JP2007216784A - Hybrid car and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly shift a transmission within the extent of the input/output restriction of a battery, and to suppress the excessive rotation of a motor due to gear shift delay. <P>SOLUTION: Prior to the Lo-Hi gear shift of a transmission for operating the gear shift of a motor, and for outputting it to a driving shaft, a necessary charging/discharging power P2 is calculated by adding a necessary power P1 in gear shift when a power for charging and discharging a battery is changed during gear shift to an input restriction Win (S230), and a gear shift delay time td as a time necessary for changing the power for charging/discharging the battery to the necessary charging/discharging power P2 is estimated based on the subtraction of a current charging/discharging power Pb from a necessary charging/discharging power P2, and the timing of the Lo-Hi gear shift is advanced only by the estimated shift gear delay time td (S260 to S280). The Lo-Hi gear shift is not performed until the charging/discharging power Pb is changed to the necessary charging/discharging power P2. Thus, it is possible to properly execute the Lo-Hi gear shift within the extent of the input restriction Win, and to suppress the excessive rotation of the motor by suppressing gear shift delay. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

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

Conventionally, in this type of hybrid vehicle, a planetary gear mechanism in which a carrier is connected to an engine, a crankshaft of the engine and a ring gear is mechanically connected to an axle, and a sun gear of the planetary gear mechanism inputs and outputs power. Proposed that includes a first motor, a two-speed transmission that is mechanically connected to the axle, a second motor that inputs and outputs power to the transmission, and a battery that exchanges power with the two motors (For example, refer to Patent Document 1). In this hybrid vehicle, the shift shock is suppressed within a range not exceeding the battery input / output limit by changing the gear position of the transmission based on the accelerator opening, the vehicle speed, and the battery input / output limit.
JP 2004-204957 A

  As described above, in the hybrid vehicle having the above-described configuration, when changing the shift stage of the transmission, the torque shock during the shift is suppressed or the battery is not charged / discharged beyond the input / output limit during the shift. Proper implementation is considered as an important issue, and further improvements are required.

  An object of the hybrid vehicle and the control method thereof according to the present invention is to suppress charging / discharging of the power storage means beyond the input / output limit while appropriately shifting the transmission. Another object of the hybrid vehicle and the control method thereof according to the present invention is to suppress the shift delay of the transmission. Furthermore, it is an object of the hybrid vehicle and the control method thereof of the present invention to suppress the rotation of the electric motor attached to the transmission exceeding the upper limit rotational speed due to the transmission delay of the transmission.

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

The hybrid vehicle of the present invention
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and a drive shaft connected to the axle, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of power and power; ,
An electric motor that can input and output power;
Shift transmission means connected to the rotating shaft of the electric motor and the drive shaft, and performing transmission with a changeable shift stage to transmit power between both shafts;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Required driving force setting means for setting required driving force required for traveling;
Shift instruction means for instructing change of the gear position of the shift transmission means;
The internal combustion engine, the power power input / output means, and the electric motor are driven so as to run with a driving force based on the set required driving force when the shift instruction means does not instruct to change the gear position of the shift transmission means. Drive control, and when the shift instruction means instructs to change the gear position of the shift transmission means, the vehicle is driven by the driving force based on the set required driving force, and the predetermined condition is determined based on the state of the power storage means. Control means for drivingly controlling the internal combustion engine, the power drive input / output means, the electric motor, and the shift transmission means so that the shift stage of the shift transmission means is changed after the electric power for charging / discharging the power storage means is changed. ,
With
The shift instruction means changes a shift delay of the shift stage of the shift transmission means caused by a change in electric power for charging and discharging the storage means prior to an instruction to change the shift stage of the shift transmission means to the state of the storage means. The gist of the present invention is a means for instructing the change of the shift speed of the shift transmission means in anticipation of the predicted shift speed change based on the predicted shift speed.

  In the hybrid vehicle of the present invention, when an instruction to change the gear position of the shift transmission means is not given, the internal combustion engine, the electric power drive input / output means, and the electric motor are drive-controlled so as to run with the driving force based on the required driving force, When an instruction to change the speed of the transmission means is given, the electric power for charging / discharging the power storage means is changed according to a predetermined condition based on the state of the power storage means while traveling with the driving force based on the required driving force, and then the speed change of the speed change transmission means is performed. The internal combustion engine, the power drive input / output means, the electric motor, and the shift transmission means are driven and controlled so that the stage is changed. Prior to the instruction, the shift stage change instruction predicts the shift delay of the shift stage of the shift transmission means caused by the change of the power for charging / discharging the storage means based on the state of the storage means, and the predicted shift stage Is instructed to change the gear position of the transmission means. In this way, by changing the power for charging / discharging the power storage means, it is possible to suppress the power storage means from charging / discharging beyond the input / output limit when changing the gear position of the shift transmission means. In addition, the gear position can be changed at the timing to be changed by instructing the gear position change in anticipation of a gear position change delay associated with a change in the power for charging / discharging the power storage means.

  Such a hybrid vehicle of the present invention includes vehicle speed detection means for detecting a vehicle speed, wherein the shift instruction means sets an instruction vehicle speed based on the predicted shift speed change, and the detected vehicle speed is the setting It may be a means for instructing the change of the gear position of the shift transmission means when the instructed vehicle speed is reached. The hybrid vehicle of this aspect of the present invention includes acceleration detection means for detecting vehicle acceleration, wherein the shift instruction means includes a delay time as the shift speed change delay, the detected vehicle acceleration, and the detected vehicle speed. It can also be a means for setting the instruction vehicle speed based on the above. In this way, the gear position can be changed at a timing that should be changed more accurately. In the hybrid vehicle of these aspects of the present invention, when the shift instruction means instructs an upshift as the vehicle speed increases, the shift instruction means tends to decrease as the predicted shift speed change increases. It can also be a means for setting the vehicle speed. If it carries out like this, it can suppress that an electric motor rotates exceeding upper limit rotation speed due to the delay of an upshift.

  Further, in the hybrid vehicle of the present invention, the shift instruction means predicts a change electric power during shift that is expected to change the electric power for charging and discharging the power storage means while changing the gear position of the shift transmission means. , A means for predicting a delay in changing the shift speed of the shift transmission means based on the predicted power change during shift and the state of the power storage means, and the control means can change the shift speed by the shift instruction means. When instructed, it may be a means for controlling the electric power for charging / discharging the electric storage means to be changed based on the changed electric power during shifting and the state of the electric storage means. By so doing, it is possible to more accurately predict the delay in changing the gear position of the transmission means. In this aspect of the hybrid vehicle of the present invention, the shift instruction means is larger by the changed power during shifting from the input limited power of the power storage means when the changed power during shifting is the power to be changed to discharge the power storage means. From the power currently charged / discharged by the power storage means to the target charge / discharge power at the time of shift when a large power out of the power and the necessary charge / discharge power based on the state of the power storage means is used as the target charge / discharge power at the time of shift The control means predicts a delay in changing the shift speed by estimating the time required until the shift means is instructed to change the power storage means when the shift speed is instructed by the shift instruction means. It can also be a means for controlling charging / discharging with charging / discharging power. By so doing, it is possible to more accurately predict the delay in changing the gear position of the transmission means.

  Further, in the hybrid vehicle of the present invention, the power input / output means is connected to three axes of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and any two of the three shafts are connected. It may also be a means comprising three-axis power input / output means for inputting / outputting power to the remaining one shaft based on the input / output power, and a generator capable of inputting / outputting power to / from the drive shaft. Preferably, the power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor It is also possible to use a counter-rotor motor that relatively rotates the first rotor and the second rotor by electromagnetic action between the first rotor and the second rotor.

The hybrid vehicle control method of the present invention includes:
An electric power input unit that is connected to an internal combustion engine and an output shaft of the internal combustion engine and a drive shaft connected to the axle and that can output at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power. An output means, an electric motor capable of inputting / outputting power, a speed change transmission means connected to a rotating shaft of the electric motor and the drive shaft to change the speed with a changeable gear stage, and to transmit power between the two shafts; A control method for a hybrid vehicle, comprising: an electric power drive input / output unit; and an electric storage unit capable of exchanging electric power with the electric motor,
(A) setting a required driving force required for traveling;
(B) instructing a change of the gear position of the shift transmission means;
(C) the internal combustion engine and the electric power / power input / output means so as to travel with a driving force based on the set required driving force when the step (b) is not instructed to change the gear position of the shift transmission means; Based on the state of the power storage means while traveling with the driving force based on the set required driving force when the step (b) instructs to change the gear position of the speed change transmission means. The internal combustion engine, the electric power drive input / output unit, the electric motor, and the shift transmission unit are driven such that the electric power for charging / discharging the power storage unit is changed according to a predetermined condition, and then the shift stage of the shift transmission unit is changed. Controlling step;
With
In the step (b), a change in the speed change stage of the speed change transmission means caused by a change in electric power for charging / discharging the power storage means prior to an instruction to change the speed change speed of the speed change transmission means is determined as a state of the power storage means. The gist of the present invention is the step of instructing the change of the shift speed of the shift transmission means in anticipation of the predicted shift speed change based on the above.

  According to the hybrid vehicle control method of the present invention, the internal combustion engine, the power drive input / output means, and the electric motor are driven so as to run with the driving force based on the requested driving force when the change of the gear position of the shift transmission means is not instructed. When the drive control is performed and the change of the gear position of the transmission means is instructed, the electric power for charging / discharging the electric storage means is changed according to a predetermined condition based on the state of the electric storage means while traveling with the driving force based on the required driving force. The internal combustion engine, the electric power drive input / output means, the electric motor, and the speed change transmission means are driven and controlled so that the gear position of the speed change transmission means is changed. Prior to the instruction, the shift stage change instruction predicts the shift delay of the shift stage of the shift transmission means caused by the change of the power for charging / discharging the storage means based on the state of the storage means, and the predicted shift stage Is instructed to change the gear position of the transmission means. In this way, by changing the power for charging / discharging the power storage means, it is possible to suppress the power storage means from charging / discharging beyond the input / output limit when changing the gear position of the shift transmission means. In addition, the gear position can be changed at the timing to be changed by instructing the gear position change in anticipation of a gear position change delay associated with a change in the power for charging / discharging the power storage means.

  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 the configuration of a hybrid vehicle 20 as 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 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 receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to 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 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 motor MG2 is connected to the ring gear 32 via the transmission 60. The motor MG1 generates power. When the motor MG1 functions as a motor, the 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 22 input from the carrier 34. And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32. The ring gear 32 is mechanically connected to the 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. Note that the three axes connected to the power distribution and integration mechanism 30 when viewed as a drive system are the crankshaft 26 that is the output shaft of the engine 22 connected to the carrier 34, and the rotation shaft of the motor MG1 that is connected to the sun gear 31. The ring gear shaft 32a as a drive shaft is connected to the sun gear shaft 31a and the ring gear 32 and mechanically connected to the drive wheels 39a and 39b.

  Both the motor MG1 and the motor MG2 are 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 and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. 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 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. 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 transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. Configured 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 planetary gear mechanism 60a of a double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and the first pinion gear 63a. A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. 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 braked. The rotation can be freely or stopped by turning on and off B2. 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 disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated 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), the brake B1 is turned on and the brake B2 is turned off to rotate the rotating shaft 48 of the motor MG2. Is rotated 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). Note that when the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited.

  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 the 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 from the 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 in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 is provided with an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83. The accelerator pedal position Acc from the accelerator pedal position sensor 84 to be detected, the brake position BP from the brake pedal position sensor 86 to detect the amount of depression of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the G sensor 89 to detect vehicle acceleration. , Etc. are input via the input port. Further, from the hybrid electronic control unit 70, drive signals to the actuators (not shown) of the brakes B1 and B2 of the transmission 60 are output through an output 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 communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  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.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the operation when the transmission 60 is accelerated and shifted from the Lo gear state to the Hi gear state will be described. FIG. 3 is a flowchart illustrating an example of an acceleration drive control routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the acceleration drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the acceleration α from the G sensor 89. , Motors MG1, MG2 rotation speeds Nm1, Nm2, charge / discharge required power Pb * to be charged / discharged by battery 50, charge / discharge power Pb at which battery 50 is currently charged / discharged, input / output limits Win, Wout of battery 50, etc. A process of inputting data necessary for control is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication 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 charge / discharge required power Pb * is input from the battery ECU 52 by communication from the battery ECU 52 as power to be charged / discharged by the battery ECU 52 based on the remaining capacity (SOC) of the battery 50 or the like. Further, as the charge / discharge power Pb, a value calculated as the product of the inter-terminal voltage detected by the voltage sensor and the charge / discharge current detected by the current sensor is input from the battery ECU 52 by communication. The input / output limits Win and Wout of the battery 50 are set to 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 limiting limit are set based on the remaining capacity (SOC) of the battery 50. It is possible to set a correction coefficient and multiply the basic value of the set input / output limits Win and Wout by the correction coefficient. FIG. 4 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 5 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a, 39b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And vehicle required power P * required for the vehicle are set (step S110). 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. 6 shows an example of the required torque setting map. The vehicle required power P * can be calculated as the sum of the set required torque Tr * multiplied by the rotation speed Nr of the ring gear shaft 32a, the charge / discharge required power Pb *, and the loss Loss. The rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by a conversion factor k, or can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the transmission 60.

  Next, a shift determination process for determining whether to change the gear position of the transmission 60 is executed (step S120), and the engine required power Pe * to be output from the engine 22 by the rate process based on the vehicle required power P *. Is set (step S130). The shift determination process will be described later. The rate process is a process for changing the required engine power Pe * toward the required vehicle power P * relatively slowly when the required vehicle power P * changes, and considers the response of the engine 22 and the like. It is done. When the engine required power Pe * is set, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set engine required power Pe * (step S140). This setting is performed based on the operation line for efficiently operating the engine 22 and the engine required power Pe *. FIG. 7 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 by the intersection of the operating line and a curve with a constant engine required power Pe * (Ne * × Te *).

  Subsequently, 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 S150). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 8 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. 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 multiplying the number Nm2 by the gear ratio Gr of the transmission 60 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 is transmitted to the ring gear shaft 32a and the torque Tm2 * output from the motor MG2 is transmitted via the transmission 60 to the ring gear shaft. Torque acting on 32a. 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)

  The deviation between the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win, Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1 is defined as the motor MG2. The torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing by the rotation speed Nm2 are calculated by the following equations (3) and (4) (step S160), and the required torque Tr Using *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30, a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated by the equation (5) (step S170), and the calculated torque limit Tmin , Tmax and the temporary motor torque Tm2tmp limited to the torque command T of the motor MG2. 2 * Set To (step S180). 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. 8 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 S190), 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.

  Next, the shift determination process in step S120 will be described. FIG. 9 is a flowchart showing an example of a shift determination process routine executed by the hybrid electronic control unit 70. In this shift determination processing routine, the CPU 72 of the hybrid electronic control unit 70 first compares the vehicle speed V with the predetermined vehicle speed Vref (step S200), and if the vehicle speed V is determined to be less than the predetermined vehicle speed Vref, the vehicle speed V is determined. The determination vehicle speed Vd is set (step S210), and whether or not the transmission 60 is to be shifted is determined based on the set determination vehicle speed Vd, the required torque Tr *, and the shift map (step S290). FIG. 10 shows an example of the shift map. In the example of FIG. 10, when the determination vehicle speed Vd increases beyond the Lo-Hi shift line Vhi in the Lo gear state of the transmission 60, the transmission 60 is changed from the Lo gear state to the Hi gear state (hereinafter, “ When the determination vehicle speed Vd decreases beyond the Hi-Lo shift line Vlo when the transmission 60 is in the Hi gear state, the transmission 60 is changed from the Hi gear state to the Lo gear state. Change to The predetermined vehicle speed Vref is set as a vehicle speed that is sufficiently low to prepare for a shift from the Lo gear state to the Hi gear state of the transmission 60. In the shift map of FIG. 10, the Lo-Hi shift line Vhi is greater than or equal to when the required torque Tr * is relatively large (the accelerator opening Acc is a predetermined opening Aref (for example, 80%, 85%, 90%, etc.) described later). In order to improve acceleration performance, the motor MG2 is set so that the Lo gear state is maintained as much as possible within a range in which the motor MG2 does not rotate exceeding the upper limit rotational speed.

  When it is determined that the vehicle speed V is equal to or higher than the predetermined vehicle speed Vref, the required power P1 for shifting is set based on the required torque Tr * as power for changing the power for charging and discharging the battery 50 prior to shifting when the transmission 60 is shifted. At the same time (step S220), the required charge / discharge power P2 is set by adding the required power P1 during shifting to the input limit Win of the battery 50 (step S230), and the set required charge / discharge power P2 is set as the output limit of the battery 50. The upper limit is guarded by Wout (step S240). Here, the required power P1 at the time of shifting is the torque command Tm2 * of the motor MG2 when the electric power based on the deviation between the detected value and the actual value due to the sensing delay or communication delay of the rotational speed Nm2 of the motor MG2 or the shift stage of the transmission 60 is changed. The sum of the electric power based on correcting the torque command Tm1 * of the motor MG1 in order to suppress the drop in the torque output to the ring gear shaft 32a when the gear position of the transmission 60 is changed In the Lo-Hi shift during acceleration, the electric power is changed in the direction in which the battery 50 is charged. In the embodiment, the shift required power P1 is stored in the ROM 74 in advance as a shift required power setting map by obtaining a relationship between the required torque Tr * to be output to the ring gear shaft 32a and the shift required power P1 through experiments or the like. In addition, when the required torque Tr * is given, it is set by deriving the corresponding shift required power P1 from the map. FIG. 11 shows an example of a map for setting required power at the time of shifting. The required charge / discharge power P2 is obtained by adding the shift required power P1 to the input limit Win of the battery 50. Therefore, when the shift stage of the transmission 60 is changed, the required charge / discharge power P2 is the minimum power that does not fall below the input limit Win of the battery 50. is there. Therefore, when the required charge / discharge power Pb * is equal to or higher than the required charge / discharge power P2, the input limit Win of the battery 50 is not reduced when the shift speed of the transmission 60 is changed without changing the required charge / discharge power Pb *. On the contrary, when the required charge / discharge power Pb * is less than the required charge / discharge power P2, if the required charge / discharge power Pb * is not changed, the input limit Win of the battery 50 may fall below the shift of the shift stage of the transmission 60. become. FIG. 12 shows an example of the relationship between the input / output limits Win, Wout of the battery 50 and the required power P1, the required charge / discharge power P2, and the required charge / discharge power Pb * during shifting. In addition, discharge of the battery 50 by excessive electric power can be suppressed by carrying out upper limit guarding of the required charging / discharging electric power P2 by the output limitation Wout of the battery 50 by step S240.

  Next, the accelerator opening Acc is compared with the above-mentioned predetermined opening Aref (step S250), and when it is determined that the accelerator opening Acc is equal to or greater than the predetermined opening Aref, the time for the start of shifting of the transmission 60 is delayed. The required shift line movement amount ΔV is set based on the estimated shift delay time td, the vehicle speed V, and the acceleration α (step S270), and the required shift line is set to the vehicle speed V. A value obtained by adding the movement amount ΔV is set as a determination vehicle speed Vd (step S280), and a shift determination is performed based on the required torque Tr *, the set determination vehicle speed Vd, and the shift map illustrated in FIG. Step S290). Here, the shift delay time td is charged / discharged so as not to fall below the input limit Win of the battery 50 when the shift speed of the transmission 60 is changed when the required charge / discharge power Pb * is less than the required charge / discharge power P2. This is estimated as the time required for changing the required power Pb * and changing the power for charging / discharging the battery 50 toward the changed charge / discharge required power Pb *, and the required charge / discharge power P2 The relationship between the power deviation (P2-Pb) obtained by subtracting the charge / discharge power Pb that is currently charged / discharged from the battery 50 and the shift delay time td is determined in advance and stored in the ROM 74 as a shift delay time setting map. When the power deviation (P2-Pb) is given, the corresponding shift delay time td is derived from the stored map and set. An example of the shift delay time setting map is shown in FIG. Further, the required shift line movement amount ΔV is obtained as the shift line movement amount necessary for performing the Lo-Hi shift by advancing the timing by the shift delay time td from the vehicle speed V and the acceleration α. The relationship among V, acceleration α, shift delay time td, and required shift line movement amount ΔV can be set using a predetermined map or the like. FIG. 14 shows an example of the relationship among the required torque Tr *, the vehicle speed V, the necessary shift line movement amount ΔV, and the Lo-Hi shift line Vhi. As described above, the Lo-Hi shift is performed so as not to fall below the input limit Win of the battery 50 at the time of the shift of the shift stage of the transmission 60 by advancing the timing of the Lo-Hi shift by the necessary shift line movement amount ΔV. Even if the power for charging / discharging the battery 50 is changed before the start, the start of the Lo-Hi shift can be suppressed from being delayed. When it is determined that the accelerator opening Acc is less than the predetermined opening Aref, the vehicle speed V is set to the determination vehicle speed Vd as it is (step S210), and the determined determination vehicle speed Vd, the required torque Tr *, and the shift map are set. Based on this, the shift determination of the transmission 60 is performed (step S290).

  When the shift determination of the transmission 60 is thus performed, when the Lo-Hi shift determination is made (step S300), the charge / discharge required power Pb * is compared with the necessary charge / discharge power P2 (step S310), and the charge / discharge request is made. When the power Pb * is less than the required charge / discharge power P2, it is determined that the charge / discharge required power Pb * is not changed, the input limit Win of the battery 50 falls below the shift limit of the transmission 60, and the required charge / discharge power P2 Is obtained by subtracting the charging / discharging required power Pb * from the charging / discharging required power Pb * (step S320), and the charging / discharging required power Pb * is reset as a value obtained by adding the set adjusting power Pch to the charging / discharging required power Pb *. Then, the vehicle required power P * is reset by the method described above using the charge / discharge required power Pb * reset together (step S330), and the process is terminated. Thereafter, the process returns to step S130 of the acceleration drive control routine of FIG. 3 to perform the processing after step S130 using the reset vehicle request power P *, and the acceleration drive control routine is terminated. As described above, by resetting the charge / discharge required power Pb *, it is possible to suppress the power for charging / discharging the battery 50 from being lower than the input limit Win during the shift of the shift stage of the transmission 60. On the other hand, when the Hi-Lo shift determination is made or it is determined that the shift stage shift is not necessary (step S300), it is determined that there is no need to change the charge / discharge required power Pb *, and the process is terminated. Also in this case, the process returns to step S130 of the acceleration drive control routine of FIG.

  Next, the operation when performing the Lo-Hi shift will be described. FIG. 15 is a flowchart illustrating an example of a Lo-Hi shift process routine executed by the hybrid electronic control unit 70 according to the embodiment during the Lo-Hi shift. When the Lo-Hi shift process routine is executed, first, it is determined whether or not the power / charge required power Pb * of the battery 50 has been reset by the adjusted power Pch (step S400), and the charge / discharge by the adjusted power Pch is performed. When it is determined that the required power Pb * has been reset, a process of waiting until the charge / discharge power Pb of the battery 50 substantially matches the reset charge / discharge power Pb * is performed (step S410). This process can also be considered as a process of waiting for the engine required power Pe * set using the rate process based on the vehicle required power P * to reach the vehicle required power P *. It is determined that the charging / discharging required power Pb * of the battery 50 by the adjusted power Pch is not reset, or it is determined that the charging / discharging power Pb of the battery 50 substantially matches the reset charging / discharging required power Pb *. Then, a process of comparing the torque command Tm2 * of the motor MG2 with the shift upper limit torque Tm2set is executed (step S420). Here, the shift upper limit torque Tm2set is an upper limit value of a torque range in which torque shock does not occur when the Lo-Hi shift is performed while outputting torque from the motor MG2, and is set according to the performance of the transmission 60 and the motor MG2. . When the torque command Tm2 * is larger than the shift upper limit torque Tm2set, the target torque Te * of the engine 22 is adjusted by the following equation (6) so as to increase by an amount corresponding to the difference between the torque command Tm2 * and the shift upper limit torque Tm2set ( In step S430), the torque command Tm1 * of the motor MG1 is adjusted downward according to the adjustment of the target torque Te * of the engine 22 by the equation (7) (step S440), and the shift upper limit is set to the torque command Tm2 * of the motor MG2. Torque Tm2set is set (step S450). That is, the torque from the engine 22 is increased by an amount corresponding to the torque of the ring gear shaft 32a that is reduced by correcting the torque command Tm2 * of the motor MG2 downward to the shift upper limit torque Tm2set, and the increased torque is applied to the ring gear shaft 32a. In order to output the torque command Tm1 * of the motor MG1, an adjustment is made to correct downward.

Te * ← Te * + (1 + ρ) ・ (Tm2 * -Tm2set) ・ Gr (6)
Tm1 * ← Tm1 * -ρ ・ (Tm2 * -Tm2set) ・ Gr (7)

  When the torque command Tm2 * of the motor MG2 is equal to or lower than the shift upper limit torque Tm2set, or after the torque command Tm2 * is larger than the shift upper limit torque Tm2set and the target torque Te * or torque command Tm2 * of the engine 22 is adjusted, the current motor MG2 Based on the rotational speed Nm2 and the gear ratios Glo and Ghi of the transmission 60, the rotational speed Nm2 * of the motor MG2 after the shift is calculated using the following equation (8) (step S460). Then, the brake B2 is turned off (step S470), the brake B1 is frictionally engaged (step S480), and the torque command of the motor MG1 is corrected in order to correct the drop in the torque output to the ring gear shaft 32a due to the speed change. Tm1 * is adjusted by equation (9) (step S490). Here, “Tm1set” in the equation (9) is set as a torque that can correct a drop in the torque output to the ring gear shaft 32a when the gear is output from the ring gear shaft 32a when output from the motor MG1. It is set according to the performance of the transmission 60, the motor MG2, and the motor MG1.

Nm2 * ＝ Nm2 ・ Ghi / Glo (8)
Tm1 * ← Tm1 * -Tm1set (9)

  Then, after waiting for the rotation speed Nm2 of the motor MG2 to reach the vicinity of the rotation speed Nm2 * after the shift (steps S500 and S510), the brake B1 is completely turned on (step S520), and the transmission 60 used in the drive control is The gear ratio Ghi of the Hi gear is set as the gear ratio Gr (step S530), and the Lo-Hi shift process routine is terminated. FIG. 16 shows an example of a collinear diagram of the transmission 60 at the time of Lo-Hi shift. In the figure, the S1 axis indicates the rotational speed of the sun gear 61 of the double pinion planetary gear mechanism 60a, and the R1 and R2 axes indicate the rotational speeds of the ring gears 62 and 66 of the double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b. The C1 and C2 axes indicate the rotational speeds of the carriers 64 and 68 of the double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b, which are the rotational speeds of the ring gear shaft 32a, and the S2 axis indicates the rotational speed of the motor MG2. The rotational speed of the sun gear 65 of the single-pinion planetary gear mechanism 60b is shown. As shown in the figure, in the Lo gear state, the brake B2 is on and the brake B1 is off. When the brake B2 is turned off from this state, the motor MG2 is disconnected from the ring gear shaft 32a, and a positive torque is output from the motor MG2 functioning as an electric motor. Here, when the brake B1 is frictionally engaged, the rotational speed Nm2 of the motor MG2 decreases. Then, when the rotational speed Nm2 of the motor MG2 becomes close to the rotational speed Nm2 * in the Hi gear state, the brake B1 can be switched from the friction engagement to the Hi gear state by completely turning on. As described above, since the rotational speed Nm1 of the motor MG2 is changed when shifting while outputting torque from the motor MG2 due to friction engagement of the brake B1, the torque output to the ring gear shaft 32a drops. In this embodiment, this falling torque is covered by adjusting the torque command Tm1 * of the motor MG1. Thus, by performing the Lo-Hi shift, it is possible to suppress a torque shock that may occur during the shift.

  Here, how the electric power for charging / discharging the battery 50 is changed during such Lo-Hi shift is considered. When the torque command Tm2 * of the motor MG2 is larger than the shift upper limit torque Tm2set, the torque command Tm2 * of the motor MG2 is corrected downward to the shift upper limit torque Tm2set, so that the power consumption is reduced accordingly. As the torque command Tm2 * is revised downward, the target torque Te * of the engine 22 is revised upward and the torque command Tm1 * of the motor MG1 is revised downward to output the required torque Tr * to the ring gear shaft 32a. The generated power increases by that amount. Then, since the torque command Tm1 * of the motor MG1 is corrected downward in order to correct the drop in the torque of the ring gear shaft 32a during the shift, the generated power increases accordingly. Therefore, the sum of the decrease in power consumption by the motor MG2 and the increase in power generation due to two factors by the motor MG1 is the power that is changed during the Lo-Hi shift, that is, the required power P1 during shift. In the embodiment, even if the electric power for charging / discharging the battery 50 during the Lo-Hi shift is changed by the required electric power P1 during the shift, the engine 22, the motor MG1, and the motor MG2 are prevented from falling below the input limit Win of the battery 50. The operation point is changed in advance so as to approach the output limit Wout side of the battery 50 in advance. On the other hand, the change of the power for charging / discharging the battery 50 is accompanied by the change of the operation point of the engine 22 as understood from step S330 of the shift determination process of FIG. 9 and steps S130 and S140 of the acceleration drive control routine of FIG. . Since engine 22 is less responsive than motors MG1 and MG2, even if charging / discharging required power Pb * is changed by adjusting power Pch, charging / discharging power Pb does not immediately reach charging / discharging required power Pb *. Takes time. This time becomes longer as the charge / discharge power Pb becomes farther from the required charge / discharge power Pb *, so the Lo-Hi shift of the transmission 60 is started after the charge / discharge power Pb reaches the required charge / discharge power Pb *. Then, there is a case where the Lo-Hi shift is delayed and the motor MG2 rotates beyond the upper limit rotational speed. When the accelerator opening Acc is greater than or equal to the predetermined opening Aref in steps S250 to S280 of the shift determination process of FIG. 9, the Lo-Hi shift determination timing is advanced by the shift delay time td, resulting in a delay of the Lo-Hi shift. Thus, the motor MG2 can be prevented from rotating beyond the upper limit rotational speed.

  According to the hybrid vehicle 20 of the embodiment described above, even if the electric power for charging / discharging the battery 50 during the Lo-Hi shift is changed by the shift required power P1 prior to the Lo-Hi shift, the input of the battery 50 The shift delay time td as a time required for changing the charge / discharge required power Pb * by the adjustment power Pch so as not to fall below the limit Win is estimated, and the Lo-Hi shift determination timing is set by this shift delay time td. Before the Lo-Hi shift is determined, the charge / discharge required power Pb * is changed by the adjustment power Pch, and the charge / discharge power Pb of the battery 50 waits for the charge / discharge required power Pb * to reach Lo. Since the -Hi shift is performed, it is possible to prevent the battery 50 from being below the input limit Win during the Lo-Hi shift, and the Lo-Hi shift. By suppressing Les it is possible to suppress excessive rotation of the motor MG2 due to the shift delay. Of course, when the torque command Tm2 * of the motor MG2 is large during the Lo-Hi shift of the transmission 60, the shift is performed by setting the shift upper limit torque Tm2set to the torque command Tm2 * of the motor MG2, so that it may occur during the shift. Torque shock can be suppressed. Further, it is possible to shift while outputting the required torque Tr * required for the ring gear shaft 32a.

  In the hybrid vehicle 20 of the embodiment, the acceleration α is detected using the G sensor 89, but the acceleration α is calculated by calculating the gradient (time change rate) of the vehicle speed V from the vehicle speed sensor 88. Also good.

  In the hybrid vehicle 20 of the embodiment, the engine required power Pe * is set by rate processing based on the vehicle required power P *. However, the engine power is not limited to rate processing, and the engine is processed by other gentle change processing such as annealing processing. The required power Pe * may be set.

  In the hybrid vehicle 20 of the embodiment, the required power P1 for shifting is set based on the required torque Tr * when the transmission 60 performs the Lo-Hi shift, but the torque command Tm1 * of the motor MG1 and the engine 22 The required power P1 during shifting may be calculated based on the rotational speed Ne, the torque command Tm2 * of the motor MG2, and the like.

  In the hybrid vehicle 20 of the embodiment, when the charge / discharge required power Pb * is equal to or higher than the required charge / discharge power P2 during the Lo-Hi shift of the transmission 60, the charge / discharge required power Pb * is not changed. When the required charge / discharge power Pb * is less than the required charge / discharge power P2, the control is performed by changing the charge / discharge required power Pb * by the adjustment power Pch obtained by subtracting the required charge / discharge power Pb * from the required charge / discharge power P2. However, the larger one of the required charge / discharge power Pb * and the required charge / discharge power P2 may be set and controlled as the new required charge / discharge power Pb *.

  In the hybrid vehicle 20 of the embodiment, the shift delay time td is estimated and the required shift line movement amount ΔV is set when the accelerator opening Acc is equal to or greater than the predetermined opening Aref, but the Lo-Hi shift of the shift map is set. Depending on the line Vhi, the required shift line movement amount ΔV may be set by estimating the shift delay time td regardless of the accelerator opening Acc.

  In the hybrid vehicle 20 of the embodiment, the shift delay time td is estimated based on the charge / discharge power Pb of the battery 50 and the required charge / discharge power P2, and is necessary based on the estimated shift delay time td, the vehicle speed V, and the acceleration α. Although the shift line movement amount ΔV is set, the necessary shift line movement amount ΔV may be directly set based on the charge / discharge power Pb of the battery 50, the required charge / discharge power P2, the vehicle speed V, and the acceleration α. .

  In the hybrid vehicle 20 of the embodiment, the shift determination of the transmission 60 is performed using the shift map based on the determination vehicle speed Vd obtained by adding the necessary shift line movement amount ΔV to the vehicle speed V. A shift map in which the shift line is moved based on ΔV may be set, and the shift determination of the transmission 60 may be performed based on the vehicle speed V using the set shift map.

  In the hybrid vehicle 20 of the embodiment, the Lo-Hi shift of the transmission 60 has been described. However, the Hi-Lo shift that shifts the shift stage of the transmission 60 from the Hi gear state to the Lo gear state with deceleration. The same applies to the case of this. In this case, due to a phenomenon opposite to the Lo-Hi shift, the shift required power P1 becomes power in a direction in which the battery 50 is discharged. Therefore, at the Hi-Lo shift, the power obtained by subtracting the shift required power P1 from the output limit Wout of the battery 50 becomes the required charge / discharge power P2, and when the charge / discharge required power Pb * is less than or equal to the required charge / discharge power P2, the charge / discharge is performed. The required power Pb * is controlled without being changed, and when the charge / discharge required power Pb * is larger than the required charge / discharge power P2, the charge / discharge required power Pb * is reset and reset so that it is less than or equal to the required charge / discharge power P2. The required vehicle power P * may be reset using the required charge / discharge power Pb *. Further, the smaller one of the required charge / discharge power Pb * and the required charge / discharge power P2 may be set and controlled as a new required charge / discharge power Pb *. Therefore, prior to the Hi-Lo shift, the shift delay time td can be similarly estimated based on the required charge / discharge power P2, and the Hi-Lo shift determination timing can be adjusted in anticipation of the shift delay time td. . Note that when the Hi-Lo shift of the transmission 60 is performed, control different from such control, for example, control for shifting the brake torque by replacing the brake torque may be used. In this case, it is not necessary to calculate the required power P1 during shifting and the required charge / discharge power P2.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 that can change gears with two speeds of Hi and Lo is used. However, the speed of the transmission 60 is not limited to two, but three or more. It is good also as this gear stage.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. Is connected to an axle (an axle connected to wheels 39c and 39d in FIG. 17) 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). It is good.

  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.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention is applicable to the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as one embodiment of the present invention. 4 is an explanatory diagram illustrating an example of a configuration of a transmission 60. FIG. It is a flowchart which shows an example of the drive control routine at the time of acceleration performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of a mode of setting an example of the operation line of the engine 22, and target rotational speed Ne * and target torque Te *. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30. 4 is a flowchart showing an example of a shift determination process routine executed by a hybrid electronic control unit 70. It is explanatory drawing which shows an example of the shift map. It is explanatory drawing which shows an example of the map for power requirement setting at the time of shifting. An example of the relationship between the input / output limits Win and Wout of the battery 50 and the required power P1, the required charge / discharge power P2, and the required charge / discharge power Pb * during shifting is shown. It is explanatory drawing which shows an example of the map for shift delay time setting. It is explanatory drawing which shows an example of the relationship between the vehicle speed V, request | required torque Tr *, required shift line movement amount (DELTA) V, and Lo-Hi shift line Vhi. 5 is a flowchart showing an example of a Lo-Hi shift process routine executed by a hybrid electronic control unit 70; It is explanatory drawing which shows an example of the alignment chart of the transmission 60 in the case of Lo-Hi speed change. 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, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 31a sun gear shaft, 32 ring gear, 32a ring gear shaft, 33 Pinion gear, 34 carrier, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 48 rotations Shaft, 50 battery, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60a planetary gear mechanism of double pinion, 60b planetary gear mechanism of single pinion, 61, 65 sun gear, 62, 66 Ring gear, 63a First pinion gear, 63b Second pinion gear, 64, 68 Carrier, 67 pinion gear, 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, 230 Pair motor, 232 Inner rotor, 234 Outer rotor, MG1, MG2 motor, B1, B2 brake

Claims (9)

An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and a drive shaft connected to the axle, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of power and power; ,
An electric motor that can input and output power;
Shift transmission means connected to the rotating shaft of the electric motor and the drive shaft, and performing transmission with a changeable shift stage to transmit power between both shafts;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Required driving force setting means for setting required driving force required for traveling;
Shift instruction means for instructing change of the gear position of the shift transmission means;
The internal combustion engine, the power power input / output means, and the electric motor are driven so as to run with a driving force based on the set required driving force when the shift instruction means does not instruct to change the gear position of the shift transmission means. Drive control, and when the shift instruction means instructs to change the gear position of the shift transmission means, the vehicle is driven by the driving force based on the set required driving force, and the predetermined condition is determined based on the state of the power storage means. Control means for drivingly controlling the internal combustion engine, the power drive input / output means, the electric motor, and the shift transmission means so that the shift stage of the shift transmission means is changed after the electric power for charging / discharging the power storage means is changed. ,
With
The shift instruction means changes a shift delay of the shift stage of the shift transmission means caused by a change in electric power for charging and discharging the storage means prior to an instruction to change the shift stage of the shift transmission means to the state of the storage means. A hybrid vehicle, which is a means for instructing the change of the shift speed of the shift transmission means in anticipation of the predicted shift speed change based on the predicted shift speed. The hybrid vehicle according to claim 1,
Vehicle speed detection means for detecting the vehicle speed,
The shift instruction means sets an instruction vehicle speed based on the predicted shift speed change, and changes the gear position of the shift transmission means when the detected vehicle speed reaches the set instruction vehicle speed. A hybrid vehicle that is a means of instructing. A hybrid vehicle according to claim 2,
An acceleration detection means for detecting vehicle acceleration;
The shift instruction means is means for setting the instruction vehicle speed based on a delay time as a change delay of the shift stage, the detected vehicle acceleration, and the detected vehicle speed.   The speed change instruction means is a means for setting the instruction vehicle speed such that when the upshift is instructed as the vehicle speed increases, the predicted vehicle speed tends to be smaller as the predicted shift speed change is larger. 3. The hybrid vehicle according to 3. A hybrid vehicle according to any one of claims 1 to 4,
The shift instructing means predicts a change electric power during shifting that is expected to change the electric power for charging and discharging the power storage means while changing the gear position of the shift transmission means, and A means for predicting a change delay of the shift stage of the shift transmission means based on the state of the power storage means;
The control means performs control so that the power for charging / discharging the power storage means is changed based on the changed power during shifting and the state of the power storage means when a change in gear is instructed by the shift instruction means. Hybrid vehicle that is a means. The hybrid vehicle according to claim 5,
The shift instruction means needs to be based on the power that is larger than the input limit power of the power storage means by the changed power during the shift and the state of the power storage means when the power that is changed during the shift is changed to the side that discharges the power storage means. By estimating the time required for the power storage means to reach the target charging / discharging power during shifting from the current charging / discharging power when the large power out of charging / discharging power is set as the target charging / discharging power during shifting, It is a means to predict the change delay of the shift stage,
The control means is means for controlling the power storage means to be charged / discharged with the target charge / discharge power at the time of shift when an instruction to change the gear position is given by the shift instruction means.   The power power input / output means is connected to three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and the residual power based on power input / output to any two of the three shafts. The hybrid vehicle according to any one of claims 1 to 6, further comprising: a three-shaft power input / output means for inputting / outputting power to / from one shaft; and a generator capable of inputting / outputting power to / from the drive shaft.   The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the first rotor The hybrid vehicle according to any one of claims 1 to 6, wherein the hybrid vehicle is a counter-rotor motor that relatively rotates the first rotor and the second rotor by electromagnetic action with the second rotor. An electric power input unit that is connected to an internal combustion engine and an output shaft of the internal combustion engine and a drive shaft connected to the axle and that can output at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power. An output means, an electric motor capable of inputting / outputting power, a speed change transmission means connected to a rotating shaft of the electric motor and the drive shaft to change the speed with a changeable gear stage, and to transmit power between the two shafts; A control method for a hybrid vehicle, comprising: an electric power drive input / output unit; and an electric storage unit capable of exchanging electric power with the electric motor,
(A) setting a required driving force required for traveling;
(B) instructing a change of the gear position of the shift transmission means;
(C) the internal combustion engine and the electric power / power input / output means so as to travel with a driving force based on the set required driving force when the step (b) is not instructed to change the gear position of the shift transmission means; Based on the state of the power storage means while driving with the driving force based on the set required driving force when the change of the gear position of the shift transmission means is instructed in step (b). The internal combustion engine, the electric power drive input / output unit, the electric motor, and the shift transmission unit are driven such that the electric power for charging / discharging the power storage unit is changed according to a predetermined condition, and then the shift stage of the shift transmission unit is changed. Controlling step;
With
In the step (b), a change in the speed change stage of the speed change transmission means caused by a change in electric power for charging / discharging the power storage means prior to an instruction to change the speed change speed of the speed change transmission means is determined as a state of the power storage means. A control method for a hybrid vehicle, which is a step of instructing a change in the shift speed of the shift transmission means in anticipation of the predicted shift speed change based on

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