JP2009292259A - Hybrid vehicle and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more properly maintain a state of a battery when selection of an EV mode is cancelled in a plug-in type hybrid vehicle. <P>SOLUTION: In the hybrid vehicle 20, a lower limit side determination threshold value "Srl" as a lower limit value during operation of an engine is set to a larger value among a value "Sa" which is obtained by subtracting a positive predetermined value "β" from a control center "Scc" (residual capacity at the cancelling) and a lower limit residual capacity "Sll" when selection of an EV mode is cancelled and an engine 22 is operated, then charge and discharge request power "Pb*" is set so that residual capacity "SOC" is maintained to be a value not smaller than a value "Sa" larger than a lower limit value (control center "Scc"-α) within a target range at an operation stop of the engine 22 (step S1115 or S1120, S1145, S1155 to S1175), and the engine 22, a motor "MG1", and a motor "MG2" are controlled so that torque in accordance with requested torque "Tr*" is obtained. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

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

2. Description of the Related Art Conventionally, a so-called plug-in hybrid vehicle configured to be able to charge a battery from the outside of the vehicle is known (for example, see Patent Document 1). In this hybrid vehicle, when the ignition key is turned on, the arrival time at a chargeable point such as a home is predicted, and if it is determined that the estimated arrival time is at night, the SOC control for the HV driving emphasis mode is performed. The remaining capacity of the battery is controlled on the basis of the SOC control upper and lower limit values for the EV traveling importance mode lower than the lower limit value. Further, in this type of hybrid vehicle, when the HV mode transition switch is turned on during traveling in the EV mode in which only the battery and the motor generator are used as the driving power generation source, the engine is also driven. There is also known one that shifts the traveling mode to the HV mode used as a power generation source (for example, see Patent Document 2).
JP 2007-62638 A JP 2007-62639 A

  In the plug-in hybrid vehicle as described above, the battery can be charged in advance with the electric power from the external power source before the start of traveling. Therefore, in a plug-in hybrid vehicle, the operation of the internal combustion engine is stopped and the driving power is output only from the electric motor in order to improve the energy efficiency by promoting the use (consumption) of the electric power from the battery as much as possible. It is preferable that the mode (electric travel priority mode) for preferentially executing the electric travel to be performed is set as a default and the selection of the electric travel priority mode can be canceled according to a driver's request. However, when the selection of the electric travel priority mode can be canceled as described above, the state of the battery can be properly maintained regardless of the timing when the selection of the electric travel priority mode is canceled by the driver. It is necessary to keep it.

  Therefore, the present invention maintains a more appropriate state of the power storage means when the selection of the electric driving priority mode is canceled in the hybrid vehicle including the power storage means configured to be able to be charged by the electric power from the external power source. The main purpose.

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

The hybrid vehicle according to the present invention is
A hybrid vehicle having an internal combustion engine capable of outputting power for traveling, power generation means capable of generating electric power using at least part of the power from the internal combustion engine, and an electric motor capable of outputting power for traveling,
Power storage means configured to be able to exchange power with the power generation means and the electric motor and to be charged with power from an external power source;
Mode selection means for allowing the driver to select an electric travel priority mode for preferentially executing an electric travel in which the driving power is output only from the electric motor while the operation of the internal combustion engine is stopped. When,
A required driving force setting means for setting a required driving force required for traveling;
When the selection of the electric travel priority mode is canceled and the operation of the internal combustion engine is stopped, the remaining capacity at the time of release, which is the remaining capacity of the power storage means when the selection of the electric travel priority mode is canceled The internal combustion engine, the power generation means, and the electric motor are controlled so that the remaining capacity of the power storage means is maintained within a predetermined range centered and traveling power based on the set required driving force is obtained. When the selection of the electric travel priority mode is canceled and the internal combustion engine is operating, the remaining capacity of the power storage means is larger than a lower limit value of a predetermined range centered on the remaining capacity at the time of cancellation. Control means for controlling the internal combustion engine, the power generation means, and the electric motor so as to obtain driving power based on the set required driving force while being equal to or higher than a lower limit value;
Is provided.

  In this hybrid vehicle, when the selection of the electric travel priority mode is canceled and the operation of the internal combustion engine is stopped, the remaining capacity at the time of release that is the remaining capacity of the power storage means when the selection of the electric travel priority mode is canceled The internal combustion engine, the power generation means, and the electric motor are controlled so that the remaining capacity of the power storage means is maintained within a predetermined range centered on the power source and traveling power based on the required driving force is obtained. When the selection of the electric travel priority mode is canceled and the internal combustion engine is operated, the engine operating lower limit value is larger than the lower limit value of the predetermined range with the remaining capacity of the power storage means centered on the remaining capacity at the time of release. In addition to the above, the internal combustion engine, the power generation means, and the electric motor are controlled so that traveling power based on the required driving force can be obtained. That is, in this hybrid vehicle, if the internal combustion engine is operated, the power generation means generates power using the power from the internal combustion engine from a relatively early stage after the selection of the electric travel priority mode is cancelled. The power storage means can be charged with the obtained electric power. This makes it possible to recover the remaining capacity of the power storage means more quickly when, for example, a driver who wants to secure the remaining capacity of the power storage means rather than continuing the electric travel cancels the selection of the electric travel priority mode. Thus, the state of the power storage means can be kept more appropriate when the selection of the electric travel priority mode is cancelled.

  In addition, when the electric travel priority mode is selected and the operation of the internal combustion engine is stopped, the control means determines the remaining capacity of the power storage means from a lower limit remaining capacity that is a predetermined fixed value. The internal combustion engine, the power generation means, and the electric motor are controlled so as to obtain power for traveling based on the set required driving force while being maintained within the range up to the upper limit remaining capacity, and the electric traveling priority mode And when the internal combustion engine is in operation, the remaining capacity of the power storage means becomes equal to or greater than a predetermined value larger than the lower limit remaining capacity, and driving power based on the set required driving force is obtained. The internal combustion engine, the power generation means, and the electric motor may be controlled so as to be obtained.

  Further, the lower limit value during engine operation may be set so as not to be less than the lower limit remaining capacity. As a result, the lower limit value during engine operation can be set to a value more suitable for early recovery of the remaining capacity of the power storage means.

  The hybrid vehicle is connected to three shafts of a predetermined axle for transmitting power to the engine shaft and driving wheels of the internal combustion engine and a predetermined rotating shaft, and input / output is performed on any two of these three shafts. Power distribution and integration means for inputting / outputting power based on the generated power to / from the remaining shafts may be further provided, and the power generation means can input / output power to / from the predetermined rotating shaft and supply power to the power storage means. It may be a generator motor that can communicate, and the motor may be able to input and output power to the axle or another axle different from the axle. In this case, the power distribution and integration means includes a first element connected to the engine shaft of the internal combustion engine, a second element connected to the rotating shaft of the generator motor, and a first element connected to the predetermined axle. It may be a planetary gear mechanism having three elements and configured so that these three elements can be differentially rotated with respect to each other.

The hybrid vehicle control method according to the present invention includes:
An internal combustion engine capable of outputting power for traveling; power generation means capable of generating power using at least part of the power from the internal combustion engine; an electric motor capable of outputting power for travel; the power generation means and the electric motor; Priority is given to power storage means configured to be able to exchange electric power and to be charged by electric power from an external power source, and electric driving in which driving of the internal combustion engine is stopped and driving power is output only from the electric motor And a mode selection means for allowing the driver to select the electric driving priority mode to be executed and to cancel the selection,
When the selection of the electric travel priority mode is canceled and the operation of the internal combustion engine is stopped, the remaining capacity at the time of release, which is the remaining capacity of the power storage means when the selection of the electric travel priority mode is canceled The internal combustion engine, the power generation means, and the electric motor are controlled so that the remaining capacity of the power storage means is maintained within a predetermined range centered and traveling power based on the required driving force required for traveling is obtained. When the selection of the electric travel priority mode is canceled and the internal combustion engine is operated, the engine operation is such that the remaining capacity of the power storage means is larger than a lower limit value of a predetermined range centered on the remaining capacity at the time of cancellation Controlling the internal combustion engine, the power generation means, and the electric motor so as to obtain driving power based on the required driving force while being equal to or greater than a time lower limit value;
Is included.

  According to this method, if the internal combustion engine is in operation, the power generation means generates power using the power from the internal combustion engine from a relatively early stage after the selection of the electric travel priority mode is canceled. The power storage means can be charged with the generated electric power. This makes it possible to recover the remaining capacity of the power storage means more quickly when, for example, a driver who wants to secure the remaining capacity of the power storage means rather than continuing the electric travel cancels the selection of the electric travel priority mode. Thus, the state of the power storage means can be kept more appropriate when the selection of the electric travel priority mode is cancelled.

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

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

  The engine 22 is an internal combustion engine that outputs power when supplied with hydrocarbon fuel such as gasoline or light oil. Fuel injection control and ignition timing control by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24. Receives intake control and the like. The engine ECU 24 receives signals from various sensors that are provided for the engine 22 such as a water temperature sensor (not shown) that detects the temperature of the engine cooling water (cooling water temperature Tw) and that detects the operating state of the engine 22. . The engine ECU 24 communicates with the hybrid ECU 70 to control the operation of the engine 22 based on a control signal from the hybrid ECU 70, a signal from the sensor, and the like, and to transmit data on the operation state of the engine 22 as necessary. It outputs to ECU70.

  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 rotating elements. The carrier 34 as the first element is the crankshaft 26 of the engine 22, the sun gear 31 as the second element is the motor MG1, and the ring gear 32 as the third element is the reduction gear through the ring gear shaft 32a as the axle. 35 are connected to each other, and when the motor MG1 functions as a generator, the power distribution and integration mechanism 30 uses the power from the engine 22 input from the carrier 34 according to the gear ratio between the sun gear 31 side and the ring gear 32 side. When the motor MG1 functions as an electric motor, the power from the engine 22 input from the carrier 34 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally transmitted from the ring gear shaft 32a through the gear mechanism 37 and the differential gear 38 to the wheels 39a and 39b that are drive wheels.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that operate as generators and can operate 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 bus and a negative bus shared by the inverters 41 and 42, and the power generated by one of the motors MG1 and MG2 is supplied to the other. It can be consumed with the motor. Therefore, the battery 50 is charged / discharged by the electric power generated from one of the motors MG1 and MG2 or the insufficient electric power. If the electric power balance is balanced by the motors MG1 and MG2, the battery 50 is charged. It will not be discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The detected phase current applied to the motors MG1 and MG2 is input, and the motor ECU 40 outputs a switching control signal and the like to the inverters 41 and 42. The motor ECU 40 executes a rotation speed calculation routine (not shown) based on signals input from the rotation position detection sensors 43 and 44, and calculates the rotation speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2. Further, the motor ECU 40 communicates with the hybrid ECU 70, controls the driving of the motors MG1, MG2 based on the control signal from the hybrid ECU 70, and transmits data related to the operating state of the motors MG1, MG2 to the hybrid ECU 70 as necessary. Output.

  The battery 50 is configured as a nickel hydride secondary battery or a lithium ion secondary battery in the embodiment, and is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52. Further, the hybrid vehicle 20 according to the embodiment is configured such that the battery 50 can be charged by electric power from a charger 100 outside the vehicle connected to a household power source (AC 100V) as an external power source, for example. For this reason, the battery 50 is connected to a connector 58 that can be coupled to the connector 101 of the charger 100, a transformer (not shown), an AC / DC converter, and the like, and a charging circuit 59 that is controlled by the battery ECU 52. Accordingly, by charging the battery 50 using the charger 100 before the hybrid vehicle 20 starts to travel, the hybrid vehicle 20 can start traveling with the battery 50 in a fully charged state. . The battery ECU 52 receives signals necessary for managing the battery 50, for example, a battery temperature Tb from the temperature sensor 51 attached to the battery 50, and a voltage sensor (not shown) installed between the terminals of the battery 50. A voltage between terminals, a charge / discharge current from a current sensor (not shown) installed in the power line 54 connected to the output terminal of the battery 50 are input. Further, the battery ECU 52 outputs data related to the state of the battery 50 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. Further, in order to manage the battery 50, the battery ECU 52 calculates the remaining capacity SOC based on the integrated value of the charge / discharge current detected by the current sensor, or based on the remaining capacity SOC and the battery temperature Tb. The input limit Win as the charge allowable power that is the power allowed for charging the battery and the output limit Wout as the discharge allowable power that is the power allowed for the discharge of the battery 50 are calculated. The input / output limits Win and Wout of the battery 50 set basic values of the input / output limits Win and Wout based on the battery temperature Tb, and output correction correction coefficients based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for input restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 for storing a processing program, a RAM 76 for temporarily storing data, an input / output port and a communication port (not shown), and the like in addition to the CPU 72. The hybrid ECU 70 detects the ignition signal from the ignition switch (start switch) 80, the shift position SP from the shift position sensor 82 that detects the shift position SP that is the operation position of the shift lever 81, and the depression amount of the accelerator pedal 83. The accelerator opening Acc from the accelerator pedal position sensor 84, the brake pedal stroke BS from the brake pedal stroke sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 87, and the like are input via the input port. . As described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, etc. via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, the battery ECU 52, etc. ing.

  In the hybrid vehicle 20 of the embodiment configured as described above, the required torque to be output to the ring gear shaft 32a as the axle based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. And the engine 22, the motor MG1, and the motor MG2 are controlled so that torque based on the required torque is output to the ring gear shaft 32a. Further, the engine 22 is stopped, and the engine 22, the motor MG1, and the motor MG2 are controlled so that the power corresponding to the required torque is output from the motor MG2 alone to the ring gear shaft 32a using the electric power from the battery 50. Thus, the hybrid vehicle 20 can be driven by a motor (electrically driven). In the hybrid vehicle 20 of the embodiment, since the battery 50 can be fully charged using the charger 100 outside the vehicle before the start of traveling, the operation of the engine 22 is stopped as much as possible to improve the fuel efficiency of the engine 22. In order to improve, EV mode (electric travel priority mode) in which motor travel is preferentially executed is the default. Under such an EV mode, the hybrid ECU 70 controls the motor MG2 and the like according to various control procedures for the EV mode that are determined so that the motor travels as long as possible. However, the hybrid vehicle 20 according to the embodiment includes a case in which the driver gives priority to securing the remaining capacity of the battery 50 and power performance depending on the traveling state, the traveling environment, and the like of the hybrid vehicle 20 in FIG. As shown, an EV mode cancel switch (mode selection means) 88 that enables selection and cancellation of the EV mode is provided. In the embodiment, the EV mode cancel switch 88 is disposed on a switch panel or a steering pad in a vehicle interior (not shown). The on / off signal from the EV mode cancel switch 88 is input to the hybrid ECU 70. When the EV mode cancel switch 88 is turned on and the EV mode selection is released, the hybrid ECU 70 turns off the EV mode cancel switch 88. EV mode cancel flag Fevc which is sometimes set to value 0 is set to value 1, and engine 22 and motors MG1 and MG2 are controlled according to various control procedures for EV mode selection cancellation, that is, predetermined normal mode. To do.

  Note that, as the operation control mode of the engine 22, the motor MG1, and the motor MG2 when the engine 22 is operated under the EV mode and the normal mode, the engine 22 is configured so that power corresponding to the required torque is output from the engine 22. Torque control for driving and controlling the motors MG1 and MG2 so that all the power output from the engine 22 is torque-converted by the power distribution and integration mechanism 30, the motor MG1 and the motor MG2 and output to the ring gear shaft 32a. The engine 22 is operated and controlled so that power corresponding to the operation mode and the required torque and the power required for charging / discharging the battery 50 is output from the engine 22 and output from the engine 22 with charging / discharging of the battery 50. All or part of the power to be generated is the power distribution and integration mechanism 30 Motor MG1 and with the torque conversion by the motor MG2 torque corresponding to the required torque is the charge-discharge drive mode, for driving and controlling the motors MG1 and MG2 to be outputted to the ring gear shaft 32a.

  Next, the operation of the hybrid vehicle 20 configured as described above will be described. FIG. 2 is a flowchart illustrating an example of a drive control routine that is executed at predetermined time intervals (for example, every several milliseconds) by the hybrid ECU 70 of the embodiment after the ignition switch 80 is turned on and the hybrid vehicle 20 starts to travel. is there.

  At the start of the drive control routine of FIG. 2, the CPU 72 of the hybrid ECU 70 determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 87, the rotational speeds Nm 1 and Nm 2 of the motors MG 1 and MG 2, and the battery 50. Input processing of data necessary for control such as the remaining capacity SOC, input / output limits Win and Wout, battery temperature Tb, cooling water temperature Tw, and EV mode cancel flag Fevc is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication. Further, the remaining capacity SOC, the input / output limits Win and Wout of the battery 50, and the battery temperature Tb are input from the battery ECU 52 through communication, and the cooling water temperature Tw is input from the engine ECU 24 through communication. Further, the value of the EV mode cancel flag Fevc is set separately according to the operation state of the EV mode cancel switch 88 and stored in a predetermined storage area.

  After the data input process of step S100, charge / discharge required power (target charge / discharge power) Pb *, which is a target value of the power to be charged or discharged from the battery 50, is set (step S110). As shown in FIG. 3, in step S110, it is first determined whether or not the EV mode cancel flag Fevc input in step S100 is a value 1 (step S1100), and the EV mode cancel flag Fevc is 0. When the EV mode is not canceled, a relatively small default value S0 (for example, a value of about 40%) is set as the control center Scc that is the center value of the target range to be secured as the remaining capacity SOC of the battery 50. (Step S1105). On the other hand, if it is determined in step S1100 that the EV mode cancel flag Fevc is a value 1, the previous value of the EV mode cancel flag Fevc (the value input in step S100 at the previous execution of this routine, the initial value) It is determined whether or not (value 0) is value 0 (step S1110). If it is determined in step S1110 that the previous value of the EV mode cancel flag Fevc is 0, that is, immediately after the EV mode cancel switch 88 is turned on by the driver and the EV mode is canceled, step S100 is performed. Is set as the control center Scc (step S1115). If it is determined in step S1110 that the previous value of the EV mode cancel flag Fevc is not 0 (value 1), the previous value of the control center Scc is set as the current control center Scc ( Step S1120). As a result, in the hybrid vehicle 20 of the embodiment, when the ignition switch 80 is turned on and traveling under the EV mode is started, the default value S0 is set as the control center Scc of the battery 50, and the EV mode When the EV mode cancel switch 88 is turned on and the EV mode selection is canceled by the driver during the traveling in the above, the EV mode selection is canceled (when the EV mode cancel switch 88 is turned on). The remaining capacity SOC (remaining capacity at the time of release) is set as the control center Scc. In addition, when the EV mode cancel switch 88 is turned on to cancel the selection of the EV mode and then the EV mode cancel switch 88 is turned off and the EV mode is selected again, the default value S0 is set to the battery 50 in that case. Is set as the control center Scc.

  After the process of step S1105, S1115 or S1120, the forced charge threshold value Sfc and the forced discharge threshold value Sfd are set (step S1125). In step S1125, the larger of a value obtained by subtracting a predetermined value α (eg, a positive value of about 10%) from the control center Scc set in step S1105, S1115, or S1120 and a predetermined lower limit remaining capacity Sll is determined. The forced charging threshold value Sfc is set, and the smaller one of the value obtained by adding the predetermined value α to the control center Scc set in step S1105, S1115, or S1120 and the predetermined upper limit remaining capacity Sul is set as the forced discharging threshold value Sfd. Set. In the embodiment, the lower limit remaining capacity Sll is a fixed value (for example, 30%) obtained by subtracting a predetermined value α (for example, 10%) from the above-described predetermined value S0 (for example, 40%), and the upper limit remaining capacity Sul is the above-described predetermined value. A fixed value (for example, 50%) obtained by adding a predetermined value α to S0. Therefore, in the embodiment, when the predetermined value S0 is set as the control center Scc in step S1105, the value obtained by subtracting the predetermined value α from the control center Scc coincides with the lower limit remaining capacity Sll, and the predetermined value α is applied to the control center Scc. Is equal to the upper limit remaining capacity Sul. In this case, the lower limit remaining capacity Sll is set as the forced charge threshold Sfc and the upper limit remaining capacity Sul is set as the forced discharge threshold Sfd. In addition, if the remaining capacity SOC at the time of EV mode selection cancellation is set as the control center Scc in step S1115 or S1120, if the remaining capacity SOC at the time of EV mode selection cancellation is larger than the predetermined value S0, the control center Scc. A value obtained by subtracting the predetermined value α from is set as the forced charging threshold value Sfc, and a value obtained by adding the predetermined value α to the control center Scc is set as the forced discharging threshold value Sfd. The remaining capacity SOC when the EV mode is deselected is predetermined. If it is equal to or less than the value S0, the lower limit remaining capacity Sll is set as the forced charge threshold Sfc, and the upper limit remaining capacity Sul is set as the forced discharge threshold Sfd.

  Next, based on the coolant temperature Tw and the battery temperature Tb input in step S100, it is determined whether or not the battery 50 needs to be heated to protect the battery 50 (step S1130), and the battery 50 is raised. If it is not necessary to warm, it is further determined whether or not the engine 22 is operating (step S1135). If it is determined in step S1135 that the operation of the engine 22 is stopped, the forced charging threshold value Sfc set in step S1125 is set as the lower limit side determination threshold value Srl for charge / discharge required power setting. The forced discharge threshold value Sfd set in step S1125 is set as the upper limit side determination threshold value Sru for setting the charge / discharge required power (step S1140). On the other hand, if it is determined in step S1135 that the engine 22 is being operated, the predetermined value β (which is smaller than the predetermined value α from the control center Scc set in step S1105, S1115 or S1120. For example, the larger one of the value Sa subtracted by a positive value of about 5% and the lower limit remaining capacity Sll (the lower limit remaining capacity Sll if both match) is set as the lower limit judgment threshold Srl for setting the required charge / discharge power. In addition, the forced discharge threshold value Sfd set in step S1125 is set as the upper limit side determination threshold value Sru for setting the charge / discharge required power (step S1145).

  In step S1130 of the embodiment, for example, cooling is performed even when the battery temperature Tb is lower than a predetermined lower limit battery temperature (for example, −30 ° C.) or when the battery temperature Tb is equal to or higher than the predetermined lower limit battery temperature. When the water temperature Tw is lower than the predetermined temperature, it is determined that the battery 50 needs to be heated. If it is determined in step S1130 that the temperature of the battery 50 needs to be raised, the value Sa obtained by subtracting the predetermined value β from the control center Scc set in steps S1105, S1115, or S1120 and the lower limit remaining The larger one of the capacities Sll (the lower limit remaining capacity Sll if they match) is set as the lower limit determination threshold Srl for setting the charge / discharge required power, and the control center Scc set in step S1105, S1115 or S1120 The smaller one of the value Sb obtained by adding the predetermined value β to the upper limit remaining capacity Sul (the upper limit remaining capacity Sul if both match) is set as the upper limit determination threshold Sru for setting the charge / discharge required power (step S1150). ). In the embodiment, the lower limit determination threshold value Srl and the like are set using the same value β in steps S1145 and S1150. However, for example, a value different from the value α or the value β from the control center Scc in step S1145. The lower limit determination threshold value Srl may be set using a value obtained by subtracting γ.

  Thus, if the lower limit determination threshold value Srl and the upper limit determination threshold value Sru for setting the charge / discharge required power are set in step S1140, S1145 or S1150, the remaining capacity SOC input in step S100 is equal to or greater than the lower limit determination threshold value Srl. It is determined whether or not there is (step S1155). If it is determined in step S1155 that the remaining capacity SOC is less than the lower limit determination threshold value Srl, the charging power Pc determined in advance as a negative fixed value is set as the charge / discharge request power Pb * (step S1160). . If it is determined in step S1155 that the remaining capacity SOC is equal to or greater than the lower limit determination threshold value Srl, it is further determined whether or not the remaining capacity SOC input in step S100 is equal to or less than the upper limit determination threshold value Sru. (Step S1165). If it is determined in step S1165 that the remaining capacity SOC exceeds the upper limit determination threshold value Sru, the discharge power Pd that is set in advance as a positive fixed value is set as the charge / discharge request power Pb * (step S1170). ). When it is determined in step S1165 that the remaining capacity SOC is equal to or less than the upper limit determination threshold Sru, that is, when the remaining capacity SOC is included in the range from the lower limit determination threshold Srl to the upper determination threshold Sru. Sets the charge / discharge required power Pb * of the battery 50 to the previous value (step S1175).

  Thus, in the hybrid vehicle 20 of the embodiment, the remaining capacity SOC is temporarily set to the lower limit determination threshold so that the remaining capacity SOC of the battery 50 is maintained within the range from the lower limit determination threshold Srl to the upper determination threshold Sru. When less than Srl, the predetermined charge power Pc is set as the charge / discharge required power Pb * until the remaining capacity SOC exceeds the upper limit determination threshold Sru, and once the remaining capacity SOC exceeds the upper limit determination threshold Sru, the remaining capacity SOC is calculated. The predetermined discharge power Pd is set as the charge / discharge request power Pb * until it becomes less than the lower limit determination threshold value Srl. That is, when it is not necessary to raise the temperature of the battery 50 and the operation of the engine 22 is stopped, the remaining capacity SOC of the battery 50 varies from the forced charging threshold Sfc based on the control center Scc to the forced discharging threshold Sfd. If the remaining capacity SOC is less than the forced charge threshold value Sfc so that the remaining capacity SOC is less than the forced discharge threshold value Sfd, the predetermined charge power Pc is charged / discharge required power until the remaining capacity SOC exceeds the forced discharge threshold value Sfd. When the remaining capacity SOC exceeds the forced discharge threshold Sfd, the predetermined discharge power Pd is set as the charge / discharge required power Pb * until the remaining capacity SOC becomes less than the forced charge threshold Sfc. Further, when it is not necessary to raise the temperature of the battery 50 and the engine 22 is operating, the lower limit determination threshold value Srl as the lower limit value during engine operation is obtained by subtracting the positive predetermined value β from the control center Scc. Is set to the larger value Sa and the lower limit remaining capacity Sll, and basically ranges from a value Sa larger than the forced charge threshold Sfc (lower limit remaining capacity Sll) to the forced discharge threshold Sfd (upper limit determination threshold Sru). The charging / discharging required power Pb * is set so that the remaining capacity SOC is maintained within (see the alternate long and short dash line and solid line in FIG. 4). Further, in the hybrid vehicle 20 of the embodiment, when the temperature of the battery 50 needs to be raised under an extremely low temperature environment or the like, the lower limit side determination threshold value Srl is obtained by subtracting the positive predetermined value β from the control center Scc. The larger value Sa and the lower limit remaining capacity Sll are set, and the upper limit judgment threshold Sru is set to the smaller one of the value Sb obtained by adding a positive predetermined value β to the control center Scc and the upper limit remaining capacity Sul. Basically, within a range from a value Sa determined as a value larger than the forced charge threshold value Sfc to a value Sb defined as a value smaller than the forced discharge threshold value Sfd (see the one-dot chain line and the two-dot chain line in FIG. 4), The charge / discharge required power Pb * is set to be kept within a range narrower than the range from the forced charge threshold value Sfc to the forced discharge threshold value Sfd. In the hybrid vehicle 20, the control center Scc is set to either the default value S0 or the remaining capacity SOC when the EV mode is deselected according to the selected state of the EV mode, as described above. Note that the processing in step S110 described so far may be executed separately by the battery ECU 52, for example, independently of the drive control routine of FIG.

  If the charge / discharge required power Pb * and the like are set in step S110, the axle for transmitting power to the wheels 39a and 39b as drive wheels based on the accelerator opening Acc and the vehicle speed V input in step S100. After setting the required torque Tr * to be output to the ring gear shaft 32a, the required power P * required for the entire vehicle is set (step S120). In the embodiment, the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr * is determined in advance and stored in the ROM 74 as a required torque setting map. The required torque Tr * is the given accelerator opening. The one corresponding to Acc and the vehicle speed V is derived and set from the map. FIG. 5 shows an example of the required torque setting map. In the embodiment, the required power P * is set in step S110 (step S1160, S1170, or S1175) from the sum of the loss torque obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a. This is calculated by subtracting the required charge / discharge power Pb *. The rotational speed Nr of the ring gear shaft 32a can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35 or by multiplying the vehicle speed V by the conversion factor k.

  Next, it is determined whether or not the operation of the engine 22 has been stopped (step S130). If the operation of the engine 22 has been stopped, the remaining capacity SOC input in step S100 is the step S110 (step S1125). It is determined whether or not the forced charging threshold value Sfc set in step S140 is exceeded (step S140). If the remaining capacity SOC exceeds the forced charging threshold value Sfc, it is determined whether or not the vehicle speed V input in step S100 is less than a predetermined intermittent prohibition vehicle speed Vref (step S150). The intermittent prohibition vehicle speed Vref is set, for example, as a lower limit value of a vehicle speed range in which the operation of the engine 22 is necessary and the intermittent operation should be prohibited, depending on the state of the battery 50, the state of the engine 22, the traveling state of the hybrid vehicle 20, etc. May be set to change. If the vehicle speed V is less than the intermittent prohibition vehicle speed Vref, it is further determined whether or not the required power P * set in step S120 is less than a predetermined engine start determination threshold value P1 (step S160). When it is determined in step S160 that the required power P * is less than the engine start determination threshold value P1, the target rotational speed Ne * and the target torque Te of the engine 22 are maintained in order to continue the operation stop state of the engine 22. * Is set to a value of 0 (step S170), and a torque command Tm1 * for the motor MG1 is set to a value of 0 (step S180).

  Next, the upper and lower limits of the torque that may be output from the motor MG2 using the input / output limits Win and Wout of the battery 50, the torque command Tm1 * for the motor MG1, and the current rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 Torque limits Tmin and Tmax are calculated according to the following equations (1) and (2) (step S190). Further, a temporary motor torque Tm2tmp which is a temporary value of torque to be output from the motor MG2 using the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30 and the gear ratio Gr of the reduction gear 35. Is calculated according to the following equation (3) (step S200). Then, the torque command Tm2 * for the motor MG2 is set to a value obtained by limiting the temporary motor torque Tm2tmp with the torque limits Tmin and Tmax (step S210). By setting the torque command Tm2 * for the motor MG2 in this way, the torque output to the ring gear shaft 32a can be limited within the range of the input / output limits Win and Wout of the battery 50. If the target rotational speed Ne * and target torque Te * of the engine 22 and torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are sent to the engine ECU 24. Then, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S220), and the processing after step S100 is executed again. The motor ECU 40 receiving the torque commands Tm1 * and Tm2 * switches the switching elements of the inverters 41 and 42 so that the motor MG1 is driven according to the torque command Tm1 * and the motor MG2 is driven according to the torque command Tm2 *. Take control.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (1)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (2)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)

  If it is determined in step S140 that the remaining capacity SOC is equal to or less than the forced charging threshold value Sfc, it is necessary to start the engine 22 in order to charge the battery 50 with the electric power generated by the motor MG1. Then, the engine start flag is turned on so that the engine 22 is started (step S230), and this routine is ended. That is, if it is determined in step S140 that the remaining capacity SOC is equal to or less than the forced charging threshold value Sfc, the determination process of steps S150 and S160 is not executed (regardless of the determination result), and the engine start flag is turned on. The Similarly, after it is determined in step S140 that the remaining capacity SOC exceeds the forced charging threshold value Sfc, it is determined in step S150 that the vehicle speed V is equal to or higher than the intermittent prohibition vehicle speed Vref, or a request is made in step S160. Even when it is determined that the power P * is equal to or greater than the engine start determination threshold value P1, the engine start flag is turned on so that the engine 22 is started (step S230), and this routine is ended. When the engine start flag is thus turned on and the drive control routine of FIG. 2 ends, the hybrid ECU 70 executes an engine start-time drive control routine (not shown). The engine start drive control routine starts the engine 22 while cranking the engine 22 by the motor MG1, and cancels torque as a reaction force against the drive torque acting on the ring gear shaft 32a as the engine 22 is cranked. In this process, the motor MG2 is driven and controlled so that a torque based on the required torque Tr * is output to the ring gear shaft 32a. When the engine start time drive control routine ends, the engine start flag is turned off. When the engine start flag is turned off, the hybrid ECU 70 executes this routine again.

  On the other hand, when it is determined in step S130 that the engine 22 is operating, it is determined whether or not the vehicle speed V input in step S100 is less than the intermittent prohibition vehicle speed Vref (step S240). Is less than the intermittent prohibition vehicle speed Vref, it is further determined whether or not the required power P * set in step S120 is equal to or greater than a predetermined engine stop determination threshold value P0 (step S250). If it is determined in step S240 that the vehicle speed V is greater than or equal to the intermittent prohibition vehicle speed Vref, or if it is determined in step S250 that the required power P * is greater than or equal to the engine stop determination threshold value P0, in step S120. Assuming that all of the set required power P * is covered by the engine 22, the target rotational speed Ne * and the target torque Te * as target operating points of the engine 22 are set based on the required power P * (step S260). . In the embodiment, an operation line as an operation point setting restriction that prescribes the rotation speed and torque when the engine 22 is efficiently operated corresponding to the required power is created in advance and stored in the ROM 74. In step S260, The target rotational speed Ne * and the target torque Te * of the engine 22 are set based on this operation line and the required power P *. FIG. 6 illustrates an operation line of the engine 22 and a correlation curve between the rotational speed Ne and the torque Te. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained as an intersection of the operation line and a correlation curve indicating that the required power P * (Ne * × Te *) is constant. it can.

  Subsequently, using the 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 number of teeth of the sun gear 31 / the number of teeth of the ring gear 32), After calculating the target rotational speed Nm1 * of the motor MG1 according to (4), the torque command Tm1 * for the motor MG1 is set according to the following equation (5) using the calculated target rotational speed Nm1 * and the current rotational speed Nm1. (Step S270). Here, Expression (4) is a dynamic relational expression in the rotating element of the power distribution and integration mechanism 30. FIG. 7 illustrates a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotary element of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotational speed of the sun gear 31 that matches the rotational speed Nm1 of the motor MG1, the central C-axis indicates the rotational speed of the carrier 34 that matches the rotational speed Ne of the engine 22, and the right R-axis. The axis indicates 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. The two thick arrows on the R axis indicate the torque acting on the ring gear shaft 32a by this torque output when the motor MG1 outputs the torque Tm1, and the reduction gear 35 when the motor MG2 outputs the torque Tm2. And the torque acting on the ring gear shaft 32a via. Equation (4) for obtaining the target rotational speed Nm1 * of the motor MG1 can be easily derived by using the rotational speed relationship in this alignment chart. Also, the equation (3) used in step S200 can be easily derived from the alignment chart of FIG. Further, Expression (5) is a relational expression in feedback control for rotating the motor MG1 at the target rotation speed Nm1 *, and in Expression (5), “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. If the torque command Tm1 * for the motor MG1 is set in this way, the processes in steps S190 to S220 described above are executed, and then the processes in and after step S100 are executed again. In this case, the engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs throttle valve opening control and fuel injection control (not shown) so as to obtain the target rotational speed Ne * and the target torque Te *. Ignition timing control is executed.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ)… （4）
Tm1 * =-ρ / (1 + ρ) ・ Te * + k1 ・ (Nm1 * -Nm1) + k2 ・ ∫ (Nm1 * -Nm1) dt (5)

  On the other hand, after it is determined in step S130 that the engine 22 is operating and in step S240 it is determined that the vehicle speed V is less than the intermittent prohibition vehicle speed Vref, the required power P * is determined in step S250. When it is determined that it is less than the engine stop determination threshold value P0, a predetermined engine stop flag is turned on (step S280), and this routine ends. When the engine stop flag is thus turned on, the hybrid ECU 70 executes an engine stop control routine (not shown). In the engine stop control routine, in a state where the fuel supply to the engine 22 is stopped, for example, a negative torque for suppressing the rotation of the engine 22 is applied to the motor MG1 until the rotation speed Ne of the engine 22 reaches a predetermined rotation speed just before the stop. The torque command Tm1 * is set, and a positive torque for holding the piston at the timing when the rotation speed Ne reaches the rotation speed just before the stop is set as the torque command Tm1 * for the motor MG1, and further based on the required torque Tr * In this process, the torque command Tm2 * of the motor MG2 is set so that torque is output to the ring gear shaft 32a. When this engine stop control routine is completed, the engine stop flag is turned off. When the engine stop flag is turned off, the hybrid ECU 70 executes this routine again.

  As described above, the hybrid vehicle 20 according to the embodiment includes the battery 50 configured to be able to exchange electric power with the motor MG2 capable of outputting driving power and to be charged with electric power from the charger 100 outside the vehicle. If the EV mode cancel switch 88 is not turned on, the vehicle is controlled to travel under an EV mode (electric travel priority mode) that preferentially executes motor travel. In the hybrid vehicle 20, when the EV mode cancel switch 88 is turned off and the EV mode is selected, the control center Scc that is the center value of the target range to be secured as the remaining capacity SOC of the battery 50 is the predetermined value S0. Basically, the remaining capacity SOC is a range between a value obtained by subtracting the predetermined value α from the control center Scc (default value S0) and a value obtained by adding the predetermined value α to the control center Scc (default value S0). That is, the charge / discharge required power Pb * as the target charge / discharge power of the battery 50 is set so as to be maintained within the range from the lower limit remaining capacity Sll to the upper limit remaining capacity Sul, which is a predetermined fixed value (step) S1105, S1140, S1155 to S1175). Further, when the EV mode is selected and the operation of the engine 22 is stopped, it is determined that the engine 22 should be started when the remaining capacity SOC of the battery 50 becomes equal to or less than the forced charging threshold value Sfc that matches the lower limit remaining capacity Sll. (Steps S140 and S230) After the engine 22 is started, the battery 50 is charged with the charging power Pd set as the charging / discharging required power Pb *, and torque based on the required torque Tr * is output to the ring gear shaft 32a. Thus, engine 22 and motors MG1 and MG2 are controlled (steps S100 to S130, S240 to S270, S190 to S220). As a result, the lower limit remaining capacity Sll is set to a relatively small value so that the motor 22 is less likely to be started in relation to the remaining capacity SOC of the battery 50 when the EV mode is selected. Opportunities for running can be increased.

  On the other hand, when the EV mode cancel switch 88 is turned on and the selection of the EV mode is cancelled, the remaining capacity of the battery 50 when the EV mode selection is canceled (when the EV mode cancel switch 88 is turned on). The SOC (remaining capacity at release) is set as the control center Scc. Basically, the predetermined value α is added to the forced charging threshold value Sfc, which is a value obtained by subtracting the predetermined value α from the control center Scc, and the control center Scc. Charge / discharge as the target charge / discharge power of the battery 50 so as to be maintained within the range between the forced discharge threshold value Sfd, which is the measured value, that is, within the target range centered on the control center Scc (control center Scc ± α). The required power Pb * is set (steps S1115 or S1120, S1140, S1155 to S1175). Further, when the EV mode selection is canceled and the operation of the engine 22 is stopped, the remaining capacity SOC of the battery 50 is the lower limit value (Scc−) of the target range centered on the forced charging threshold Sfc, that is, the remaining capacity at the time of cancellation. α) It is determined that the engine 22 should be started when it becomes below (steps S140 and S230). After the engine 22 is started, the battery 50 is charged with the charging power Pd set as the charging / discharging required power Pb * and requested. Engine 22 and motors MG1 and MG2 are controlled so that torque based on torque Tr * is output to ring gear shaft 32a (steps S100 to S130, S240 to S270, S190 to S220). Thus, when EV mode cancel switch 88 is turned on and the EV mode selection is canceled, the remaining capacity SOC of battery 50 when the EV mode selection is canceled (remaining capacity SOC at the time of cancellation) ), The engine 22 is started at a stage where the value α decreases, and the battery 50 can be charged with the electric power generated by the motor MG1. As a result, for example, when the driver who wants to secure the remaining capacity SOC of the battery 50 rather than continuing the motor running turns on the EV mode cancel switch 88 and cancels the EV mode selection, the EV mode selection is canceled. After that (after the EV mode cancel switch 88 is turned on), the charging of the battery 50 is not started even after a relatively long time has passed (the charging of the battery 50 is started in a relatively short time). Thus, the remaining capacity SOC of the battery 50 can be secured within a target range centered on the remaining capacity at the time of release. Then, after the selection of the EV mode is cancelled, it is possible to prevent the battery 50 from being charged more than necessary by maintaining the remaining capacity SOC within a target range centered on the remaining capacity at the time of cancellation. Therefore, in the hybrid vehicle 20 of the embodiment, it is possible to keep the power storage state of the battery 50 more appropriate when the EV mode selection is cancelled.

  Further, as in the above-described embodiment, when the temperature of the battery 50 does not need to be raised and the operation of the engine 22 is stopped, the remaining capacity SOC of the battery 50 is centered on the lower limit remaining capacity Sll or the remaining capacity at release. The charge / discharge required power Pb * is set to the value Pc on the charge side when the forced charge threshold value Sfc, which is the lower limit value (Scc-α) of the target range, is set, and the remaining capacity SOC of the battery 50 is set to the upper limit remaining capacity Sul or released. When the upper limit value (Scc + α) of the predetermined range centered on the remaining time SOC is exceeded, the remaining capacity SOC is set to the range from the lower limit remaining capacity Sll to the upper limit remaining capacity Sul or the forced charging threshold by setting the discharge side value Pd. It can be satisfactorily kept within the range from Sfc to the forced discharge threshold Sfd. Then, when the EV mode is canceled, the forced charging threshold value Sfc, that is, the lower limit value (Scc−α) of the predetermined range centered on the remaining capacity at the time of cancellation is set so as not to be less than the lower limit remaining capacity Sll (step S1125). Thus, it is possible to satisfactorily suppress the remaining capacity SOC of the battery 50 from being extremely reduced when the EV mode is deselected.

  Further, in the hybrid vehicle 20 of the embodiment, when the EV mode cancel switch 88 is turned on to cancel the selection of the EV mode and the operation of the engine 22 is stopped, the battery 50 at the time of canceling the selection of the EV mode is displayed. The charge / discharge required power Pb * is set so that the remaining capacity SOC is maintained within a target range (control center Scc ± α) centered on the control center Scc which is the remaining capacity SOC (remaining capacity at release) ( In step S1115 or S1120, S1140, S1155 to S1175), the engine 22, the motor MG1, and the motor MG2 are controlled so that torque based on the required torque Tr * is output to the ring gear shaft 32a (steps S100 to S220). On the other hand, when the EV mode cancel switch 88 is turned on to cancel the selection of the EV mode and the engine 22 is operating, the lower limit side determination threshold value Srl as the engine operating lower limit value is set to the control center Scc (released). Time remaining capacity) is set to the larger value Sa and the lower limit remaining capacity Sll obtained by subtracting the positive predetermined value β, and the remaining capacity SOC is larger than the lower limit value (control center Scc-α) of the target range. The charge / discharge required power Pb * is set so as to be maintained above the value Sa (steps S1115 or S1120, S1145, S1155 to S1175), and torque based on the required torque Tr * is output to the ring gear shaft 32a. The engine 22, the motor MG1, and the motor MG2 are controlled (steps S100 to S130, S240 to S270, S190 to S220). That is, in the hybrid vehicle 20, if the engine 22 is operated, the motor MG1 generates power using the power from the engine 22 from a relatively early stage after the selection of the EV mode is canceled. The battery 50 can be charged with the remaining power. Thereby, for example, when a driver who desires to secure the remaining capacity SOC of the battery 50 rather than continuing the motor running cancels the selection of the EV mode, the remaining capacity SOC of the battery 50 can be recovered more quickly. Thus, when the EV mode selection is cancelled, the state of charge of the battery 50 can be maintained more appropriately. If the lower limit side determination threshold value Srl as the engine operating lower limit value is set so as not to be less than the lower limit remaining capacity Sll (step S1145), the lower limit side determination threshold value Srl is more suitable for early recovery of the remaining capacity SOC of the battery 50. Can be a value.

  Further, in the hybrid vehicle 20 of the embodiment, when it is determined that the EV mode selection is canceled and the battery 50 needs to be heated, the lower limit side determination threshold value Srl remains after the EV mode selection is canceled. The larger value of the value Sa obtained by subtracting the positive predetermined value β from the capacity SOC (remaining capacity at release) and the lower limit remaining capacity Sll is set, and the upper limit determination threshold Sru is a positive predetermined value for the remaining capacity at release. The remaining capacity SOC when the value Sb obtained by adding β and the upper limit remaining capacity Sul are set to be smaller, and it is determined that the EV mode is not selected and the battery 50 does not need to be heated. Charge / discharge required power Pb * is set such that the remaining capacity SOC is maintained within a temperature rise range (value Sa to value Sb) narrower than the target range (residual capacity ± α at release) (step S1115 or S1120, S1150, S1155~S1175). Accordingly, if it is necessary to raise the temperature of the battery 50 when the EV mode selection is cancelled, charging / discharging of the battery 50 can be promoted from a relatively early stage after the EV mode selection is cancelled. Therefore, it is possible to forcibly raise the temperature of the battery 50 and suppress its deterioration. Therefore, in this hybrid vehicle, the state of the battery 50 can be maintained more appropriately when the EV mode is deselected. Furthermore, if the lower limit side determination threshold value Srl as the lower limit value of the temperature increase range is set so as not to be less than the lower limit remaining capacity Sll (step S1150), the lower limit side determination threshold value Srl is more suitable for early temperature rise of the battery 50. Can be a value. Further, in the hybrid vehicle 20 of the embodiment, when it is determined that the EV mode is selected and the battery 50 needs to be heated, the lower limit side determination threshold value Srl is changed from a predetermined value S0 to a positive predetermined value β. The upper limit determination threshold value Sru is set to a value obtained by adding a positive predetermined value β to the predetermined value S0, and the remaining capacity SOC of the battery 50 is changed from the lower limit remaining capacity Sll to the upper limit remaining capacity Sll. The charge / discharge required power Pb * is set so as to be kept within a range centered on a predetermined value S0 that is narrower than the range up to the capacity Sul (steps S1105, S1150, S1155 to S1175). As a result, even when the EV mode is selected and the battery 50 needs to be heated, charging / discharging of the battery 50 can be promoted, whereby the battery 50 is forcibly heated and deteriorated. Can be suppressed. In the hybrid vehicle 20 of the embodiment, the required power P * calculated by subtracting the charge / discharge required power Pb * from the sum of the product of the required torque Tr * and the rotation speed Nr of the ring gear shaft 32a and the loss Loss. Is equal to or greater than the engine start determination threshold value P1, the engine 22 that has been stopped is started. Therefore, by setting the value β as a relatively small value, when the operation of the engine 22 is stopped and the battery 50 needs to be heated, the charge / discharge required power Pb * is quickly changed to the charge power Pc. Thus, the battery 22 can be heated by quickly starting the engine 22 and causing the motor MG1 to generate power and charging the battery 50 with the obtained electric power.

  Note that any value can be adopted as the lower limit remaining capacity Sll and the upper limit remaining capacity Sul. That is, the lower limit remaining capacity Sll and the upper limit remaining capacity Sul may be values other than the lower limit value and the upper limit value in the range centered on the predetermined value S0. In such a case, the EV mode is selected. Sometimes, the charge / discharge required power Pb * may be set so that the remaining capacity SOC of the battery 50 is maintained within the range from the lower limit remaining capacity Sll to the upper limit remaining capacity Sul. In step S1175, instead of setting the charge / discharge required power Pb * of the battery 50 to the previous value, the charge / discharge required power Pb * is set to the value 0, or changes linearly according to, for example, the remaining capacity SOC. The charge / discharge required power Pb * may be set as described above. Similarly, in steps S1160 and S1170, instead of setting the charging / discharging request power Pb * to the constant charging power Pc or the constant discharging power Pd, for example, the charging / discharging request so as to change linearly according to the remaining capacity SOC. The power Pb * may be set. Furthermore, if the remaining capacity SOC of the battery 50 exceeds the upper limit determination threshold value Sru (forced discharge threshold value Sfd) when the EV mode is deselected, the engine start determination is made so that the engine 22 is difficult to start. The threshold value P1 may be changed, or the engine stop determination threshold value P0 may be changed so that the engine 22 is easily stopped. In addition, when the EV mode is selected, the process of step S1145 of FIG. 3 may not be executed. In the hybrid vehicle 20, the ring gear shaft 32 a as the axle and the motor MG 2 are connected via the reduction gear 35 that reduces the rotational speed of the motor MG 2 and transmits it to the ring gear shaft 32 a. Instead, for example, there may be employed a transmission that has two shift stages of Hi and Lo, or three or more shift stages, and changes the rotational speed of the motor MG2 and transmits it to the ring gear shaft 32a. Furthermore, although the hybrid vehicle 20 decelerates the power of the motor MG2 by the reduction gear 35 and outputs it to the ring gear shaft 32a, the application target of the present invention is not limited to this. That is, according to the present invention, as in a hybrid vehicle 120 as a modified example shown in FIG. 8, the power of the motor MG2 is connected to the ring gear shaft 32a (the axle to which the wheels 39a and 39b as drive wheels are connected). May be applied to those that output to different axles (axles connected to the wheels 39c, 39d in FIG. 8).

  Here, the correspondence between the main elements of the above-described embodiments and modifications and the main elements of the invention described in the column of means for solving the problems will be described. That is, in the above embodiment, the engine 22 that can output power to the ring gear shaft 32a corresponds to an “internal combustion engine”, and the motor MG1 that can generate power using at least part of the power from the engine 22 is “power generation means”. Or a motor MG2 that can output power to the ring gear shaft 32a corresponds to a “motor” and can exchange electric power with the motors MG1 and MG2 and can also be supplied with electric power from the charger 100 outside the vehicle. The battery 50 configured to be rechargeable corresponds to “electric storage means”, and the EV mode is selected to preferentially execute the motor driving in which the driving of the engine 22 is stopped and the driving power is output only from the motor MG2. The EV mode cancel switch 88 that allows the driver to cancel the selection corresponds to the “mode selection means”, and the step shown in FIG. The hybrid ECU 70 that executes the process of step S120 corresponds to “required driving force setting means”, and when the EV mode selection is released, the remaining capacity SOC (remaining time at release) of the battery 50 when the EV mode selection is released The remaining capacity SOC is maintained within a target range (control center Scc ± α) centering on the control center Scc, which is the capacity), and torque based on the required torque Tr * is output to the ring gear shaft 32a as the axle. The engine 22 and the motors MG1 and MG2 are controlled to cancel the EV mode selection, and when the engine 22 is operating, the remaining capacity SOC of the battery 50 is lower than the lower limit value (Scc-α) of the target range. A value Sa that is obtained by subtracting the positive predetermined value β from the large control center Scc is equal to or greater than the lower limit determination threshold value Srl as the engine operating lower limit value. A combination of the hybrid ECU 70, the engine ECU 24, and the motor ECU 40 that controls the engine 22 and the motors MG1 and MG2 so that torque based on the required torque Tr * is output to the ring gear shaft 32a corresponds to “control means”, and power distribution The integration mechanism 30 corresponds to “power distribution integration means” or “planetary gear mechanism”.

  However, the “internal combustion engine” is not limited to the engine 22 that outputs power by receiving a hydrocarbon-based fuel such as gasoline or light oil, and may be of any other type such as a hydrogen engine. The “power generation means”, “motor”, and “motor for power generation” are not limited to synchronous generator motors such as motors MG1 and MG2, and may be of any other type such as an induction motor. The “storage means” is not limited to the secondary battery such as the battery 50, and any other type is acceptable as long as it can exchange power with the power generation means and the electric motor and can be charged by the power from the external power source. It does not matter. The “mode selection means” is not limited to the EV mode cancel switch 88 and may be of any other type as long as it allows the driver to select the electric travel priority mode and cancel the selection. The “required driving force setting means” is not limited to the hybrid ECU 70 that sets the required torque as the required driving force based on the accelerator opening and the vehicle speed. For example, the required driving force setting means sets the required driving force based only on the accelerator opening. Any other format may be used. The “control means” may be of any type other than the combination of the hybrid ECU 70, the engine ECU 24, and the motor ECU 40 such as a single electronic control unit. The “power distribution and integration means” is connected to three axes of a predetermined axle for transmitting power to the engine shaft and drive wheels of the internal combustion engine and a predetermined rotation shaft, and inputs / outputs to any two of these three axes The power distribution and integration mechanism 30 that is a single pinion planetary gear mechanism is not limited as long as the power based on the generated power is input to and output from the remaining shaft, and any other type such as a double pinion planetary gear mechanism or a differential gear is used. It doesn't matter. In any case, the correspondence between the main elements of the embodiments and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. This is an example for specifically describing the best mode for carrying out the invention, and does not limit the elements of the invention described in the column of means for solving the problem. In other words, the examples are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is described in the description of that column. Should be done on the basis.

  The embodiments of the present invention have been described above using the embodiments. However, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the present invention. Needless to say.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

1 is a schematic configuration diagram of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by hybrid ECU70 of an Example. It is a flowchart which shows the detail of step S110 of FIG. It is explanatory drawing which illustrates the relationship between remaining capacity SOC and charging / discharging request | requirement power Pb *. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which illustrates the operation line of the engine 22, the correlation curve of target rotational speed Ne *, and target torque Te *. 4 is a collinear diagram illustrating a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30. It is a schematic block diagram of the hybrid vehicle 120 which concerns on a modification.

Explanation of symbols

  20, 120 Hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 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, 37 gear mechanism, 38 differential gear, 39a-39d wheels, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 for battery Electronic control unit (battery ECU), 58, 101 connector, 59 charging circuit, 70 Hybrid electronic control unit (hybrid ECU), 72 CPU, 74 ROM, 76 RAM, 80 Ignition Yonsuitchi, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal stroke sensor, 87 vehicle speed sensor, 88 EV mode cancel switch, 100 charger, MG1, MG2 motor.

Claims (6)

A hybrid vehicle having an internal combustion engine capable of outputting power for traveling, power generation means capable of generating electric power using at least part of the power from the internal combustion engine, and an electric motor capable of outputting power for traveling,
Power storage means configured to be able to exchange power with the power generation means and the electric motor and to be charged with power from an external power source;
Mode selection means for allowing the driver to select an electric travel priority mode for preferentially executing an electric travel in which the driving power is output only from the electric motor while the operation of the internal combustion engine is stopped. When,
A required driving force setting means for setting a required driving force required for traveling;
When the selection of the electric travel priority mode is canceled and the operation of the internal combustion engine is stopped, the remaining capacity at the time of release, which is the remaining capacity of the power storage means when the selection of the electric travel priority mode is canceled The internal combustion engine, the power generation means, and the electric motor are controlled so that the remaining capacity of the power storage means is maintained within a predetermined range centered and traveling power based on the set required driving force is obtained. When the selection of the electric travel priority mode is canceled and the internal combustion engine is operating, the remaining capacity of the power storage means is larger than a lower limit value of a predetermined range centered on the remaining capacity at the time of cancellation. Control means for controlling the internal combustion engine, the power generation means, and the electric motor so as to obtain driving power based on the set required driving force while being equal to or higher than a lower limit value;
A hybrid car with The hybrid vehicle according to claim 1,
When the electric travel priority mode is selected and the operation of the internal combustion engine is stopped, the control means is configured such that the remaining capacity of the power storage means is lower than the lower limit remaining capacity, which is a predetermined fixed value. The internal combustion engine, the power generation means, and the electric motor are controlled so that the driving power based on the set required driving force can be obtained while being maintained within the range up to the capacity, and the electric driving priority mode is selected. When the internal combustion engine is in operation, the remaining capacity of the power storage means becomes equal to or greater than a predetermined value larger than the lower limit remaining capacity, and traveling power based on the set required driving force is obtained. A hybrid vehicle that controls the internal combustion engine, the power generation means, and the electric motor. The hybrid vehicle according to claim 2,
The hybrid vehicle is set so that the lower limit value during engine operation is not less than the lower limit remaining capacity. The hybrid vehicle according to any one of claims 1 to 3,
Connected to three shafts of a predetermined axle for transmitting power to the engine shaft and drive wheels of the internal combustion engine and a predetermined rotating shaft, and power based on power input / output to / from any two of these three shafts. It further comprises power distribution and integration means for inputting and outputting to the remaining shaft,
The power generation means is a power generation motor that can input and output power to the predetermined rotating shaft and can exchange power with the power storage means.
The electric motor is a hybrid vehicle capable of inputting and outputting power to the axle or another axle different from the axle. In the hybrid vehicle according to claim 4,
The power distribution and integration means includes a first element connected to the engine shaft of the internal combustion engine, a second element connected to the rotating shaft of the generator motor, and a third element connected to the predetermined axle. And a hybrid vehicle which is a planetary gear mechanism configured such that these three elements can be differentially rotated with respect to each other. An internal combustion engine capable of outputting power for traveling; power generation means capable of generating power using at least part of the power from the internal combustion engine; an electric motor capable of outputting power for travel; the power generation means and the electric motor; Priority is given to power storage means configured to be able to exchange electric power and to be charged by electric power from an external power source, and electric driving in which driving of the internal combustion engine is stopped and driving power is output only from the electric motor And a mode selection means for allowing the driver to select the electric driving priority mode to be executed and to cancel the selection,
When the selection of the electric travel priority mode is canceled and the operation of the internal combustion engine is stopped, the remaining capacity at the time of release, which is the remaining capacity of the power storage means when the selection of the electric travel priority mode is canceled The internal combustion engine, the power generation means, and the electric motor are controlled so that the remaining capacity of the power storage means is maintained within a predetermined range centered and traveling power based on the required driving force required for traveling is obtained. When the selection of the electric travel priority mode is canceled and the internal combustion engine is operated, the engine operation is such that the remaining capacity of the power storage means is larger than a lower limit value of a predetermined range centered on the remaining capacity at the time of cancellation Controlling the internal combustion engine, the power generation means, and the electric motor so as to obtain driving power based on the required driving force while being equal to or greater than a time lower limit value;
Control method of hybrid vehicle including

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