JP4793233B2 - POWER OUTPUT DEVICE, VEHICLE HAVING THE SAME AND ITS CONTROL METHOD - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To satisfy requirement of an operator in improving fuel economy. <P>SOLUTION: A hybrid automobile 20 selects an ordinary traveling mode satisfying requirement regarding comfortableness of the operator and one of a quietness maintaining eco-mode for maintaining quietness of the vehicle, a driving force maintaining eco-mode for maintaining required torque output to a ring gear shaft 32a, an air conditioning performance maintaining eco-modefor maintaining air conditioning performance of a cabin 21, a most fuel economy priority mode not maintaining requirement regarding comfortableness of the operator as the eco-mode giving priority to fuel economy compared to the ordinary traveling mode by an eco-mode switch 89 operated by the operator, sets requirement torque based on the selected mode, and controls an engine 22 and motors MG1 and MG2 so that driving force based on the set requirement torque is output to the ring gear shaft 32a. Thus, the operator can select the eco-mode among a plurality of the eco-modes. <P>COPYRIGHT: (C)2008,JPO&amp;INPIT

Description

  The present invention relates to a power output device, a vehicle equipped with the same, and a control method thereof.

Conventionally, the power output device has an energy saving mode in which the fuel efficiency is improved as compared with the normal mode. There has been proposed one that suppresses output compared to the normal mode and improves fuel consumption (see, for example, Patent Document 1).
JP 2006-151039 A

  However, in the power output device described in Patent Document 1, when the energy saving mode is selected, the regenerative braking force is improved, the output of the air conditioner is reduced, and the output of the seat heater is reduced. For example, individual settings such as not improving the regenerative braking force, not lowering the output of the air conditioner, or lowering the output of the seat heater could not be made, and could not meet the diverse demands of the operator .

  The present invention has been made in view of the above problems, and provides a power output device capable of satisfying the operator's request as much as possible when improving fuel efficiency, a vehicle equipped with the power output device, and a control method thereof. With the goal.

  The present invention adopts the following means in order to achieve the above-mentioned object.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
A power source capable of outputting driving power;
Operate any one of the normal driving mode that satisfies the operator's comfort requirement and the plurality of fuel efficiency priority modes that prioritize the fuel consumption over the normal driving mode and satisfy at least part of the operator's comfort requirement Mode selection means that can be selected based on the user's operation;
Requested driving force setting means for setting a requested driving force required for the drive shaft based on the mode selected by the mode selecting means;
Control means for controlling the power source so that a driving force based on the set required driving force is output to the drive shaft;
Is provided.

  In this power output device, any one of a normal driving mode that satisfies the operator's comfort requirements and a plurality of fuel efficiency priority modes that prioritize fuel consumption over the normal driving modes and satisfy at least a part of the operator's comfort requirements. One mode is selected based on the operation of the operator, a required drive force required for the drive shaft is set based on the selected mode, and the drive force based on the set required drive force is determined as the drive shaft. The power source is controlled so that the power is output. Thus, the operator can select from a plurality of fuel efficiency priority modes. Therefore, the operator's request can be satisfied as much as possible in improving the fuel efficiency.

  In the power output apparatus of the present invention, the mode selection means includes a quietness maintaining mode for maintaining the quietness of the vehicle as a plurality of fuel consumption priority modes that satisfy at least a part of the requirements regarding the comfort of the operator, and the driving Driving force maintenance mode that maintains the required driving force output to the shaft, air conditioning performance maintenance mode that maintains the air conditioning performance of the passenger compartment including the operator, and highest fuel efficiency that does not maintain the operator's comfort requirements It is good also as what can be selected from the fuel consumption priority mode containing two or more among modes. In this way, when making a priority on fuel efficiency, the mode that does not impair the quietness, the mode that does not impair the required driving force, the mode that does not impair the air conditioning performance, the silence, the required driving force, and the air conditioning performance are impaired. However, the mode desired by the operator can be selected from modes that prioritize higher fuel efficiency.

  In the power output apparatus of the present invention, the mode selection means is means for selecting the selected fuel efficiency priority mode when the apparatus is started this time when the fuel efficiency priority mode was selected when the apparatus was stopped last time. It is good. In this way, the operator does not have to perform an operation of selecting the same mode again when the apparatus is activated. Here, “when the apparatus is activated” may be when the power output apparatus is turned on, or when the power source is activated. At this time, the power output apparatus of the present invention is a mode in which, when the apparatus is activated, any one of the fuel consumption priority modes set in advance is set regardless of the operation of the operator to the mode selection means. Setting means, and the required driving force setting means may set the required driving force required for the drive shaft based on the mode set by the mode setting means. In this way, the apparatus can be activated by setting the fuel efficiency priority mode that needs to be prioritized when the apparatus is activated. At this time, the mode selection means may select a quietness maintenance mode in which the quietness of the vehicle is maintained as the predetermined fuel consumption priority mode. In this way, it is possible to reduce the startup sound generated when the apparatus is activated, and the operator can comfortably activate the apparatus.

  In the power output apparatus of the present invention, a state detection unit capable of detecting the state of the vehicle, and any one of the fuel efficiency priority modes determined in advance based on the detected vehicle state is selected as the mode selection unit. Mode setting means for setting regardless of the operation of the operator, and the required driving force setting means is a required driving force required for the drive shaft based on the mode set by the mode setting means May be set. In this way, it is possible to set the fuel efficiency priority mode suitable for the state of the vehicle. At this time, the state detecting means is means capable of detecting the temperature of the power source, and the mode setting means is configured to select the predetermined fuel consumption priority mode when the detected temperature of the power source falls below a predetermined range. A quietness maintenance mode for maintaining the quietness of the vehicle may be set. In this way, for example, when the start-up sound generated at the start-up of the apparatus becomes relatively loud, such as during cold start when the temperature of the power source falls below a predetermined range, the operator comfortably starts the apparatus to reduce the start-up sound be able to. Here, “detecting the temperature of the power source” only needs to obtain information capable of detecting or estimating the temperature of the power source. For example, the temperature of the power source itself may be detected directly, The temperature of the power source may be estimated from the detected outside air temperature by detecting the outside air temperature related to the temperature of the power source. The state detecting means is means capable of detecting the temperature in the passenger compartment, and the mode setting means is configured to determine the predetermined value when the detected temperature in the passenger compartment is out of a predetermined allowable range. It is good also as a means which sets the air-conditioning performance maintenance mode which maintains the air-conditioning performance in the said passenger | crew room as a fuel consumption priority mode. By doing so, the air conditioning performance in the passenger compartment is maintained and the temperature is easily within the allowable range, so that the operator can ride comfortably. Here, “detecting the temperature in the passenger compartment” only needs to be able to obtain information capable of detecting or estimating the temperature in the passenger compartment. For example, the temperature in the passenger compartment itself may be directly detected. The temperature inside the passenger compartment may be estimated from the detected outside air temperature by detecting the outside air temperature related to the room temperature. Further, the state detection means is means capable of detecting the inclination of the vehicle, and the mode setting means sets the predetermined mode when the detected inclination of the vehicle is out of a predetermined allowable range. The required driving force output to the driving shaft may be a means for setting a driving force maintaining mode for maintaining. In this way, since the required driving force is maintained when the vehicle is on a slope, the slope can be reliably traveled. Here, “detecting the inclination of the vehicle” only needs to obtain information capable of detecting or estimating the inclination of the vehicle. For example, the inclination of the vehicle may be directly detected or related to the inclination of the vehicle. You may estimate the inclination of a vehicle from the detected positional information by detecting the positional information (for example, GPS information) of a vehicle.

  In the power output apparatus of the present invention adopting an aspect including mode setting means, the mode setting means is selected last time after a predetermined period has elapsed after setting to any one of the predetermined fuel efficiency priority modes. It is good also as what switches to a mode and sets. In this way, the set fuel efficiency priority mode can be reliably continued for a predetermined period, and the operator can freely select the fuel efficiency priority mode after the predetermined period has elapsed.

  The power output apparatus of the present invention is connected to an output shaft of an internal combustion engine as the power source and the drive shaft that can rotate independently of the output shaft, and inputs and outputs power, and the output shaft and the drive shaft. A rotation adjusting means capable of adjusting the number of rotations of the output shaft with respect to the drive shaft together with input / output of the drive force to the drive shaft, and an electric motor capable of inputting / outputting power to / from the drive shaft. At this time, the rotation adjusting means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and is based on power input / output to / from any two of the three shafts. It is good also as a means provided with the 3 axis | shaft type power input / output means which inputs / outputs motive power to the remaining shaft, and the generator which can input / output motive power to the said 3rd axis | shaft.

  A vehicle according to the present invention includes any one of the power output devices described above, and an axle is connected to the drive shaft. Since the power output apparatus of the present invention can satisfy the operator's request as much as possible when further improving the fuel efficiency, the vehicle of the present invention has the same effect.

The method for controlling the power output apparatus of the present invention includes:
A control method of a power output device comprising a power source capable of outputting power for traveling, and outputting power to a drive shaft,
Operate any one of the normal driving mode that satisfies the operator's comfort requirement and the plurality of fuel efficiency priority modes that prioritize the fuel consumption over the normal driving mode and satisfy at least part of the operator's comfort requirement Based on the user ’s actions,
Set the required driving force required for the drive shaft based on the selected mode,
And controlling the power source so that a driving force based on the set required driving force is output to the driving shaft.

  In this power output device control method, a normal driving mode that satisfies the operator's comfort requirements and a plurality of fuel efficiency priority modes that prioritize fuel consumption over the normal driving modes and satisfy at least a part of the operator's comfort requirements. Is selected based on the operation of the operator, a required driving force required for the drive shaft is set based on the selected mode, and a driving force based on the set required driving force is set. The power source is controlled so that is output to the drive shaft. Thus, the operator can select from a plurality of fuel efficiency priority modes. Therefore, the operator's request can be satisfied as much as possible in improving the fuel efficiency. In this method for controlling the power output apparatus, various aspects of the power output apparatus described above may be adopted, and steps for realizing each function of the power output apparatus described above may be added. .

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, An air conditioning system 90 that air-conditions the passenger compartment 21 and a hybrid electronic control unit 70 that controls the entire power output apparatus are provided.

  The engine 22 is an internal combustion engine as a power source that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and the engine 22 such as a cooling water temperature sensor 23 that detects a temperature (engine water temperature) tw of the cooling water. Operation control such as fuel injection control, ignition control, and intake air amount adjustment control is performed by an engine electronic control unit (hereinafter referred to as engine ECU) 24 that inputs signals from various sensors that detect the operation state. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 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 rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output to the drive wheels 39a and 39b of the vehicle through the gear mechanism 36 and the differential gear 38 from the ring gear shaft 32a.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The air conditioning system 90 includes a heat exchanger that performs heat exchange with the cooling water of the engine 22 and heat exchange with an evaporator (not shown), a blower that blows the heat-exchanged air into the passenger compartment 21, and the like. And an air conditioning electronic control unit (hereinafter referred to as an air conditioning ECU) 96 that controls the entire apparatus. The air conditioning ECU 96 is attached to a set temperature t * from an air conditioning switch 92 that sets the temperature in the passenger compartment 21, a passenger room temperature tr from a room temperature sensor 94 that detects the temperature in the passenger compartment 21, and the exterior of the passenger compartment 21. The outside air temperature sensor 95 for detecting the outside air temperature is input, and the air conditioner 91 is basically driven so that the passenger room temperature Tr becomes the set temperature T * based on these input signals. Control. The air conditioning ECU 96 communicates with the hybrid electronic control unit 70 and outputs data related to the state of the air conditioning system 90 to the hybrid electronic control unit 70 as necessary. In addition, the instrument panel 97 of the passenger compartment 21 is provided with a display panel 98 for displaying images such as characters to the operator, so that information on the current vehicle state, air conditioning settings, and the like can be displayed.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 for storing a processing program, a RAM 76 for temporarily storing data, and a flash capable of writing and erasing data. The memory 78 includes an input / output port and a communication port (not shown). The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal position Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the fuel efficiency priority mode that prioritizes fuel efficiency (hereinafter referred to as eco mode). A signal from the eco mode switch 89 that switches between normal driving mode and normal driving mode is input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 52, and the air conditioning ECU 96, and various control signals and data. We are exchanging.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Further, in the hybrid vehicle 20, a normal travel mode that satisfies the operator's comfort requirements and a plurality of eco modes that prioritize fuel consumption over the normal travel mode can be selected by operating the eco mode switch 89. The plurality of eco modes include a quietness maintaining eco mode that maintains the quietness of the vehicle even if the driving force required by the operator and the air conditioning performance of the passenger compartment 21 cannot be satisfied, the quietness of the vehicle and the passenger compartment. Even if the air conditioning performance of 21 cannot be satisfied, the required driving force Tr * output to the ring gear shaft 32a can maintain the driving force maintaining eco mode, the driving force required by the operator and the quietness of the vehicle can be satisfied. Even if the air conditioning performance of the passenger compartment 21 is not required, the air conditioning performance maintaining eco-mode, the driving power required by the operator, the air conditioning performance of the passenger compartment 21 and the quietness of the vehicle cannot be satisfied, and the fuel efficiency is given top priority. Includes the best fuel economy eco mode. This eco mode can be switched by operating an eco mode switch 89 provided on the instrument panel 97. The eco-mode switch 89 includes an on button that turns on the eco-mode when pressed, and a switching button that switches to the toggle mode in the order of modes 1 to 4 from the previously set mode each time the button is pressed. Here, this mode 1 is associated with the quietness maintenance eco mode, mode 2 is associated with the driving force maintenance eco mode, mode 3 is associated with the air conditioning performance maintenance eco mode, and mode 4 is associated with the most fuel efficient priority eco mode. ing. The eco mode switch 89 may switch modes 1 to 4 in order from the previously set mode each time the dial is rotated clockwise, or switches the eco mode modes 1 to 4 at the lever position. Also good.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, first, the operation when setting any one of a plurality of eco modes will be described. FIG. 2 is a flowchart showing an example of an eco mode setting process routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec) after the eco mode switch 89 is pressed and the eco mode is selected by the operator.

  When the eco mode setting process routine is executed, the CPU 72 of the hybrid electronic control unit 70 first determines whether or not the present time is within a predetermined period after the system is started (step S100). Here, counting of a timer (not shown) is started after the ignition switch 80 is turned on, and when the count value of this timer is within a predetermined value (for example, 3 minutes), it is determined that it is within a predetermined period after activation. It was supposed to be. Quietness-maintaining eco-mode is set as the execution mode to be executed by hybrid ECU 70, regardless of the eco-mode selected by the operator or the eco-mode that was set at the time of the previous ignition off, within the predetermined period after system startup Then (step S110), the set mode is displayed and output on the display panel 98 (step S200), and this routine is terminated. Here, the quiet maintenance eco-mode is set within a predetermined period after the system is started because the engine 22 is often started within the predetermined period after the system is started, and a start-up sound is generated accordingly. There are many. Here, only for a predetermined period after the system is started, the start-up sound is reduced by setting the silent maintenance eco-mode regardless of the eco-mode selected by the operator.

  On the other hand, when the system is not within the predetermined period after the start in step S100, it is determined whether or not the eco mode switch 89 has been operated (step S120). When the eco mode switch 89 has not been operated, it is stored in the flash memory 78. The eco mode selected by the previous operator is set as the execution mode (step S130), and this routine is terminated as it is. Thus, when the eco mode switch 89 is not operated, the eco mode selected by the previous operator is set. On the other hand, when it is determined in step S120 that the eco mode switch 89 has been operated, the state of the switch is checked (step S140). Here, when the switch button of the eco-mode switch 89 is pressed, the mode is switched to the mode next to the mode selected by the previous operator, such as mode 2 if the previous mode is mode 1, for example. It was. When mode 1 is selected, the quietness maintenance eco mode is set as the execution mode (step S150). When mode 2 is selected, the driving force maintenance eco mode is set as the execution mode (step S160), and mode 3 is selected. When the mode is selected, the air conditioning performance maintaining eco mode is set as the execution mode (step S170), and when the mode 4 is selected, the most fuel efficient priority eco mode is set as the execution mode (step S180). When the execution mode is set, the set mode is stored in the flash memory 78 (step S190), the set eco mode name is displayed on the display panel 98 (step S200), and this routine is terminated. As described above, when it is not within the predetermined period after the system is started up, the operator operates the eco mode switch 89 while looking at the mode name (see FIG. 1) displayed on the display panel 98 to select one of a plurality of eco modes. Choose one.

  Next, an operation when performing drive control in the set mode will be described. FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec). Here, for convenience of explanation, the case where the normal driving mode is set will be described first, then the case where the most fuel-efficient priority eco mode is set as the execution mode will be described, and the quietness maintaining eco mode will be described below. The driving force maintenance eco mode and the air conditioning performance maintenance eco mode will be described separately for each case.

[Normal driving mode]
When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. Nm2, the target air conditioning power Pctmp from the air conditioning ECU 96, the input / output limits Win and Wout of the battery 50, the set values of the execution modes such as the normal travel mode and the eco mode, and the like are input (steps are input) S300). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do. The input / output limits Win and Wout of the battery 50 are set to the 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 are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. The target air conditioning power Pctmp is input from the air conditioning ECU 96 that is set based on the set temperature t * input by the air conditioning switch 92 and the passenger room temperature tr detected by the room temperature sensor 94.

  Next, the current setting mode is determined based on the state of the ON button of the eco mode switch 89 and the mode stored in the flash memory 78 (step S310). When the ON button of the eco mode switch 89 is not pressed, it is determined that the normal travel mode is selected, and the eco mode information stored in the flash memory 78 is not read. Here, since the normal travel mode is selected (hereinafter the same), the target air conditioning power Pctmp is set as the air conditioning power Pc *, that is, the air conditioning power Pc * is set so that the air conditioning as requested by the operator works (step). S320), the current setting mode is determined (step S330), and the ring gear shaft as the drive shaft connected to the drive wheels 39a and 39b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V The required torque Tr * to be output to 32a is set (step S340). That is, the required torque Tr * is set as requested by the operator. In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map. Next, the required power Pe * required for the engine 22 is set (step S350). The required power Pe * is obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a, the charge / discharge required power Pb * required by the battery 50, the air conditioning power Pc * consumed by the air conditioner 91, and the loss Loss. And can be calculated as the sum of The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Subsequently, the current setting mode is determined (step S360), and the target rotational speed Ne * and target torque Te * of the engine 22 are set based on the set required power Pe * (step S370). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *). Here, a booming noise is generated in a region where the engine speed Ne and torque Te are present (see the booming noise region in FIG. 5), so that the noise is prevented and the engine 22 is operated as efficiently as possible. A mileage maintenance operation line and a fuel consumption emphasis operation line which is an operation line which cannot satisfy quietness but emphasizes fuel efficiency have been empirically obtained in advance. In the normal driving mode, a quietness maintaining operation line is used to maintain quietness, and the intersection of this line and a curve with a constant required power Pe * (Ne * × Te *) (Ne * 1, Te * 1) Is set to the target rotational speed Ne * and the target torque Te *.

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by Equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S380). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. As shown in FIG. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a 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) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 is expressed by the following equation (3). Further, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S390). Calculated by equation (5) (step S400), and with the calculated torque limits Tmin and Tmax Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the motor torque Tm2tmp (step S410). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (5) can be easily derived from the collinear diagram of FIG. 6 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S420), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. As described above, in the normal travel mode, the system is driven so as to satisfy the requirements regarding the comfort of the operator such as the air conditioning performance, the required torque Tr *, and the quietness. It should be noted that “satisfy operator's request” is a value determined by the operator's operation (for example, set temperature t * of passenger compartment 21 or accelerator opening Acc that is the amount of depression of accelerator pedal 83). This means that the system operates, and that the system operates so that performance (such as silence) expected in normal operation is exhibited.

[Highest fuel economy priority eco mode]
In the most fuel-efficient priority eco-mode, after executing processing for inputting data necessary for control in step S300, a value smaller than the target air-conditioning power Pctmp is set as the air-conditioning power Pc * in order to suppress fuel consumption (step S430). ). For example, when the air conditioner 91 is operating by cooling, a predetermined value is added to the set temperature t * input by the air conditioning switch 92 to set a value larger than the set temperature t *, and the air conditioner 91 operates by heating. The target air conditioning calculated by the set temperature t * input by the air conditioning switch 92 is obtained by subtracting a predetermined value from the set temperature t * input by the air conditioning switch 92 to set a value smaller than the set temperature t *. A value smaller than the power Pctmp can be set as the air conditioning power Pc *. Thus, the fuel efficiency is improved by suppressing the air conditioning performance.

  Next, in order to suppress fuel consumption, the required torque Tr * is set to a value smaller than that in the normal travel mode (step S440). For example, when the change amount ΔAcc per unit time of the accelerator opening Acc is equal to or greater than a predetermined value, that is, when the accelerator pedal 83 is largely depressed, a value obtained by subtracting the predetermined value A from the input accelerator opening Acc is obtained. Thus, the accelerator opening Acc is changed to a small value, and the required torque Tr * is set to a value smaller than that in the normal travel mode using the obtained value and the above-described required torque setting map (see FIG. 4). can do. Alternatively, the required torque Tr * may be limited and determined so that the required torque Tr * does not exceed a predetermined value. Thus, fuel consumption is improved by suppressing the required torque Tr *.

  Next, in step S350, the required power Pe * required for the engine 22 is set, and the target rotational speed Ne * and the target torque Te * of the engine 22 are set so that the fuel consumption is improved as compared with the normal travel mode ( Step S450). Here, the intersection (Ne *) of the fuel efficiency-oriented operation line (see FIG. 5), which cannot satisfy the quietness, but the fuel efficiency-oriented operation line (see FIG. 5), and the required power Pe * (Ne * × Te *) is a constant curve. 2, Te * 2) is set to the target rotational speed Ne * and the target torque Te *. Alternatively, in addition to or in addition to this, the vibration suppression control for generating torque from the motor MG2 that cancels the torque fluctuation of the engine 22, which is executed in the normal travel mode, may not be performed. In this way, although vibration is generated more in the vehicle, no torque is required to cancel it, so that fuel efficiency can be improved. Thus, fuel consumption is improved by suppressing silence. Subsequently, the processing of steps S380 to S420 described above is executed, and this routine is terminated. Thus, in the most fuel-efficient priority eco-mode, the operator's requirements such as air conditioning performance, required torque Tr * and quietness cannot be satisfied, but the system is driven so that the fuel efficiency is improved as much as possible.

[Silent maintenance eco mode]
In the quietness maintenance eco mode, in the same manner as described above, after executing the process of inputting data necessary for control in step S300, in order to suppress fuel consumption, in step S430, a value smaller than the target air conditioning power Pctmp is set. Set to Pc *. Next, in order to suppress fuel consumption, the required torque Tr * is set to a value smaller than that in the normal travel mode in step S440, the required power Pe * required for the engine 22 is set in step S350, and the set required power is set. Based on Pe *, the target rotational speed Ne * and the target torque Te * of the engine 22 are set in step S370 so as to maintain silence. Subsequently, the processing of steps S380 to S420 described above is executed, and this routine is terminated. Thus, in the quietness maintenance eco mode, the operator's request such as air conditioning performance and required torque Tr * cannot be satisfied, but the system is driven by improving the fuel consumption while maintaining the quietness.

[Driving force maintenance eco mode]
In the driving force maintenance eco mode, in the same manner as described above, after executing the process of inputting data necessary for control in step S300, in order to suppress fuel consumption, a value smaller than the target air conditioning power Pctmp is set in step S430. Set to Pc *. Next, in step S340, the required torque Tr * is set as requested by the operator, in step S350, the required power Pe * required for the engine 22 is set. Based on the set required power Pe *, in step S450 The target rotational speed Ne * and the target torque Te * of the engine 22 are set so that the fuel efficiency is improved as compared with the normal travel mode. Subsequently, the processing of steps S380 to S420 described above is executed, and this routine is terminated. In this way, in the driving force maintenance eco mode, the operator's demands such as air conditioning performance and quietness cannot be satisfied, but the system is driven while improving the fuel efficiency while maintaining the demanded torque Tr *.

[Air-conditioning performance maintenance eco mode]
In the air conditioning performance maintaining eco-mode, as described above, after executing processing for inputting data necessary for control in step S300, in step S320, target air conditioning power Pctmp for operating air conditioning as requested by the operator is set to air conditioning power Pc *. Set to. Next, in order to suppress fuel consumption, the required torque Tr * is set to a value smaller than that in the normal travel mode in step S440, the required power Pe * required for the engine 22 is set in step S350, and the set required power is set. Based on Pe *, the target rotational speed Ne * and the target torque Te * of the engine 22 are set in step S450 so that the fuel consumption is improved as compared with the normal travel mode. Subsequently, the processing of steps S380 to S420 described above is executed, and this routine is terminated. Thus, in the air conditioning performance maintaining eco mode, the operator's request such as required torque Tr * and quietness cannot be satisfied, but the system is driven by improving the fuel efficiency while maintaining the air conditioning performance.

  According to the hybrid vehicle 20 of the present embodiment described in detail above, the quietness of the vehicle is maintained as the normal driving mode that satisfies the operator's comfort requirements and the eco mode that prioritizes fuel consumption over this normal driving mode. Maintenance eco mode, driving torque maintenance eco mode for maintaining the required torque Tr * output to the ring gear shaft 32a, air conditioning performance maintenance eco mode for maintaining the air conditioning performance of the passenger compartment 21, and requirements for operator comfort are not maintained. One of the most fuel-efficient priority modes is selected based on the operator's operation of the eco mode switch 89, the required torque Tr * is set based on the selected mode, and the set required torque The engine 22 and the motors MG1, MG2 are controlled so that the driving force based on Tr * is output to the ring gear shaft 32a. Thus, the operator can select from a plurality of eco modes. Therefore, the operator's request can be satisfied as much as possible in improving the fuel efficiency. In addition, when making a priority on fuel efficiency, even if the mode that does not impair the quietness, the mode that does not impair the required driving force, the mode that does not impair the air conditioning performance, the silence, the required driving force, and the air conditioning performance are impaired. The mode desired by the operator can be selected from the modes giving priority to further fuel consumption. Furthermore, when the eco mode was selected when the ignition was turned off last time, the selected eco mode is selected as the current execution mode, so the operator does not perform the operation of selecting the same mode again when the system is started. It will end. Furthermore, since the quietness maintenance mode is selected regardless of the operator's selection operation when the system is activated, the activation sound generated when the system is activated can be reduced, and the operator can comfortably activate the apparatus. In particular, it is possible to prevent the operator from misidentifying that the apparatus has failed by suppressing the generation of abnormal noise at the time of system startup. After setting the silent maintenance eco mode in the execution mode regardless of the operator's operation, the mode is switched to the mode selected at the time of the previous ignition off after a predetermined period of time. The eco mode can be continued and the generation of the start-up sound can be reliably suppressed, and the operator can freely select the eco mode after a predetermined period.

  In addition, this invention is not limited to the Example mentioned above at all, and as long as it belongs to the technical scope of this invention, it cannot be overemphasized that it can implement with a various aspect.

  For example, in the above-described embodiments, the eco mode includes a quietness maintenance eco mode for maintaining silence, a driving force maintenance eco mode for maintaining required torque Tr *, an air conditioning performance maintenance eco mode for maintaining air conditioning performance, and the like. In addition to or in addition to this, a mode that satisfies the requirements of the operator is provided, but a mode that satisfies the requirements of the two operators, such as a quiet air conditioning performance maintenance eco mode that maintains silence and air conditioning performance, is provided. May be. In this way, the operator's request can be further satisfied. In addition, the fuel economy is improved as compared with the normal travel mode, and another maintenance eco mode that satisfies at least one requirement related to the operator's comfort may be added. Also, any one or two of the four eco modes described above may be omitted.

  In the above-described embodiment, the quietness maintenance eco mode is always set within a predetermined period after the system is started, but this may be omitted. Even in this case, the operator's request can be satisfied as much as possible in improving the fuel efficiency. Alternatively, the driving force maintenance eco mode may be set within a predetermined period after the system is started, or the air conditioning performance maintenance eco mode may be set without fail during the predetermined period after the system is started. What is necessary is just to set suitably the execution mode in the predetermined period after system starting according to the characteristic of a vehicle, etc. Even in this case, the apparatus can be activated by setting the eco mode that should be prioritized when the system is activated regardless of the operation of the operator.

  In the embodiment described above, the predetermined period after the system is started is set as the predetermined period after the ignition is turned on, but the engine 22 may be started within the predetermined period after the system is started. In the hybrid vehicle 20, the start of the engine 22 is not always immediately after the ignition is turned on, and therefore, the quiet vehicle maintenance eco mode may be set in accordance with the start of the engine 22. In this way, it is possible to reliably suppress the generation of the start-up sound.

  In the above-described embodiment, the quietness maintenance eco mode is always set within a predetermined period after the system is started. However, regardless of whether the vehicle is in the predetermined period after the system is started or the predetermined period after the system is started, The state may be detected, and any one of a plurality of eco modes may be set based on the detected vehicle state regardless of the operation of the operator. In this way, an eco mode suitable for the state of the vehicle can be set regardless of the operation of the operator. For example, when the engine water temperature tw is detected by the cooling water temperature sensor 23 as the temperature of the engine 22 and the detected engine water temperature tw falls below a predetermined range, the silent maintenance eco mode is set as the execution mode regardless of the operation of the operator. It may be a thing. In this way, for example, when the startup sound generated when starting the engine 22 becomes relatively loud, such as during a cold start when the temperature of the engine 22 falls below a predetermined range, the startup noise is reduced. Can be activated. Here, the engine water temperature tw is detected by the cooling water temperature sensor 23. However, the temperature of the engine 22 itself may be measured, or the outside air temperature to may be detected by the outside air temperature sensor 95. The temperature of the engine 22 may be estimated from the temperature to.

  Alternatively, when the occupant room temperature tr of the occupant room 21 is detected by the room temperature sensor 94 and the detected occupant room temperature tr is out of a predetermined allowable range (for example, 12 ° C. to 28 ° C., etc.), regardless of the operation of the operator The air conditioning performance maintaining eco mode may be set as the execution mode. In this way, when the operator wants to maintain the air conditioning performance, the passenger room temperature tr is easily set within the allowable range, so that the operator can ride comfortably. Here, the occupant room temperature tr is detected by the room temperature sensor 94, but the outside air temperature to may be detected by the outside air temperature sensor 95, and the occupant room temperature tr may be estimated from the detected outside air temperature to.

  Alternatively, when the inclination of the vehicle is detected by a G sensor (not shown) and the detected inclination of the vehicle is out of a predetermined allowable range, the driving force maintenance eco mode is set as the execution mode regardless of the operation of the operator. It may be a means. In this way, since the required driving force is maintained when the vehicle is on a slope, the slope can be reliably traveled. Here, the inclination of the vehicle is detected by the G sensor. However, the position information of the navigation system may be detected, and the inclination of the vehicle may be estimated from the detected position information.

  In the above-described embodiment, the quietness maintenance eco mode is always set within a predetermined period after the system is started. However, when the ignition is turned on by a remote controller that can be turned on by remote control, the previously selected eco mode is set. Regardless of the mode, the air conditioning performance maintaining eco mode may be set as the execution mode. When the ignition is turned on with the remote controller, it is often desirable to set the temperature of the passenger compartment 21 within a comfortable range before boarding, so that the operator's request can be satisfied.

  In the embodiment described above, the eco mode selected by the previous operator is stored in the flash memory 78, and if the eco mode switch 89 is not operated after the next ignition is turned on, the previous eco mode is set as the execution mode. However, this may be omitted and the operator may input the eco mode every time. Even in this case, the operator's request can be satisfied as much as possible in improving the fuel efficiency.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to wheels 39c and 39d in FIG. 7) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 39a and 39b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the above-described embodiment, the hybrid vehicle 20 using the engine 22 and the motors MG1 and MG2 as the power source is used. However, the vehicle may include the engine 22 as a power source, and the battery 50 and the motor MG may be provided as the power source. It may be an electric vehicle, or a fuel cell vehicle including a battery 50, a fuel cell, and a motor MG as a power source. Even in this case, if any one of the quietness maintenance eco mode, the driving force maintenance eco mode, the air conditioning performance maintenance eco mode, and the maximum fuel consumption priority mode can be selected, the operator's request is required to improve the fuel efficiency. Can be satisfied as much as possible.

  Here, 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 will be described. In the embodiment, the eco mode switch 89 and the hybrid ECU 70 that can select any one of the normal travel mode and the plurality of eco modes based on the operation of the operator correspond to the “mode selection means” and are selected. The required torque Tr * is set based on the mode, and the engine 22 and the motor MG1 are output so that the driving force limited by the torque limits Tmin and Tmax is output to the ring gear shaft 32a as the drive shaft based on the set required torque Tr *. , MG2, and the hybrid ECU 70 that sets the quietness maintaining eco mode regardless of the operation of the operator among the plurality of eco modes when the ignition is on corresponds to “required driving force setting means” and “mode setting means” . The crankshaft 26 as an output shaft of the engine 22 and a ring gear shaft 32a as a drive shaft that can rotate independently of the output shaft are connected to input / output of electric power and driving force to the output shaft and the drive shaft. The power distribution and integration mechanism 30 and the motor MG1 capable of adjusting the rotation speed of the output shaft with respect to the drive shaft together with the input / output of the motor MG2 correspond to the “rotation adjusting means”. It corresponds to the “motor” and is connected to the three shafts of the output shaft, the drive shaft, and the third shaft of the engine 22, and power is supplied to the remaining shafts based on power input / output to / from any two of the three shafts. The power distribution / integration mechanism 30 for inputting / outputting the power corresponds to “three-axis power input / output means”. Note that the correspondence between the main elements of the embodiment and the modified example 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. Since this is an example for specifically describing the best mode for carrying out the invention, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  In addition, if a power source such as the engine 22 is provided, the same control as the eco-mode setting processing routine of the above-described embodiment can be performed. It may be in the form of a power output device mounted on the body or the like, or in the form of a control method for such a power output device.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. 5 is a flowchart showing an example of an eco mode setting process routine executed by the hybrid electronic control unit 70; 4 is a flowchart showing an example of a drive control routine executed by a hybrid electronic control unit 70. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 21 passenger compartment, 22 engine, 23 cooling water temperature sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integrated mechanism, 31 sun gear, 32 ring gear , 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 36 gear mechanism, 38 differential gear, 39a, 39b driving wheel, 39c, 39d wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 Rotation 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, 72 CPU, 74 ROM, 7 RAM, 78 Flash memory, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accel pedal, 84 Accel pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 89 Eco mode switch, 90 Air conditioning System, 91 Air conditioning device, 92 Air conditioning switch, 94 Room temperature sensor, 95 Outside air temperature sensor, 96 Air conditioning electronic control unit (ECU), 97 Instrument panel, 98 Display panel, 230 Counter rotor motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor.

Claims (13)

A power output device that outputs power to a drive shaft,
A power source capable of outputting driving power;
A predetermined normal driving mode can be selected based on an operator's operation, and a quietness maintaining mode that prioritizes the fuel consumption over the normal driving mode and maintains the quietness of the vehicle, and a fuel consumption higher than that of the normal driving mode. A driving force maintenance mode that prioritizes and maintains the required driving force output to the drive shaft, and an air conditioning performance maintenance mode that prioritizes fuel efficiency over the normal travel mode and maintains air conditioning performance in the passenger compartment including the operator. A fuel efficiency priority mode including two or more of a fuel efficiency priority mode in which the demand for the driving force of the operator, the demand for the air conditioning performance in the passenger compartment, and the demand for the quietness of the vehicle are maintained without giving priority to fuel efficiency and mode selecting means can select on the basis of any one mode of operation of the operator from
Requested driving force setting means for setting a requested driving force required for the drive shaft based on the mode selected by the mode selecting means;
Control means for controlling the power source so that a driving force based on the set required driving force is output to the drive shaft;
A power output device comprising:   The power output device according to claim 1,
  Connected to the output shaft of the internal combustion engine as the power source and the drive shaft rotatable independently of the output shaft, input / output of electric power and input / output of drive force to the output shaft and the drive shaft Rotation adjusting means capable of adjusting the rotation speed of the output shaft with respect to the drive shaft,
  An electric motor capable of inputting and outputting power to the drive shaft,
  The quietness maintenance mode is determined by vibration suppression control for generating a torque from the electric motor that cancels torque fluctuations of the internal combustion engine, while giving priority to fuel consumption over the normal running mode, and the rotational speed and torque of the internal combustion engine. A power output apparatus which is a mode for maintaining the quietness of a vehicle while operating the internal combustion engine with any of the control of the internal combustion engine based on a quietness maintenance operation line out of a muffled sound region.   The power output device according to claim 2,
  The mode selection is a quietness maintenance mode in which the fuel economy is given priority over the normal driving mode among the two or more fuel economy priority modes at the time of starting the apparatus, and the quietness of the vehicle is maintained while operating the internal combustion engine. Mode setting means for setting regardless of the operation of the operator to the means,
  The mode selection means is a means for selecting the selected fuel efficiency priority mode when the apparatus is started this time when the fuel efficiency priority mode was selected when the apparatus was stopped last time.
  The required driving force setting means sets the required driving force required for the drive shaft based on the mode selected by the mode selection means, and when the mode is set by the mode setting means, the mode setting means A power output apparatus configured to set a required driving force required for the drive shaft based on the mode set by the above. A power output device that outputs power to a drive shaft,
A power source capable of outputting driving power;
State detecting means capable of detecting the temperature of the power source as the state of the vehicle;
Based on the operator's operation of any one mode of the fuel economy priority mode multiple including a predetermined normal running mode and quietness maintenance mode quietness is maintained in Rutotomoni vehicle to prioritize fuel economy than the normal running mode Selectable mode selection means,
When the detected temperature of the power source falls below a predetermined range, a mode setting for setting a quietness maintaining mode for maintaining the quietness of the vehicle as the fuel consumption priority mode regardless of the operation of the operator to the mode selection means Means,
While setting the required driving force required for the drive shaft based on the mode selected by the mode selection means , when the mode is set by the mode setting means, based on the mode set by the mode setting means Required driving force setting means for setting required driving force required for the drive shaft ;
Control means for controlling the power source so that a driving force based on the set required driving force is output to the drive shaft;
A power output device comprising:   A power output device that outputs power to a drive shaft,
  A power source capable of outputting driving power;
  State detecting means capable of detecting the temperature in the passenger compartment as the state of the vehicle;
  Based on an operator's operation, one of a plurality of fuel consumption priority modes including a predetermined normal traveling mode and an air conditioning performance maintaining mode that prioritizes fuel consumption over the normal traveling mode and maintains air conditioning performance in the passenger compartment. Selectable mode selection means,
  When the detected temperature in the passenger compartment is out of a predetermined allowable range, the air conditioning performance maintaining mode for maintaining the air conditioning performance in the passenger compartment as the fuel efficiency priority mode is set to the operation of the operator to the mode selection means. Regardless of the mode setting means to set,
  While setting the required driving force required for the drive shaft based on the mode selected by the mode selection means, when the mode is set by the mode setting means, based on the mode set by the mode setting means Required driving force setting means for setting required driving force required for the drive shaft;
  Control means for controlling the power source so that a driving force based on the set required driving force is output to the drive shaft;
  A power output device comprising:   A power output device that outputs power to a drive shaft,
  A power source capable of outputting driving power;
  A state detecting means capable of detecting the inclination of the vehicle as the state of the vehicle;
  The operator selects any one of a plurality of fuel efficiency priority modes including a predetermined normal traveling mode and a driving force maintaining mode that prioritizes the fuel efficiency over the normal traveling mode and maintains the required driving force output to the drive shaft. Mode selection means that can be selected based on the operation of
  When the detected vehicle inclination is out of a predetermined allowable range, a driving force maintaining mode for maintaining the required driving force output to the drive shaft as the fuel efficiency priority mode is set to the operator to the mode selection means. Mode setting means to set regardless of the operation,
  While setting the required driving force required for the drive shaft based on the mode selected by the mode selection means, when the mode is set by the mode setting means, based on the mode set by the mode setting means Required driving force setting means for setting required driving force required for the drive shaft;
  Control means for controlling the power source so that a driving force based on the set required driving force is output to the drive shaft;
  A power output device comprising: A power output apparatus according to any one of claims 1 to 6,
Connected to the output shaft of the internal combustion engine as the power source and the drive shaft rotatable independently of the output shaft, input / output of electric power and input / output of drive force to the output shaft and the drive shaft Rotation adjusting means capable of adjusting the rotation speed of the output shaft with respect to the drive shaft,
An electric motor capable of inputting and outputting power to the drive shaft;
A power output device comprising: The rotation adjusting means is connected to the three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and the remaining shaft based on the power input / output to / from any two of the three shafts The power output apparatus according to claim 7 , comprising: a three-axis power input / output unit that inputs / outputs power to / from the power generator, and a generator capable of inputting / outputting power to / from the third shaft. Vehicles with a power output apparatus mounted an axle is drivingly connected to the drive shaft according to any one of claims 1-8. A control method of a power output device comprising a power source capable of outputting power for traveling, and outputting power to a drive shaft,
A predetermined normal driving mode can be selected based on an operator's operation, and a quietness maintaining mode that prioritizes the fuel consumption over the normal driving mode and maintains the quietness of the vehicle, and a fuel consumption higher than that of the normal driving mode. A driving force maintenance mode that prioritizes and maintains the required driving force output to the drive shaft, and an air conditioning performance maintenance mode that prioritizes fuel efficiency over the normal travel mode and maintains air conditioning performance in the passenger compartment including the operator. A fuel efficiency priority mode including two or more of a fuel efficiency priority mode in which the demand for the driving force of the operator, the demand for the air conditioning performance in the passenger compartment, and the demand for the quietness of the vehicle are maintained without giving priority to fuel efficiency selected based on the operator's operation of any one mode from,
Set the required driving force required for the drive shaft based on the selected mode,
Controlling the power source so that a driving force based on the set required driving force is output to the driving shaft;
Control method of power output device.   A control method of a power output device comprising a power source capable of outputting power for traveling, and outputting power to a drive shaft,
  Detecting the temperature of the power source as the state of the vehicle,
  Based on the operation of the operator, one of a plurality of fuel efficiency priority modes including a predetermined normal driving mode and a quietness maintaining mode that prioritizes the fuel efficiency over the normal driving mode and maintains the quietness of the vehicle. And
  When the detected temperature of the power source falls below a predetermined range, a quietness maintenance mode for maintaining the quietness of the vehicle as the fuel consumption priority mode is set regardless of the selection based on the operation of the operator,
  While setting the required driving force required for the drive shaft based on the mode selected based on the operation of the operator, the setting is performed when the mode is set regardless of the selection based on the operation of the operator Set the required driving force required for the drive shaft based on the mode made,
  Controlling the power source so that a driving force based on the set required driving force is output to the driving shaft;
  Control method of power output device.   A control method of a power output device comprising a power source capable of outputting power for traveling, and outputting power to a drive shaft,
  Detects passenger cabin temperature as vehicle condition,
  The operator operates any one of a predetermined normal driving mode and a plurality of fuel consumption priority modes including an air conditioning performance maintaining mode that prioritizes the fuel efficiency over the normal driving mode and maintains the air conditioning performance in the passenger compartment. Select based on
  When the detected temperature in the passenger compartment is out of a predetermined allowable range, an air conditioning performance maintenance mode for maintaining the air conditioning performance in the passenger compartment is set as the fuel efficiency priority mode regardless of the operation of the operator,
  While setting the required driving force required for the drive shaft based on the mode selected based on the operation of the operator, the setting is performed when the mode is set regardless of the selection based on the operation of the operator Set the required driving force required for the drive shaft based on the mode made,
  Controlling the power source so that a driving force based on the set required driving force is output to the driving shaft;
  Control method of power output device.   A control method of a power output device comprising a power source capable of outputting power for traveling, and outputting power to a drive shaft,
  Detects vehicle tilt as the vehicle state,
  Any one of a predetermined normal traveling mode and a plurality of fuel consumption priority modes including a driving force maintaining mode that prioritizes fuel consumption over the normal traveling mode and maintains the required driving force output to the drive shaft is selected. Select based on the operator's operation,
  When the detected vehicle inclination is out of a predetermined allowable range, a driving force maintenance mode for maintaining the required driving force output to the drive shaft is set as the fuel efficiency priority mode regardless of the operation of the operator. And
  While setting the required driving force required for the drive shaft based on the mode selected based on the operation of the operator, the setting is performed when the mode is set regardless of the selection based on the operation of the operator Set the required driving force required for the drive shaft based on the mode made,
  Controlling the power source so that a driving force based on the set required driving force is output to the driving shaft;
  Control method of power output device.

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