JP2004203368A - Hybrid automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent the drop of torque of a driving shaft at a changing time of a change gear ratio in a hybrid automobile where an output shaft of an engine, a rotary shaft of a motor MG1, and a driving shaft are interconnected via a planetary gear, and a rotary shaft of motor MG2 is connected to the driving shaft via a transmission capable of changing the change gear ratio. <P>SOLUTION: When a change of the change gear ratio is requested, an operation point of the engine is changed to an operation point D2 where a rotation speed is higher by rotation deviation ΔN than that at an operation point D1 allowing an effective operation on an output constant curve, and then the change gear ratio is changed. During the change, loss consumed by the transmission is compensated by an output from the engine. When the operation point is changed to the operation point D2 where the rotation speed is higher than that at the operation point D1 allowing effective operation, an output range in which an output can be outputted from the engine can be enlarged from the operation point. Therefore, the drop of the torque at a speed changing time can be certainly prevented. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

  The present invention relates to a hybrid vehicle, and more particularly, to an internal combustion engine, power conversion transmission means capable of converting a part of the power from the internal combustion engine to electric power and outputting the remaining power to a drive shaft, The present invention relates to a hybrid vehicle including a motor capable of outputting power.

Conventionally, this type of hybrid vehicle includes an engine, a generator, a motor, a planetary gear connected to a crankshaft of the engine, a rotating shaft of the generator, and a rotating shaft of the motor, and a drive shaft connected to the planetary gear and the axle. And a transmission interposed therebetween (see Patent Document 1). In this hybrid vehicle, when a shift of the transmission is requested, a target rotation speed of the motor is set based on the vehicle speed and the speed ratio after the shift, and the motor or the generator is set so that the rotation speed of the motor becomes the set target rotation speed. The shift operation is started after the drive control is performed. Thereby, it is said that the shock at the time of shifting can be reduced.
JP-A-2000-2327 (FIGS. 2 and 3)

  However, in such a hybrid vehicle, although the shift shock can be reduced, the transmission of torque to the drive shaft is interrupted at the time of shifting, so that the torque to the drive shaft drops, and drivability may be degraded. . In this regard, in a hybrid vehicle having a transmission between the rotation shaft of the motor and the planetary gear, not between the planetary gear and the drive shaft, the output from the engine is directly transmitted to the drive shaft via the planetary gear even during shifting. Although it is possible to reduce the torque drop during gear shifting by the output from the engine, simply increasing the engine torque may not be sufficient in some cases.

  An object of the present invention is to solve such a problem, reduce a torque drop caused by a change in a gear ratio, and further improve drivability.

  The hybrid vehicle of the present invention employs the following means to achieve the above object.

The first hybrid vehicle of the present invention is:
A hybrid comprising: an internal combustion engine; power conversion transmission means capable of converting at least a part of the power from the internal combustion engine into electric power and transmitting the remaining power to a drive shaft; and an electric motor capable of outputting power to the drive shaft. A car,
Transmission means interposed between the drive shaft and the rotating shaft of the electric motor, for shifting the power from the electric motor with a changeable transmission ratio and transmitting the power to the drive shaft;
Target power setting means for setting a target power to be output by the internal combustion engine based on the required power required for the drive shaft,
Operating point setting means for setting an operating point meeting predetermined conditions among operating points capable of outputting the target power as an operating point of the internal combustion engine,
Operation control means for operating the internal combustion engine, the power conversion transmission means, and the electric motor such that the internal combustion engine is operated at the set operation point and the required power is output to the drive shaft;
When a change in the gear ratio of the transmission means is requested, an operation point having a higher rotation speed than an operation point meeting the predetermined condition among operation points capable of outputting the target power is set as an operation point of the internal combustion engine. Shifting operation point setting means,
The internal combustion engine is operated at the set operation point, the gear ratio is changed after the internal combustion engine is operated at the operation point, and the internal combustion engine and the motor are driven such that the required power is output to the drive shaft. The gist of the invention is to provide a power conversion transmission means, and a shift operation control means for controlling the operation of the electric motor and the transmission.

  In the first hybrid vehicle of the present invention, the internal combustion engine, power conversion transmission means capable of converting at least a part of the power from the internal combustion engine into electric power and transmitting the remaining power to the drive shaft, An electric motor capable of outputting power, and transmission means interposed between the drive shaft and the rotating shaft of the electric motor for shifting the power from the electric motor with a changeable transmission ratio and transmitting the power to the drive shaft. In general, an internal combustion engine tends to have a wider range of power that can be output from an operating point at a higher operating speed. Therefore, when the change of the speed ratio of the transmission means is requested, the operating point of the internal combustion engine is changed to the operating point of a higher rotation speed, and then the change of the speed ratio is performed. The obtained drop in the torque of the drive shaft can be more reliably reduced by using the output from the internal combustion engine. As a result, drivability can be further improved. Here, the “operating point” refers to a point determined by the torque and the rotation speed (the same applies hereinafter).

  In the first hybrid vehicle of the present invention, the shift operation control means includes a power output within a power range of the internal combustion engine corresponding to the operation point set by the shift operation point setting means. May be a means for controlling the operation so that is output to the drive shaft. In this case, the required power can be more accurately output to the drive shaft using the output from the internal combustion engine.

A second hybrid vehicle according to the present invention includes:
An internal combustion engine, power conversion transmission means capable of converting at least a part of the power from the internal combustion engine into electric power and transmitting the remaining power to any one of the plurality of drive shafts, and the power conversion transmission A hybrid vehicle having a motor capable of outputting power to another drive shaft different from the drive shaft to which power is transmitted by the means,
Transmission means interposed between the other drive shaft and the rotating shaft of the electric motor, for shifting the power from the electric motor with a changeable transmission ratio and transmitting the power to the other drive shaft,
Target power setting means for setting a target power to be output by the internal combustion engine based on a required power as a required value of power for driving the vehicle,
Operating point setting means for setting an operating point meeting predetermined conditions among operating points capable of outputting the target power as an operating point of the internal combustion engine,
An operation for operating the internal combustion engine, the power conversion transmission means, and the electric motor such that the internal combustion engine is operated at the set operation point and power corresponding to the required power is output to the plurality of drive shafts. Control means;
When a change in the gear ratio of the transmission means is requested, an operation point having a higher rotation speed than an operation point meeting the predetermined condition among operation points capable of outputting the target power is set as an operation point of the internal combustion engine. Shifting operation point setting means,
The internal combustion engine is operated at the set operation point, and after the internal combustion engine is operated at the operation point, the gear ratio is changed and the power according to the required power is output to the plurality of drive shafts. The gist of the present invention is to provide a shift operation control means for controlling the operation of the internal combustion engine, the power conversion transmission means, the electric motor and the transmission.

  In the second hybrid vehicle of the present invention, it is possible to convert at least a part of the power from the internal combustion engine into electric power and transmit the remaining power to any one of the plurality of drive shafts. Power conversion transmission means, a motor capable of outputting power to another drive shaft different from the drive shaft to which the power is transmitted by the power conversion transmission means, and an electric motor interposed between the other drive shaft and the rotation shaft of the motor. Transmission means for shifting the power from the electric motor with a changeable transmission ratio and transmitting the power to another drive shaft. In general, an internal combustion engine tends to have a wider range of power that can be output from an operating point at a higher operating speed. Therefore, when the change of the speed ratio of the transmission means is requested, the operating point of the internal combustion engine is changed to the operating point of a higher rotation speed, and then the change of the speed ratio is performed. The obtained drop in the torque of the drive shaft can be more reliably reduced by using the output from the internal combustion engine. As a result, drivability can be further improved.

  In such a second hybrid vehicle of the present invention, the shift operation control means includes the request with the output of the power within the power range of the internal combustion engine corresponding to the operation point set by the shift operation point setting means. The driving means may be a means for controlling the operation so that the power corresponding to the power is output to the plurality of drive shafts. This makes it possible to more accurately output the power corresponding to the required power to the plurality of drive shafts by using the output from the internal combustion engine.

  Further, in the first or second hybrid vehicle of the present invention, the operating point setting means is means for setting an operating point at which the internal combustion engine can operate efficiently as an operating point meeting the predetermined condition. You can also. In this way, the internal combustion engine can be operated efficiently when no change in the gear ratio is required.

  Further, in the first or second hybrid vehicle according to the present invention, the shift operation point setting means can output the target power set by the target power setting means or the target power and satisfy the predetermined condition. The means for setting the operating point of the high rotational speed with a rotational deviation set based on the corresponding operating point may be used. In the first or second hybrid vehicle of this aspect of the present invention, the shift operation point setting means can output the target power as the target power set by the target power setting means increases. The means for setting the operating point having a higher rotation speed with a larger rotational deviation as the torque of the operating point meeting the predetermined condition is larger. This makes it possible to set the operating point of the internal combustion engine when changing the speed ratio of the speed change means to a more appropriate point.

  In the first or second hybrid vehicle according to the present invention, the target power setting means sets the target power based on a power transmission state of the transmission means during a change in a gear ratio of the transmission means. It can also be a means to perform.

  Further, in the first or second hybrid vehicle of the present invention, the power conversion transmission means has three shafts connected to an output shaft of the internal combustion engine, a rotation shaft of the electric motor, and a third shaft. Three-axis power input / output means for determining the power input / output to any two of the three axes and determining the power input / output to the remaining one of the three axes; and connecting to the third axis It is also possible to use a means having a power generator.

A third hybrid vehicle according to the present invention includes:
A hybrid vehicle that can be driven by power output to an axle,
An internal combustion engine,
Power power input / output means for outputting at least a part of power from the internal combustion engine to an axle by input / output of power and power,
Electric motor,
Shifting means capable of shifting the power from the electric motor with a changeable transmission ratio and transmitting the power to the axle;
Target power setting means for setting a target power to be output by the internal combustion engine based on a required power as a required value of power for driving the vehicle,
Based on an operation line as a relationship between the power output from the internal combustion engine and an operating point composed of torque and rotation speed when a predetermined condition is applied to the internal combustion engine, and the set target power of the internal combustion engine. Operating point setting means for setting an operating point at which the internal combustion engine should operate,
Drive control means for driving and controlling the internal combustion engine, the electric power input / output means, and the electric motor such that the internal combustion engine is operated at the set operation point and power based on the required power is output to an axle; ,
An operation point set by the operation point setting means based on the set target power of the internal combustion engine in place of setting of the operation point by the operation point setting means when a change in the gear ratio of the transmission means is requested. Shifting operation point setting means for setting an operation point different from the
The internal combustion engine is driven at the set operation point, and the drive based on the required power is output to the axle. And a shift drive control means for controlling the drive of the speed change means so as to be changed to a corresponding speed ratio.

  In the third hybrid vehicle of the present invention, an internal combustion engine, electric power input / output means for outputting at least a part of the power from the internal combustion engine to the axle by input / output of electric power and power, an electric motor, Transmission means for shifting the power from the electric motor with a predetermined ratio and transmitting the power to the axle, wherein the operating point setting means outputs the power, torque and rotation speed output from the internal combustion engine when predetermined conditions are applied to the internal combustion engine. An operation point to be operated by the internal combustion engine is set based on an operation line as a relationship with the operation point consisting of the target power of the internal combustion engine set based on the required power as a required value of the power to drive the vehicle. The drive control means controls the internal combustion engine and the electric power input / output means so that the internal combustion engine is operated at the set operation point and the power based on the required power is output to the axle. Driving and controlling the electric motor and. On the other hand, when the change of the gear ratio of the speed change means is requested, the shift operation point setting means is set by the operation point setting means based on the target power of the internal combustion engine instead of the setting of the operation point by the operation point setting means. Operating points different from the operating points to be set, and the drive control means at the time of gear shifting controls the internal combustion engine and the power input so that power based on the required power is output to the axle while the internal combustion engine is operated at the set operating points. The drive control of the output means and the electric motor is performed, and the drive of the speed change means is controlled so as to be changed to the gear ratio according to the request. Therefore, the internal combustion engine can be operated at different operation points depending on whether or not the gear ratio of the transmission means has been changed, and power based on the required power can be output to the axle. In particular, if an operation point that outputs a high torque is set as an operation point different from the operation point set by the operation point setting means, the load on the internal combustion engine can be increased and the load on the electric motor can be reduced. Therefore, it is possible to reduce a drop in power to the axle when changing the gear ratio.

  In the third hybrid vehicle according to the present invention, the shift operation point setting means includes an operation point which outputs a higher torque than an operation point set by the operation point setting means among the operation points capable of outputting the target power. It may be a means for setting points. This makes it possible to increase the load on the internal combustion engine while coping with the target power of the internal combustion engine, and also to reduce the load on the electric motor.

  Further, in the third hybrid vehicle according to the present invention, a fuel economy operation line when the fuel economy condition is applied to the internal combustion engine as the predetermined condition and a condition for outputting a higher torque than the fuel economy operation line are defined. Storage means for storing an operation line for high torque when applied, wherein the operation point setting means sets an operation point based on the stored fuel economy operation line and the set target power of the internal combustion engine. The shift-time operating point setting means is a means for setting an operating point based on the stored operating line for high torque and the set target power of the internal combustion engine. You can also. In this way, by selectively using the fuel consumption operation line and the high torque operation line, it is possible to mitigate a drop in power to the axle when changing the gear ratio.

  Further, in the third hybrid vehicle according to the present invention, the electric power input / output means has three axes of a drive shaft connected to an output shaft of the internal combustion engine, an axle, and a third rotation shaft. A three-axis power input / output means for inputting / outputting power to the remaining one axis based on power input / output to / from the motor; and an electric motor for a rotating shaft capable of generating electricity connected to the third rotating shaft. It can also be a means.

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

  FIG. 1 is a configuration diagram schematically showing a configuration of a hybrid vehicle 20 as one 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 a power distribution integration mechanism. It includes a motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire drive system of the vehicle.

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

  The power distribution and integration mechanism 30 includes a sun gear 31 of an external gear, a ring gear 32 of an internal gear arranged concentrically with the sun gear 31, a plurality of pinion gears 33 meshing with the sun gear 31 and meshing with the ring gear 32, A carrier 34 that holds the plurality of pinion gears 33 so as to rotate and revolve freely is provided, and is configured as a planetary gear mechanism that performs a differential action by using the sun gear 31, the ring gear 32, and the carrier 34 as rotating elements. In the power distribution and integration mechanism 30, the carrier 34 is connected to the crankshaft 26 of the engine 22, the sun gear 31 is connected to the motor MG1, the ring gear 32 is connected to the motor MG2 via the transmission 60, and the motor MG1 generates power. When the motor MG1 functions as an electric motor, the power from the engine 22 input from the carrier 34 is distributed to the sun gear 31 and the ring gear 32 according to the gear ratio. When the motor MG1 functions as an electric motor, the engine 22 input from the carrier 34 is used. And the power from the motor MG <b> 1 input from the sun gear 31 are integrated and output to the ring gear 32. The ring gear 32 is mechanically connected to drive wheels 39a and 39b of the front wheels of the vehicle via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38. The three axes connected to the power distribution and integration mechanism 30 when viewed as a drive system are the rotation shaft of the motor MG1 connected to the crankshaft 26, which is the output shaft of the engine 22 connected to the carrier 34, and the sun gear 31. And a ring gear shaft 32a as a drive shaft that is connected to the ring gear 32 and mechanically connected to the drive wheels 39a and 39b.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can also be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. Power line 54 connecting inverters 41 and 42 to battery 50 is configured as a positive bus and a negative bus shared by each of inverters 41 and 42, and supplies electric power generated by one of motors MG1 and MG2 to another motor. It can be consumed by. Therefore, battery 50 is charged and discharged by the electric power generated from motors MG1 and MG2 or by insufficient electric power. It should be noted that if the electric power balance is to be balanced by motor MG1 and motor MG2, battery 50 will not be charged or 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 includes signals necessary for driving and controlling the motors MG1 and MG2, for example, signals from rotation position detection sensors 43, 44 and 45 for detecting the rotation positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). Are input to the motors MG1 and MG2 detected by the motor ECU 40, and the motor ECU 40 outputs a switching control signal to the inverters 41 and 42. The motor ECU 40 calculates the rotation speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 and the rotation speed Nr of the ring gear shaft 32a by a rotation speed calculation routine (not shown) based on the signals input from the rotation position detection sensors 43, 44 and 45. are doing. The motor ECU 40 communicates with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 according to the control signal from the hybrid electronic control unit 70, and outputs data on the operating state of the motors MG1 and MG2 as necessary. Output to the hybrid electronic control unit 70.

  The transmission 60 connects and disconnects the rotation shaft 48 of the motor MG2 and the ring gear shaft 32a, and also reduces the speed of rotation of the rotation shaft 48 of the motor MG2 to two stages by connecting the two shafts to the ring gear shaft 32a. It is configured to be able to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double pinion planetary gear mechanism 60a, a single pinion planetary gear mechanism 60b, and two brakes B1 and B2. The double pinion planetary gear mechanism 60a includes a sun gear 61 of an external gear, a ring gear 62 of an internal gear arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and a A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and the ring gear 62, and a carrier 64 that connects the plurality of first pinion gears 63a and the plurality of second pinion gears 63b to rotate and revolve freely. The rotation of the sun gear 61 can be freely or stopped by turning on and off the brake B1. The single pinion planetary gear mechanism 60b includes a sun gear 65 of an external gear, a ring gear 66 of an internal gear disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 meshing with the sun gear 65 and meshing with the ring gear 66. And a carrier 68 that holds the plurality of pinion gears 67 so that they can rotate and revolve freely. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is connected to the brake. The rotation of B2 can be freely or stopped by turning on and off. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can separate the rotation shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and turn off the brake B1 and turn on the brake B2 to turn the rotation shaft 48 of the motor MG2. Is reduced at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Lo gear state), and the brake B1 is turned on and the brake B2 is turned off to turn the rotation shaft 48 of the motor MG2. The rotation is reduced at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). When both the brakes B1 and B2 are turned on, the rotation of the rotating shaft 48 and the ring gear shaft 32a is prohibited. In the embodiment, the turning on and off of the brakes B1 and B2 is performed by adjusting the hydraulic pressure applied to the brakes B1 and B2 by driving a hydraulic actuator (not shown).

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. A signal necessary for managing the battery 50, such as a voltage between terminals from a voltage sensor (not shown) provided between terminals of the battery 50, a power line 54 connected to an output terminal of the battery 50, The charging / discharging current from a current sensor (not shown) attached, the battery temperature from a temperature sensor (not shown) 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 to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor having a CPU 72 as a center. In addition to the CPU 72, a ROM 74 for storing a processing program, a RAM 76 for temporarily storing data, an input / output port (not shown) Port. The hybrid electronic control unit 70 receives the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 for detecting the operating position of the shift lever 81, and the accelerator opening Adrv corresponding to the amount of depression of the accelerator pedal 83. The accelerator pedal position Adrv from the accelerator pedal position sensor 84 to be detected, the brake pedal position BP from the brake pedal position sensor 86 to detect the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the drive wheels 39a and 39b are attached. The wheel speeds Vwa, Vwb, etc. from the wheel speed sensors 89a, 89b are input via input ports. The hybrid electronic control unit 70 outputs drive signals and the like to actuators (not shown) of the brakes B1 and B2 of the transmission 60. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Are doing.

  In the hybrid vehicle 20 of the embodiment configured as described above, the required torque to be output to the ring gear shaft 32a as the drive shaft is calculated based on the accelerator opening Adrv and the vehicle speed V corresponding to the amount of depression of the accelerator pedal 83 by the driver. Then, the operation of engine 22, motor MG1, and motor MG2 is controlled such that the required power corresponding to the required torque is output to ring gear shaft 32a. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is transmitted to the power distribution integration mechanism 30. And the torque conversion operation mode for driving and controlling the motors MG1 and MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a. The operation of the engine 22 is controlled so that the corresponding power is output from the engine 22, and all or a part of the power output from the engine 22 with the charging and discharging of the battery 50 is partially or completely converted to the power distribution and integration mechanism 30, the motor MG 1, and the motor The required power accompanies the ring gear shaft 32 with torque conversion by the MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are drive-controlled so as to be output to the motor drive mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, an operation of the hybrid vehicle 20 according to the embodiment configured as described above, mainly an operation when changing the speed ratio of the transmission 60 will be described. FIG. 3 is a flowchart illustrating an example of an operation control routine executed by the hybrid electronic control unit 70 of the embodiment. This routine is repeatedly executed at predetermined time intervals.

  When the operation control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first calculates the accelerator opening degree Adrv from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the battery ECU 52, and inputs them by communication. The process of reading the remaining capacity SOC of the battery 50, the rotation speed Nr of the ring gear shaft 32a, the rotation speed Nm1 of the rotor of the motor MG1, the rotation speed Nm2 of the rotor of the motor MG2, and the like calculated by the motor ECU 40 and input by communication. The process is performed (step S100), and a process of setting a required torque Tr of the ring gear shaft 32a as a drive shaft and a required output Pr based on the read accelerator opening Adrv and the vehicle speed V is performed (step S102). In this process, in the embodiment, the relationship between the accelerator opening Adrv, the vehicle speed V, and the required torque Tr is obtained in advance and stored in the ROM 74 as a required torque setting map, and the accelerator opening Adrv and the vehicle speed V are given. Sometimes, the corresponding required torque Tr is set from the required torque setting map, and the required output Pr is set by multiplying the derived required torque Tr by the rotation speed Nr of the ring gear shaft 32a. FIG. 4 shows an example of the required torque setting map.

  When the required torque Tr and the required output Pr are set in this way, the charge / discharge amount Pb of the battery 50 is set based on the remaining capacity SOC of the battery 50 input in step S100 (step S104), and the required output Pr and the required charge Pr are set. The target output Pe * of the engine 22 is set based on the sum with the discharge amount Pb (step S106). Note that the target output Pe * of the engine 22 is set with an efficiency of 1 for the sake of simplicity, but is actually set in consideration of the efficiency of the engine 22, the efficiency of the battery 50, and the like.

  Then, it is determined whether or not the gear ratio of the transmission 60 is being changed (step S108). If not, it is determined whether or not a change in the gear ratio of the transmission 60 is requested (step S110). ). The determination as to whether a change in the gear ratio is required can be made based on, for example, the required torque Tr and the vehicle speed V. When the change of the gear ratio is not requested, the rotational speed and the torque of the operating point that can efficiently operate among the operating points of the engine 22 that can output the target output Pe * set in step S106 are set to the target rotational speed Ne of the engine 22. * And the target torque Te * are set (step S114). FIG. 5 shows how the operating points at which the engine 22 can efficiently operate among the operating points that can output the target output Pe * are set as the target rotation speed Ne * and the target torque Te *. In the figure, a curve A is an engine optimum operation line, a curve B is an engine maximum torque line, and a curve C is a constant output curve at the target output Pe *. As shown in the figure, if the engine 22 is operated at the operation point D1 at the intersection of the constant output curve of the target output Pe * and the engine optimum operation line, the target output Pe * can be efficiently output from the engine 22. Therefore, the process of step S114 is a process of setting the rotation speed and the torque at the operation point D1 as the target rotation speed Ne * and the target torque Te *. In this embodiment, the relationship between the target output Pe *, the rotational speed and the torque of the operating point at the intersection of the target output Pe * and the optimal engine operation line is obtained in advance through experiments or the like, and stored in the ROM 74 as a map. Given the output Pe *, the corresponding rotation speed and torque are derived from the map and set as the target rotation speed Ne * and the target torque Te *.

  When the target rotation speed Ne * of the engine 22 and the target torque Te * are set, the motor MG1 is set based on the gear ratio ρ of the power distribution and integration mechanism 30, the target rotation speed Ne * of the engine 22, and the rotation speed Nr of the ring gear shaft 32a. The target rotation speed Nm1 is set (step S118). FIG. 6 shows the relationship among the rotation speed Ns of the sun gear 31, the rotation speed Nc of the carrier 34, and the rotation speed Nr of the ring gear 32 in the power distribution and integration mechanism 30. As shown in the drawing, assuming that the gear ratio (number of sun gear teeth / number of ring gear teeth) of the power distribution and integration mechanism 30 is ρ, the number of rotations Nc of the carrier 34 is equal to the number of rotations Ns of the sun gear 31 and the number of rotations Nr of the ring gear 32. And can be expressed by the following equation.

  Nc = Ns × ρ / (1 + ρ) + Nr × 1 / (1 + ρ) (1)

  The torques Tcs and Tcr distributed to the sun gear 31 and the ring gear 32 when the torque Tc is input to the carrier 34 can be expressed by the following equations (2) and (3) using the gear ratio ρ. .

Tcs = Tc × ρ / (1 + ρ) (2)
Tcr = Tc × 1 / (1 + ρ) = Tcs / ρ (3)

  Since the crankshaft 23 of the engine 22 is connected to the carrier 34 and the motor MG1 is connected to the sun gear 31, the target rotation speed Ne * of the engine 22 corresponding to the rotation speed Nc of the carrier 34, the rotation speed Nr of the ring gear 32, and the gear ratio The rotation speed Ns of the sun gear 31 can be calculated from ρ and the relationship of the above equation (1), and is calculated as the target rotation speed Nm1 * (= (1 + ρ) × Ne * / ρ−Nr / ρ).

  When the target rotation speed Nm1 * of the motor MG1 is set, the target torques Tm1 * and Tm2 * of the motors MG1 and MG2 are set based on the gear ratio ρ of the power distribution and integration mechanism 30 (step S120). The target torque Tm1 * of the motor MG1 is equal to the torque Tcs distributed to the sun gear 31 when the target torque Te * of the engine 22 is input to the carrier 34 as the torque Tc, as shown in Expressions (2) and (3). What is necessary is just to set so that it may be balanced. That is, the target torque Tm1 * of the motor MG1 may be calculated by the following equation (4) assuming that the torque Tcs is reversed. On the other hand, the target torque Tm2 * of the motor MG2 is calculated by the following equation so that the required torque Tr set in step S102 is output to the ring gear 32 while considering the torque Tcr (= Tcs / ρ) directly distributed from the engine 22. What is necessary is just to calculate by (5). Here, “Gr” is the current gear ratio of the transmission 60 (the rotation speed Nm2 / of the motor MG2 / the rotation speed Nr of the ring gear shaft 32a).

Tm1 * =-Te * × ρ / (1 + ρ) (4)
Tm2 * = (Tr * -Te * × 1 / (1 + ρ)) / Gr (5)

  When the target engine power Pe * and the target torque Te *, the target torque Tm1 * and the target rotation speed Nm1 * of the motor MG1, and the target torque Tm2 * of the motor MG2 are set in this way, the engine 22 sets the target torque Te. * Is output to the engine ECU 24, and the motor ECU 40 is instructed to drive the motor MG1 at the target torque Tm1 * and the target rotation speed Nm1 *, and to drive the motor MG2 at the target torque Tm2 *. Step S122), this routine ends. The engine ECU 24 that has received the instruction controls the operation of the engine 22 so that the engine 22 outputs a torque corresponding to the target torque Te *, and the motor ECU 40 that receives the instruction controls the motor MG1 while outputting the target torque Tm1 *. The motor MG1 is controlled to rotate at the target rotation speed Nm1 *, and the drive of the motor MG2 is controlled so that the motor MG2 outputs a torque corresponding to the target torque Tm2 *.

  If it is determined in step S112 that a change in the gear ratio of the transmission 60 has been requested, the rotational speed is shifted by the rotational deviation ΔN from the operating point of the engine optimal operation line on the constant output curve of the target output Pe *. The rotation speed and the torque at the high operating point are set as the target rotation speed Ne * and the target torque Te * of the engine 22 (step S116), and the target rotation speed Nm1 * of the motor MG1 is calculated using the above equation (1). At the same time, the target torque Tm1 * of the motor MG1 and the target torque Tm2 * of the motor MG2 are calculated using the above equations (4) and (5) (steps S118, S120), and these set values are sent to the corresponding ECUs. Output (step S122), and this routine ends.

  FIG. 7 shows how the target rotation speed Ne * and the target torque Te * of the engine 22 are set when a change in the transmission ratio of the transmission 60 is requested. In the figure, a curve A is an engine optimum operation line, a curve B is an engine maximum torque line, and a curve C is a constant output curve at the target output Pe *. As described above, when there is no request to change the gear ratio, the rotation speed Ne1 and the torque Te1 of the operating point D1 at the intersection of the constant output curve at the target output Pe * and the engine optimum operation line are determined by the target rotation speed of the engine 22. Ne * and the target torque Te * are set, but when there is a request to change the gear ratio, the rotational speed Ne2 higher than the rotational speed Ne1 of the operating point D1 by the rotational deviation ΔN on the constant output curve at the target output Pe *. The rotation speed Ne2 and the torque Te2 at the operation point D2 are set as the target rotation speed Ne * and the target torque Te * of the engine 22. When the gear ratio is changed, a part of the output from motor MG2 is converted into heat energy and consumed by slippage of brakes B1 and B2. For this reason, the output of the brakes B1 and B2 causes a drop in the torque of the drive shaft at the time of gear shifting, resulting in poor drivability. Since the engine 22 is connected to the drive shaft via the power distribution and integration mechanism 30, the output consumed by the slip of the brakes B1 and B2 can be supplemented by the output from the engine 22. At this time, when the engine 22 is operating at the operating point D1, the range of power that can be output from the engine 22 is as shown in FIG. Therefore, if the output consumed by the brakes B1 and B2 becomes large, the output from the engine 22 may not be able to cover the output range up to the value Te1max. On the other hand, when the engine 22 is operating at the operating point D2, as shown in FIG. 7, the rotation speed is the value Ne2, and the torque is in the output range from the value Te2 to the value Temax2 on the engine maximum torque line. Therefore, the output range can be made wider than when the vehicle is operating at the operation point D1. Therefore, when the change of the gear ratio is requested, if the change of the gear ratio is started from the operating point D2 where the rotational speed is higher than the operating point D1, the drop of the torque of the drive shaft during the change is output from the engine 22. Can make up for it. In the embodiment, the rotational deviation ΔN at the time of setting the operation point D2 is obtained by previously obtaining the relationship between the target output Pe * and the rotational deviation ΔN and storing it in the ROM 74 as a map. To derive the corresponding rotational deviation ΔN from FIG. 8 shows an example of this map. The change from the operation point D1 to the operation point D2 may be performed at once or may be performed so as to be gradually changed. When the engine 22 is operated at the operation point D2 in this manner, the transmission 60 changes the gear ratio. The change of the gear ratio is performed by a gear shift control routine illustrated in FIG. Hereinafter, the description of the operation control routine of FIG. 3 will be temporarily interrupted, and the shift control routine of FIG. 9 will be described.

  The shift control routine is repeatedly executed at predetermined time intervals. When the shift control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first determines whether a change in the gear ratio is requested (step S150). When it is determined that the change of the gear ratio is requested, it is determined whether or not the change of the operation point of the engine 22 is completed, that is, by executing the processing of steps S116 to S122 of the routine of FIG. It is determined whether or not the vehicle has been operated (see FIG. 7) (step S152). If it is determined that the change of the gear ratio is not requested, or it is determined that the change of the operating point of the engine 22 is not completed even if the change of the gear ratio is requested, the routine is executed without changing the gear ratio. finish. When it is determined that the change of the gear ratio is requested and the change of the operating point of the engine 22 is completed, it is determined whether or not the change of the gear ratio is a change from the Lo gear to the Hi gear (step S1). S154) When it is determined that the change is from the Lo gear to the Hi gear, a process of turning off the brake B1 and turning on the brake B2 is performed (step S156), and the change from the Lo gear to the Hi gear is not performed, that is, Hi. When it is determined that the gear is changed from the gear to the Lo gear, a process of turning on the brake B1 and turning off the brake B2 is performed (step S158), and the routine ends. Thereby, the command value of the hydraulic pressure applied to the brakes B1 and B2 is set, and based on the command value of the hydraulic pressure, the actuators of the brakes B1 and B2 are drive-controlled to change the gear ratio.

  Returning to the operation control routine of FIG. 3, when it is determined that the gear ratio is being changed in the process of step S108 along with the execution of the gear shift control routine of FIG. 9, the gear ratio change illustrated in FIG. 10 is being performed. The process is performed (step S110), and the set value set in the gear ratio changing process is output to the corresponding ECU (step S122), and the routine ends. The determination as to whether or not the gear ratio is being changed can be made based on, for example, whether or not a time experimentally obtained in advance as a time required for changing the gear ratio has elapsed. In the gear ratio changing process in FIG. 10, first, a process of calculating the transmission state of the output in the transmission 60, that is, the brake loss BL of the brakes B1 and B2 is performed (step S200). The calculation of the brake loss BL is performed by executing a brake loss calculation processing routine shown in FIG.

  When the brake loss calculation process routine is executed, a process for estimating the transmission torques TB1, TB2 of the brakes B1, B2 is performed (step S250). In the embodiment, the transmission torques TB1 and TB2 can be calculated by the following equations (6) and (7) using the hydraulic pressure command values PB1 and PB2 that indirectly indicate the operation states of the brakes B1 and B2. Here, α1 and α2 are coefficients relating to friction of brakes B1 and B2, respectively, and β1 and β2 are coefficients relating to play of brakes B1 and B2, respectively.

TB1 = α1 · PB1-β1, TB1 ≧ 0 (6)
TB2 = α2 · PB2-β2, TB2 ≧ 0 (7)

  Subsequently, the rotation speeds NB1 and NB2 of the sun gear 61 and the ring gear 66 to which the brakes B1 and B2 are attached are calculated (step S252). The rotation speeds NB1 and NB2 can be calculated by the following expressions (8) and (9) using the rotation speed Nm2 of the motor MG2 and the rotation speed Nr of the ring gear shaft 32a of the power distribution and integration mechanism 30. Here, ρ1 is the gear ratio (number of sun gear teeth / number of ring gear teeth) of the double pinion planetary gear mechanism 60a, and ρ2 is the gear ratio (number of sun gear teeth / number of ring gear teeth) of the single pinion planetary gear mechanism 60b. . The rotation speed Nr of the ring gear shaft 32a of the power distribution integration mechanism 30, the rotation speed Nm2 of the rotation shaft 48 of the motor MG2, the rotation speed NB1 of the sun gear 61 with the brake B1, and the rotation speed NB2 of the ring gear 66 with the brake B2 mounted. Is shown in FIG.

NB1 = (1 + ρ2 / ρ1) Nr− (ρ2 / ρ1) Nm2 (8)
NB2 = (1 + ρ2) Nr−ρ2 · Nm2 (9)

  When the transmission torques TB1 and TB2 of the brakes B1 and B2 and the rotation speeds NB1 and NB2 of the sun gear 61 and the ring gear 66 to which the brakes B1 and B2 are attached are calculated in this manner, the transmission torque and the rotation speed of each of the brakes B1 and B2 are calculated. To calculate the losses BL1 and BL2 of the brakes B1 and B2 (step S254), and calculate the brake loss BL from the sum of the calculated losses BL1 and BL2 of the brakes B1 and B2 (step S256). This routine ends.

  Returning to the gear ratio change processing routine of FIG. 10, when the brake loss BL is calculated in this way, the brake loss BL is added to the target output Pe * of the engine 22 set in step S106 of the routine of FIG. Then, the target output Pe * is corrected (step S202). Then, the rotation speed Ne of the engine 22 is calculated (step S204), and the output upper limit value Pemax of the engine 22 is set based on the calculated rotation speed Ne of the engine 22 (step S206). Here, the rotation speed Ne of the engine 22 can be calculated from the rotation speed Nm1 of the motor MG1 (the rotation speed Ns of the sun gear 31) and the rotation speed Nr of the ring gear 32 using the above-described formula (1). Further, the output upper limit value Pemax of the engine 22 can be set, for example, as an output corresponding to the operating point of the rotation speed Ne of the engine 22 on the engine maximum torque line in FIG.

  When the output upper limit Pemax of the engine 22 is set, it is determined whether the target output Pe * of the engine 22 corrected in step S202 is larger than the output upper limit Pemax (step S208), and it is determined that the target output Pe * is larger. Then, the target output Pe * of the engine 22 is corrected to the output upper limit value Pemax (step S210). Then, the operating point of the rotation speed Ne calculated in step S204 on the constant output curve of the target output Pe * is set as the target rotation speed Ne * and the target torque Te * of the engine 22 (step S212), and the above equation ( 1) is used to calculate the target rotation speed Nm1 * of the motor MG1 (step S214), and the above equation (4) is used to calculate the target torque Tm1 * of the motor MG1. The target torque Tm2 * of the motor MG2 is calculated using the following equation (10) in consideration of the torque (BL / Nr) corresponding to the energy consumption by the brakes B1 and B2 (step S216), and this routine ends.

  Tm2 * = (Tr * -Te * / (1 + ρ) + BL / Nr) / Gr (10)

  According to the hybrid vehicle 20 of the embodiment described above, when a change in the gear ratio of the transmission 60 is requested, the operating point of the engine 22 is shifted more by the rotational deviation ΔN than the operating point D1 at which the operation can be efficiently performed on the constant output curve. The change of the transmission ratio by the transmission 60 is started after the operation point D2 is changed to the operation point D2 having a higher rotation speed, and during the change of the transmission ratio, the target output of the engine 22 is considered in consideration of the energy consumed by the brakes B1, B2. Since the engine 22 and the motors MG1 and MG2 are driven and controlled so that Pe * is set and the required output Pr is output to the drive shaft (ring gear shaft 32a), the operating point of the engine 22 is changed by changing the operating point on the high rotation side. The output range of the engine 22 is increased to reduce the drop in the torque of the drive shaft when the gear ratio is changed. It can be reliably reduced. As a result, drivability can be further improved.

  In the hybrid vehicle 20 of the embodiment, the rotation deviation ΔN used for setting the operating point D2 of the engine 22 is derived based on the target output Pe *. The rotation deviation ΔN may be calculated based on the torque, or the rotation deviation ΔN may be constant regardless of the target output Pe * and the torque on the engine optimal operation line. At this time, when the rotation deviation ΔN is derived based on the torque on the engine optimal operation line, it is preferable that the larger the torque, the larger the rotation deviation ΔN.

  In the hybrid vehicle 20 of the embodiment, when changing the gear ratio of the transmission 60, the energy (brake loss BL) consumed by the brakes B1 and B2 of the transmission 60 is calculated by calculation. It may be determined in advance.

  Next, a hybrid vehicle according to a second embodiment will be described. The hybrid vehicle of the second embodiment has the same configuration as the hybrid vehicle 20 of the embodiment except that the processing in the hybrid electronic control unit 70 is different. Therefore, in the hybrid vehicle according to the second embodiment, a portion different from the hybrid vehicle 20 according to the embodiment will be described using the configuration of the hybrid vehicle 20 according to the embodiment illustrated in FIG. FIG. 13 is a flowchart illustrating an example of an operation control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle according to the second embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the operation control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly executes the accelerator opening degree Acc, the vehicle speed V, the rotation speed Nr, as in the processing of steps S100 to S106 of the operation control routine of FIG. Data such as the remaining capacity SOC is input (step S300), and based on the input accelerator opening Acc and vehicle speed V, a required torque Tr to be output to the ring gear shaft 32a as a drive shaft is set and the set required torque Tr is set. Is multiplied by the rotation speed Nr to set a required power Pr (step S302), and based on the input remaining capacity SOC, a charge / discharge amount Pb to be charged / discharged by the battery 50 is set (step S304). The target output Pe * to be output by the engine 22 is set based on the sum of Tr and the charge / discharge amount Pb (step S30). ).

  Next, it is determined whether or not a change in the gear ratio of the transmission 60 has been requested based on the input vehicle speed V and the required torque Tr (step S308). It is determined whether the request is to change the gear ratio (step S310). In the embodiment, the transmission ratio of the transmission 60 requires a relatively large torque when the vehicle speed V is less than the predetermined value V1 and the required torque Tr is equal to or more than the predetermined value T1, that is, when the vehicle is running at a relatively low speed. Sometimes, the state of the Lo gear is selected, and when the vehicle speed is equal to or higher than the predetermined value V2 or the required torque Tr is less than the predetermined value T2, that is, when the vehicle is running at a relatively high speed or a relatively small torque is required, the Hi gear is selected. State is selected. Therefore, the request for changing the gear ratio from the state of the Lo gear to the state of the Hi gear is made when the vehicle speed V reaches the predetermined value V2 when the current state is the state of the Lo gear or when the required torque Tr becomes the predetermined value. It is performed when it becomes less than T2. Note that the predetermined values T1, T2 and the predetermined values V1, V2 are provided with hysteresis to prevent the state of the Lo gear and the state of the Hi gear from being frequently switched. Further, here, the determination of whether or not a change in the gear ratio of the transmission 60 has been requested has been specifically shown, but the content of the processing is the same as the processing in step S112 in FIG. 3 described above.

  When the change of the gear ratio from the state of the Lo gear to the state of the Hi gear is not requested, that is, when the change of the gear ratio itself is not requested or when the change of the gear ratio from the state of the Hi gear to the state of the Lo gear is requested. When a change is requested, the point at the intersection of the curve with the constant target output Pe * of the engine 22 set in step S306 and the fuel consumption operation line with the optimum fuel consumption is set as the target rotation speed Ne * and the target torque Te of the engine 22. * (Step S312), and based on the set target rotational speed Ne * of the engine 22 and the rotational speed Nr of the ring gear shaft 32a, the target rotational speed Nm1 * of the motor MG1 using the relationship of the above-described equation (1). Is set (step S316), and based on the target torque Te * of the engine 22, the target torque Tm1 * of the motor MG1 is set by the aforementioned equation (4). In addition, the target torque Tm2 * of the motor MG2 is set according to the above-described equation (5) (step S318), and the set target rotation speed Ne * and target torque Te * of the engine 22 and the target torque Tm1 * of the motors MG1 and MG2 are set. , Tm2 * are transmitted to the corresponding ECUs (step S320), and this routine ends. FIG. 14 shows operation lines stored in the ROM 74 used for setting the target rotation speed Ne * and the target torque Te * of the engine 22. When the change of the gear ratio of the transmission 60 from the state of the Lo gear to the state of the Hi gear is not requested, as shown in FIG. The rotation speed and torque at point P0, which is the intersection of the fuel consumption operation line and the constant output curve Pe *, are set as the target rotation speed Ne * and the target torque Te *.

  On the other hand, when a change of the gear ratio from the state of the Lo gear to the state of the Hi gear is requested, the target output Pe * of the engine 22 has a constant curve and a high torque operation that outputs a higher torque than the fuel economy operation line. The point of intersection with the line is set as the target rotation speed Ne * and the target torque Te * of the engine 22 (step S314), and based on the set target rotation speed Ne * of the engine 22 and the rotation speed Nr of the ring gear shaft 32a. The target rotation speed Nm1 * of the motor MG1 is set using the relationship of the above-described formula (1) (step S316), and based on the target torque Te * of the engine 22, the target torque of the motor MG1 is calculated by the above-described formula (4). Tm1 * is set, and the target torque Tm2 * of the motor MG2 is set according to the above-described equation (5) (step S318). Target rotation speed Ne * of the target torque Tm1 * of the target torque Te * and motor MG1, MG2, performs a process of transmitting to each ECU to the corresponding Tm2 * (step S320), and terminates this routine. When the change of the gear ratio from the state of the Lo gear to the state of the Hi gear is requested, as shown in FIG. 14, the target output Pe * has a constant curve and a high torque that emphasizes the output of the higher torque than the fuel efficiency. The rotation speed and torque at point P1, which is the intersection with the operation line, are set as the target rotation speed Ne * and the target torque Te *. As described above, when the change of the gear ratio from the state of the Lo gear to the state of the Hi gear is requested, the use of the high torque operation line as the operation line of the engine 22 increases the torque output from the engine 22. Then, the torque directly transmitted from the engine 22 to the ring gear shaft 32a increases, and the torque to be borne by the motor MG2 can be reduced. That is, a decrease in the torque transmitted from the motor MG2 to the ring gear shaft 32a via the transmission 60 at the time of changing the speed ratio can be compensated for by the torque output from the engine 22. It is possible to alleviate a drop in the torque output to the ring gear shaft 32a. The setting of the target rotation speed Ne * and the target torque Te * of the engine 22 using such a high torque operation line is performed when the gear ratio is changed from the Lo gear state to the Hi gear state. When the gear ratio is changed from the gear state to the Lo gear state, the rotational speed of the ring gear 66 (ring gear 62) becomes zero due to the load after the brake B1 is released as shown in the alignment chart of FIG. When the gear ratio is changed from the Lo gear state to the Hi gear state after releasing the brake B2 as shown in the alignment chart of FIG. Since it is necessary to frictionally engage the brake B1 to output torque against the load, it is better to change the gear ratio from the Lo gear state to the Hi gear state, and the torque drops when the gear ratio is changed. It is based on the fact that the body is increased. The process of changing the gear ratio of the transmission 60 is performed by the same process as the shift control routine of FIG. 9 except that the process of step S152 is not performed.

  According to the hybrid vehicle of the second embodiment described above, when the gear ratio of the transmission 60 is changed from the state of the Lo gear to the state of the Hi gear, a higher torque is set as the operation line of the engine 22 than the fuel consumption operation line. Since the engine 22 is operated by selecting an operation line for high torque that can be output, the torque directly output from the engine 22 to the ring gear shaft 32a can be increased, and the load of the torque to be output from the motor MG2 can be reduced. Therefore, when the gear ratio is changed, the drop in the torque transmitted from motor MG2 to ring gear shaft 32a via transmission 60 can be compensated for by the torque output from engine 22. As a result, the drivability when the transmission 60 changes the gear ratio can be further improved.

  In the hybrid vehicle of the second embodiment, the operation line of the engine 22 is changed from the fuel consumption operation line to the high torque operation when the request for changing the transmission ratio by the transmission 60 is a change from the Lo gear state to the Hi gear state. Although the engine 22 is operated by changing to the operation line, the torque output from the motor MG2 to the ring gear shaft 32a via the transmission 60 even when the state of the Hi gear is changed to the state of the Lo gear. Therefore, at this time, the engine 22 may be operated by changing the operation line of the engine 22 from the fuel consumption operation line to the high torque operation line.

  In the hybrid vehicle according to the second embodiment, the operation line of the engine 22 is changed from the fuel consumption operation line to the high torque operation line, so that the torque directly output from the engine 22 to the ring gear shaft 32a is increased. Although the drop in the torque output to the ring gear shaft 32a when changing the gear ratio is reduced, if the torque directly output from the engine 22 to the ring gear shaft 32a can be increased, it is not always necessary to use a high torque operation line. There is no. For example, after calculating the torque and the number of revolutions at the intersection of the curve where the target power Pe * is constant and the fuel economy operation line, the target power Pe * is moved to the high torque side or the low rotation side on the constant curve. The operating point may be set as the target rotation speed Ne * and the target torque Te * of the engine 22.

  In the hybrid vehicle 20 of the embodiment and the hybrid vehicle of the second embodiment, the power from the engine 22 is transmitted to the drive wheels 39a and 39b via the power distribution and integration mechanism 30 to which the motor MG1 is connected. Although applied to the output to the shaft 32a, the power from the engine 22 is transmitted to the inner rotor 132 and the drive wheels 39a connected to the crankshaft 26 of the engine 22 as illustrated in a hybrid vehicle 120 in a modified example of FIG. And an outer rotor 134 connected to a drive shaft for outputting power to the drive shaft 39, 39b, and transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power through a paired rotor motor 130. The present invention may be applied to the output to the wheels 39a and 39b.

  In the hybrid vehicle 20 of the embodiment and the hybrid vehicle of the second embodiment, the rotation shaft of the motor MG2 is connected to the drive shaft connected to the drive wheels 39a and 39b via the transmission 60. As exemplified in the hybrid vehicle 220 of the modified example of FIG. 17, the rotation shaft of the motor MG2 is connected to the drive shaft connected to the drive wheels 39c and 39d different from the drive wheels 39a and 39b via the transmission 60. It does not matter. Of course, another motor may be connected to the drive shaft connected to the drive wheels 39a and 39b.

  As described above, the best mode for carrying out the present invention has been described using the embodiment. However, the present invention is not limited to such embodiment at all, and various modifications may be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

FIG. 1 is a configuration diagram schematically illustrating a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. FIG. 2 is a configuration diagram illustrating an example of a configuration of a transmission 60. 4 is a flowchart illustrating an example of an operation control routine executed by a hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. 4 is a map showing a relationship among an accelerator opening Adv, a vehicle speed V, and a required torque Tr. FIG. 9 is an explanatory diagram showing a state in which an operation point at which the engine 22 can efficiently operate among operation points capable of outputting a target output Pe * is set as a target rotation speed Ne * and a target torque Te *. FIG. 3 is an explanatory diagram showing a relationship between the rotational speed and a relationship between torques of a sun gear 31, a carrier 34, and a ring gear 32. FIG. 7 is an explanatory diagram showing a state in which a target rotation speed Ne * and a target torque Te * of the engine 22 are set when a change in a gear ratio is requested. It is a map which shows the relationship between target output Pe * and rotation deviation (DELTA) N used when changing from operating point D1 to operating point D2. 4 is a flowchart illustrating an example of a shift control routine executed by a hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. 5 is a flowchart illustrating an example of a gear ratio change processing routine executed by a hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. 5 is a flowchart illustrating an example of a brake loss calculation processing routine executed by a hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. The rotation speed Nr of the ring gear shaft 32a of the power distribution integration mechanism 30, the rotation speed Nm2 of the rotation shaft 48 of the motor MG2, the rotation speed NB1 of the sun gear 61 with the brake B1, and the rotation speed NB2 of the ring gear 66 with the brake B2 mounted. FIG. 4 is an explanatory diagram showing the relationship with the following. It is a flow chart which shows an example of an operation control routine performed by hybrid electronic control unit 70 of a hybrid car of a 2nd example. FIG. 3 is an explanatory diagram showing operation lines of the engine 22. FIG. 4 is an explanatory diagram showing a nomographic chart in the transmission 60. It is a block diagram showing the outline of the composition of hybrid car 120 of a modification. It is a block diagram showing the outline of the composition of hybrid car 220 of a modification.

Explanation of reference numerals

  20, 120, 220 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU) 24, 26 crankshaft, 28 damper, 30 power distribution integrated mechanism, 31 sun gear, 31a sun gear shaft, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 36 belt, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44, 45 rotation position detection sensor, 48 Rotary shaft, 50 battery, 52 Battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60a double pinion planetary gear mechanism, 60b single pinion planetary gear mechanism, 61 Sangi , 62 ring gear, 63a first pinion gear, 63b second pinion gear, 64 carrier, 65 sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 Shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 89a, 89b wheel speed sensor, 130 pair rotor motor, 132 inner rotor, 134 outer Rotor, MG1, MG2 motor, B1, B2 brake.

Claims (13)

A hybrid comprising: an internal combustion engine; power conversion transmission means capable of converting at least a part of the power from the internal combustion engine into electric power and transmitting the remaining power to a drive shaft; and an electric motor capable of outputting power to the drive shaft. A car,
Transmission means interposed between the drive shaft and the rotating shaft of the electric motor, for shifting the power from the electric motor with a changeable transmission ratio and transmitting the power to the drive shaft;
Target power setting means for setting a target power to be output by the internal combustion engine based on the required power required for the drive shaft,
Operating point setting means for setting an operating point meeting predetermined conditions among operating points capable of outputting the target power as an operating point of the internal combustion engine,
Operation control means for operating the internal combustion engine, the power conversion transmission means, and the electric motor such that the internal combustion engine is operated at the set operation point and the required power is output to the drive shaft;
When a change in the gear ratio of the transmission means is requested, an operation point having a higher rotation speed than an operation point meeting the predetermined condition among operation points capable of outputting the target power is set as an operation point of the internal combustion engine. Shifting operation point setting means,
The internal combustion engine is operated at the set operation point, the gear ratio is changed after the internal combustion engine is operated at the operation point, and the internal combustion engine and the motor are driven such that the required power is output to the drive shaft. A hybrid vehicle comprising: power conversion transmission means; and shift operation control means for controlling the operation of the electric motor and the transmission. The hybrid vehicle according to claim 1,
The shift-time operation control means controls the operation such that the required power is output to the drive wheels with a power output within a power range of the internal combustion engine corresponding to the operation point set by the shift-time operation point setting means. A hybrid vehicle that is a means to do. An internal combustion engine, power conversion transmission means capable of converting at least a part of the power from the internal combustion engine into electric power and transmitting the remaining power to any one of the plurality of drive shafts, and the power conversion transmission A hybrid vehicle having a motor capable of outputting power to another drive shaft different from the drive shaft to which power is transmitted by the means,
Transmission means interposed between the other drive shaft and the rotating shaft of the electric motor, for shifting the power from the electric motor with a changeable transmission ratio and transmitting the power to the other drive shaft,
Target power setting means for setting a target power to be output by the internal combustion engine based on a required power as a required value of power for driving the vehicle,
Operating point setting means for setting an operating point meeting predetermined conditions among operating points capable of outputting the target power as an operating point of the internal combustion engine,
An operation for operating the internal combustion engine, the power conversion transmission means, and the electric motor such that the internal combustion engine is operated at the set operation point and power corresponding to the required power is output to the plurality of drive shafts. Control means;
When a change in the gear ratio of the transmission means is requested, an operation point having a higher rotation speed than an operation point meeting the predetermined condition among operation points capable of outputting the target power is set as an operation point of the internal combustion engine. Shifting operation point setting means,
The internal combustion engine is operated at the set operation point, and after the internal combustion engine is operated at the operation point, the gear ratio is changed and the power according to the required power is output to the plurality of drive shafts. A hybrid vehicle including: a shift operation control unit that controls the operation of the internal combustion engine, the power conversion transmission unit, the electric motor, and the transmission. The hybrid vehicle according to claim 3, wherein
The shift operation control means includes an output of a power within a power range of the internal combustion engine corresponding to the operation point set by the shift operation point setting means, and a power corresponding to the required power is supplied to the plurality of drive shafts. A hybrid vehicle, which is a means of controlling operation so that it is output. The hybrid vehicle according to any one of claims 1 to 4, wherein
The operating point setting means is means for setting an operating point at which the internal combustion engine can operate efficiently as an operating point meeting the predetermined condition. The hybrid vehicle according to any one of claims 1 to 5, wherein
The shift operating point setting means is configured to output the target power set by the target power setting means or the target power set by the target power setting means, and to set the high rotation speed with a rotational deviation set based on an operating point meeting the predetermined condition. A hybrid vehicle that is a means of setting a number of driving points. The hybrid vehicle according to claim 6, wherein
The shift-time operating point setting means is configured to perform a larger rotation as the target power set by the target power setting means is larger, or as the torque of an operating point capable of outputting the target power and meeting the predetermined condition is larger. A hybrid vehicle which is a means for setting the operating point of the high rotation speed with a deviation. The hybrid vehicle according to any one of claims 1 to 7, wherein
The hybrid vehicle, wherein the target power setting means is means for setting the target power based on a power transmission state of the transmission means during a change in a gear ratio of the transmission means. The hybrid vehicle according to any one of claims 1 to 8, wherein
The power conversion transmission means has three shafts connected to an output shaft of the internal combustion engine, a rotating shaft of the electric motor, and a third shaft, and power input / output to any two of the three shafts. Is determined, the power input to and output from the remaining one shaft is determined. The hybrid vehicle is a means having a three-axis power input / output unit and a generator connected to the third shaft. A hybrid vehicle that can be driven by power output to an axle,
An internal combustion engine,
Power power input / output means for outputting at least a part of power from the internal combustion engine to an axle by input / output of power and power,
Electric motor,
Shifting means capable of shifting the power from the electric motor with a changeable transmission ratio and transmitting the power to the axle;
Target power setting means for setting a target power to be output by the internal combustion engine based on a required power as a required value of power for driving the vehicle,
Based on an operation line as a relationship between the power output from the internal combustion engine and an operating point composed of torque and rotation speed when a predetermined condition is applied to the internal combustion engine, and the set target power of the internal combustion engine. Operating point setting means for setting an operating point at which the internal combustion engine should operate,
Drive control means for driving and controlling the internal combustion engine, the electric power input / output means, and the electric motor such that the internal combustion engine is operated at the set operation point and power based on the required power is output to an axle; ,
An operation point set by the operation point setting means based on the set target power of the internal combustion engine in place of setting of the operation point by the operation point setting means when a change in the gear ratio of the transmission means is requested. Shifting operation point setting means for setting an operation point different from the
The internal combustion engine is driven at the set operation point, and the drive based on the required power is output to the axle. And a shift control unit for controlling the speed of the speed change unit so as to change the speed ratio to an appropriate speed ratio.   11. The operating point setting means during shifting, wherein the operating point that outputs higher torque than the operating point set by the operating point setting means is set among the operating points that can output the target power. Hybrid car. The hybrid vehicle according to claim 10 or 11, wherein
The fuel economy operation line when the fuel economy condition is applied to the internal combustion engine as the predetermined condition and the high torque operation line when the condition that outputs higher torque than the fuel economy operation line are applied are stored. Storage means for performing
The operating point setting means is means for setting an operating point based on the stored fuel efficiency operation line and the set target power of the internal combustion engine,
The shift operation point setting means is means for setting an operation point based on the stored high torque operation line and the set target power of the internal combustion engine. The power / power input / output means has three axes, an output shaft of the internal combustion engine, a drive shaft connected to an axle, and a third rotating shaft, and the remaining one based on the power input / output to / from the three shafts. 13. A means comprising: a three-shaft power input / output means for inputting / outputting power to / from a shaft; and a motor for a rotating shaft capable of generating power connected to the third rotating shaft. Hybrid car.

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