JP2009220789A - Hybrid vehicle, control method for same, driving device, and control method for same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more properly set timing of a loaded operation of an internal-combustion engine. <P>SOLUTION: A hybrid vehicle sets a threshold Pref1 based on a vehicle speed V and sets a threshold Pref 2 larger than the threshold Pref 1 by engine start-up power Ps (S120), and when vehicle required power P* exceeds the threshold Pref 1 in traveling while stopping an engine, starts the engine and controls the engine and a motor MG1, MG2 so as to travel the car while outputting required torque Tr* set involving a loaded operation of the engine (S130-S150, S210-S270). When the required power P* exceeds the threshold Pref 2 in traveling while operating the engine by itself, controls the engine and motors MG1, MG2 so as to travel while outputting the required torque Tr* set involving the loaded operation of the engine (S130, S140, S280, S220-S270). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

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

Conventionally, this type of hybrid vehicle is equipped with an air conditioner that performs heating using the heat of the engine, and the required power required for the vehicle is set as a value near the lower limit value at which the engine can be operated relatively efficiently. When there is an engine operation request for ensuring the heating performance when it is smaller than the threshold value Pref, a load operation is performed so that the power of the threshold value Pref is output from the engine and the battery is charged using excessive power. (For example, refer to Patent Document 1). In this hybrid vehicle, even when the power required for traveling is small, when there is a heating request, the engine is loaded and the battery is charged, so that the engine is simply operated independently when there is a heating request. It aims to improve vehicle fuel efficiency.
JP 2006-152827 A

  As in the hybrid vehicle described above, the control for charging the battery while performing the load operation instead of the self-sustained operation functions effectively when the engine is self-sustained for heating requirements, but for the catalyst warm-up. It does not function effectively when the engine is operated independently. When the engine is operated independently for warming up the catalyst, the ignition timing of the engine is set to the most retarded (latest timing) in order to promote catalyst warm-up, but the ignition timing is retarded the most when the engine is loaded. In addition, the exhaust cannot be sufficiently purified and the emission is deteriorated. For this reason, it is preferable to operate the engine independently for warming up the catalyst. On the other hand, when the driver depresses the accelerator pedal, the engine is loaded under load in order to output the power required by the driver even if the emission slightly deteriorates. At this time, when the engine is stopped and the motor is running, the engine is started and the engine is loaded. However, when the engine is operating autonomously, the engine is already started, so the load operation is simply performed. Therefore, it is necessary to perform control in consideration of a case where the engine is operated with a load from a state where the engine is stopped and a case where the engine is operated with a load from a state where the engine is operating independently.

  The main object of the hybrid vehicle, the control method thereof, the drive device, and the control method thereof according to the present invention is to make the timing of the load operation of the internal combustion engine more appropriate.

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

The hybrid vehicle of the present invention
A hybrid vehicle comprising: an internal combustion engine capable of outputting power for traveling; and an electric motor capable of outputting power for traveling, wherein the hybrid vehicle is capable of traveling with the operation of the internal combustion engine stopped,
A required driving force setting means for setting a required driving force required for traveling;
Requested power setting means for setting requested power required for the vehicle based on the set requested driving force;
When the set required power reaches the first predetermined power or more while the operation of the internal combustion engine is stopped, the internal combustion engine is started and the load operation of the internal combustion engine is performed. The internal combustion engine and the electric motor are controlled to run with a driving force based on the set required driving force, and the set required power is the first power while the internal combustion engine is running independently. Control for controlling the internal combustion engine and the electric motor to travel with a driving force based on the set required driving force with a load operation of the internal combustion engine when the second predetermined power is greater than a predetermined power of Means,
It is a summary to provide.

  In the hybrid vehicle of the present invention, the required power required for the vehicle set based on the required driving force required for the vehicle while traveling with the operation of the internal combustion engine stopped is the first predetermined power. When the above is reached, the internal combustion engine is started, and the internal combustion engine and the electric motor are controlled so that the internal combustion engine travels with the required driving force with the load operation of the internal combustion engine. When the power reaches a second predetermined power greater than the first predetermined power, the internal combustion engine and the electric motor are controlled so as to travel with the requested driving force with a load operation of the internal combustion engine. In other words, when the internal combustion engine is operating independently, the internal combustion engine is loaded when a larger required power is required than when the operation of the internal combustion engine is stopped. As a result, the state in which the internal combustion engine is independently operated for warming up the catalyst or the like can be maintained for a longer time, and the internal combustion engine can be load-operated at a more appropriate timing.

  In such a hybrid vehicle of the present invention, the second predetermined power may be set to be larger than the first predetermined power by a power corresponding to the power necessary for starting the internal combustion engine. In this way, the power required for the load operation of the internal combustion engine from when the internal combustion engine is operating independently is the same as the power required after the start of the load operation from when the operation of the internal combustion engine is stopped. Can be.

  Further, in the hybrid vehicle of the present invention, the hybrid vehicle is connected to a drive shaft connected to an axle and is connected to an output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft. Power input / output means for inputting / outputting power to / from the drive shaft and the output shaft is provided, and the second predetermined power is set such that the difference from the first predetermined power decreases as the vehicle speed increases. It can also be. This is based on the fact that the electric power consumed by the electric power drive input / output means becomes smaller when the internal combustion engine is started as the vehicle speed increases. In this case, the power power input / output means is connected to three axes of a generator capable of inputting / outputting power, the drive shaft, the output shaft, and the rotating shaft of the generator, and one of the three axes. It can also be a means provided with 3-axis type power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from the two axes.

The drive device of the present invention is
A driving device mounted on a vehicle together with an internal combustion engine capable of outputting driving power,
An electric motor capable of outputting driving power;
A required driving force setting means for setting a required driving force required for traveling;
Requested power setting means for setting requested power required for the vehicle based on the set requested driving force;
When the set required power reaches a first predetermined power or more while the internal combustion engine is stopped and running, the internal combustion engine is started and the internal combustion engine is loaded with the load. The internal combustion engine and the electric motor are controlled to run with a driving force based on the set required driving force, and the set required power is the first power while the internal combustion engine is running independently. Control for controlling the internal combustion engine and the electric motor to travel with a driving force based on the set required driving force with a load operation of the internal combustion engine when the second predetermined power is greater than a predetermined power of Means,
It is a summary to provide.

  In the driving device of the present invention, the required power required for the vehicle set based on the required driving force required for the vehicle while the operation of the internal combustion engine is stopped is the first predetermined power. When the above is reached, the internal combustion engine is started, and the internal combustion engine and the electric motor are controlled so that the internal combustion engine travels with the required driving force with the load operation of the internal combustion engine. When the power reaches a second predetermined power greater than the first predetermined power, the internal combustion engine and the electric motor are controlled so as to travel with the requested driving force with a load operation of the internal combustion engine. In other words, when the internal combustion engine is operating independently, the internal combustion engine is loaded when a larger required power is required than when the operation of the internal combustion engine is stopped. As a result, the state in which the internal combustion engine is independently operated for warming up the catalyst or the like can be maintained for a longer time, and the internal combustion engine can be load-operated at a more appropriate timing.

The hybrid vehicle control method of the present invention includes:
A control method for a hybrid vehicle comprising: an internal combustion engine capable of outputting driving power; and an electric motor capable of outputting driving power,
When the required power required for the vehicle reaches a first predetermined power or higher while the operation of the internal combustion engine is stopped, the internal combustion engine is started and accompanied by a load operation of the internal combustion engine. The internal combustion engine and the electric motor are controlled so as to travel with the required driving force, and the required power is larger than the first predetermined power while the internal combustion engine is traveling independently. Controlling the internal combustion engine and the electric motor so as to travel with the required driving force accompanied by a load operation of the internal combustion engine when the power reaches or exceeds.
It is characterized by that.

  In the hybrid vehicle control method of the present invention, the internal combustion engine is started when the required power required for the vehicle reaches a first predetermined power or more while the internal combustion engine is stopped and running. The internal combustion engine and the electric motor are controlled so as to travel with the required driving force along with the load operation of the internal combustion engine, and the second required power is larger than the first predetermined power while the internal combustion engine is running independently. When the predetermined power is exceeded, the internal combustion engine and the electric motor are controlled so as to travel with the requested driving force with the load operation of the internal combustion engine. In other words, when the internal combustion engine is operating independently, the internal combustion engine is loaded when a larger required power is required than when the operation of the internal combustion engine is stopped. As a result, the state in which the internal combustion engine is independently operated for warming up the catalyst or the like can be maintained for a longer time, and the internal combustion engine can be load-operated at a more appropriate timing.

The method for controlling the drive device of the present invention includes:
A method for controlling a drive device including an electric motor mounted on a vehicle together with an internal combustion engine capable of outputting power for traveling and capable of outputting power for traveling,
When the required power required for the vehicle reaches the first predetermined power or more while the operation of the internal combustion engine is stopped, the internal combustion engine is started and accompanied by a load operation of the internal combustion engine. The internal combustion engine and the electric motor are controlled so as to travel with the required driving force, and the required power is greater than the first predetermined power while the internal combustion engine is traveling independently. Controlling the internal combustion engine and the electric motor to travel with the required driving force with a load operation of the internal combustion engine when the power reaches or exceeds
It is characterized by that.

  In this method of controlling a drive device according to the present invention, the internal combustion engine is started when the required power required for the vehicle reaches a first predetermined power or higher while the operation of the internal combustion engine is stopped and the vehicle is running. The internal combustion engine and the electric motor are controlled so as to travel with the required driving force along with the load operation of the internal combustion engine, and the second required power is larger than the first predetermined power while the internal combustion engine is running independently. When the predetermined power is exceeded, the internal combustion engine and the electric motor are controlled so as to travel with the requested driving force with the load operation of the internal combustion engine. In other words, when the internal combustion engine is operating independently, the internal combustion engine is loaded when a larger required power is required than when the operation of the internal combustion engine is stopped. As a result, the state in which the internal combustion engine is independently operated for warming up the catalyst or the like can be maintained for a longer time, and the internal combustion engine can be load-operated at a more appropriate timing.

  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 reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire 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 receives signals from various sensors (not shown) such as a crank position sensor attached to the crankshaft 26. Further, the engine ECU 24 communicates 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 transmits data on the operation state of the engine 22 as necessary for the hybrid. Output to the electronic control unit 70. Exhaust gas from the engine 22 is discharged to the outside air via a purification device (three-way catalyst) (not shown) that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). The Further, the engine ECU 24 executes a catalyst warm-up request routine (not shown), and intermittently operates the engine 22 to warm up the purification device based on the temperature of the purification device from a temperature sensor (not shown) attached to the purification device. The engine self-sustained operation request EG * that prohibits the self-sustained operation is output.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

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

  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 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  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 the 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 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 so as 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 configured as described above, particularly the operation when the engine 22 is switched to the load operation from the state in which the engine 22 is stopped or operated independently will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control such as Nm2, input / output limits Win and Wout of the battery 50, charge / discharge request power Pb * of the battery 50, and engine independent operation request EG * 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 input / output limits Win, Wout and the charge / discharge required power Pb * of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity SOC of the battery 50. Those set based on the remaining capacity SOC of the battery 50 are input from the battery ECU 52 by communication. Further, the engine self-sustained operation request EG * is input from the engine ECU 24 by communication from the catalyst warm-up request routine described above.

  Next, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b is set as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. The required vehicle power P * required for the vehicle is set based on the required torque Tr * set together (step S110). In the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr *, and the accelerator opening Acc and the vehicle speed V are When given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. The vehicle required power P * can be calculated as the sum of the product of the set required torque Tr * and the rotation speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Subsequently, based on the input vehicle speed V, threshold values Pref1 and Pref2 are set as powers for switching from each of the operation stop state or the independent operation state of the engine 22 to the load operation (step S120). Here, the threshold value Pref1 is set as the power to start and switch to load operation by motoring the engine 22 with the motor MG1 when the engine 22 is running while being stopped. A value obtained by subtracting the engine starting power Ps as the power consumed by the motor MG1 when starting the engine 22 from the value near the lower limit value of the power that can operate the engine 22 relatively efficiently is used. FIG. 4 shows an example of the threshold value Pref1 setting map. In the figure, the broken line indicates the engine starting power Ps. Here, the engine starting power Ps will be described. The engine 22 is started by outputting a starting torque Tstart from the motor MG1 and motoring the engine 22. FIG. 5 shows the dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30 when the engine 22 is started when the vehicle speed V is close to 0, such as immediately after starting. FIG. 6 is an example of a nomograph, and FIG. 6 shows the rotation speed and torque in each rotary element of the power distribution and integration mechanism 30 when starting the engine 22 when traveling at a vehicle speed V higher than the vehicle speed shown in FIG. It is an example of a collinear diagram showing the dynamic relationship of. 5 and 6, 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 is The rotational speed Nr of the ring gear 32 obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35 is shown. Note that the two thick arrows on the R axis indicate that the starting torque Tstart output from the motor MG1 when starting the engine 22 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 is the reduction gear 35. And the torque acting on the ring gear shaft 32a via. The starting torque Tstart is the starting rotational speed Nstart (for example, 800 rpm, 900 rpm, 1000 rpm) at which the rotational speed Ne of the engine 22 starts operation control such as fuel injection control and ignition control of the engine 22 after the start of the engine 22 is started. Is output until. Further, Tstart is output to increase the rotational speed Ne of the engine 22 and thus becomes an upward torque in the figure. The motor MG1 is accompanied by power generation when the rotational speed Nm1 of the motor MG1 is a negative value as at the start of startup. When the rotation speed Nm1 is a positive value just before the start is completed, power consumption is accompanied. Further, the relationship between power generation and power consumption in the motor MG1 at the start of the engine 22 has a relationship in which the power generation rate increases and the power consumption rate decreases as the vehicle speed V increases. For this reason, as shown in FIG. 4, the engine starting power Ps has a characteristic that it is the largest when the vehicle speed V is a value of 0 and becomes smaller as the vehicle speed V increases. The threshold value Pref1 is obtained by subtracting the engine starting power Ps from a value in the vicinity of the lower limit value of the power at which the engine 22 can be operated relatively efficiently. This is based on the fact that the vehicle is required to have power for starting the engine 22. On the other hand, the threshold value Pref2 is set as power for switching the engine 22 to load operation when the engine 22 is running while being autonomously operated. In the embodiment, the value obtained by adding the engine starting power Ps to the threshold value Pref1. Was used. That is, the threshold value Pref2 is set to a value in the vicinity of the lower limit value of power that allows the engine 22 to operate relatively efficiently. FIG. 7 shows an example of the threshold value Pref2 setting map. A one-dot chain line in FIG. 7 indicates the threshold value Pref1, and a broken line indicates the engine starting power Ps. The threshold value Pref2 is set in this way because it is only necessary to consider the state in which the engine 22 has already been started when the engine 22 is running independently, and it is not necessary to consider the engine start power Ps. Based on that.

  When the required torque Tr *, the vehicle required power P *, and the threshold values Pref1 and Pref2 are set in this way, it is checked whether or not the engine 22 is under load operation and the output of the engine independent operation request EG * (steps S130 and S140). When the engine 22 is not under load operation and the engine independent operation request EG * is not output, that is, when the engine 22 is stopped, the set vehicle request power P * is compared with the set threshold value Pref1 ( Step S150). When the vehicle required power P * is smaller than the threshold value Pref1 (step S150), it is determined that the engine 22 should continue to be stopped and run only with the power of the motor MG2, and a value 0 is set to the torque command Tm1 * of the motor MG1. Then, a value obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 is calculated by the following equation (1) as a temporary torque Tm2tmp that is a temporary value of the torque to be output from the motor MG2 (step S160). S170), the torque limits Tm2min and Tm2max as the upper and lower limits of the torque that may be output from the motor MG2 by dividing the input / output limits Win and Wout of the battery 50 by the rotation speed Nm2 of the motor MG2 are expressed by the following equations (2) and Calculated by the equation (3) (step S180), the calculated temporary torque Tm2tmp is expressed by the following equation (4) The torque command Tm2 * of the motor MG2 is set by limiting the torque limit Tm2min and Tm2max (step S190), the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S200), and the drive control routine is executed. finish. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. . By such control, when the vehicle required power P * is smaller than the threshold value Pref1 when the engine 22 is not operating, the motor MG2 operates within the range of the input / output limits Win and Wout of the battery 50 with the engine 22 stopped. The required torque Tr * can be output to the ring gear shaft 32a as the drive shaft for traveling.

Tm2tmp = Tr * / Gr (1)
Tm2min = Win / Nm2 (2)
Tm2max = Wout / Nm2 (3)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (4)

  Thus, when the vehicle required power P * exceeds the threshold value Pref1 because the driver depresses the accelerator pedal 83 while the engine 22 is stopped driving (steps S130 to S150), the engine 22 is accompanied by a load operation. The engine start command for starting the engine 22 is transmitted to the engine ECU 24 and the motor ECU 40 (step S210), and the vehicle required power P * is used to drive the engine 22 with the vehicle required power P *. Based on this, the target rotational speed Ne * and target torque Te * of the engine 22 are set (step S220). The engine 22 is started by transmitting an engine start command to the engine ECU 24 and the motor ECU 40. The motor ECU 40 that has received the engine start command outputs the start torque Tstart from the motor MG1 to motor the engine 22 until the rotation speed Ne of the engine 22 reaches the start rotation speed Nstart as described above. The engine ECU 24 that has received the engine start command starts control such as fuel injection control and ignition control when the rotational speed Ne of the engine 22 reaches the start rotational speed Nstart by motoring by the motor MG1. In the embodiment, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the operation line for efficiently operating the engine 22 and the vehicle required power P *. And set. FIG. 8 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant vehicle required power P * (Ne * × Te *).

  Subsequently, using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35, the target of the motor MG1 is expressed by the following equation (5). The rotational speed Nm1 * is calculated, and the torque command Tm1 * of the motor MG1 is calculated by the following equation (6) based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1 (step S230). Expression (5) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 9 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (5) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (6) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (6), “k1” in the second term on the right side is a gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (5)
Tm1 * = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (6)

  Subsequently, the torque to be output from the motor MG2 by adding the torque command Tm1 * set to the required torque Tr * divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further dividing by the gear ratio Gr of the reduction gear 35 Is calculated by the following equation (7) (step S240), and the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * are multiplied by the current rotational speed Nm1 of the motor MG1. The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by the number of revolutions Nm2 of the motor MG2 ) And the following equation (9) (step S250), and the calculated temporary torque Tm2tmp is calculated by the following equation (10). The torque command Tm2 * of the motor MG2 is set by limiting with Tm2min and Tm2max (step S260), and the target engine speed Ne * and the target torque Te * of the engine 22 are sent to the engine ECU 24 to the torque command Tm1 of the motors MG1 and MG2. * And Tm2 * are transmitted to the motor ECU 40 (step S270), and the drive control routine is terminated. Here, equation (7) can be easily derived from the alignment chart of FIG. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. Further, 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. With this control, when the vehicle required power P * exceeds the threshold value Pref1 while the engine 22 is running with the operation stopped, the engine 22 can be started and switched to load operation, and the input / output limit of the battery 50 is limited. The engine 22 can be efficiently operated within the range of Win and Wout, and the required torque Tr * can be output to the ring gear shaft 32a as a drive shaft to travel.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (7)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (8)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (9)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (10)

  On the other hand, when the engine 22 is not under load operation and the engine independent operation request EG * is output (steps S130 and S140), that is, when the engine 22 is operating autonomously and traveling, the vehicle required power P *. Is compared with the set threshold value Pref2 (step S280). When the vehicle required power P * is smaller than the threshold value Pref2, it is determined that the engine 22 should be driven by the power of the motor MG2 while operating the engine 22 independently, and the autonomous operation speed Nset is set as the target speed Ne * of the engine 22 and the engine. The target torque Te * of 22 is set to a value of 0, and the set target rotational speed Ne * and target torque Te * are transmitted to the engine ECU 24 (step S290), and the above-described processing of steps S160 to S200 is executed. The drive control routine ends. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs intake air amount control, fuel injection control, and ignition in the engine 22 so that the engine 22 is operated without outputting torque at the self-sustained rotational speed Nset. Control such as control. By such control, when the vehicle required power P * is smaller than the threshold value Pref2 when the engine 22 is running autonomously, the engine 22 is operated autonomously within the range of the input / output limits Win and Wout of the battery 50. The motor MG2 can travel by outputting torque based on the required torque Tr * to the ring gear shaft 32a as a drive shaft.

  In this way, when the vehicle required power P * reaches the threshold value Pref2 or more when the engine 22 is running autonomously (steps S130, S140, S280), it is determined that the engine 22 should be run while being loaded, The processes of steps S220 to S270 described above are executed, and the drive control routine is terminated. With such control, when the vehicle required power P * exceeds the threshold value Pref2 when the engine 22 is running autonomously, the engine 22 can be switched to load operation and the input / output limits Win, Wout of the battery 50 can be changed. In this range, the engine 22 can be operated efficiently, and the required torque Tr * can be output to the ring gear shaft 32a as the drive shaft for traveling. Furthermore, the self-sustaining operation of the engine 22 can be continued more easily than the case where the threshold value Pref1 is used instead of the threshold value Pref2 for switching to the load operation of the engine 22, and the self-sustained operation for warming up the catalyst can be performed more easily. Can keep long.

  If the vehicle required power P * is equal to or greater than the threshold value Pstop for determining whether or not to stop the engine 22 when the engine 22 is under load operation (steps S130 and S300), the load operation of the engine 22 is continued. The engine 22 and the motors MG1 and MG2 are controlled so as to travel (steps S220 to S270), and the vehicle required power P * is smaller than the threshold value Pstop and the engine independent operation request EG * is output when the engine 22 is loaded. If not (steps S130, S300, S310), the motors MG1, MG2 are controlled so as to run only with the power of the motor MG2 while the operation of the engine 22 is stopped (steps S160 to S200), and the engine 22 is loaded. The required vehicle power P * is smaller than the threshold value Pstop when When the engine self-sustained operation request EG * is output (steps S130, S300, S310), the motor 22 and the motors MG1, MG2 are controlled so as to run only with the power of the motor MG2 while the engine 22 operates independently (step S130). S290, S160 to S200), the drive control routine is terminated. Here, as the threshold value Pstop, a value in the vicinity of the lower limit value of the power region in which the engine 22 can be operated relatively efficiently can be used. However, frequent stop and start of the engine 22 do not occur. It is preferable to use a value smaller than the thresholds Pref1 and Pref2 for operating the engine 22 under load.

  According to the hybrid vehicle 20 of the embodiment described above, when the engine 22 is operating independently, the engine starting power is higher than the threshold value Pref1 as the power for switching the engine 22 to load operation when the engine 22 is stopped. Since the threshold value Pref2 that is larger by the power corresponding to Ps is used, the timing at which the engine 22 is loaded can be made more appropriate. Furthermore, the self-sustained operation of the engine 22 can be continued more easily as the vehicle speed V is lower than that used for switching the threshold value Pref1 to the load operation of the engine 22. Can keep long.

  In the hybrid vehicle 20 of the embodiment, the threshold value Pref2 that is larger than the threshold value Pref1 by the power corresponding to the engine starting power Ps is used as the drive control. However, the threshold value Pref2 is larger by the power corresponding to the engine starting power Ps. Any value can be used as long as a value larger than Pref1 is used.

  In the hybrid vehicle 20 of the embodiment, an intermittent operation of the engine 22 is performed in order to warm up the purification device based on the temperature of the purification device from a temperature sensor (not shown) attached to the purification device by executing a catalyst warm-up request routine (not shown). The engine self-sustained operation request EG * that prohibits the operation and requests the self-sustained operation is output. However, other than the warm-up of the purification device, such as the one that requires the self-sustained operation of the engine 22 for heating by the air conditioner not shown. It may be a request for independent operation.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 10) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b 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 63a and 63b. 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.

  Further, the present invention is not limited to those applied to such hybrid vehicles, and may be in the form of a vehicle other than an automobile as long as it includes an internal combustion engine and an electric motor. It does not matter as a form. Moreover, it is good also as a form of the control method of such a vehicle, and it is good also as a form of the control method of such a drive device.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. As a hybrid vehicle, in the embodiment, the engine 22 corresponds to the “internal combustion engine”, the motor MG2 corresponds to the “electric motor”, and the required torque Tr * is set based on the accelerator opening Acc and the vehicle speed V. FIG. The hybrid electronic control unit 70 that executes the processing of step S110 of the drive control routine corresponds to “required drive force setting means”, and is applied to the vehicle based on the required torque Tr * required for the ring gear shaft 32a as the drive shaft. The hybrid electronic control unit 70 that executes the process of step S120 of the drive control routine of FIG. 2 for setting the required vehicle required power P * corresponds to “required power setting means”, and the engine is based on the input vehicle speed V. 22 is used to set a threshold value Pref1 as a power for determining switching from the operation stop state to the load operation. When the vehicle required power P * set when the vehicle is stopped and running is equal to or greater than the threshold value Pref1, the engine 22 is started and the drive shaft is used within the input / output limits Win and Wout of the battery 50. The target rotational speed Ne * and the target torque Te * of the engine 22 are set so that the required torque Tr * is output to the ring gear shaft 32a and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set. The processes of steps S130 to S150 and S210 to S270 of the drive control routine of FIG. 2 transmitted to the engine ECU 24 and the motor ECU 40 are executed or the engine 22 is switched from the self-sustaining operation state to the load operation based on the input vehicle speed V. A threshold value Pref2 larger than the threshold value Pref1 is set as the power to be determined and When the vehicle required power P * set when the gin 22 is running independently is traveling above the threshold value Pref2, it is required for the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. The target rotational speed Ne * and target torque Te * of the engine 22 are set so as to travel by outputting the torque Tr *, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set and transmitted to the engine ECU 24 and the motor ECU 40. The hybrid electronic control unit 70 that executes the processes of steps S130, S140, S280, S220 to S270 of the drive control routine of FIG. 2 and the engine that controls the engine 22 based on the target rotational speed Ne * and the target torque Te *. Based on ECU 24 and torque commands Tm1 *, Tm2 *, motors MG1, The motor ECU 40 that controls the MG 2 corresponds to “control means”. Further, the power distribution integration mechanism 30 and the motor MG1 correspond to “electric power input / output means”, the motor MG1 corresponds to “generator”, and the power distribution integration mechanism 30 corresponds to “triaxial power input / output means”. Equivalent to. Further, the counter-rotor motor 230 also corresponds to “power power input / output means”. As the driving device, in the embodiment, the engine 22 corresponds to the “internal combustion engine”, the motor MG2 corresponds to the “electric motor”, and the required torque Tr * is set based on the accelerator opening Acc and the vehicle speed V. FIG. The hybrid electronic control unit 70 that executes the processing of step S110 of the drive control routine corresponds to “required drive force setting means”, and is applied to the vehicle based on the required torque Tr * required for the ring gear shaft 32a as the drive shaft. The hybrid electronic control unit 70 that executes the process of step S120 of the drive control routine of FIG. 2 for setting the required vehicle required power P * corresponds to “required power setting means”, and the engine is based on the input vehicle speed V. A threshold value Pref1 is set as a power for judging the switching from the operation stop state to the load operation, and the engine 2 When the vehicle required power P * set when the vehicle is stopped and running is equal to or greater than the threshold value Pref1, the engine 22 is started and the ring gear as a drive shaft is within the input / output limits Win and Wout of the battery 50. The target engine speed Ne * and target torque Te * of the engine 22 are set so as to travel by outputting the required torque Tr * to the shaft 32a, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set and the engine ECU 24 2 is transmitted to the motor ECU 40, the processes of steps S130 to S150 and S210 to S270 of the drive control routine of FIG. 2 are executed, and the switching of the engine 22 from the self-sustained operation state to the load operation is determined based on the input vehicle speed V. The threshold value Pref2 larger than the threshold value Pref1 is set as power and the engine 2 when the vehicle required power P * set when the vehicle 2 is running autonomously is equal to or greater than the threshold value Pref2, the required torque is applied to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. The target rotational speed Ne * and the target torque Te * of the engine 22 are set so as to travel by outputting Tr *, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set and transmitted to the engine ECU 24 and the motor ECU 40. The hybrid electronic control unit 70 that executes the processes of steps S130, S140, S280, and S220 to S270 of the drive control routine of FIG. 2 and the engine ECU 24 that controls the engine 22 based on the target rotational speed Ne * and the target torque Te *. And motors MG1, MG2 based on torque commands Tm1 *, Tm2 * The motor ECU 40 that controls the operation corresponds to “control means”.

  Here, the “internal combustion engine” in the hybrid vehicle is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. I do not care. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can output power for traveling, such as an induction motor. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. If the required driving force required for traveling is set, such as those for which the required torque is set based on the traveling position on the traveling route, such as those for which the driving route is set in advance I do not care. The “required power setting means” executes the process of step S120 of the drive control routine for setting the required vehicle power P * required for the vehicle based on the required torque Tr * required for the ring gear shaft 32a as the drive shaft. However, the present invention is not limited to the hybrid electronic control unit 70, and any unit may be used as long as the required power required for the vehicle is set based on the required driving force. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, a threshold value Pref1 is set as a power for determining switching from the operation stop state to the load operation based on the input vehicle speed V, and the engine 22 is stopped and travels. When the required vehicle power P * set at the time reaches the threshold value Pref1, the engine 22 is started and the required torque Tr * is applied to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. The target rotational speed Ne * and target torque Te * of the engine 22 are set so that the engine 22 travels and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set to control the engine 22 and the motors MG1 and MG2. The engine 22 is switched from the self-sustaining operation state to the load operation based on the vehicle speed V input or input. The threshold value Pref2 larger than the threshold value Pref1 is set as the power to be used, and the input / output limits Win, Wout of the battery 50 are set when the vehicle required power P * set when the engine 22 is running while running independently is running above the threshold value Pref2. The target rotational speed Ne * and the target torque Te * of the engine 22 are set so as to travel by outputting the required torque Tr * to the ring gear shaft 32a as the drive shaft within the range of, and the torque command Tm1 * of the motors MG1 and MG2 , Tm2 * is set to control the engine 22 and the motors MG1, MG2, and the required power set while the internal combustion engine is stopped and traveling is The internal combustion engine is started when the power exceeds a predetermined power of 1, and set with a load operation of the internal combustion engine. The internal combustion engine and the electric motor are controlled so as to travel with a driving force based on the driving force, and the set required power is larger than the first predetermined power while the internal combustion engine is traveling independently. As long as the power exceeds the predetermined power, the internal combustion engine and the electric motor may be controlled so as to run with a driving force based on the required driving force set with the load operation of the internal combustion engine. The “power power input / output means” is not limited to the combination of the power distribution and integration mechanism 30 and the motor MG1 or the counter-rotor motor 230, and is connected to the drive shaft connected to the axle. Any one is connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and can input and output power to and from the drive shaft and the output shaft with input and output of electric power and power. It does not matter. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Any one of the three shafts connected to the three shafts of the drive shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the shaft or those having a differential action different from the planetary gear such as a differential gear. As long as power is input / output to / from the remaining shafts based on the power input / output to / from the shafts, any device may be used. Regarding “internal combustion engine”, “electric motor”, “required driving force setting means”, and “required power setting means” in the drive device, “internal combustion engine”, “motor”, “required driving force setting means”, “ This is the same as “required power setting means”. As the “control means”, a threshold value Pref1 is set as a power for determining switching from the operation stop state to the load operation based on the input vehicle speed V, and the engine 22 is stopped and is running. When the set vehicle required power P * reaches a threshold value Pref1 or more, the engine 22 is started and the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. The target rotational speed Ne * and the target torque Te * of the engine 22 are set so as to travel and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set to control the engine 22 and the motors MG1 and MG2. Based on the input vehicle speed V, it is determined whether the engine 22 is switched from the self-sustained operation state to the load operation. A threshold value Pref2 larger than the threshold value Pref1 is set as a power and when the vehicle required power P * set when the engine 22 is running while being independently operated is greater than or equal to the threshold value Pref2, the input / output limits Win and Wout of the battery 50 are set. The target rotational speed Ne * and the target torque Te * of the engine 22 are set so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range, and the torque command Tm1 *, motors MG1, MG2 is set. It is not limited to setting Tm2 * to control the engine 22 and the motors MG1, MG2, but the required power set while the internal combustion engine is stopped and running is the first power. When the power exceeds the predetermined power, the internal combustion engine is started, and the requested drive set with the load operation of the internal combustion engine is started. The second predetermined power is greater than the first predetermined power when the internal combustion engine and the electric motor are controlled to run with a driving force based on the force and the internal combustion engine is running independently. When the above is reached, any engine may be used as long as it controls the internal combustion engine and the electric motor so as to travel with a driving force based on the required driving force set with the load operation of the internal combustion engine.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  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 can be used in the manufacturing industry of vehicles and drive devices.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 4 is a flowchart showing an example of a drive control routine executed by a hybrid electronic control unit 70. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the map for threshold value Pref1 setting. A collinear chart showing the dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30 when the engine 22 is started when the vehicle speed V is close to a value 0 such as immediately after starting. It is explanatory drawing which shows an example. FIG. 5 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in each rotary element of the power distribution and integration mechanism 30 when starting the engine 22 when traveling at a vehicle speed V greater than the vehicle speed shown in FIG. It is explanatory drawing which shows an example. It is explanatory drawing which shows an example of the threshold value Pref2 setting map. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 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 a power distribution and integration mechanism 30 when traveling with power output from an engine 22; 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, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line , 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 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 rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor.

Claims (7)

A hybrid vehicle comprising: an internal combustion engine capable of outputting power for traveling; and an electric motor capable of outputting power for traveling, wherein the hybrid vehicle is capable of traveling with the operation of the internal combustion engine stopped,
A required driving force setting means for setting a required driving force required for traveling;
Requested power setting means for setting requested power required for the vehicle based on the set requested driving force;
When the set required power reaches a first predetermined power or more while the internal combustion engine is stopped and running, the internal combustion engine is started and the internal combustion engine is loaded with the load. The internal combustion engine and the electric motor are controlled to run with a driving force based on the set required driving force, and the set required power is the first power while the internal combustion engine is running independently. Control for controlling the internal combustion engine and the electric motor to travel with a driving force based on the set required driving force with a load operation of the internal combustion engine when the second predetermined power is greater than a predetermined power of Means,
A hybrid car with   2. The hybrid vehicle according to claim 1, wherein the second predetermined power is set larger than the first predetermined power by a power corresponding to a power necessary for starting the internal combustion engine. A hybrid vehicle according to claim 1 or 2,
Connected to the drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and to the drive shaft and the output shaft with input and output of power and power Power input / output means for inputting and outputting power,
The second predetermined power is set such that the difference from the first predetermined power decreases as the vehicle speed increases.
Hybrid car.   The power power input / output means is connected to three axes of a generator capable of inputting / outputting power, the drive shaft, the output shaft, and a rotating shaft of the generator, and any two of the three shafts 4. The hybrid vehicle according to claim 3, further comprising: a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the input / output power. A driving device mounted on a vehicle together with an internal combustion engine capable of outputting driving power,
An electric motor capable of outputting driving power;
A required driving force setting means for setting a required driving force required for traveling;
Requested power setting means for setting requested power required for the vehicle based on the set requested driving force;
When the set required power reaches a first predetermined power or more while the internal combustion engine is stopped and running, the internal combustion engine is started and the internal combustion engine is loaded with the load. The internal combustion engine and the electric motor are controlled to run with a driving force based on the set required driving force, and the set required power is the first power while the internal combustion engine is running independently. Control for controlling the internal combustion engine and the electric motor to travel with a driving force based on the set required driving force with a load operation of the internal combustion engine when the second predetermined power is greater than a predetermined power of Means,
A drive device comprising: A control method for a hybrid vehicle comprising: an internal combustion engine capable of outputting driving power; and an electric motor capable of outputting driving power,
When the required power required for the vehicle reaches the first predetermined power or more while the operation of the internal combustion engine is stopped, the internal combustion engine is started and accompanied by a load operation of the internal combustion engine. The internal combustion engine and the electric motor are controlled so as to travel with the required driving force, and the required power is greater than the first predetermined power while the internal combustion engine is traveling independently. Controlling the internal combustion engine and the electric motor to travel with the required driving force with a load operation of the internal combustion engine when the power reaches or exceeds
A control method for a hybrid vehicle. A method for controlling a drive device including an electric motor mounted on a vehicle together with an internal combustion engine capable of outputting power for traveling and capable of outputting power for traveling,
When the required power required for the vehicle reaches a first predetermined power or higher while the operation of the internal combustion engine is stopped, the internal combustion engine is started and accompanied by a load operation of the internal combustion engine. The internal combustion engine and the electric motor are controlled so as to travel with the required driving force, and the required power is larger than the first predetermined power while the internal combustion engine is traveling independently. Controlling the internal combustion engine and the electric motor so as to travel with the required driving force accompanied by a load operation of the internal combustion engine when the power reaches or exceeds.
Control method of drive device.

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