine of FIG. 4, the CPU 72 of the hybrid ECU 70 determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 87, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, and the remaining capacity of the battery 50. Input processing of data necessary for control, such as SOC, input / output restrictions Win and Wout, air conditioning operation flag Fac, travel route information from navigation system 88, and engine operation stop time ts, is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication. Further, the remaining capacity SOC of the battery 50 and the input / output limits Win and Wout are input from the battery ECU 52 by communication. The air conditioning operation flag Fac is a value when an air conditioning on / off switch for instructing operation / stop of a passenger compartment air conditioning unit (not shown) mounted on the hybrid vehicle 20 provided on an instrument panel or the like in the passenger compartment is turned off. In addition to being set to 0, the value is set to 1 when the switch is turned on, and is input by communication from an air conditioning electronic control unit (not shown) that controls the passenger compartment air conditioning unit. In step S100, the destination specified by the operator is input as the travel route information from the navigation system 88. Further, the engine operation stop time ts is a time measured from when the operation of the engine 22 is stopped by the timer 78 until it is started (including a time during which the vehicle is stopped).

  After the data input process in step S100, it is determined whether or not the input engine operation stop time ts is equal to or longer than a predetermined time tref (for example, 3 minutes) (step S110). Here, in the hybrid vehicle 20 of the embodiment, when the operation of the engine 22 is stopped under the motor operation mode, the drive of the oil pump 23 is also stopped. If the oil as the lubricating medium is not supplied and the engine operation stop time ts becomes longer, there is a possibility that the lubrication target is insufficiently lubricated. For this reason, in the hybrid vehicle of the embodiment, the necessity of lubrication of the lubrication target is determined based on the engine operation stop time ts while the operation of the engine 22 is stopped under the motor operation mode.

  When it is determined that the engine operation stop time ts is less than the predetermined time tref and the lubrication of the lubrication target such as the engine 22 or the gear mechanism is not required, the start determination remaining capacity Sref used for the start determination of the engine 22 is set in advance. A predetermined constant value S0 (for example, a value of about 20 to 40%) is set, and similarly, a start determination output limit Wref used for start determination of the engine 22 is set to the output limit Wout input in step S100. (Step S120). When it is determined that the engine operation stop time ts is equal to or longer than the predetermined time tref and lubrication of the lubrication target such as the engine 22 or the gear mechanism is required, navigation is performed based on the travel route information input in step S100. It is determined whether or not the travel route set by the system 88 is a frequent route that is frequently used by the driver of the hybrid vehicle 20 (more than a predetermined frequency) (step S115). In step S115 of the embodiment, if the destination input in step S100 is a point that is designated a predetermined number of times or more, it is determined that the travel route set by the navigation system 88 is a frequent route, and the process proceeds to step S100. If the input destination is not a point designated more than a predetermined number of times, it is determined that the travel route set by the navigation system 88 is not a frequent route. If it is determined in step S115 that the travel route is a frequent route, the start determination remaining capacity Sref is set to a predetermined constant value S0, and the start determination output limit Wref is set to step S100. Is set to the output limit Wout inputted (step S120). On the other hand, if it is determined in step S115 that the travel route is not a frequent route, a value obtained by adding a predetermined value ΔS to the remaining start determination capacity Sref (previous value) set at that time is set. A new start determination remaining capacity Sref is set, and a value obtained by subtracting a predetermined value ΔW from the start determination output limit Wref (previous value) set at that time is set as a new start determination output limit Wref. (Step S125).

  Thereby, in the hybrid vehicle 20 of the embodiment, it is determined that the engine operation stop time ts is equal to or longer than the predetermined time tref and lubrication of the lubrication target is required, and the use frequency of the travel route set by the navigation system 88 is determined. Each time it is determined that the frequency is less than the predetermined frequency, the start determination remaining capacity Sref is gradually increased, and the start determination output limit Wref is gradually decreased. In step S120, the start determination output limit Wref is set to the output limit Wout (the product of the basic value of the output limit and the correction coefficient) input in step S100, but the start determination output limit Wref is: A value based on the output limit Wout (a value obtained by correcting the output limit Wout), for example, based on an integrated value of the charge / discharge current of the battery 50, and deteriorated due to the discharge of the battery 50 when a predetermined reference value is exceeded. May be set to a value obtained by correcting the product of the basic value of the output limit and the correction coefficient based on the deterioration factor indicating that the start of the operation is started.

  After the process of step S120 or S125, the set remaining capacity for start determination Sref is compared with the remaining capacity SOC input in step S100, and it is determined whether or not the remaining capacity SOC is equal to or greater than the remaining capacity for start determination Sref. (Step S130). If the remaining capacity SOC is equal to or greater than the remaining capacity Sref for starting determination, it is considered that the engine 22 need not be started from the relationship with the remaining battery capacity SOC, and the vehicle speed V input in step S100 is determined in advance. It is determined whether the vehicle speed is less than the intermittent prohibition vehicle speed Vref (step S140). The intermittent prohibition vehicle speed Vref is set, for example, as a lower limit value of a vehicle speed range in which the operation of the engine 22 is necessary and the intermittent operation should be prohibited, depending on the state of the battery 50, the state of the engine 22, the traveling state of the hybrid vehicle 20, and the like. May be set to change. If it is determined in step S140 that the vehicle speed V is less than the intermittent prohibition vehicle speed Vref, it is considered that the engine 22 does not need to be started from the relationship with the vehicle speed V, and the accelerator opening Acc and the vehicle speed V The required torque Tr * to be output to the ring gear shaft 32a serving as the drive shaft connected to the wheels 39a and 39b is set based on the required travel power Pr required for traveling of the hybrid vehicle 20 (ring gear shaft 32a). * Is set (step S150). In the embodiment, the relationship among the accelerator opening Acc, 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. The required torque Tr * is the given accelerator opening. The one corresponding to Acc and the vehicle speed V is derived and set from the map. FIG. 5 shows an example of the required torque setting map. In the embodiment, the required travel power Pr * is set to a value obtained by multiplying the required torque Tr * by the rotational speed Nr of the ring gear shaft 32a. 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 or by multiplying the vehicle speed V by a conversion factor.

  Next, in accordance with the following equation (1) based on the required travel power Pr *, the value of the air conditioning operation flag Fac, etc., the total required power Ptotal that is compared with the start determination output limit Wref when the engine 22 is determined to start is calculated (step S160). ). Equation (1) is expressed as follows: engine start power Pcrk, which is power consumed (including negative values, that is, generated power) consumed by cranking by the motor MG1 for starting the engine 22, and vehicle interior by the air conditioning unit. Requests the product of air conditioning power Pac required for air conditioning (compressor driving power, etc.) and air conditioning operation flag Fac (value 0 if Fac = 0) and power Pmrg for a predetermined margin. The total required power Ptotal is derived by adding to the traveling power Pr *. The engine starting power Pcrk cancels the torque as a reaction force against the power input / output by the motor MG1 for cranking the engine 22 and the driving torque acting on the ring gear shaft 32a as the engine 22 is cranked. Therefore, it is the sum of the electric power input and output by the motor MG2 and basically becomes a value on the discharge side (positive value), but depending on the traveling state of the hybrid vehicle 20, the value on the charging side (negative value) Can also be. That is, when starting the engine 22 of the hybrid vehicle 20 of the embodiment, the higher the vehicle speed V at the start of cranking, the larger the rotational speed Nm1 of the motor MG1 is on the negative side, so the amount of power generated by the motor MG1 increases. The power required for cranking the engine 22 is reduced by that amount (in some cases, the value is on the charging side). Based on this, in the embodiment, a map (not shown) that defines the relationship between the vehicle speed V and the engine starting power Pcrk is created in advance, and the engine starting power Pcrk is input from the map in step S100. The one corresponding to V is derived. In the embodiment, the air conditioning power Pac required for air conditioning in the passenger compartment is a constant value (for example, about several kW) determined through experiments and analysis based on the performance of the air conditioning unit.

  Ptoral = Pr * + Pcrk + Fac ・ Pac + Pmrg (1)

  If the total required power Ptotal is calculated, it is determined whether or not the total required power Ptotal is less than the start determination output limit Wref set in step S120 or S125 (step S170). If the total required power Ptotal is less than the start determination output limit Wref, it is considered that the engine 22 does not need to be started, and the target rotational speed Ne * and the target torque Te * of the engine 22 are set to 0 respectively. At the same time (step S180), the torque command Tm1 * for the motor MG1 is set to 0 (step S190). Next, in accordance with the following equations (2) and (3), the torque command Tm1 * of the motor MG1 set in S190 from the input / output limits Win, Wout of the battery 50 input in step S100 and the current rotational speed Nm1 of the motor MG1 Of the torque that may be output from the motor MG2 by dividing the deviation obtained by subtracting the power consumption (generated power) of the motor MG1 obtained as a product of (the value 0 in this case) by the rotation speed Nm2 of the motor MG2. Torque limits Tmin and Tmax as upper and lower limits are calculated (step S200). Further, by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 according to the following equation (4), a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated (step S210), and the temporary motor torque Tm2tmp is calculated. Is set to the torque command Tm2 * of the motor MG2 (step S220). By setting the torque command Tm2 * of the motor MG2 in this way, the torque output to the ring gear shaft 32a as the drive shaft can be limited within the range of the input limit Win and the output limit Wout of the battery 50. When the target rotational speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are transferred to the engine ECU 24 and the motor. Torque commands Tm1 * and Tm2 * of MG1 and MG2 are transmitted to the motor ECU 40 (step S230), and the processes after step S100 are executed again. In this case, the motor ECU 40 that has received the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motor MG2 is driven in accordance with the torque command Tm2 *.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (2)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (3)
Tm2tmp = Tr * / Gr (4)

  On the other hand, if it is determined in step S130 that the remaining capacity SOC is less than the start determination remaining capacity Sref, an engine start flag is turned on to start the engine 22 that has been stopped (step S240). ), This routine is terminated. If it is determined in step S140 that the vehicle speed V is equal to or higher than the intermittent prohibition vehicle speed Vref, an engine start flag is set so that the power from the engine 22 can be output to the ring gear shaft 32a to ensure acceleration performance and the like. Is turned on (step S240), the routine is terminated. If it is determined in step S170 that the total required power Ptotal is equal to or greater than the start determination output limit Wref, it is assumed that the total required power Ptotal cannot be covered by the power from the battery 50, and the engine start flag is set. After being turned on (step S240), this routine is terminated. When the engine start flag is thus turned on and the engine stop time drive control routine of FIG. 4 is completed, the hybrid ECU 70 executes an engine start time drive control routine (not shown). The engine start drive control routine is performed by cranking the engine 22 by the motor MG1 while keeping the power input / output by the motors MG1 and MG2 within the range between the input limit Win and the output limit Wout of the battery 50. The motor 22 is started so that torque based on the required torque Tr * is output to the ring gear shaft 32a while canceling torque as a reaction force against the drive torque acting on the ring gear shaft 32a as the engine 22 is cranked. This is a process for driving and controlling MG2. When the engine start drive control routine ends, the engine start flag is turned off.

  As described above, in the hybrid vehicle 20 of the embodiment, the remaining capacity SOC that is a parameter that varies according to the driver's accelerator operation while the operation of the engine 22 is stopped under the motor operation mode. Further, it is determined whether or not the engine 22 should be started by comparing the total required power Ptotal with the start determination remaining capacity Sref or the start determination output limit Wref corresponding to the respective thresholds (steps S130 and S170). According to the result, the engine 22 and the motors MG1 and MG2 are controlled so that the engine 22 is operated (started) or stopped (maintained in a stopped state) and torque based on the required torque Tr * is output to the ring gear shaft 32a. (Steps S180 to S240). When the engine operation stop time ts is equal to or longer than the predetermined time tref and the operation of the oil pump 23, that is, lubrication of the lubrication target such as the engine 22 or the gear mechanism is required during the engine stop operation, the engine operation stop time ts is The remaining amount Sref for start determination and the output for start determination are set so that the engine 22 is more easily started in response to the accelerator operation than when the lubrication target is not required while the operation of the engine 22 is stopped during the predetermined time tref. The limit Wref is changed (step S125).

  As a result, when the driving of the oil pump 23 is requested while the operation of the engine 22 is stopped, the engine 22 is started in response to a continuous accelerator operation by the driver or an increase in the accelerator opening Acc. The oil pump 23 can be driven by the power from the started engine 22 to supply oil to the lubrication target. Therefore, it is not necessary to use the electric power from the battery 50 to lubricate the lubrication target while the operation of the engine 22 is stopped. Therefore, it is possible to stop the operation of the engine 22 and extend the distance traveled by the power from the motor MG2. It becomes. In addition, even if the engine 22 is started due to the necessity of lubrication to be lubricated in response to a continuous accelerator operation or an increase in the accelerator opening Acc (acceleration request), the driver is free to start the engine 22 on his / her own will. Therefore, the hybrid vehicle 20 can suppress the uncomfortable feeling that tends to occur when the engine 22 is started even though the operation stop of the engine 22 should be continued. . Therefore, in the hybrid vehicle 20 of the embodiment, it is possible to lubricate the lubrication target without making the driver feel uncomfortable while stopping the operation of the engine 22 and extending the distance traveled by the power from the motor MG2. .

  Further, in the hybrid vehicle 20 of the embodiment, if the accelerator operation is continuously executed by the driver or the accelerator opening degree Acc is increased while the operation of the engine 22 is stopped, the power consumption by the motor MG2 increases. The remaining capacity SOC of 50 will decrease. For this reason, in the embodiment, when the operation of the oil pump 23, that is, lubrication of the lubrication target is requested while the operation of the engine 22 is stopped, the remaining capacity Sref for start determination which is a threshold value compared with the remaining capacity SOC of the battery 50. Is made larger than when the oil pump 23 is not required to be driven while the operation of the engine 22 is stopped, thereby making it easier to start the engine 22 according to the accelerator operation. As a result, even if the engine 22 is started due to the necessity of lubrication of the lubrication target in response to the continuous accelerator operation or the increase in the accelerator opening Acc (acceleration request), the driver is willing to start the engine 22. Therefore, it is possible to satisfactorily suppress the uncomfortable feeling that tends to occur when the engine 22 is started even though the engine 22 should be stopped.

  Further, as in the above embodiment, when the driving of the oil pump 23 is requested while the operation of the engine 22 is stopped and the use frequency of the travel route set by the navigation system 88 is less than a predetermined frequency, If the remaining capacity Sref is made larger than the previous value, the operation / stop state of the engine 22 on the frequently used travel route changes depending on whether lubrication of the lubrication target is required or not. And the occurrence of a sense of incongruity caused by the change can be suppressed. However, the process of step S115 in FIG. 4 may be omitted, and the process of step S125 may be executed when it is determined in step S110 that the oil pump 23 is driven, that is, lubrication of the lubrication target is required. In the embodiment, when the engine operation stop time ts is equal to or longer than the predetermined time tref and the use frequency of the travel route set by the navigation system 88 is less than the predetermined frequency, the start determination remaining capacity Sref is gradually increased. However, it is not limited to this. That is, the start determination remaining capacity Sref is determined when the engine operation stop time ts is equal to or longer than the predetermined time tref and the use frequency of the travel route set by the navigation system 88 is determined to be less than the predetermined frequency. It may be made larger by a predetermined amount than the value of.

  Further, in the hybrid vehicle 20 of the embodiment, when the accelerator opening Acc becomes large while the operation of the engine 22 is stopped, the engine starting power Pcrk, the air conditioning power Pac, and the like are added to the required traveling power Pr * required for traveling. The total required power Ptotal obtained in this way also increases. Therefore, in the embodiment, when the operation of the oil pump 23, that is, lubrication of the lubrication target is requested while the operation of the engine 22 is stopped, the start determination output limit Wref which is a threshold value compared with the total required power Ptotal is set to the engine. When the operation of the oil pump 23 is not required while the operation of the engine 22 is stopped, the engine 22 is made smaller, thereby making it easier to start the engine 22 in response to an accelerator operation, that is, an increase in the accelerator opening Acc. As a result, even if the engine 22 is started due to the necessity of lubrication of the lubrication target in response to the increase in the accelerator opening Acc (acceleration request), the driver recognizes that the start of the engine 22 is based on his / her intention. As a result, it is possible to satisfactorily suppress the uncomfortable feeling that tends to occur when the engine 22 is started even though the engine 22 should be stopped. In the embodiment, when the engine operation stop time ts is equal to or longer than the predetermined time tref and the use frequency of the travel route set by the navigation system 88 is less than the predetermined frequency, the start determination output limit Wref is gradually decreased. However, it is not limited to this. That is, the start determination output limit Wref is determined when the engine operation stop time ts is equal to or longer than the predetermined time tref and the use frequency of the travel route set by the navigation system 88 is determined to be less than the predetermined frequency. It may be made smaller by a predetermined amount than the value of.

  Further, as in the above-described embodiment, when the operation stop time ts of the engine 22 is equal to or longer than the predetermined time tref, it is determined that driving of the oil pump 23, that is, lubrication of the lubrication target is required (step S110). If the remaining capacity Sref for start determination and the output limit Wref for start determination are changed so that the engine 22 can be started more easily in response to an increase in accelerator operation than when the stop time ts is less than the predetermined time tref, the engine 22 It is possible to change the start determination remaining capacity Sref and the start determination output limit Wref after more appropriately determining whether or not the lubrication target is necessary during the operation stop. However, in step S110 of FIG. 4, it may be determined whether or not the distance traveled by the power from the motor MG2 (EV travel distance) is equal to or greater than a predetermined value after the operation of the engine 22 is stopped. When the value is equal to or greater than the predetermined value, it may be determined that driving of the oil pump 23, that is, lubrication of the lubrication target is required.

  And the battery 50 mounted in the hybrid vehicle 20 of an Example can be charged with the electric power from the external power supplies 90, such as a household power supply. That is, according to the present invention, in the so-called plug-in type hybrid vehicle 20, the operation of the engine 22 is stopped and the distance traveled by the power from the motor MG2 is increased, and the lubrication of the object to be lubricated is made without making the driver feel uncomfortable. It is extremely useful to enable However, it goes without saying that the present invention can also be applied to a hybrid vehicle that cannot be charged by electric power from an external power source.

  In the hybrid vehicle 20, the ring gear shaft 32a and the motor MG2 are connected via a reduction gear 35 that reduces the rotational speed of the motor MG2 and transmits it to the ring gear shaft 32a, but instead of the reduction gear 35, For example, a transmission that has two shift stages of Hi and Lo, or three or more shift stages, and changes the rotational speed of the motor MG2 and transmits it to the ring gear shaft 32a may be employed. Further, the hybrid vehicle 20 decelerates the power of the motor MG2 by the reduction gear 35 and outputs it to the ring gear shaft 32a as the ring gear shaft 32a. However, the application target of the present invention is not limited to this. . That is, according to the present invention, as in a hybrid vehicle 120 as a modified example shown in FIG. 6, the power of the motor MG2 is connected to the ring gear shaft 32a (the axle to which the wheels 39a and 39b as drive wheels are connected). May be applied to those that output to different axles (axles connected to the wheels 39c, 39d in FIG. 6).

  Here, the correspondence between the main elements of the above-described embodiments and modifications 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 embodiment, the engine 22 that can output power to the ring gear shaft 32a corresponds to an “internal combustion engine”, and the oil pump 23 that is driven by the power from the engine 22 and supplies oil to the lubrication target is “lubricated”. 4 corresponds to the “medium supply means”, the motor MG2 capable of outputting power to the ring gear shaft 32a corresponds to the “electric motor”, and the battery 50 capable of exchanging electric power with the motor MG2 etc. corresponds to the “power storage means”. The hybrid ECU 70 that executes the processes of steps S130, S140, and S170 corresponds to “engine start determining means”, and the hybrid ECU 70 that executes the processes of steps S110, S115, S120, and S125 of FIG. 4 corresponds to “threshold changing means”. Then, the hybrid ECU 70 that executes the process of step S150 in FIG. Corresponds to the click setting means ", a hybrid ECU70 executing the processing in steps S180~S240 of FIG. 4, the combination of the engine ECU24 and the motor ECU40 corresponds to the" control means ". The navigation system 88 for setting the travel route to the destination corresponds to the “navigation system”, the motor MG1 corresponds to the “electric motor for power generation”, and the power distribution and integration mechanism 30 corresponds to the “three-axis power input / output means”. It corresponds to.

  However, 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. The “lubricating medium supply means” may be of any type as long as it is driven by the power from the internal combustion engine and supplies the lubricating medium to a predetermined lubrication target. The “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” may be of any type as long as it can exchange electric power with an electric motor or a generator motor. The “engine start determination means” may be of any type as long as it determines whether the internal combustion engine should be started by comparing a parameter that varies according to the driver's accelerator operation with a threshold value. Absent. The “threshold value changing means” is an accelerator operation when driving of the lubricating medium supply means is requested while the operation of the internal combustion engine is stopped, compared to when the driving of the lubricating medium supply means is not required when the operation of the internal combustion engine is stopped. Any type may be used as long as the threshold value is changed so that the internal combustion engine is easily started. The “request torque setting means” may be of any other type, such as one that sets the request torque based only on the accelerator opening Acc, as long as the request torque required for traveling is set. It doesn't matter. The “control means” may be of any type other than the combination of the hybrid ECU 70, the engine ECU 24, and the motor ECU 40 such as a single electronic control unit. The “3-axis power input / output means” may be of any other type such as a double pinion planetary gear mechanism or a differential gear other than the power distribution and integration mechanism 30. In any case, the correspondence between the main elements of the embodiments and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Therefore, the present invention is not limited to the elements of the invention described in the column of means for solving the problem. 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.

  20, 120 Hybrid vehicles, 22 engines, 23 oil pumps, 24 engine electronic control units (engine ECUs), 26 crankshafts, 28 dampers, 30 power distribution integration mechanisms, 31 sun gears, 32 ring gears, 32a ring gear shafts, 33 pinion gears, 34 Carrier, 35 Reduction gear, 37 Gear train, 38 Differential gear, 39a, 39b, 39c, 39d Wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 Battery , 52 Battery electronic control unit (battery ECU), 54 Electric power line, 60 Charging electronic control unit (charging ECU), 62 Vehicle side connector, 64 Charging relay, 66 AC / DC converter, 68 C / DC converter, 70 Hybrid electronic control unit (hybrid ECU), 72 CPU, 74 ROM, 76 RAM, 78 timer, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor 85 brake pedal, 86 brake pedal stroke sensor, 87 vehicle speed sensor, 88 navigation system, MG1, MG2 motor.

Claims (8)

An internal combustion engine capable of outputting traveling power, lubricating medium supply means driven by the power from the internal combustion engine to supply a lubricating medium to a predetermined lubrication target, an electric motor capable of outputting traveling power, A hybrid vehicle including an electric motor and a power storage means capable of exchanging electric power,
An engine start determining means for comparing whether or not the internal combustion engine should be started by comparing a threshold value with a parameter that varies according to a driver's accelerator operation while the internal combustion engine is stopped;
When the driving of the lubricating medium supply means is required during the operation stop of the internal combustion engine, the driving of the lubricating medium supply means is not required during the operation stop of the internal combustion engine, according to the accelerator operation. Threshold changing means for changing the threshold so that the internal combustion engine is easily started;
Requested torque setting means for setting a requested torque required for traveling;
Control means for controlling the internal combustion engine and the electric motor so that a torque based on the required torque is obtained while the internal combustion engine is operated or stopped according to a determination result by the engine start determination means;
A hybrid vehicle comprising: The hybrid vehicle according to claim 1,
The engine start determination means is configured to detect the internal combustion engine when a charge ratio of the power storage means as the parameter is less than a predetermined start determination charge ratio when the operation of the internal combustion engine is stopped. To start
The threshold value changing means is compared with the case where the driving of the lubricating medium supply means is not required during the operation stop of the internal combustion engine when the driving of the lubricating medium supply means is required during the operation stop of the internal combustion engine. A hybrid vehicle that increases the charge ratio for start determination. The hybrid vehicle according to claim 2,
A navigation system for setting a travel route to the destination;
The threshold value changing means is configured such that when the operation of the lubricating medium supply means is requested while the operation of the internal combustion engine is stopped and the use frequency of the travel route set by the navigation system is less than a predetermined frequency, the internal combustion engine A hybrid vehicle in which the charging rate for start determination is made larger than when the driving of the lubricating medium supply means is not required during the operation stop. In the hybrid vehicle according to any one of claims 1 to 3,
The engine start determination means has a total required power as the parameter obtained by adding a predetermined power to a required power required for traveling based on the required torque when the operation of the internal combustion engine is stopped. Determining that the internal combustion engine should be started when it is equal to or greater than the output limit for starting determination as the threshold based on the allowable discharge power allowed to discharge the power storage means;
The threshold value changing means is compared with the case where the driving of the lubricating medium supply means is not required during the operation stop of the internal combustion engine when the driving of the lubricating medium supply means is required during the operation stop of the internal combustion engine. A hybrid vehicle that reduces the start determination output limit. In the hybrid vehicle according to any one of claims 1 to 4,
The threshold value changing unit determines that the driving of the lubricating medium supply unit is requested when the operation stop time of the internal combustion engine is equal to or longer than a predetermined time, and when the operation stop time is less than the predetermined time. A hybrid vehicle that changes the threshold value so that the internal combustion engine is more easily started in response to an increase in the accelerator operation than In the hybrid vehicle according to any one of claims 1 to 5,
A generator motor capable of inputting and outputting power and capable of exchanging electric power with the power storage means;
Power based on power input to and output from any one of these three shafts, which is connected to three shafts, a drive shaft coupled to the drive wheels, an output shaft of the internal combustion engine, and a rotation shaft of the generator motor. And a three-axis power input / output means for inputting / outputting to / from the remaining shaft,
The control means includes the internal combustion engine, the generator motor, and the electric motor so that the internal combustion engine is operated or stopped according to a determination result by the engine start determination means and a torque based on the required torque is obtained. Hybrid vehicle to control. The hybrid vehicle according to any one of claims 1 to 6,
The power storage means is a hybrid vehicle that can be charged with electric power from an external power source. An internal combustion engine capable of outputting traveling power, lubricating medium supply means driven by the power from the internal combustion engine to supply a lubricating medium to a predetermined lubrication target, an electric motor capable of outputting traveling power, An electric storage means capable of exchanging electric power with an electric motor, and an engine that determines whether or not the internal combustion engine should be started by comparing a parameter that varies according to a driver's accelerator operation and a threshold value while the internal combustion engine is stopped. The internal combustion engine and the electric motor are controlled so that a torque based on a required torque required for running is obtained while the internal combustion engine is operated or stopped according to a determination result by the start determination unit and the engine start determination unit A control method for a hybrid vehicle including control means for
When the driving of the lubricating medium supply means is required during the operation stop of the internal combustion engine, the driving of the lubricating medium supply means is not required during the operation stop of the internal combustion engine, according to the accelerator operation. A control method for a hybrid vehicle, wherein the threshold value is changed so that the internal combustion engine is easily started.

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