JP2010089747A - Hybrid vehicle and method of controlling the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To estimate engine torque pulsation more properly to further reduce an influence of the torque pulsation on a vehicle. <P>SOLUTION: Estimated torque Teest that is estimated to be actually outputted from an engine is multiplied by a correction coefficient α to a set pulsation amplitude Ap (S190). Also, a pulsation offset phase θpo is set based on engine speed Ne and ignition timing θf (S200). Estimated pulsation torque Tpls is set as sinusoidal torque based on the pulsation amplitude Ap, the pulsation offset phase θpo, and a crank angle θe (S210). Torque commands Tm1*, Tm2* for two motors are set in such a way as to keep the set estimated torque Tpls from affecting the vehicle (S220-S250). The engine and the two motors are controlled so that the two motors are driven at the required torques Tm1*, Tm2* so that the engine is operated at a desired operating point (S260). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle and a control method therefor, and more specifically, an internal combustion engine, a generator that inputs and outputs power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator. A three-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from any two of the three shafts, and an electric motor for inputting / outputting power to / from the drive shaft The present invention relates to a hybrid vehicle including a power storage means capable of exchanging electric power with a generator and an electric motor, and a control method thereof.

Conventionally, this type of hybrid vehicle includes an engine capable of outputting driving power to the axle via an automatic transmission and a motor capable of inputting / outputting power to the output shaft of the engine, and the estimated output and rotation of the engine. A system has been proposed in which a map is used based on the number, the transmission ratio of the automatic transmission, the average torque of the motor, etc., and the amplitude and the offset phase are set to output a sinusoidal torque from the motor (for example, patents). Reference 1). In this hybrid vehicle, such control suppresses the transmission of torque pulsation associated with engine explosion combustion to the axle.
JP 2001-136605 A

  Thus, in such a hybrid vehicle, it is considered as one of the problems to suppress the torque pulsation of the engine from affecting the vehicle, and it is desired to perform control by estimating the torque pulsation more appropriately. ing. In the hybrid vehicle described above, the engine torque pulsation is estimated using a plurality of parameters and maps, but it is also desired to estimate the engine torque pulsation by a method different from such a method.

  The main object of the hybrid vehicle and the control method thereof according to the present invention is to more appropriately estimate the torque pulsation of the internal combustion engine and further suppress the torque pulsation from affecting the vehicle.

  The hybrid vehicle of the present invention and its control method employ the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
An internal combustion engine, a generator for inputting / outputting power, a drive shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotation shaft of the generator, and any one of the three shafts. 3-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from the shaft, an electric motor for inputting / outputting power to / from the drive shaft, and exchange of electric power with the generator and the motor A hybrid vehicle comprising:
Output shaft rotational speed detection means for detecting an output shaft rotational speed that is the rotational speed of the output shaft;
Requested torque setting means for setting a requested torque required for the drive shaft;
Target power setting means for setting target power to be output from the internal combustion engine based on the set required torque;
Target operation point setting means for setting a target operation point consisting of a target rotational speed and a target torque for operating the internal combustion engine based on the set target power;
An amplitude is set by multiplying an engine torque, which is a torque output from the internal combustion engine, by a correction coefficient, and an offset phase is set based on the detected output shaft rotational speed and the ignition timing of the internal combustion engine. Torque pulsation estimating means for estimating the torque pulsation of the internal combustion engine as a sinusoidal torque by setting the phase based on the set offset phase and the rotational position of the output shaft of the internal combustion engine;
Pulsation suppression torque for suppressing the estimated torque pulsation to a rotational speed control torque that is a torque to be output from the generator so that the internal combustion engine is operated at a target rotational speed at the set target operating point. And a generator torque command setting means for setting a generator torque command that is a torque command of the generator,
A torque obtained by subtracting the torque acting on the drive shaft from the set required torque when the internal combustion engine and the generator are controlled so that the internal combustion engine is operated at the set target operating point. Motor torque command setting means for setting a motor torque command that is a torque command of the motor to be output from the motor to the drive shaft;
The internal combustion engine is operated at the set target operation point, and the internal combustion engine and the generator are controlled so as to be driven by the set generator torque command, and the set electric motor Control means for controlling the electric motor so that the electric motor is driven by a torque command;
It is a summary to provide.

  In this hybrid vehicle of the present invention, the target power to be output from the internal combustion engine is set based on the required torque required for the drive shaft connected to the axle, and the target to operate the internal combustion engine based on the set target power Set the target operating point consisting of the rotational speed and the target torque, set the amplitude by multiplying the engine torque, which is the torque output from the internal combustion engine, by the correction coefficient, and output shaft rotation, which is the rotational speed of the output shaft of the internal combustion engine The offset pulsation of the internal combustion engine is set to a sinusoidal torque by setting the offset phase based on the number and the ignition timing of the internal combustion engine and setting the phase based on the set offset phase and the rotational position of the output shaft of the internal combustion engine. Estimate as Then, the pulsation suppression torque for suppressing the estimated torque pulsation is added to the rotational speed control torque that is the torque that should be output from the generator so that the internal combustion engine is operated at the target rotational speed at the set target operational point. Set the generator torque command, which is the torque command of the generator, and subtract the torque acting on the drive shaft from the required torque when the internal combustion engine and generator are controlled so that the internal combustion engine is operated at the set target operating point. The motor torque command, which is the torque command of the motor, is set so that the torque obtained from the motor is output to the drive shaft, the internal combustion engine is operated at the set target operating point, and the generator is operated by the set generator torque command. The internal combustion engine and the generator are controlled so as to be driven, and the electric motor is controlled such that the electric motor is driven according to the set motor torque command. Accordingly, it is possible to more appropriately estimate the torque pulsation of the internal combustion engine and further suppress the torque pulsation from affecting the vehicle. Of course, it is possible to travel by outputting the required torque to the drive shaft. The “three-axis power input / output means” includes a single pinion type or double pinion type planetary gear mechanism, a differential gear, and the like.

  In such a hybrid vehicle of the present invention, the torque pulsation estimating means calculates the engine power output from the internal combustion engine by applying temporary delay compensation and dead time compensation to the set target power, and calculates the engine The engine torque may be calculated by dividing power by the detected output shaft speed, and the torque pulsation of the internal combustion engine may be estimated using the calculated engine torque. This is based on the assumption that the output from the internal combustion engine is delayed with respect to the control command. In this way, the torque pulsation of the internal combustion engine can be estimated more appropriately.

  In the hybrid vehicle of the present invention, the generator torque command setting means is such that the torque output from the electric motor is within a predetermined range including a value of 0, and the detected output shaft rotational speed is less than the predetermined rotational speed. When the predetermined condition is satisfied, the rotational speed control torque and the pulsation suppression torque are added to set the generator torque command, and when the predetermined condition is not satisfied, the rotational speed control torque is set to the generator torque command. It can also be a means to set as This is because the torque pulsation of the internal combustion engine tends to affect the vehicle when the torque output from the electric motor is near 0, and the magnitude of the torque pulsation of the internal combustion engine tends to decrease when the output shaft speed is high. Based on that there is. In this case, the predetermined condition is a condition in which the first range is set as the predetermined range and the first rotational speed is set as the predetermined rotational speed when the internal combustion engine is under load operation. A condition in which a second range smaller than the first range is set as the predetermined range and a second rotational speed smaller than the first rotational speed is set as the predetermined rotational speed when the vehicle is operating independently. It can also be. This is based on the fact that the torque pulsation is considered to be smaller when the internal combustion engine is operating independently than when the internal combustion engine is operating under load. In this case, the predetermined range may be set with hysteresis, and the predetermined rotation speed may be set with hysteresis. In this way, it is possible to suppress hunting that frequently changes the torque command of the generator.

The hybrid vehicle control method of the present invention includes:
An internal combustion engine, a generator for inputting / outputting power, a drive shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotation shaft of the generator, and any one of the three shafts. 3-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from the shaft, an electric motor for inputting / outputting power to / from the drive shaft, and exchange of electric power with the generator and the motor And a power storage means capable of controlling a hybrid vehicle comprising:
(A) setting a target power to be output from the internal combustion engine based on a required torque required for the drive shaft;
(B) setting a target operating point consisting of a target rotational speed and a target torque for operating the internal combustion engine based on the set target power;
(C) The amplitude is set by multiplying the engine torque, which is the torque output from the internal combustion engine, by a correction coefficient, and based on the output shaft rotational speed, which is the rotational speed of the output shaft, and the ignition timing of the internal combustion engine. By setting the offset phase and setting the phase based on the set offset phase and the rotational position of the output shaft of the internal combustion engine, the torque pulsation of the internal combustion engine is estimated as a sinusoidal torque,
(D) Pulsation suppression for suppressing the estimated torque pulsation to a rotational speed control torque that is a torque to be output from the generator so that the internal combustion engine is operated at a target rotational speed at the set target operating point. Add the torque and set the generator torque command, which is the torque command of the generator,
(E) A torque obtained by subtracting a torque acting on the drive shaft from the required torque when the internal combustion engine and the generator are controlled so that the internal combustion engine is operated at the set target operation point. Set a motor torque command that is a torque command of the motor to be output from the motor to the drive shaft,
(F) controlling the internal combustion engine and the generator so that the internal combustion engine is operated at the set target operation point and the generator is driven by the set generator torque command; Controlling the electric motor so that the electric motor is driven by a torque command;
This is the gist.

  In the hybrid vehicle control method of the present invention, the target power to be output from the internal combustion engine is set based on the required torque required for the drive shaft connected to the axle, and the internal combustion engine is operated based on the set target power. The target operating point consisting of the target rotational speed and the target torque to be set is set, the amplitude is set by multiplying the engine torque, which is the torque output from the internal combustion engine, by a correction coefficient, and the rotational speed of the output shaft of the internal combustion engine. The offset phase is set based on the output shaft speed and the ignition timing of the internal combustion engine, and the torque pulsation of the internal combustion engine is sine by setting the phase based on the set offset phase and the rotational position of the output shaft of the internal combustion engine. Estimated as wave torque. Then, the pulsation suppression torque for suppressing the estimated torque pulsation is added to the rotational speed control torque that is the torque that should be output from the generator so that the internal combustion engine is operated at the target rotational speed at the set target operational point. Set the generator torque command, which is the torque command of the generator, and subtract the torque acting on the drive shaft from the required torque when the internal combustion engine and generator are controlled so that the internal combustion engine is operated at the set target operating point. The motor torque command, which is the torque command of the motor, is set so that the torque obtained from the motor is output to the drive shaft, the internal combustion engine is operated at the set target operating point, and the generator is operated by the set generator torque command. The internal combustion engine and the generator are controlled so as to be driven, and the electric motor is controlled such that the electric motor is driven according to the set motor torque command. Accordingly, it is possible to more appropriately estimate the torque pulsation of the internal combustion engine and suppress the torque pulsation from affecting the vehicle. Of course, it is possible to travel by outputting the required torque to the drive shaft.

  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 according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire vehicle.

  The engine 22 is a four-cylinder internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. For example, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 performs fuel injection control, ignition control, and suction. Receives operational control such as air volume control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank angle θe from a crank position sensor 23 that detects a crank angle of the crankshaft 26 of the engine 22. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank angle θe from the crank position sensor 23.

  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 input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The 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 power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled 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 thus configured hybrid vehicle 20 of the embodiment 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 crank angle θe of the crankshaft 26, the engine. A process of inputting data necessary for control, such as the rotational speed Ne of the engine 22, the ignition timing θf of the engine 22, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, and the output torque Tm2 of the motor MG2 is executed (step S100). Here, the crank angle θe, the rotational speed Ne of the engine 22 and the ignition timing θf are those detected by the crank position sensor 23, those calculated based on the detected crank angle θe, and ignition control of the engine 22 is performed. At this time, what is set according to the operating state of the engine 22 is input from the engine ECU 24 by communication. Further, 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. It was supposed to be. Further, as the output torque Tm2 of the motor MG2, a value calculated based on a phase current applied to the motor MG2 detected by a current sensor (not shown) is input from the motor ECU 40 by communication. As the output torque Tm2 of the motor MG2, the torque command (previous Tm2 *) of the motor MG2 previously set in this routine may be used.

  When the data is thus input, 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 as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational 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, a target rotational speed Ne * and a target torque Te * are set as operating points at which the engine 22 should be operated based on the set required power Pe * (step S120). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 4 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, the vibration suppression control execution flag F is set by the flag setting process illustrated in FIG. 5 (step S130). Here, the vibration suppression control execution flag F is set to a value of 1 when it is determined that it is necessary to perform vibration suppression control, which will be described later, to suppress the torque pulsation associated with the explosion combustion of the engine 22 from affecting the vehicle. The flag is set to a value of 0 when it is determined that the vibration suppression control need not be performed. Hereinafter, the description of the drive control routine of FIG. 2 will be temporarily interrupted, and the flag setting process of FIG. 5 will be described.

  In the flag setting process, first, the operating state of the engine 22 is checked (step S300). When the engine 22 is stopped, it is determined that it is not necessary to perform vibration suppression control, and a value 0 is set to the vibration suppression control execution flag F. After setting (step S340), the flag setting process is terminated. When the engine 22 is under load operation, the value T1 is set to the threshold value Tref, the value N1 is set to the threshold value Nref (step S310), and the absolute value of the output torque Tm2 of the motor MG2 is compared with the threshold value Tref. (Step S320), the rotation speed Ne of the engine 22 is compared with a threshold value Nref (Step S330). When the absolute value of the output torque Tm2 of the motor MG2 is equal to or greater than the threshold value Tref, or even when the absolute value of the output torque Tm2 is less than the threshold value Tref, the vibration suppression control is performed. It is determined that it is not necessary, and the value 0 is set in the vibration suppression control execution flag F (step S340), the flag setting process is terminated, and the engine 22 rotates when the absolute value of the output torque Tm2 of the motor MG2 is less than the threshold Tref When the number Ne is less than the threshold value Nref, it is determined that the vibration suppression control needs to be performed, a value 1 is set to the vibration suppression control execution flag F (step S350), and the flag setting process is terminated. This is because when the output torque Tm2 of the motor MG2 is small, the influence of the torque pulsation of the engine 22 on the output torque Tm2 becomes large, and abnormal noise such as rattling noise due to the torque pulsation is likely to occur in the reduction gear 35 and the like. This is based on the fact that when the rotation speed Ne of the engine 22 is large, the period of explosion combustion is shortened, so that the magnitude of torque pulsation tends to be small. Therefore, the values T1 and N1 are values near the lower limit value of the output torque Tm2 of the motor MG2 within a range in which the driver and the occupant do not feel uncomfortable due to torque pulsation when the engine 22 is being loaded. As values near the lower limit value of the rotational speed Ne, values determined in advance through experiments or the like can be used. Further, when the engine 22 is operating independently, a value T2 smaller than the value T1 is set as the threshold value Tref, and a value N2 smaller than the value N1 is set as the threshold value Nref (step S360). To finish the flag setting process. Here, the values T2 and N2 include values near the lower limit value of the output torque Tm2 of the motor MG2 within a range in which the driver and the occupant do not feel uncomfortable due to torque pulsation when the engine 22 is operating independently. As the values near the lower limit of the rotation speed Ne, values determined in advance through experiments or the like can be used. Thus, when the engine 22 is operating independently, the thresholds Tref and Nref are the values T2 and N2 smaller than the values T1 and N1 used when the engine 22 is operating under load. This is based on the fact that the magnitude of torque pulsation tends to be smaller when the engine is in operation than when it is operated under load. By setting the vibration suppression control execution flag F in this way, it can be more appropriately determined whether or not it is necessary to suppress the torque pulsation of the engine 22 from affecting the vehicle.

  The flag setting process has been described above. Returning to the description of the operation control routine of FIG. When the vibration suppression control execution flag F is set in step S130, the value of the set vibration suppression control execution flag F is checked (step S140). When the vibration suppression control execution flag F is 0, that is, when vibration suppression control is not performed. 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 are used to obtain the target rotational speed of the motor MG1 by the following equation (1). Based on the calculated target rotational speed Nm1 *, the input rotational speed Nm1 of the motor MG1, the target torque Te * of the engine 22, and the gear ratio ρ of the power distribution and integration mechanism 30 based on the calculated target rotational speed Nm1 * A torque command Tm1 * for MG1 is calculated (step S150). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 shows an example of 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 (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term. Here, since the target rotational speed Nm1 * of the motor MG1 is set so that the engine 22 is operated at the target rotational speed Ne *, this equation (2) is for rotating the engine 22 at the target rotational speed Ne *. It also corresponds to the relational expression.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * =-ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  Then, the torque command Tm1 * set as the required torque Tr * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further divided by the gear ratio Gr of the reduction gear 35 to obtain the torque to be output from the motor MG2. A temporary torque Tm2tmp, which is a temporary value, is calculated by the following equation (3) (step S160), and the set temporary torque Tm2tmp is limited by torque limits Tm2min and Tm2max as upper and lower limits of torque that may be output from the motor MG2. Then, a torque command Tm2 * for the motor MG2 is set (step S250). Here, Expression (3) can be easily derived from the alignment chart of FIG. In the embodiment, the torque limits Tm2min and Tm2max are the differences between the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win and Wout and the torque command Tm1 * by the current rotational speed Nm1 of the motor MG1. The value set by dividing by the rotation speed Nm2 of the motor MG2 is used.

  Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S260), and the drive control routine is terminated. 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. Here, as the ignition control, the ignition timing θf is set and the ignition timing θf is set by correcting the basic timing (for example, 5 degrees before the top dead center of the compression stroke) in consideration of the ignition delay and the combustion state. This is performed by transmitting an ignition command to an ignition device (not shown) of the engine 22 based on θf and the crank angle θe. 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. By such control, the engine 22 can be efficiently operated to output the required torque Tr * to the ring gear shaft 32a serving as a drive shaft. Further, the control can be simplified by not performing the vibration suppression control.

  When the damping control execution flag F is 1 in step S140, that is, when damping control is performed, it is assumed that the required power Pe * of the engine 22 is subjected to first-order lag compensation and dead time compensation and is output from the engine 22. The estimated estimated power Pest is set (step S170), and the estimated torque Test estimated to be output from the engine 22 is calculated by dividing the set estimated power Pest by the rotation speed Ne of the engine 22 (step S170). S180). Here, the first-order lag compensation and the dead time compensation use a first-order lag constant and a dead time determined in advance through experiments or the like as a relationship in which the power actually output from the engine 22 is delayed with respect to the required power Pe *. It was supposed to be done. As a result, the estimated power Peest and the estimated torque Test can be set in consideration of the delay of power and torque actually output from the engine 22 with respect to the control command to the engine 22.

  Then, a pulsation amplitude Ap indicating the magnitude of torque pulsation of the engine 22 is set by multiplying the set estimated torque Test by the correction coefficient α (step S190), and based on the rotational speed Ne of the engine 22 and the ignition timing θf. Then, a pulsation offset phase θpo indicating a phase difference of torque pulsation with respect to the crank angle θe of the engine 22 is set (step S200), and the engine 22 is expressed by the following equation (4) based on the pulsation amplitude Ap, pulsation offset phase θpo, and crank angle θe. Estimated pulsation torque Tpls estimated as torque pulsation is set (step S210). That is, the torque pulsation of the engine 22 is periodically generated according to the timing of explosion combustion for each cylinder of the engine 22, and therefore the torque pulsation of the engine 22 is estimated as a sinusoidal torque by setting the amplitude and phase. . Here, as the correction coefficient α, a value determined in advance through experiments or the like is used as a ratio of the amplitude of the torque pulsation to the estimated torque Test so that the correction coefficient α tends to decrease as the rotational speed Ne of the engine 22 increases. Further, in the embodiment, the pulsation offset phase θpo is stored in the ROM 74 as a pulsation offset phase setting map by predetermining the relationship among the rotational speed Ne of the engine 22, the ignition timing θf, and the pulsation offset phase θpo. When the rotation speed Ne and the ignition timing θf are given, the corresponding pulsation offset phase θpo is derived and set from the stored map. FIG. 7 shows an example of a pulsation offset phase setting map. As shown in the figure, the pulsation offset phase θpo is set so as to increase as the ignition timing θf increases (slower) and to decrease as the engine speed Ne increases. This is because if the rotation speed Ne of the engine 22 is the same, the phase difference of the torque pulsation with respect to the crank angle θe of the engine 22 becomes larger as the ignition timing θf is larger (slower), and the ignition delay is taken into account. Since the ignition timing θf is set to be smaller (earlier) as the rotational speed Ne is larger, the phase difference of the torque pulsation with respect to the crank angle θe is smaller as the rotational speed Ne of the engine 22 is larger. In general, the magnitude of torque pulsation of the engine 22 increases proportionally as the torque output from the engine 22 increases, and the timing at which torque pulsation occurs varies depending on the rotational speed Ne of the engine 22 and the ignition timing θf. By setting the pulsation amplitude Ap according to the estimated torque Test and setting the pulsation offset phase θpo based on the engine speed Ne and the ignition timing θf, the amplitude and phase of the torque pulsation can be estimated more appropriately. can do. Therefore, by setting the estimated pulsation torque Tpls as a sinusoidal torque based on the pulsation amplitude Ap and the pulsation offset phase θpo thus set, the torque pulsation of the engine 22 can be estimated more appropriately. The pulsation amplitude Ap is set so as to increase as the rotational speed Ne of the engine 22 increases, instead of the processing of steps S170 to S190 when the engine 22 is operating independently.

  Tpls = Ap ・ sin (2 ・ θe + θpo) (4)

  When the estimated pulsation torque Tpls of the engine 22 is thus set, the target rotational speed Nm1 * of the motor MG1 is calculated by the above-described equation (1) and output from the motor MG1 so that the engine 22 is operated at the target rotational speed Ne *. As the torque, the temporary torque Tm1tmp is calculated using an equation in which the torque command Tm1 * in the above equation (2) is replaced with the temporary torque Tm1tmp (step S220), and the estimated pulsating torque Tpls of the engine 22 is canceled to the calculated temporary torque Tm1tmp. The torque command Tm1 * of the motor MG1 is set by the following equation (5) (step S230), and the required torque Tr * is output to the ring gear shaft 32a as the drive shaft using the temporary torque Tm1tmp. The torque command Tm1 * in the equation (3) is changed to the temporary torque Tm1tmp. The temporary torque Tm2tmp is calculated from the replaced expression (step S240), the set temporary torque Tm2tmp is limited by the torque limits Tm2min and Tm2max, and the torque command Tm2 * of the motor MG2 is set (step S250). The rotational speed Ne * and the target torque Te * are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S260), and the drive control routine ends. Here, equation (5) can be easily derived from the alignment chart of FIG. In this way, by setting the torque command Tm1 * of the motor MG1 and performing vibration suppression control by the motor MG1, the torque pulsation of the engine 22 is estimated more appropriately and the torque pulsation is more effectively prevented from affecting the vehicle. Can do. Further, by performing vibration suppression control by the motor MG1, it is possible to suppress the generation of noise such as rattling noise in the reduction gear 35 or the like when the output torque Tm2 output from the motor MG2 is small.

  Tm1 * = Tm1tmp + ρ ・ Tpls / (1 + ρ) (5)

  According to the hybrid vehicle 20 of the embodiment described above, the pulsation amplitude Ap is set by multiplying the estimated torque Test estimated to be actually output from the engine 22 by the correction coefficient α and the rotational speed Ne of the engine 22. And the ignition timing θf are set to the pulsation offset phase θpo, the estimated pulsation torque Tpls is set as a sine wave torque based on the pulsation amplitude Ap, the pulsation offset phase θpo, and the crank angle θe. A torque command Tm1 * for the motor MG1 is set by adding a torque for canceling the estimated pulsation torque Tpls of the engine 22 to the temporary torque Tm1tmp to be output from the motor MG1 so that the motor MG1 is operated at several Ne *. Motor MG so that required torque Tr * is output to ring gear shaft 32a Since the torque command Tm2 * of 2 is set and the engine 22 and the motors MG1 and MG2 are controlled, it is possible to more appropriately estimate the torque pulsation of the engine 22 and further suppress the torque pulsation from affecting the vehicle. . Further, the estimated power Peest is set by subjecting the required power Pe * of the engine 22 to first-order lag compensation and dead time compensation, and the estimated torque Peest is set by dividing the set estimated power Peest by the rotational speed Ne of the engine 22. Therefore, the estimated torque Test can be set in consideration of the delay with respect to the control command to the engine 22, and the estimated pulsation torque Tpls can be set more appropriately.

  In the hybrid vehicle 20 of the embodiment, the estimated torque Peest is set and set by dividing the estimated power Peest obtained by subjecting the required power Pe * of the engine 22 to first-order lag compensation and dead time compensation by the rotational speed Ne of the engine 22. The estimated pulsation torque Tpls is calculated based on the estimated torque Test. However, the target torque Te * of the engine 22 is subjected to first-order lag compensation and dead time compensation to calculate the estimated torque Test and to the calculated estimated torque Test. The estimated pulsation torque Tpls may be calculated on the basis of this, or the estimated pulsation torque Tpls may be calculated using the target torque Te * of the engine 22 as the estimated torque Test.

  In the hybrid vehicle 20 of the embodiment, the engine 22 is configured as a four-cylinder internal combustion engine. However, the number of cylinders is not limited to four, and the number of cylinders is three or less or five or more. It may be configured as an internal combustion engine. In this case, the coefficient multiplied by the crank angle θe in the above-described equation (4) may be the number of explosion combustions during one rotation of the crankshaft 26. For example, in the case of an in-line type internal combustion engine, the number of cylinders is set. The value divided by 2 can be used.

  In the hybrid vehicle 20 of the embodiment, the estimated pulsation torque Tpls of the engine 22 is calculated based on the crank angle θe. However, as shown in the following equation (6), the rotational speed of the engine 22 is substituted for the crank angle θe. It may be set based on Ne and the time t after the crank angle θe of the engine 22 reaches a predetermined angle. In this way, the estimated pulsation torque Tpls can be calculated more appropriately even when the resolution of the crank position sensor 23 is low.

  Tpls = Ap ・ sin [2 ・ (2 ・ π ・ Ne ・ t) + θpo] (6)

  In the hybrid vehicle 20 of the embodiment, the vibration suppression control is performed when the absolute value of the output torque Tm2 of the motor MG2 is less than the threshold value Tref and the rotational speed Ne of the engine 22 is less than the threshold value Nref. However, the output torque of the motor MG2 Vibration suppression control may be performed regardless of Tm2 or the rotational speed Ne of the engine 22. The determination as to whether or not to perform such vibration suppression control may be performed using other parameters such as the vehicle speed V instead of or in addition to the output torque Tm2 of the motor MG2 and the rotational speed Ne of the engine 22.

  In the hybrid vehicle 20 of the embodiment, as the threshold values Tref and Nref used for the flag setting process, the values T1 and N1 are used when the engine 22 is in a load operation, and smaller than the values T1 and N1 when the engine 22 is operating independently. Although the values T2 and N2 are used, the values T1 and N1 may be used uniformly regardless of the operating state of the engine 22. The threshold values Tref and Nref may be set with hysteresis. For example, when the vibration suppression control execution flag F is 1, the value T3 is greater than the values T1 and N1 when the engine 22 is under load operation. , N3, and values T4 and N4 larger than the values T2 and N2 may be used when the engine 22 is operating independently. By doing so, it is possible to suppress hunting in which the value of the vibration suppression control execution flag F changes frequently.

  In the hybrid vehicle 20 of the embodiment, the torque command Tm1 * of the motor MG1 is set based on the target torque Te * of the engine 22, but the torque of the motor MG1 is replaced with the estimated torque Test instead of the target torque Te *. The command Tm1 * may be set. In this case, the estimated torque Tee is calculated even when the vibration suppression control execution flag F is 0, and the torque of the motor MG1 is calculated by replacing the target torque Te * with the estimated torque Test in the above equation (2). The command Tm1 * may be set. In this way, the torque command Tm1 * of the motor MG1 can be set so that the engine 22 is more appropriately operated at the target rotational speed Ne * based on the torque estimated to be actually output from the engine 22. .

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35. However, the motor MG2 may be directly attached to the ring gear shaft 32a, or Instead, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a 2-speed, 3-speed, or 4-speed.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 8) 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).

  Moreover, although the content of the present invention has been described as the hybrid vehicle 20 in the embodiment, it may be in the form of a control method for such a hybrid vehicle.

  Here, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the power distribution / integration mechanism 30 corresponds to a “three-axis power input / output unit”, and the motor MG2 corresponds to a “motor”. The battery 50 corresponds to the “power storage means”, and the crank position sensor 23 that detects the crank angle θe of the crankshaft 26 and the engine that calculates the rotational speed Ne of the engine 22 based on the detected crank angle θe. The ECU 24 corresponds to the “output shaft speed detection means”, and performs the process of step S110 of the drive control routine of FIG. 2 for setting the required torque Tr * based on the accelerator opening Acc and the vehicle speed V. The control unit 70 corresponds to “required torque setting means”. The battery 5 is obtained by multiplying the required torque Tr * by the rotational speed Nr of the ring gear shaft 32a. The hybrid electronic control unit 70 that executes the process of step S110 of the drive control routine of FIG. 2 that sets the required power Pe * as the sum of the charge / discharge required power Pb * and the loss Loss required by 0 is “target power setting means”. In step S120 of the drive control routine of FIG. 2 for setting the target rotational speed Ne * and the target torque Te * of the engine 22 based on the operation line for efficiently operating the engine 22 and the required power Pe *. The hybrid electronic control unit 70 that executes the processing corresponds to “target operating point setting means”, and sets the pulsation amplitude Ap by multiplying the estimated torque Test estimated to be output from the engine 22 by the correction coefficient α. And the pulsation offset phase θpo based on the rotational speed Ne of the engine 22 and the ignition timing θf. The hybrid electronic control for executing steps S170 to S210 of the drive control routine of FIG. 2 for setting the estimated pulsation torque Tpls as a sinusoidal torque based on the fixed pulsation amplitude Ap, pulsation offset phase θpo, and crank angle θe. The unit 70 corresponds to “torque pulsation estimation means”, and a torque for canceling the estimated pulsation torque Tpls of the engine 22 is added to the temporary torque Tm1tmp to be output from the motor MG1 so that the engine 22 is operated at the target rotational speed Ne *. In addition, the hybrid electronic control unit 70 that executes the processing of steps S220 and S230 of the drive control routine of FIG. 2 for setting the torque command Tm1 * of the motor MG1 corresponds to the “generator torque command setting means”, and is the target operating point. The engine 22 is operated at the torque command Tm1 * Steps S240 and 250 of the drive control routine of FIG. 2 for setting the torque command Tm2 * of the motor MG2 so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft when the motor MG1 is driven. The hybrid electronic control unit 70 to be executed corresponds to “motor torque command competing means”, and transmits the target rotational speed Ne * and the target torque Te * to the engine ECU 24 and torque commands Tm1 *, Tm2 of the motors MG1, MG2. 2 that transmits * to the motor ECU 40, the hybrid electronic control unit 70 that executes the process of step S260 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 *; Motors MG1, MG2 based on torque commands Tm1 *, Tm2 * And a motor ECU40 to control corresponds to the "control means".

  Here, the “internal combustion engine” is not limited to a four-cylinder 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 “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 and integration mechanism 30 described above, but uses a double pinion planetary gear mechanism, a combination of a plurality of planetary gear mechanisms, or a differential gear. Any one of the three shafts connected to the three shafts of the drive shaft connected to the axle, the output shaft of the internal combustion engine, and the rotating shaft of the generator, such as those having an operation action different from that of the planetary gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used. The “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a generator and an electric motor such as a capacitor. The “output shaft rotational speed detection means” is not limited to one that detects the crank angle θe of the crankshaft 26 and calculates the rotational speed Ne of the engine 22 based on the detected crank angle θe. As long as it detects the output shaft rotational speed, which is the rotational speed of the motor, any method may be used. The “required torque 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. In the case where the travel route is preset, the required torque is set based on the travel position on the travel route, as long as the required torque required for the drive shaft is set. Absent. As the “target power setting means”, the required power Pe * is set as the sum of the required torque Tr * multiplied by 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. However, the present invention is not limited to this, and any configuration may be used as long as the target power to be output from the internal combustion engine is set based on the required torque. The “target operation point setting means” is limited to one that sets the target rotational speed Ne * and the target torque Te * of the engine 22 based on the operation line for efficiently operating the engine 22 and the required power Pe *. Instead of this, any method may be used as long as it sets a target operating point consisting of a target rotational speed and a target torque for operating the internal combustion engine based on the target power. The “torque pulsation estimating means” sets the pulsation amplitude Ap by multiplying the estimated torque Test estimated to be output from the engine 22 by the correction coefficient α, and sets the rotational speed Ne of the engine 22 and the ignition timing θf. The pulsation offset phase θpo is set based on the pulsation amplitude Ap, the pulsation offset phase θpo, and the crank angle θe, and the pulsation offset phase θpo is not limited to setting the estimated pulsation torque Tpls as a sine wave torque. The amplitude is set by multiplying the engine torque, which is the generated torque, by the correction coefficient, and the offset phase is set based on the detected output shaft rotational speed and the ignition timing of the internal combustion engine, and the set offset phase and the internal combustion engine By setting the phase based on the rotational position of the output shaft, the torque pulsation of the internal combustion engine Any method may be used as long as it can be estimated as torque. As the “generator torque command setting means”, a torque for canceling the estimated pulsating torque Tpls of the engine 22 is added to the temporary torque Tm1tmp to be output from the motor MG1 so that the engine 22 is operated at the target rotational speed Ne * It is not limited to the one that sets the torque command Tm1 * of the motor MG1, but for the rotational speed control that is the torque that should be output from the generator so that the internal combustion engine is operated at the target rotational speed at the set target operating point. Any generator torque command may be used as long as a pulsation suppression torque for suppressing the estimated torque pulsation is added to the torque to set a generator torque command that is a torque command of the generator. As the “motor torque command setting means”, the required torque Tr * is output to the ring gear shaft 32a as the drive shaft when the engine 22 is operated at the target operation point and the motor MG1 is driven by the torque command Tm1 *. The torque acting on the drive shaft when the internal combustion engine and the generator are controlled so that the internal combustion engine is operated at the set target operation point is not limited to the one that sets the torque command Tm2 * of the motor MG2. As long as the motor torque command, which is the torque command of the motor, is set so that the torque obtained by subtracting the required torque from the motor is output from the motor to the drive shaft, any method may be used. 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”, the engine 22 is operated with the set target rotational speed Ne * and the target torque Te * and the motors MG1 and MG2 are driven with the torque commands Tm1 * and Tm2 *. And the motors MG1, MG2 are not limited to those that control the internal combustion engine so that the internal combustion engine is operated at the set target operation point and the generator is driven by the set generator torque command. Any device may be used as long as it controls the generator and controls the motor so that the motor is driven by the set motor torque command.

  Note that the correspondence between the main elements of the embodiment and the modified example and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Since this is an example for specifically describing the best mode for carrying out the invention, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  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 hybrid vehicles.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to 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 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. 5 is a flowchart showing an example of flag setting processing executed by the hybrid electronic control unit 70. 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; It is explanatory drawing which shows an example of the map for pulsation offset phase setting. FIG. 10 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

  20, 120 Hybrid vehicle, 22 engine, 23 crank position sensor, 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, 34a carrier shaft, 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 driving wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 RO , 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (6)

An internal combustion engine, a generator for inputting / outputting power, a drive shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotation shaft of the generator, and any one of the three shafts. 3-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from the shaft, an electric motor for inputting / outputting power to / from the drive shaft, and exchange of electric power with the generator and the motor A hybrid vehicle comprising:
Output shaft rotational speed detection means for detecting an output shaft rotational speed that is the rotational speed of the output shaft;
Requested torque setting means for setting a requested torque required for the drive shaft;
Target power setting means for setting target power to be output from the internal combustion engine based on the set required torque;
Target operation point setting means for setting a target operation point consisting of a target rotational speed and a target torque for operating the internal combustion engine based on the set target power;
An amplitude is set by multiplying an engine torque, which is a torque output from the internal combustion engine, by a correction coefficient, and an offset phase is set based on the detected output shaft rotational speed and the ignition timing of the internal combustion engine. Torque pulsation estimating means for estimating the torque pulsation of the internal combustion engine as a sinusoidal torque by setting the phase based on the set offset phase and the rotational position of the output shaft of the internal combustion engine;
Pulsation suppression torque for suppressing the estimated torque pulsation to a rotational speed control torque that is a torque to be output from the generator so that the internal combustion engine is operated at a target rotational speed at the set target operating point. And a generator torque command setting means for setting a generator torque command that is a torque command of the generator,
A torque obtained by subtracting the torque acting on the drive shaft from the set required torque when the internal combustion engine and the generator are controlled so that the internal combustion engine is operated at the set target operating point. Motor torque command setting means for setting a motor torque command that is a torque command of the motor to be output from the motor to the drive shaft;
The internal combustion engine is operated at the set target operation point, and the internal combustion engine and the generator are controlled so as to be driven by the set generator torque command, and the set electric motor Control means for controlling the electric motor so that the electric motor is driven by a torque command;
A hybrid car with The hybrid vehicle according to claim 1,
The torque pulsation estimating means performs temporary delay compensation and dead time compensation on the set target power to calculate the engine power output from the internal combustion engine, and calculates the calculated engine power to the detected output shaft. The engine torque is calculated by dividing by the rotational speed, and the torque pulsation of the internal combustion engine is estimated using the calculated engine torque.
Hybrid car. A hybrid vehicle according to claim 1 or 2,
The generator torque command setting means is configured so that the torque output when the torque output from the electric motor is within a predetermined range including a value of 0 and the detected output shaft rotational speed is less than the predetermined rotational speed is satisfied. A means for adding the control torque and the pulsation suppression torque to set the generator torque command, and setting the rotation speed control torque as the generator torque command when the predetermined condition is not satisfied;
Hybrid car. A hybrid vehicle according to claim 3,
The predetermined condition is a condition in which the first range is set as the predetermined range and the first rotational speed is set as the predetermined rotational speed when the internal combustion engine is under load operation, and the internal combustion engine is operated independently. A second range smaller than the first range is set as the predetermined range, and a second rotational speed smaller than the first rotational speed is set as the predetermined rotational speed.
Hybrid car. A hybrid vehicle according to claim 3 or 4,
The predetermined range is set with hysteresis,
The predetermined rotational speed is set with hysteresis,
Hybrid car. An internal combustion engine, a generator for inputting / outputting power, a drive shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotation shaft of the generator, and any one of the three shafts. 3-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from the shaft, an electric motor for inputting / outputting power to / from the drive shaft, and exchange of electric power with the generator and the motor And a power storage means capable of controlling a hybrid vehicle comprising:
(A) setting a target power to be output from the internal combustion engine based on a required torque required for the drive shaft;
(B) setting a target operating point consisting of a target rotational speed and a target torque for operating the internal combustion engine based on the set target power;
(C) The amplitude is set by multiplying the engine torque, which is the torque output from the internal combustion engine, by a correction coefficient, and based on the output shaft rotational speed, which is the rotational speed of the output shaft, and the ignition timing of the internal combustion engine. By setting the offset phase and setting the phase based on the set offset phase and the rotational position of the output shaft of the internal combustion engine, the torque pulsation of the internal combustion engine is estimated as a sinusoidal torque,
(D) Pulsation suppression for suppressing the estimated torque pulsation to a rotational speed control torque that is a torque to be output from the generator so that the internal combustion engine is operated at a target rotational speed at the set target operating point. Add the torque and set the generator torque command, which is the torque command of the generator,
(E) The torque obtained by subtracting the torque acting on the drive shaft from the required torque when the internal combustion engine and the generator are controlled so that the internal combustion engine is operated at the set target operation point. Set a motor torque command that is a torque command of the motor to be output from the motor to the drive shaft,
(F) controlling the internal combustion engine and the generator so that the internal combustion engine is operated at the set target operation point and the generator is driven by the set generator torque command; Controlling the electric motor so that the electric motor is driven by a torque command;
Control method of hybrid vehicle.

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