JP2010264796A - Hybrid vehicle and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle which more simply suppresses torque pulsation of an internal combustion engine, while raising efficiency of the internal combustion engine, and to provide its control method. <P>SOLUTION: When a condition in which an engine operation state changes suddenly is established and a sudden change flag F is a value 1, a torque command Tm1* of a first motor is set so that the engine may be operated with the number of target rotation Ne* by taking a damping torque Tv as a value 0 (S220, S250-S290), while setting a target operation point of the engine using a damping operation line Lnv (S230, S240). When the sudden change flag F is a value 0, torque of the sum of the damping torque Tv which is simply set using a map defined beforehand and a temporary torque Tm1tmp for operating the engine by the number of target rotation Ne* is set as the torque command Tm1* of the first motor (S160-S200, S250-S290), while setting the engine target operation point by using an operation line for fuel consumption Lef (S210, S240). <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

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

  Conventionally, this type of hybrid vehicle includes an engine, a first motor, a planetary gear connected to the engine, the first motor, and a drive shaft, a second motor connected to the drive shaft, a first motor, and a first motor. 2 It has a battery that exchanges power with the motor, and the engine is operated at the target operation point of the engine that is set by using the fuel consumption operation line and the ride comfort operation line based on the target power to be output from the engine. A device for controlling an engine or a motor has been proposed (see, for example, Patent Document 1). In this hybrid vehicle, when a mode that prioritizes ride comfort by suppressing engine vibration and noise is selected by turning on the switch, the low-rotation high-torque region in the fuel consumption operation line is set to avoid the low-torque side. The target operating point of the engine is set using the riding comfort operation line, and when this switch is turned off, the target operating point of the engine is set using the fuel efficiency operating line, so that the driver can In response, the engine noise and vibration are suppressed to improve riding comfort.

JP 2005-180331 A

  In the above-described hybrid vehicle, it is desirable to improve the efficiency of the engine and suppress vibrations as much as possible. However, if the target operating point of the engine is set by always using the ride comfort operation line, the engine can be operated efficiently. In some cases, when the target operating point of the engine is set by always using the fuel consumption operation line, vibration due to torque pulsation of the engine may not be suppressed. For this reason, while setting the target operating point of the engine using the fuel efficiency operation line, the vibration damping torque for canceling the engine torque pulsation is calculated based on the engine crank angle as accurately as possible. Although it is conceivable to output, a sensor for accurately detecting the crank angle and a large amount of calculation are required, and vibration due to torque pulsation cannot be easily suppressed.

  The main object of the hybrid vehicle and the control method thereof of the present invention is to improve the efficiency of the internal combustion engine and to more easily suppress the vibration caused by the torque pulsation of the internal combustion engine.

  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 capable of outputting torque to the output shaft of the internal combustion engine;
An axle is connected to a connected drive shaft and is connected to an output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, so that at least a part of power from the internal combustion engine can be transmitted to the drive shaft. Power transmission means;
An electric motor for inputting and outputting power to the drive shaft;
Power storage means for exchanging power with the generator and the motor;
Required driving force setting means for setting required driving force required for the drive shaft;
Required power setting means for setting required power required for the internal combustion engine based on the set required driving force;
Based on the torque output from the internal combustion engine, the rotational speed of the internal combustion engine, and the rotational position of the output shaft, a predetermined amplitude relationship in which the amplitude tends to increase as the torque output from the internal combustion engine increases. A sinusoidal torque setting for setting a sinusoidal sinusoidal torque using a predetermined phase relationship that tends to increase the delay with respect to the phase based on the rotational position of the output shaft as the rotational speed of the internal combustion engine increases. Means,
As a relationship between the rotational speed and torque at which torque pulsation of the internal combustion engine is suppressed based on the set required power when a predetermined condition is established as a condition for suddenly changing the operating state of the internal combustion engine A target operating point composed of a target rotational speed and a target torque of the internal combustion engine using a vibration operation line of the engine, and a rotational speed control for operating the internal combustion engine at the target rotational speed at the set target operating point The engine torque is set to the generator target torque to be output from the generator, and when the predetermined condition is not satisfied, the relationship between the efficient rotational speed and torque of the internal combustion engine based on the set required power The target operating point of the internal combustion engine is set using the operation line for efficiency as the torque for controlling the rotational speed and the set A first target value setting means for setting a torque of the sum of the sinusoidal torque to the electric generator target torque,
When the internal combustion engine is operated at the set target operating point and the set generator target torque is output from the generator, a driving force based on the set required driving force is output to the drive shaft. Second target value setting means for setting a motor target torque to be output from the motor,
The internal combustion engine is operated at the set target operating point, the set generator target torque is output from the generator, and the set motor target torque is output from the motor. Control means for controlling the generator and the motor;
It is a summary to provide.

  In the hybrid vehicle of the present invention, the amplitude is increased in advance as the torque output from the internal combustion engine increases based on the torque output from the internal combustion engine, the rotational speed of the internal combustion engine, and the rotational position of the output shaft. A sinusoidal sine wave torque is set using an amplitude relationship and a predetermined phase relationship in which the delay tends to increase with respect to the phase based on the rotational position of the output shaft as the rotational speed of the internal combustion engine increases. Torque pulsation of the internal combustion engine is suppressed based on the required power required for the internal combustion engine based on the required driving force required for the drive shaft when a predetermined condition is established as a condition for sudden change in the operating state of the engine A target operating point consisting of a target rotational speed and a target torque of the internal combustion engine using an oscillating operation line as a relation between the rotational speed and torque to be set, and an internal combustion engine Is set to the generator target torque to be output from the generator, and when the predetermined condition is not satisfied, the internal combustion engine is set based on the required power. The target operating point of the internal combustion engine is set by using the efficiency operation line as the relationship between the efficient rotational speed and torque of the internal combustion engine, and the torque that is the sum of the rotational speed control torque and the set sine wave torque is generated by the generator Set to the target torque. Then, when the internal combustion engine is operated at the set target operating point and the generator target torque set from the generator is output, the driving force based on the required driving force should be output from the electric motor to be output to the drive shaft. The internal combustion engine is operated at the set target operation point, the set generator target torque is output from the generator, and the set motor target torque is output from the motor. Control the generator and motor. Therefore, when the predetermined condition for suddenly changing the operation state of the internal combustion engine is not satisfied, the internal combustion engine is operated at the target operation point set using the efficiency operation line, so that the efficiency of the internal combustion engine can be improved. Since a sine wave torque set using a predetermined amplitude relationship or phase relationship is output from the generator, vibration due to torque pulsation of the internal combustion engine can be easily suppressed. Further, when a predetermined condition that the operating state of the internal combustion engine changes suddenly is satisfied, that is, when vibration caused by torque pulsation of the internal combustion engine is difficult to be suppressed even if a simply set sine wave torque is output from the generator, Since the internal combustion engine is operated at the target operation point set using the vibration operation line, vibration due to torque pulsation of the internal combustion engine can be suppressed. As a result, the efficiency of the internal combustion engine can be improved and vibration caused by torque pulsation of the internal combustion engine can be improved as compared with the case where only the vibration operation line is used or the efficiency operation line is used to set the target operation point of the internal combustion engine. It can suppress more easily.

  In such a hybrid vehicle of the present invention, the predetermined condition includes a condition that the change amount per unit time of the set required power is equal to or greater than a predetermined change amount and a change amount per unit time of the set required drive force. It may be one of a condition that the second predetermined change amount or more and a condition that the change amount per unit time of the accelerator operation amount is the third predetermined change amount or more. In this way, the predetermined condition can be made more appropriate as a condition for suddenly changing the operating state of the internal combustion engine.

  Further, in the hybrid vehicle of the present invention, the sine wave torque setting means includes the amplitude relationship and the cooling water temperature of the internal combustion engine based on the torque output from the internal combustion engine and the cooling water temperature of the internal combustion engine. Further, the sine wave torque may be set by setting the amplitude using a second amplitude relationship that has been determined in advance so that the amplitude becomes larger as the value of A becomes lower. In this way, vibration due to torque pulsation of the internal combustion engine can be more appropriately suppressed.

  Further, in the hybrid vehicle of the present invention, the sine wave torque setting means calculates an explosion cycle of the internal combustion engine based on the rotational position of the output shaft and the number of cylinders of the internal combustion engine, and is output from the internal combustion engine. The sine wave torque is set by setting a delay phase with respect to a reference phase obtained from the calculated explosion cycle of the internal combustion engine using the phase relationship based on the calculated torque and the calculated explosion cycle of the internal combustion engine. It can also be a means to do. In this way, vibration due to torque pulsation of the internal combustion engine can be more appropriately suppressed. In this case, the internal combustion engine can be operated with some of the plurality of cylinders deactivated, and the number of cylinders of the internal combustion engine is the number of cylinders that are not deactivated among the plurality of cylinders of the internal combustion engine. It can also be.

  Alternatively, in the hybrid vehicle of the present invention, the power transmission means is connected to three axes of the drive shaft, the output shaft, and the rotating shaft of the generator, and is input / output to / from any two of the three shafts. The power transmission means may be a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the power to be transmitted, or the power transmission means may be a continuously variable transmission. Here, the “three-axis power input / output means” may be a single pinion type or double pinion type planetary gear mechanism, or may be a differential gear.

The hybrid vehicle control method of the present invention includes:
An internal combustion engine, a generator capable of outputting torque to the output shaft of the internal combustion engine, and a drive shaft connected to an axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft And a power transmission means capable of transmitting at least part of the power from the internal combustion engine to the drive shaft, an electric motor for inputting / outputting power to the drive shaft, and a power storage means for exchanging electric power with the generator and the motor. A control method for a hybrid vehicle comprising:
(A) Based on the torque output from the internal combustion engine, the rotational speed of the internal combustion engine, and the rotational position of the output shaft, the amplitude is determined to increase as the torque output from the internal combustion engine increases. A sinusoidal sinusoidal torque is set using an amplitude relationship and a predetermined phase relationship in which the delay tends to increase with respect to the phase based on the rotational position of the output shaft as the rotational speed of the internal combustion engine increases.
(B) Based on a required power required for the internal combustion engine based on a required driving force required for the drive shaft when a predetermined condition predetermined as a condition for suddenly changing the operating state of the internal combustion engine is satisfied. A target operating point consisting of the target rotational speed and target torque of the internal combustion engine is set using a vibration operation line as a relation between the rotational speed and torque at which torque pulsation of the internal combustion engine is suppressed, and the internal combustion engine is A rotation speed control torque for operating at the target rotation speed at the set target operation point is set to a generator target torque to be output from the generator, and based on the required power when the predetermined condition is not satisfied The target operating point of the internal combustion engine is set using an efficiency operation line as a relationship between the efficient rotational speed and torque of the internal combustion engine. The torque of the sum of said the rotational speed control torque setting sinusoidal torque set to the electric generator target torque with,
(C) When the internal combustion engine is operated at the set target operating point and the set generator target torque is output from the generator, a driving force based on the required driving force is output to the drive shaft. Set the motor target torque to be output from the motor,
(D) The internal combustion engine is operated at the set target operation point, the set generator target torque is output from the generator, and the set motor target torque is output from the motor. Controlling an internal combustion engine, the generator and the electric motor;
This is the gist.

  In the hybrid vehicle control method of the present invention, the amplitude tends to increase as the torque output from the internal combustion engine increases based on the torque output from the internal combustion engine, the rotational speed of the internal combustion engine, and the rotational position of the output shaft. A sinusoidal sine wave torque is set using a predetermined amplitude relationship and a predetermined phase relationship in which the delay tends to increase with respect to the phase based on the rotational position of the output shaft as the rotational speed of the internal combustion engine increases. When the predetermined condition is established as a condition for sudden change in the operating state of the internal combustion engine, the torque of the internal combustion engine is based on the required power required for the internal combustion engine based on the required drive force required for the drive shaft. When a target operating point consisting of a target rotational speed and a target torque of an internal combustion engine is set using a vibration operation line as a relation between the rotational speed at which pulsation is suppressed and torque The rotational speed control torque for operating at the target rotational speed at the target operating point at which the internal combustion engine is set to is set as the generator target torque to be output from the generator, and based on the required power when the predetermined condition is not satisfied The target operating point of the internal combustion engine is set using the efficiency operation line as the relationship between the efficient rotational speed and torque of the internal combustion engine, and the torque that is the sum of the rotational speed control torque and the set sine wave torque To the generator target torque. Then, when the internal combustion engine is operated at the set target operating point and the generator target torque set from the generator is output, the driving force based on the required driving force should be output from the electric motor to be output to the drive shaft. The internal combustion engine is operated at the set target operation point, the set generator target torque is output from the generator, and the set motor target torque is output from the motor. Control the generator and motor. Therefore, when the predetermined condition for suddenly changing the operation state of the internal combustion engine is not satisfied, the internal combustion engine is operated at the target operation point set using the efficiency operation line, so that the efficiency of the internal combustion engine can be improved. Since a sine wave torque set using a predetermined amplitude relationship or phase relationship is output from the generator, vibration due to torque pulsation of the internal combustion engine can be easily suppressed. Further, when a predetermined condition that the operating state of the internal combustion engine changes suddenly is satisfied, that is, when vibration caused by torque pulsation of the internal combustion engine is difficult to be suppressed even if a simply set sine wave torque is output from the generator, Since the internal combustion engine is operated at the target operation point set using the vibration operation line, vibration due to torque pulsation of the internal combustion engine can be suppressed. As a result, the efficiency of the internal combustion engine can be improved and vibration due to torque pulsation of the internal combustion engine can be improved as compared with the case where only the operation line for vibration is used or the target operation point of the internal combustion engine is set using only the operation line for efficiency. It can suppress more easily.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. 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 the example of the fuel consumption operation line Lef and the vibration operation line Lnv of the engine 22, and setting of the target rotational speed Ne * and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; It is a flowchart which shows an example of the flag setting process performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the delay phase setting map. It is explanatory drawing which shows an example of the map for gain setting. It is explanatory drawing which shows an example of the relationship between a crank angle and damping torque. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire vehicle.

  The engine 22 is configured as a V-type 6-cylinder or 8-cylinder internal combustion engine that can output power using a hydrocarbon-based fuel such as gasoline or light oil, and a crank position sensor that detects the rotational position of the crankshaft 26. The engine electronic control unit (hereinafter referred to as the engine control unit) inputs signals from various sensors that detect the operating state of the engine 22, such as the crank angle θca from the engine 23a and the coolant temperature Tw from the coolant temperature sensor 23b that detects the coolant temperature of the engine 22. The engine ECU 24) receives operation control such as fuel injection control, ignition control, and intake air amount adjustment control. 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. In the embodiment, the engine 22 can be operated with the cylinders of one bank being deactivated. Further, in the embodiment, the crank position sensor 23a is attached to the crankshaft 26 so as to rotate in synchronization with the crankshaft 26, teeth are formed every 10 degrees, and two positions are detected for detecting the reference position. The sensor is configured as an electromagnetic pickup type sensor having a timing rotor formed with a missing tooth. The engine ECU 24 calculates a rotation cycle Tci as a time required for one rotation of the crankshaft 26 based on a signal from the crank position sensor 23a, and also calculates the rotation speed of the crankshaft 26, that is, the rotation speed Ne of the engine 22. It is calculating.

  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 cooling water temperature Tw of the engine 22, the engine 22; Data necessary for control, such as the rotation period Tci of the crankshaft 26, the rotation speed Ne of the engine 22, the number of operating cylinders Ncyl of the engine 22, the rotation speeds Nm1, Nm of the motors MG1, MG2, and the input / output limits Win, Wout of the battery 50 Is input (step S100). Here, the cooling water temperature Tw of the engine 22 is detected by the water temperature sensor 23b, and the rotation period Tci of the crankshaft 26 and the rotation speed Ne of the engine 22 are calculated based on a signal from the crank position sensor 23a. Are input from the engine ECU 24 by communication. The number of operating cylinders Ncyl of the engine 22 corresponds to the operating state of the engine 22 (for example, when all of the 6 cylinders and 8 cylinders are operating, the value 6 and the value 8; When only the cylinder is operated, value 3 or value 4) 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. The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and input from the battery ECU 52 by communication.

  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, it is determined whether or not the input rotational speed Ne of the engine 22 is equal to or lower than the predetermined rotational speed Nref (step S120). When the rotational speed Ne of the engine 22 is greater than the predetermined rotational speed Nref, torque pulsation of the engine 22 is determined. Is determined to be sufficiently small, and a value 0 is set to the damping torque Tv of the motor MG1 output to suppress vibration due to torque pulsation of the engine 22 (step S130), and the engine 22 is operated. A fuel consumption operation line Lef capable of efficiently operating the engine 22 is set in the execution operation line L for setting the target operation point to be set (step S210), and the set required power Pe * and the execution operation line L are set. Based on the above, the target rotational speed Ne * and the target torque Te * are set as target operating points of the engine 22. Step S240). Here, FIG. 4 shows an example of the fuel efficiency operation line Lef of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. In the figure, the solid line indicates the fuel consumption operation line Lef. FIG. 4 also shows an example of a vibration suppression operation line Lnv that is determined by avoiding the low-rotation high-torque booming noise region on the low-torque side of the fuel efficiency operation line Lef by a one-dot chain line. As shown in the figure, the shaded area indicates the muffled sound area, and the predetermined rotation speed Nref indicates the upper limit rotation speed of the muffled sound area. When the engine 22 is operated in a muffled sound region, abnormal noise such as a muffled sound or vibration due to torque pulsation of the engine 22 is likely to occur. For this reason, in the embodiment, when the rotational speed Ne of the engine 22 is larger than the predetermined rotational speed Nref, that is, when the operating point of the engine 22 is not in the muffled sound region, abnormal noise and vibration due to torque pulsation of the engine 22 are sufficiently small. Therefore, the damping torque Tv is set to 0. Further, 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 *).

  When the target operating point of the engine 22 is thus set, the target of the motor MG1 is calculated by the following equation (1) using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2 and the gear ratio ρ of the power distribution and integration mechanism 30. Based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1, a temporary torque Tm1tmp which is a temporary value of torque to be output from the motor MG1 is calculated based on the calculated rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1. Calculation is made (step S250), and the calculated temporary torque Tm1tmp plus the damping torque Tv (now value 0) is calculated as the torque command Tm1 * of the motor MG1 (step S260). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 5 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.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / Gr / ρ (1)
Tm1tmp = -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 S270), and the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * are multiplied by the current rotational speed Nm1 of the motor MG1. The torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by the number of revolutions Nm2 of the motor MG2 is expressed by the following equation (4). And the calculated temporary torque Tm2tmp according to the equation (6) (step S280). And limited by max sets the torque command Tm2 * of the motor MG2 (step S290). Here, Equation (3) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)
Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2 * = max (min (Tm2tmp, Tmax), Tmin) (6)

  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. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S300), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * receives the intake air amount in the engine 22 so that the engine 22 is operated at the target operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as control, fuel injection control, and ignition control are performed. 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, when the operating point of the engine 22 is larger than the predetermined rotation speed Nref indicating the upper limit of the muffled sound region, the engine 22 is efficiently operated within the range of the input / output limits Win and Wout of the battery 50 to serve as a drive shaft. It is possible to travel by outputting the required torque Tr * to the ring gear shaft 32a.

  When the rotational speed Ne of the engine 22 is less than or equal to the predetermined rotational speed Nref in step S120, a sudden change flag F indicating whether or not the operating state of the engine 22 is in a state of sudden change is set (step S140). In the embodiment, the sudden change flag F is set by the flag setting process illustrated in FIG. Here, the description of the drive control is temporarily interrupted, and the flag setting process illustrated in FIG. 6 will be described. In the flag setting process of FIG. 6, the accelerator change amount ΔAcc is calculated by subtracting the accelerator opening (previous Acc) input when the drive control routine was previously executed from the input accelerator opening Acc (step S400). It is determined whether or not the accelerator change amount ΔAcc is in a range larger than the negative threshold value A1 and smaller than the positive threshold value A2 (step S410), and when the accelerator change amount ΔAcc is larger than the threshold value A1 and smaller than the threshold value A2, the sudden change flag F Is set to 0 (step S420), and when the accelerator change amount ΔAcc is less than or equal to the threshold A1 or greater than or equal to the threshold A2, the abrupt change flag F is set to 1 (step S430) and the flag setting process is terminated. To do. Here, the threshold value A1 and the threshold value A2 sufficiently suppress the vibration caused by the torque pulsation of the engine 22 even if the damping torque Tv set using a predetermined map as described later is output from the motor MG1. This is for determining whether or not the operating state of the engine 22 changes so rapidly that it cannot be performed, and is determined in advance through experiments and analysis based on the characteristics of the engine 22 and the motor MG1. It was supposed to be used. The flag setting process has been described above.

  Returning to the description of the drive control in FIG. When the sudden change flag F is set in this manner, the set sudden change flag F is checked (step S150). When the sudden change flag F is 0, the vibration damping torque Tv is output from the motor MG1 to suppress vibration caused by torque pulsation of the engine 22. Judgment is made and the damping torque Tv output from the motor MG1 is set as described below (steps S160 to S190). First, the explosion period Tfi of the engine 22 is calculated by the following equation (7), which is obtained by dividing the input rotation period Tci of the crankshaft 26 by the number of operating cylinders Ncyl and the value 2 (step S160). Based on the time t from the reference position of the angle θca and the explosion cycle Tfi of the engine 22, the reference phase θbs of the damping torque Tv is calculated by the equation (8) (step S170), and based on the rotational speed Ne of the engine 22 The delay phase θdl of the damping torque Tv is set (step S180). Then, the gain Gv of the damping torque Tv is set based on the target torque Te * of the engine 22 and the coolant temperature Tw set when this routine was executed last time (step S190), and the set reference phase θbs and delay phase are set. Based on θdl and gain Gv, a sinusoidal torque is set as damping torque Tv by equation (9) (step S200). Here, the delay phase θdl is set as a delay with respect to the reference phase θbs so that vibration due to torque pulsation of the engine 22 is suppressed when the damping torque Tv is output from the motor MG1. The relationship between the rotational speed Ne of 22 and the delay phase θdl is obtained in advance by experiments and stored in the ROM 74 as a delay phase setting map, and when the rotation speed Ne is given, the corresponding delay phase θdl is derived from the stored map. And set it. FIG. 7 shows an example of the delay phase setting map. As shown in the figure, the delay phase θdl is determined to tend to increase as the rotational speed Ne increases. This is based on the fact that the ratio of the time required for propagation of torque pulsation to the rotation period of the engine 22 tends to increase as the rotational speed Ne increases. The gain Gv is set as the amplitude of the sinusoidal damping torque Tv. In the embodiment, the relationship between the torque Te output from the engine 22, the cooling water temperature Tw, and the gain Gv is experimentally determined in advance. It is calculated and stored in the ROM 74 as a gain setting map, and when the previous Te * as the torque Te output from the engine 22 and the coolant temperature Tw are given, the corresponding gain Gv is derived and set from the stored map. It was supposed to be. FIG. 8 shows an example of the gain setting map. As shown in the figure, the gain Gv is determined to increase as the torque Te increases and as the cooling water temperature Tw decreases. This is because the torque pulsation of the engine 22 tends to increase as the torque Te from the engine 22 increases, and the torque pulsation of the engine 22 is reduced when the cooling water temperature Tw is low, for example, when the engine 22 has not been warmed up. Based on the fact that the size tends to increase. In the embodiment, the damping torque Tv is output from the motor MG1 when the sudden change flag F is 0 and the operation state of the engine 22 is relatively stable. Therefore, the gain Gv of the damping torque Tv is output. The previous Te * can be used as the torque Te from the engine 22 used to set FIG. 9 shows an example of the relationship between the damping torque Tv and the crank angle θca set in this way (an example in which the operation of one bank in the engine 22 in the case of the V-type 8-cylinder is stopped).

Tfi = 2 ・ Tci / Ncyl (7)
θbs = 2π ・ t / Tfi (8)
Tv = Gv ・ sin (θbs-θdl) (9)

  When the sinusoidal damping torque Tv is thus set, the target rotational speed Nm1 * of the motor MG1 and the temporary torque Tm1tmp are calculated so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * (step S250). The torque Tm1tmp plus the damping torque Tv is calculated as the torque command Tm1 * (step S260), and the input / output limits Win and Wout of the battery 50 are set so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. Is set within the range (steps S270 to S290), the target engine speed Ne * and the target torque Te * of the engine 22 are set to the engine ECU 24, and the torque commands Tm1 * and Tm2 of the motors MG1 and MG2 are set. * Is transmitted to each motor ECU 40 (step S300) and driven. To end the control routine. By such control, when the operating point of the engine 22 is equal to or less than the predetermined rotational speed Nref indicating the upper limit of the muffled sound range and the sudden change flag F is 0, that is, when the operating state of the engine 22 is not in a state of sudden change, the control from the motor MG1. By setting the torque command Tm1 * so that the vibration torque Tv is output and setting the target operating point of the engine 22 using the fuel efficiency operation line Lef, the engine is within the range of the input / output limits Win and Wout of the battery 50. The engine 22 can be efficiently operated while suppressing the vibration caused by the torque pulsation 22 and the required torque Tr * can be output to the ring gear shaft 32a serving as the drive shaft.

  When the sudden change flag F is a value of 1 in step S150, it is determined that the vibration due to the torque pulsation of the engine 22 cannot be suppressed properly even if the damping torque Tv from the motor MG1 is output, and the damping torque Tv of the motor MG1 is determined. Is set to 0 (step S220), the vibration suppression operation line Lnv is set to the execution operation line L (step S230), and the engine 22 is based on the set required power Pe * and the execution operation line L. A target rotational speed Ne * and a target torque Te * are set as target operating points (step S240).

  Then, the target rotational speed Nm1 * and the target torque Tm1 * of the motor MG1 are calculated using the damping torque Tv having a value of 0 so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * (steps S250 and S260). The torque command Tm2 * of the motor MG2 is set within the range of the input / output limits Win and Wout of the battery 50 so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft (steps S270 to S290). Are transmitted to the engine ECU 24 and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S300), and the drive control routine is terminated. With such control, when the operating point of the engine 22 is equal to or less than the predetermined rotation speed Nref indicating the upper limit of the muffled sound range and the sudden change flag F is 1, that is, when the operating state of the engine 22 is suddenly changed, the vibration suppression operation line By setting the target operating point of the engine 22 using Lnv, the engine 22 is operated as a drive shaft while suppressing vibration due to torque pulsation of the engine 22 within the range of the input and output limits Win and Wout of the battery 50. It is possible to travel by outputting the required torque Tr * to the ring gear shaft 32a.

  Here, in order to achieve both improvement in efficiency in the engine 22 and suppression of vibration due to torque pulsation of the engine 22, the operating point of the engine 22 is always set using the fuel efficiency operation line Lef and the vibration is always controlled from the motor MG1. Considering the case of outputting torque, in order to suppress vibration regardless of the operating state of the engine 22, the crank of the engine 22 can be calculated so that the vibration damping torque can be calculated following the change in the operating state of the engine 22. Since a sensor capable of more accurately grasping the corner is required or higher speed calculation is required in the electronic control unit, vibration cannot be easily suppressed. On the other hand, in the embodiment, basically, an operation point that is set using the fuel consumption operation line Lef while outputting the damping torque Tv that is simply set using a predetermined map from the motor MG1. Since the engine 22 is operated in this way, vibration due to torque pulsation of the engine 22 can be easily suppressed and the efficiency of the engine 22 can be improved. Further, when the operating state of the engine 22 changes so rapidly that the vibration suppression torque Tv set using the map cannot sufficiently suppress the vibration, the vibration suppression torque Tv is not output from the motor MG1. Since the engine 22 is operated at the operation point set using the operation line Lnv, vibration due to torque pulsation of the engine 22 can be suppressed. As a result, the efficiency of the engine 22 can be improved and vibration due to torque pulsation of the engine 22 can be more easily suppressed.

  According to the hybrid vehicle 20 of the embodiment described above, when the condition for suddenly changing the operation state of the engine 22 is established and the sudden change flag F is 1, the target operation point of the engine 22 is determined using the vibration suppression operation line Lnv. And setting the torque command Tm1 * of the motor MG1 to control the engine 22 and the motor MG1 so that the engine 22 is operated at the target rotational speed Ne * with the damping torque Tv set to 0. When the condition for sudden change does not hold and the sudden change flag F is 0, the target operating point of the engine 22 is set using the fuel consumption operation line Lef, and the system is simply set using a predetermined map. The sum of the vibration torque Tv and the temporary torque Tm1tmp for operating the engine 22 at the target rotational speed Ne * is the motor MG1. Since set as the torque command Tm1 * for controlling the engine 22 and the motor MG1, it is possible to suppress easily the vibration due to torque ripple of the engine 22 improves the efficiency of the engine 22.

  In the hybrid vehicle 20 of the embodiment, the previous Acc is subtracted from the accelerator opening Acc from the accelerator pedal position sensor 84 as a condition in which the operating state of the engine 22 changes suddenly, that is, as a condition for setting the value 1 to the sudden change flag F. The condition that the accelerator change amount ΔAcc obtained in this way is equal to or less than the negative threshold A1 or the condition that is equal to or greater than the positive threshold A2 is used. The drive control routine is based on the required torque Tr * based on the accelerator opening Acc and the vehicle speed V. It is also possible to use a condition in which the required torque change amount ΔTr * obtained by subtracting the required torque (previous Tr *) set at the previous execution of is a negative threshold value Tr1 or a positive threshold value Tr2 or more. And set when the drive control routine is executed last time from the required power Pe * of the engine 22 based on the required torque Tr *. The required power change amount ΔPe * obtained by subtracting the required power (previous Pe *) may be a condition that is less than or equal to the negative threshold value Pe1, or a condition that is greater than or equal to the positive threshold value Pe2, or the rotational speed of the engine 22 Conditions under which the rotational speed change amount ΔNe obtained by subtracting the rotational speed (previous Ne) of the engine 22 input when the drive control routine was previously executed from Ne is a negative threshold value N1 or less or a positive threshold value N2 or more May be used. As the threshold values Tr1 and Tr2 and the threshold values Pe1 and Pe2, and the threshold values N1 and N2, those determined by experiments or the like can be used in the same manner as the threshold values A1 and A2.

  In the hybrid vehicle 20 of the embodiment, the gain Gv of the damping torque Tv is set so as to increase as the torque Te from the engine 22 increases and the cooling water temperature Tw decreases, but regardless of the cooling water temperature Tw, The gain Gv of the damping torque Tv may be set so as to increase as the torque Te from the engine 22 increases.

  In the hybrid vehicle 20 of the embodiment, when setting the gain Gv of the damping torque Tv, the previous Te * is used as the torque Te from the engine 22, but the target torque set this time as the torque Te from the engine 22 is used. Te * may be used. In this case, after setting the execution operation line L and the target operating point of the engine 22, the damping phase Tdl and the gain Gv of the damping torque Tv and the gain Gv may be set to set the damping torque Tv.

  In the hybrid vehicle 20 of the embodiment, when the rotational speed Ne of the engine 22 is larger than the predetermined rotational speed Nref indicating the upper limit of the muffled sound range, the vibration damping torque Tv is not output from the motor MG1, but the rotational speed of the engine 22 Even when Ne is larger than the predetermined rotation speed Nref, when the sudden change flag F is 0, the vibration damping torque Tv may be output from the motor MG1. In this case, the damping torque Tv is determined by using a map obtained by experiments or the like in advance so that vibration due to torque pulsation of the engine 22 is suppressed when the rotational speed Ne of the engine 22 is larger than the predetermined rotational speed Nref. Setting is made using a map determined to tend to increase the delay phase θdl as the number Ne increases and a map determined to tend to increase the gain Gv as the torque Te from the engine 22 increases and the cooling water temperature Tw decreases. can do.

  In the hybrid vehicle 20 of the embodiment, the engine 22 is configured as a V-type 6-cylinder or 8-cylinder internal combustion engine that can be operated in a state where the cylinders in one bank are deactivated. Any type of internal combustion engine such as a V-type internal combustion engine that does not stop the engine, an in-line 4-cylinder, or an in-line 6-cylinder internal combustion engine may be used. In the case of an internal combustion engine that operates without stopping some cylinders, the explosion cycle Tfi of the engine 22 and the reference phase θbs of the damping torque Tv may be calculated with the number of operating cylinders Ncyl of the engine 22 as a fixed value.

  In the hybrid vehicle 20 of the embodiment, when calculating the reference phase θbs of the damping torque Tv, the above equation (7) is used based on the rotation period Tci of the crankshaft 26 and the number of operating cylinders Ncyl of the engine 22. While calculating the explosion cycle Tfi of the engine 22 and calculating the reference phase θbs by the equation (8) using the calculated explosion cycle Tfi, the rotational position θca of the crankshaft 26 and the number of operating cylinders Ncyl of the engine 22 are calculated. Based on the above, the reference phase θbs may be calculated using the following equation (10).

  θbs = θca ・ Ncyl / 2 (10)

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

  In the hybrid vehicle 20 of the embodiment, the drive shaft connected to the drive wheels 63a and 63b through the power distribution and integration mechanism 30 with the power of the engine 22 accompanied by the output of torque from the motor MG1 to the crankshaft 26 of the engine 22. However, as exemplified in the hybrid vehicle 220 of the modification of FIG. 11, the power from the engine 22 is shifted and output to the drive shaft connected to the drive wheels 63a and 63b. The continuously variable transmission (CVT) 230 and the crankshaft 26 of the engine 22 may be provided with a motor MG capable of inputting / outputting power with torque output. Further, the motor MG may be configured by a combination of a starter motor and an alternator.

  Moreover, it is not limited to what is applied to such a hybrid vehicle, It is good also as a form of the hybrid vehicle by trains other than a motor vehicle, or the form of the control method of such a hybrid vehicle.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the power distribution and integration mechanism 30 corresponds to a “power transmission unit”, and the motor MG2 corresponds to a “motor”. The battery 50 corresponds to “electric storage means”, and the hybrid electronic control unit 70 executes 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. Corresponds to “required drive force setting means”, and the hybrid electronic control unit 70 that executes the process of step S110 of the drive control routine of FIG. 2 for setting the required power Pe * of the engine 22 based on the required torque Tr * is provided. Corresponding to “required power setting means”, a torque Te output from the engine 22, a rotational speed Ne, and a reference phase θbs based on the crank angle θca And a predetermined gain setting map in which the gain Gv tends to increase as the torque Te increases, and a delay phase setting in advance that tends to increase the delay phase θdl with respect to the reference phase θbs as the rotational speed Ne increases. The hybrid electronic control unit 70 that executes the processing of steps S160 to S200 of the drive control routine of FIG. 2 for setting the sinusoidal vibration damping torque Tv using the map corresponds to the “sine wave torque setting means”, and the engine When the value of 0 is set in the sudden change flag F without satisfying the condition that the driving state of 22 suddenly changes, the target operating point of the engine 22 is set using the fuel consumption operation line Lef and the engine 22 is set to the target rotational speed Ne *. The torque of the motor MG1 is set to the torque command Tm of the temporary torque Tm1tmp and the damping torque Tv When the value 1 is set as m1 * and the sudden change flag F is set to 1, the target operation point of the engine 22 is set using the vibration suppression operation line Lnv, and the temporary torque Tm1tmp is set as the torque command Tm1 * of the motor MG1. The hybrid electronic control unit 70 that executes the processes of steps S150 and S210 to S260 of the drive control routine corresponds to the “first target value setting means”, and the ring gear shaft is within the range of the input / output limits Win and Wout of the battery 50. The hybrid electronic control unit 70 that executes the processing of steps S270 to S290 of the drive control routine of FIG. 2 that sets the torque command Tm2 * of the motor MG2 so that the required torque Tr * is output to 32a is “second target value setting”. Means ”, the target engine speed Ne * of the engine 22 The hybrid electronic control unit 70 for executing the process of step S300 of the drive control routine of FIG. 2 for transmitting the torque Te * and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 to the engine ECU 24 and the motor ECU 40 and the target rotational speed Ne. The engine ECU 24 that controls the engine 22 based on * and the target torque Te * and the motor ECU 40 that controls the motors MG1, MG2 based on the torque commands Tm1 *, Tm2 * correspond to “control means”. The power distribution and integration mechanism 30 also corresponds to “three-shaft power input / output means”, and the continuously variable transmission 230 also corresponds to “power transmission means”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor that can output torque to the output shaft of an internal combustion engine, such as an induction motor. It doesn't matter. The “power transmission means” is not limited to the power distribution / integration mechanism 30 or the continuously variable transmission 230, but is connected to a drive shaft to which an axle is connected and can be rotated independently of the drive shaft. As long as it is connected to the output shaft and can transmit at least part of the power from the internal combustion engine to the drive shaft, it may be anything. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor such as an induction motor that can input and output power to the drive shaft. . The “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it exchanges electric power with a generator and an electric motor such as a capacitor. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. As long as the required driving force required for the drive shaft is set, such as those for which the required torque is set based on the travel position on the travel route, such as those for which the travel route is set in advance It doesn't matter. The “required power setting means” is not limited to the one that sets the required power Pe * based on the required torque Tr *, but sets the required power required for the internal combustion engine based on the required driving force. Anything can be used. The “sine wave torque setting means” is determined in advance so that the gain Gv tends to increase as the torque Te increases based on the torque Te output from the engine 22, the rotational speed Ne, and the reference phase θbs based on the crank angle θca. The sine wave-shaped damping torque Tv is set using a gain setting map and a delay phase setting map that is set in advance so that the delay phase θdl increases with respect to the reference phase θbs as the rotational speed Ne increases. The predetermined amplitude is set so that the larger the torque output from the internal combustion engine is, the larger the amplitude is based on the torque output from the internal combustion engine, the rotational speed of the internal combustion engine, and the rotational position of the output shaft. Predetermined phase relationship in which the delay tends to increase with respect to the phase based on the rotational position of the output shaft as the rotational speed of the internal combustion engine increases But it may be of any type used to set the sinusoidal sinusoidal torque with. As the “first target value setting means”, when the value 0 is set in the sudden change flag F, the target operating point of the engine 22 is set using the fuel consumption operation line Lef and the engine 22 is operated at the target rotational speed Ne *. When the torque torque Tm1 * of the motor MG1 is set as the torque command Tm1 * of the motor MG1 and the value 1 is set in the sudden change flag F, the target of the engine 22 is set using the vibration suppression operation line Lnv. It is not limited to setting the operating point and setting the temporary torque Tm1tmp as the torque command Tm1 * of the motor MG1, but a predetermined condition that is predetermined as a condition for suddenly changing the operating state of the internal combustion engine is satisfied. Sometimes the relationship between the rotational speed and torque at which torque pulsation of the internal combustion engine is suppressed based on the set required power. The target operating point consisting of the target rotational speed and target torque of the internal combustion engine is set using the vibration operation line as the rotational speed control torque for operating the internal combustion engine at the target rotational speed at the set target operating point Is set to the generator target torque to be output from the generator, and when the predetermined condition is not satisfied, the operation line for efficiency as the relationship between the efficient rotation speed and torque of the internal combustion engine based on the set required power As long as the target operating point of the internal combustion engine is set using, and the sum of the rotational speed control torque and the set sine wave torque is set as the generator target torque, any generator can be used. The “second target value setting means” is limited to one that sets the torque command Tm2 * of the motor MG2 so that the required torque Tr * is output to the ring gear shaft 32a within the range of the input / output limits Win and Wout of the battery 50. The driving force based on the required driving force set when the internal combustion engine is operated at the set target operating point and the generator target torque set by the generator is output is output to the drive shaft. As long as the motor target torque to be output from the electric motor is set, any value 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 controlled based on the target operating point consisting of the target rotational speed Ne * and the target torque Te *, and the motors MG1, MG2 are controlled based on the torque commands Tm1 *, Tm2 *. The internal combustion engine is operated at the set target operating point, and the set generator target torque is output from the generator and the set motor target torque is output from the motor. Any device that controls the internal combustion engine, the generator, and the motor may be used. Further, the “three-axis power input / output means” is not limited to the power distribution and integration mechanism 30 described above, and four or more using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Any of the three shafts connected to the three shafts of the drive shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the other shaft or those having a differential action different from the planetary gear such as a differential gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the two shafts, any configuration may be used.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, 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.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

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

  20, 120, 220 Hybrid vehicle, 22 engine, 23a crank position sensor, 23b water temperature sensor, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution Integrated mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 Temperature Sensor, 52 Battery Electronic Control Unit (Battery ECU), 54 Power Line, 60 Gear Mechanism, 62 Differential Gear, 63a, 63b Drive Wheel, 64a, 64b Wheel, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed Sensor, 230 CVT, MG, MG1, MG2 motor.

Claims (7)

An internal combustion engine;
A generator capable of outputting torque to the output shaft of the internal combustion engine;
An axle is connected to a connected drive shaft and is connected to an output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, so that at least a part of power from the internal combustion engine can be transmitted to the drive shaft. Power transmission means;
An electric motor for inputting and outputting power to the drive shaft;
Power storage means for exchanging power with the generator and the motor;
Required driving force setting means for setting required driving force required for the drive shaft;
Required power setting means for setting required power required for the internal combustion engine based on the set required driving force;
Based on the torque output from the internal combustion engine, the rotational speed of the internal combustion engine, and the rotational position of the output shaft, a predetermined amplitude relationship in which the amplitude tends to increase as the torque output from the internal combustion engine increases. A sinusoidal torque setting for setting a sinusoidal sinusoidal torque using a predetermined phase relationship that tends to increase the delay with respect to the phase based on the rotational position of the output shaft as the rotational speed of the internal combustion engine increases. Means,
As a relationship between the rotational speed and torque at which torque pulsation of the internal combustion engine is suppressed based on the set required power when a predetermined condition is established as a condition for suddenly changing the operating state of the internal combustion engine A target operating point composed of a target rotational speed and a target torque of the internal combustion engine using a vibration operation line of the engine, and a rotational speed control for operating the internal combustion engine at the target rotational speed at the set target operating point The engine torque is set to the generator target torque to be output from the generator, and when the predetermined condition is not satisfied, the relationship between the efficient rotational speed and torque of the internal combustion engine based on the set required power The target operating point of the internal combustion engine is set using the operation line for efficiency as the torque for controlling the rotational speed and the set A first target value setting means for setting a torque of the sum of the sinusoidal torque to the electric generator target torque,
When the internal combustion engine is operated at the set target operating point and the set generator target torque is output from the generator, a driving force based on the set required driving force is output to the drive shaft. Second target value setting means for setting a motor target torque to be output from the motor,
The internal combustion engine is operated at the set target operating point, the set generator target torque is output from the generator, and the set motor target torque is output from the motor. Control means for controlling the generator and the motor;
A hybrid car with The hybrid vehicle according to claim 1,
The predetermined condition includes a condition that a change amount per unit time of the set required power is a predetermined change amount or more, and a change amount per unit time of the set required drive force is a second predetermined change amount or more. The hybrid vehicle is a condition in which the change amount per unit time of the accelerator operation amount is equal to or greater than a third predetermined change amount. A hybrid vehicle according to claim 1 or 2,
The sine wave torque setting means has a tendency that the amplitude increases as the amplitude relationship and the cooling water temperature of the internal combustion engine are lower based on the torque output from the internal combustion engine and the temperature of the cooling water of the internal combustion engine. Means for setting the sine wave torque by setting an amplitude using a predetermined second amplitude relationship;
Hybrid car. A hybrid vehicle according to any one of claims 1 to 3,
The sine wave torque setting means calculates an explosion cycle of the internal combustion engine based on the rotational position of the output shaft and the number of cylinders of the internal combustion engine, and calculates the torque output from the internal combustion engine and the calculated internal combustion engine. A means for setting the sine wave torque by setting a delay phase with respect to a reference phase obtained from the calculated explosion cycle of the internal combustion engine using the phase relationship based on an explosion cycle;
Hybrid car. A hybrid vehicle according to any one of claims 1 to 4,
The power transmission means is connected to the three shafts of the drive shaft, the output shaft, and the rotating shaft of the generator, and is used as a remaining shaft based on power input / output to / from any two of the three shafts. A hybrid vehicle that is a three-axis power input / output means for inputting and outputting power. A hybrid vehicle according to any one of claims 1 to 4,
The power transmission means is a continuously variable transmission. An internal combustion engine, a generator capable of outputting torque to the output shaft of the internal combustion engine, and a drive shaft connected to an axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft And a power transmission means capable of transmitting at least part of the power from the internal combustion engine to the drive shaft, an electric motor for inputting / outputting power to the drive shaft, and a power storage means for exchanging electric power with the generator and the motor. A control method for a hybrid vehicle comprising:
(A) Based on the torque output from the internal combustion engine, the rotational speed of the internal combustion engine, and the rotational position of the output shaft, the amplitude is determined to increase as the torque output from the internal combustion engine increases. A sinusoidal sinusoidal torque is set using an amplitude relationship and a predetermined phase relationship in which the delay tends to increase with respect to the phase based on the rotational position of the output shaft as the rotational speed of the internal combustion engine increases.
(B) Based on a required power required for the internal combustion engine based on a required driving force required for the drive shaft when a predetermined condition predetermined as a condition for suddenly changing the operating state of the internal combustion engine is satisfied. A target operating point consisting of the target rotational speed and target torque of the internal combustion engine is set using a vibration operation line as a relation between the rotational speed and torque at which torque pulsation of the internal combustion engine is suppressed, and the internal combustion engine is A rotation speed control torque for operating at the target rotation speed at the set target operation point is set to a generator target torque to be output from the generator, and based on the required power when the predetermined condition is not satisfied The target operating point of the internal combustion engine is set using an efficiency operation line as a relationship between the efficient rotational speed and torque of the internal combustion engine. The torque of the sum of said the rotational speed control torque setting sinusoidal torque set to the electric generator target torque with,
(C) When the internal combustion engine is operated at the set target operating point and the set generator target torque is output from the generator, a driving force based on the required driving force is output to the drive shaft. Set the motor target torque to be output from the motor,
(D) The internal combustion engine is operated at the set target operation point, the set generator target torque is output from the generator, and the set motor target torque is output from the motor. Controlling an internal combustion engine, the generator and the electric motor;
Control method of hybrid vehicle.

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