JP2011088504A - Hybrid vehicle and control method therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the fluctuation of output power from an internal combustion engine or a torque shock at a drive shaft. <P>SOLUTION: In this hybrid vehicle, at a cylinder resting-side switching time when the operation state of an engine is switched from all cylinder operation to cylinder resting operation, partial cylinders of the engine are rested (S490) when a prescribed time tref1 elapses after a temporary increase of a throttle opening of a throttle valve is started by setting a positive opening correction value ΔTH (S430), and the engine 22 and motors MG1, MG2 are controlled (S500, S560-S580) so that torque based on required torque Tr* is output to a ring gear shaft 32a as the drive shaft while suppressing the lowering of direct torque at that time by torque from the motor MG2. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

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

  Conventionally, as this type of hybrid vehicle, all-cylinder operation that operates the cylinders of both the first and second banks connected to the power transmission mechanism that is connected to the drive wheels, and the idle operation that stops the cylinders of the first bank There has been proposed an engine including an engine capable of performing the above and an electric motor coupled to a power transmission mechanism (see, for example, Patent Document 1). In this hybrid vehicle, the torque difference between the engine torque output in the all-cylinder operation and the engine torque output in the cylinder-free operation is electric when switching the operation between the all-cylinder operation and the idle cylinder operation. By controlling the electric motor so as to be offset by motor drive assist and regeneration, the torque shock at the time of operation switching is reduced.

Japanese Patent Laid-Open No. 11-350995

  In such a hybrid vehicle, there are cases where it is desired to suppress fluctuations in output power from the engine in addition to suppressing torque shock when switching operations. In particular, in a hybrid vehicle including a generator, an engine, a power transmission mechanism, and a planetary gear that is connected to a generator with three axes, fluctuations in output power from the engine are applied not only to the power transmission mechanism side but also to the generator side. In order to influence, it is preferable to suppress the fluctuation | variation of the output power from an engine at the time of driving | operation switching.

  The hybrid vehicle and the control method thereof according to the present invention include an internal combustion engine, a generator, an output shaft of the internal combustion engine, a rotary shaft of the generator, and a drive connected to the axle, which can be operated with some cylinders out of operation. An object of the present invention is to provide a planetary gear mechanism connected to a shaft and an electric motor connected to a drive shaft, and to suppress fluctuations in output power from the internal combustion engine and torque shocks on the drive shaft.

  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 first hybrid vehicle of the present invention is
An internal combustion engine that can operate with some cylinders out of a plurality of cylinders, a generator that can input and output power, a drive shaft that is connected to the output shaft of the internal combustion engine, the rotating shaft of the generator, and the axle And a planetary gear mechanism in which three rotating elements are connected to three shafts; a motor capable of inputting / outputting power to / from the drive shaft; and a power storage means capable of exchanging power with the generator and the motor. A car,
Requested torque setting means for setting a requested torque required for traveling;
The internal combustion engine, the generator, and the electric motor are controlled so as to run at a torque based on the set required torque with the operation of the internal combustion engine by all cylinder operation in which explosion combustion is performed in all cylinders of the plurality of cylinders. By the torque based on the set required torque with the operation of the internal combustion engine by the idle cylinder operation in which some of the cylinders are deactivated and the remaining cylinders perform explosion combustion from the all cylinder operation control When the cylinder is switched to the cylinder-closing operation for controlling the internal combustion engine, the generator, and the electric motor so as to travel, the part of the internal combustion engine after the temporary increase in the throttle opening is started. In order to suppress a decrease in engine operating torque, which is a torque that is output from the internal combustion engine and acts on the drive shaft, due to the suspension of some of the cylinders. The internal combustion engine, the generator, and the electric motor are controlled so that the vehicle travels by torque based on the set required torque while being output from at least one of the generator and the electric motor and acting on the drive shaft. Control means to
It is a summary to provide.

  In the first hybrid vehicle of the present invention, the internal combustion engine and the internal combustion engine are configured to travel with a torque based on a required torque required for traveling along with the operation of the internal combustion engine by all cylinder operation in which explosion combustion is performed in all cylinders. Drives by torque based on the required torque with the operation of the internal combustion engine by cylinder rest operation in which some cylinders are deactivated and explosion combustion is performed in the remaining cylinders from the all cylinder operation control that controls the generator and the motor When the cylinder is switched to the cylinder-closed-side control for controlling the internal combustion engine, the generator, and the motor, some cylinders are stopped after a temporary increase in the throttle opening of the internal combustion engine is started. Torque to suppress a decrease in engine operating torque, which is output from the internal combustion engine and acts on the drive shaft, due to a pause in some cylinders of the internal combustion engine is generated between the generator and the motor. It controls the internal combustion engine and the generator and the motor to travel by the torque based on the required torque while acting on the drive shaft is output from at least one Chi. Therefore, by stopping some cylinders after starting a temporary increase in the throttle opening of the internal combustion engine, the intake air amount and the fuel injection amount of the internal combustion engine increase and the rotational speed of the internal combustion engine tends to increase. Since some cylinders are deactivated in the state, a drop in output power from the internal combustion engine when some cylinders are deactivated can be further suppressed. In addition, a torque for suppressing a decrease in the engine operating torque due to a stoppage of some cylinders of the internal combustion engine is output from at least one of the generator and the electric motor and is applied to the drive shaft while being driven by the torque based on the required torque. Therefore, torque shocks on the drive shaft when some cylinders are deactivated can be suppressed.

  In such a first hybrid vehicle of the present invention, the control means responds to the rotational speed of the internal combustion engine after the temporary opening of the throttle opening of the internal combustion engine is started at the time of the cylinder rest side switching. It may be a means for controlling the internal combustion engine so that some of the cylinders are deactivated at a timing.

  Further, in the first hybrid vehicle of the present invention, the control means is configured so that the engine operating torque due to the deactivation of some cylinders of the internal combustion engine at a timing when the some cylinders are deactivated when the deactivation side is switched. It can also be a means for controlling the electric motor so that a torque for suppressing the decrease of the electric motor is output from the electric motor.

  Furthermore, in the first hybrid vehicle of the present invention, the control means temporarily decreases the throttle opening of the internal combustion engine when switching from all cylinder operation to the all cylinder operation control when switching from the cylinder deactivation operation control to the all cylinder operation control. After the start of the engine, the explosion combustion is started in the some cylinders, and the torque for suppressing the increase in the engine operating torque due to the start of the explosion combustion in the some cylinders is generated by the generator and the electric motor. The internal combustion engine, the generator, and the electric motor are controlled so as to travel with a torque based on the set required torque while being output from at least one of them and acting on the drive shaft. You can also.

The second hybrid vehicle of the present invention is
An internal combustion engine that can operate with some cylinders out of a plurality of cylinders, a generator that can input and output power, a drive shaft that is connected to the output shaft of the internal combustion engine, the rotating shaft of the generator, and the axle And a planetary gear mechanism in which three rotating elements are connected to three shafts; a motor capable of inputting / outputting power to / from the drive shaft; and a power storage means capable of exchanging power with the generator and the motor. A car,
Requested torque setting means for setting a requested torque required for traveling;
The internal combustion engine and the generator are driven so as to travel with a torque based on the set required torque with the operation of the internal combustion engine by a cylinder resting operation in which some of the cylinders are deactivated and explosion combustion is performed in the remaining cylinders. By the torque based on the set required torque with the operation of the internal combustion engine by the all-cylinder operation in which the explosion combustion is performed in all the cylinders of the plurality of cylinders from the control during the cylinder resting operation for controlling the motor and the motor When switching to all cylinder side switching to control during all cylinder operation to control the internal combustion engine, the generator, and the electric motor to travel, the part after the temporary reduction of the throttle opening of the internal combustion engine is started Explosive combustion in the cylinders of the engine is started and engine combustion torque, which is output from the internal combustion engine and acts on the drive shaft, starts explosion combustion in the some cylinders. The internal combustion engine and the generator are configured such that a torque for suppressing the increase is output from at least one of the generator and the electric motor and travels by the torque based on the set required torque while acting on the drive shaft. And control means for controlling the electric motor;
It is a summary to provide.

  In the second hybrid vehicle of the present invention, a torque based on a required torque required for traveling is accompanied by an operation of the internal combustion engine by a cylinder resting operation in which some cylinders are deactivated and explosion combustion is performed in the remaining cylinders. Traveling with torque based on the required torque accompanied by the operation of the internal combustion engine by the all-cylinder operation in which the explosion combustion is performed in all the cylinders of the plurality of cylinders from the control during the cylinder rest operation that controls the internal combustion engine, the generator, and the motor so as to travel When switching to all-cylinder operation to switch to all-cylinder operation control that controls the internal combustion engine, generator, and motor, explosion combustion occurs in some cylinders after a temporary decrease in the throttle opening of the internal combustion engine is started. Torque is generated to suppress an increase due to the start of explosion combustion in some cylinders of engine operating torque, which is output from the internal combustion engine and acts on the drive shaft as it is started And controlling the internal combustion engine to driving by the torque based on the required torque while acting on the drive shaft is output from at least one electric generator and motor of an electric motor. Therefore, after starting a temporary decrease in the throttle opening of the internal combustion engine, by starting explosion combustion in some cylinders (cylinders that have been stopped), the intake air amount and the fuel injection amount of the internal combustion engine are reduced. As a result, the explosion combustion in some cylinders will start in a state where the rotational speed of the internal combustion engine tends to decrease, so the output power from the internal combustion engine will increase when starting the explosion combustion in some cylinders Can be further suppressed. In addition, a torque for suppressing an increase in engine operating torque due to the start of explosive combustion in some cylinders of the internal combustion engine is output from at least one of the generator and the electric motor to be applied to the drive shaft while being applied to the drive shaft. Since it runs by the torque based on it, the torque shock in the drive shaft at the time of starting the explosion combustion in some cylinders can be suppressed.

  In such a second hybrid vehicle of the present invention, the control means responds to the rotational speed of the internal combustion engine after the temporary opening of the throttle opening of the internal combustion engine is started at the time of switching the all cylinder side. It may be a means for controlling the internal combustion engine so that explosive combustion in the some cylinders is started at a timing.

  Further, in the second hybrid vehicle of the present invention, the control means may be configured to start the combustion in a part of the cylinders of the internal combustion engine at the timing when the explosion combustion in the part of the cylinders is started when the all cylinders are switched. It may be a means for controlling the electric motor so that a torque for suppressing an increase in engine operating torque due to the start of explosion combustion is output from the electric motor.

The first hybrid vehicle control method of the present invention comprises:
An internal combustion engine that can operate with some cylinders out of a plurality of cylinders, a generator that can input and output power, a drive shaft that is connected to the output shaft of the internal combustion engine, the rotating shaft of the generator, and the axle And a planetary gear mechanism in which three rotating elements are connected to three shafts; a motor capable of inputting / outputting power to / from the drive shaft; and a power storage means capable of exchanging power with the generator and the motor. A vehicle control method,
The internal combustion engine, the generator, and the electric motor are driven so as to run at a torque based on a required torque required for running along with the operation of the internal combustion engine by an all-cylinder operation where explosion combustion is performed in all cylinders of the plurality of cylinders. The internal combustion engine is driven to run at a torque based on the required torque with the operation of the internal combustion engine by a cylinder resting operation in which some of the cylinders are deactivated and explosion combustion is performed in the remaining cylinders from the all-cylinder operation control to be controlled. At the time of cylinder rest switching to switch to the cylinder rest operation control for controlling the engine, the generator, and the motor, some of the cylinders are stopped after a temporary increase in the throttle opening of the internal combustion engine is started. And a torque for suppressing a decrease in the engine operating torque, which is a torque output from the internal combustion engine and acting on the drive shaft, due to the suspension of some of the cylinders. Controls the said internal combustion engine to driving by the torque based on the requested torque while acting on the drive shaft is output from at least one said generator the electric motor of the generator and the motor,
It is characterized by that.

  In the control method of the first hybrid vehicle of the present invention, the vehicle is driven by a torque based on a required torque required for traveling with the operation of the internal combustion engine by the all-cylinder operation in which explosion combustion is performed in all cylinders. Torque based on the required torque accompanied by operation of the internal combustion engine by cylinder rest operation in which some cylinders are deactivated and explosion combustion is performed in the remaining cylinders from the all cylinder operation control that controls the internal combustion engine, generator and motor When the cylinder is switched to the cylinder deactivation operation mode, which controls the internal combustion engine, the generator, and the motor so that the vehicle travels, some cylinders are deactivated after a temporary increase in the throttle opening of the internal combustion engine is started. And a torque for suppressing a decrease in engine operating torque, which is a torque that is output from the internal combustion engine and acts on the drive shaft, due to a pause in some cylinders of the internal combustion engine, Controlling the internal combustion engine to driving by the torque based on the required torque while acting on the drive shaft is output from at least one electric generator and motor of the motive. Therefore, by stopping some cylinders after starting a temporary increase in the throttle opening of the internal combustion engine, the intake air amount and the fuel injection amount of the internal combustion engine increase and the rotational speed of the internal combustion engine tends to increase. Since some cylinders are deactivated in the state, a drop in output power from the internal combustion engine when some cylinders are deactivated can be further suppressed. In addition, a torque for suppressing a decrease in the engine operating torque due to a stoppage of some cylinders of the internal combustion engine is output from at least one of the generator and the electric motor and is applied to the drive shaft while being driven by the torque based on the required torque. Therefore, torque shocks on the drive shaft when some cylinders are deactivated can be suppressed.

The second hybrid vehicle control method of the present invention comprises:
An internal combustion engine that can operate with some cylinders out of a plurality of cylinders, a generator that can input and output power, a drive shaft that is connected to the output shaft of the internal combustion engine, the rotating shaft of the generator, and the axle And a planetary gear mechanism in which three rotating elements are connected to three shafts; a motor capable of inputting / outputting power to / from the drive shaft; and a power storage means capable of exchanging power with the generator and the motor. A vehicle control method,
The internal combustion engine and the power generator so as to run with a torque based on a required torque required for running with the operation of the internal combustion engine by the idle cylinder operation in which some of the cylinders are deactivated and explosion combustion is performed in the remaining cylinders The internal combustion engine travels with a torque based on the required torque with the operation of the internal combustion engine by the all-cylinder operation in which explosion combustion is performed in all cylinders of the plurality of cylinders from the control during the idle cylinder operation for controlling the engine and the electric motor. When switching to all-cylinder operation for switching to all-cylinder operation control for controlling the engine, the generator, and the electric motor, an explosion in the some cylinders starts after a temporary decrease in the throttle opening of the internal combustion engine is started. An increase in engine working torque, which is a torque that is output from the internal combustion engine and acts on the drive shaft as combustion starts, due to the start of explosion combustion in the some cylinders. The internal combustion engine, the generator, and the electric motor are driven so that the torque for controlling is output from at least one of the generator and the electric motor and travels by the torque based on the required torque while acting on the drive shaft. Control,
It is characterized by that.

  In the second hybrid vehicle control method of the present invention, the required torque required for traveling is accompanied by the operation of the internal combustion engine by the cylinder resting operation in which some cylinders are deactivated and explosion combustion is performed in the remaining cylinders. Torque based on the required torque accompanying the operation of the internal combustion engine by the all cylinder operation in which explosion combustion is performed in all cylinders of the multiple cylinders from the control during the cylinder rest operation in which the internal combustion engine, the generator and the motor are controlled so as to travel by the torque based on At the time of all cylinder side switching to switch to all cylinder operation control to control the internal combustion engine, the generator and the motor so that it travels by the engine, in some cylinders after a temporary decrease in the throttle opening of the internal combustion engine is started To suppress the increase due to the start of explosive combustion in some cylinders of the engine working torque, which is the torque that is output from the internal combustion engine and acts on the drive shaft when explosive combustion is started. Click controls the internal combustion engine to driving by the torque based on the required torque while acting on the drive shaft is output from at least one electric generator and motor of the generator and the motor. Therefore, after starting a temporary decrease in the throttle opening of the internal combustion engine, by starting explosion combustion in some cylinders (cylinders that have been stopped), the intake air amount and the fuel injection amount of the internal combustion engine are reduced. As a result, the explosion combustion in some cylinders will start in a state where the rotational speed of the internal combustion engine tends to decrease, so the output power from the internal combustion engine will increase when starting the explosion combustion in some cylinders Can be further suppressed. In addition, a torque for suppressing an increase in engine operating torque due to the start of explosive combustion in some cylinders of the internal combustion engine is output from at least one of the generator and the electric motor to be applied to the drive shaft while being applied to the drive shaft. Since it runs by the torque based on it, the torque shock in the drive shaft at the time of starting the explosion combustion in some cylinders can be suppressed.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 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 an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; 4 is a flowchart showing an example of an engine control routine executed by an engine ECU 24. It is a flowchart which shows an example of control at the time of cylinder rest side switching. It is a flowchart which shows an example of the control at the time of all cylinder side switching. It is explanatory drawing which shows an example of the map for opening correction value setting. The time of the cylinder resting side switching flag Fch1, the rotation speed Ne of the engine 22, the output torque Te from the engine 22, the output power Pe from the engine 22, and the output torque Tm2 from the motor MG2 when performing the resting side switching control It is explanatory drawing which shows an example of the mode of a change. It is explanatory drawing which shows an example of the map for opening correction value setting. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

  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 internal combustion engine that can output power by using a hydrocarbon-based fuel such as gasoline or light oil. For example, as shown in FIG. The fuel is sucked through the throttle valve 124 and gasoline is injected from the fuel injection valve 126 to mix the sucked air and gasoline, and this mixture is sucked into the combustion chamber through the intake valve 128 and is discharged by the spark plug 130. The reciprocating motion of the piston 132 that is explosively burned by electric sparks and pushed down by the energy is converted into the rotational motion of the crankshaft 26. The engine 22 is configured as a variable cylinder engine that can be operated with some cylinders deactivated. In the embodiment, the engine 22 is configured to be operable with one cylinder out of six cylinders deactivated. did. When operating with some cylinders of the engine 22 deactivated, the pumping loss is reduced by holding the intake valves and exhaust valves corresponding to the deactivated cylinders (hereinafter referred to as deactivated cylinders) in a fully closed state. The fuel consumption is suppressed by stopping the fuel supply to the idle cylinder. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 receives signals from various sensors that detect the state of the engine 22, for example, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature that detects the temperature of cooling water in the engine 22. A cam position sensor that detects the cooling water temperature from the sensor 142, the in-cylinder pressure from a pressure sensor (not shown) installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the rotational position of the camshaft that opens and closes the exhaust valve The cam position from 144, the throttle opening TH from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, the intake air amount Qa from the air flow meter 148 attached to the intake pipe, and the temperature attached to the intake pipe Sensor 149 Et of the intake air temperature, air-fuel ratio from an air-fuel ratio sensor 135a, such as oxygen signal from an oxygen sensor 135b is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. 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 outputs data related to the operation state of the engine 22 as necessary. 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 position from the crank position sensor 140.

  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 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. Both the torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the drive shaft 32 with the operation of the engine 22. Can be considered as an engine operation mode.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. Nm2, input / output limits Win and Wout of the battery 50, the operation state of the engine 22 is all-cylinder operation in which explosion combustion is performed in all cylinders, or some cylinders are deactivated and rest in which explosion combustion is performed in the remaining cylinders A process of inputting data necessary for control such as an operation state flag Fd indicating whether the cylinder is in operation is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the input / output limits Win 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 are input from the battery ECU 52 by communication. Further, the operation state flag Fd is set to a value of 1 when the operation state of the engine 22 is all-cylinder operation, and is set to a value of 0 when the operation state of the engine 22 is a cylinder-free operation. It was supposed to be input via 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. 4 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, the operation of the engine 22 when performing all-cylinder operation based on an operation line for efficiently operating the engine 22 when performing all-cylinder operation (hereinafter referred to as an all-cylinder operation operation line) and the required power Pe *. The rotational speed Ne1, torque Te1, efficiency η1 at the point (hereinafter referred to as the all-cylinder operation point) are set (step S120), and the operation line (hereinafter referred to as the idle cylinder) for efficiently operating the engine 22 when performing the idle cylinder operation. (Referred to as “operation line”) and the required power Pe *, the rotational speed Ne2, the torque Te2, and the efficiency η2 at the operation point of the engine 22 (hereinafter referred to as the “cylinderless operation point”) when performing the idle cylinder operation are set (step) S130). FIG. 5 shows how the rotational speed Ne1, torque Te1, efficiency η1 at all cylinder operating points and the rotational speed Ne2, torque Te2, efficiency η2 at idle cylinder operating points are set. In the example of FIG. 5, the cylinder resting operation line is set so that the torque for the same rotational speed is lower than that of the all cylinders operation line. As shown in the figure, the rotational speed Ne1, the torque Te1, and the efficiency η1 can be obtained from the intersection of the operation line for all cylinder operation and the curve with the required power Pe * being constant. The rotational speed Ne2, torque Te2, and efficiency η2 are The operation line for cylinder resting operation and the required power Pe * can be obtained from the intersection of a certain curve. In FIG. 4, for reference, an example of an efficiency curve showing the efficiency of the engine 22 when performing all-cylinder operation as a contour line is shown by a one-dot chain line, and the efficiency of the engine 22 when performing cylinder resting operation is shown. An example of an efficiency curve shown as a contour line is shown by a two-dot chain line.

  Next, a value 1 is set when the engine 22 is switched from the all-cylinder operation to the cylinder-free operation, and a value 0 is set when the cylinder is not switched. The value 1 is set when the operation state of the engine 22 is switched from all cylinder operation to all cylinder operation, and the value 0 is set when not switching all cylinders. The value of the all cylinder side switching flag Fch2 is checked (step S140).

  When both the idle cylinder side switching flag Fch1 and the all cylinder side switching flag Fch2 are 0, that is, when neither the idle cylinder side switching nor the all cylinder side switching is performed, the value of the operation state flag Fd is examined (step S150). ) When the operating state flag Fd is 1, that is, when the operating state of the engine 22 is all-cylinder operation, the efficiency η1 at the all-cylinder operation point is compared with the efficiency η2 at the idle cylinder operation point (step S160). When the efficiency η1 at the all-cylinder operation point is equal to or higher than the efficiency η2 at the idle cylinder operation point, it is determined that the all-cylinder operation is continued, and when the all-cylinder operation is commanded to the engine ECU 24, the value 1 is set and the idle cylinder A value 1 is set to the operation command flag Fr that sets the value 0 when the operation is commanded (step S170), and at all cylinder operation points. The rotational speed Ne1 and the torque Te1 are respectively set to the target rotational speed Ne * and the target torque Te * of the engine 22 (step S180), and an opening correction value as a value used for adjusting the throttle opening TH of the throttle valve 124. A value 0 is set for both ΔTH and a torque correction value ΔTm2 as a value used for adjusting the torque output from the motor MG2 (step S220).

  Next, using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35, the target of the motor MG1 is expressed by the following equation (1). Formula (2) is calculated 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. To calculate the torque command Tm1 * of the motor MG1 (step S230). 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. 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 (1) can be easily derived by using this alignment chart. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

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

  Then, the torque command Tm1 * divided by the gear ratio ρ of the power distribution and integration mechanism 30 is added to the required torque Tr *, further divided by the gear ratio Gr of the reduction gear 35, and a torque correction value ΔTm2 is added to this to obtain a motor. The temporary torque Tm2tmp, which is a temporary value of the torque to be output from the MG2, is calculated by the following equation (3) (step S240), and the current motor is set to the torque command Tm1 * set to the input / output limits Win and Wout of the battery 50. Torque limit Tm2min as the upper and lower limits of the torque that may be output from motor MG2 by dividing the difference from the power consumption (generated power) of motor MG1 obtained by multiplying by rotation speed Nm1 of MG1 by the rotation speed Nm2 of motor MG2. , Tm2max is calculated by the following equations (4) and (5) (step S242), and the set temporary torque Tm2tmp is The torque command Tm2 * of the motor MG2 is set by limiting with the torque limits Tm2min and Tm2max according to the equation (6) (step S244). Here, Expression (3) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr + ΔTm2 (3)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (6)

  When the operation command flag Fr, the target engine speed Ne *, the target torque Te *, the opening correction value ΔTH, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set, the operation command flag Fr and the engine 22 are set. The target rotational speed Ne *, the target torque Te *, and the opening correction value ΔTH 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 S250). End the routine. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. . The engine ECU 24 that has received the operation command flag Fr, the target rotational speed Ne *, the target torque Te *, and the opening correction value ΔTH controls the engine 22 by an engine control routine illustrated in FIG. Hereinafter, the description of the drive control routine of FIG. 3 will be interrupted, and the engine control routine of FIG. 7 will be described. This routine is executed when the operation command flag Fr, the target rotational speed Ne *, the target torque Te *, and the opening correction value ΔTH are received.

  When the engine control routine is executed, the CPU 24a of the engine ECU 24 first starts the operation command flag Fr from the hybrid electronic control unit 70, the target torque Te *, the target rotational speed Ne *, the opening correction value ΔTH, the crank position sensor. Data such as the rotational speed Ne of the engine 22 calculated based on the signal from 140 and the intake air amount Qa from the air flow meter 148 are input (step S300), and the operation command flag Fr is used to efficiently operate the engine 22. , A target torque Te *, a rotational speed Ne of the engine 22, and a basic opening THtmp of the throttle valve 124 as a relationship between a driving command flag Fr and a target torque Te with respect to a map (not shown) determined based on experiments and analysis in advance. * And the rotational speed Ne of the engine 22 The basic opening THtmp of the valve 124 is set (step S310), and the target opening TH * of the throttle valve 124 is set by adding the opening correction value ΔTH to the set basic opening THtmp (step S320), and the intake air Based on the amount Qa, the target fuel injection amount Qf * for setting the air-fuel ratio of the combustion cylinder to the target air-fuel ratio (for example, the theoretical air-fuel ratio) is set (step S330), and the value of the operation command flag Fr is examined (step S340). ) When the operation command flag Fr is a value 1, the intake air amount control, the fuel injection control, etc. of the engine 22 are performed so that the engine 22 is operated by the all cylinder operation using the target opening TH * and the target fuel injection amount Qf *. (Step S350), the operation state flag Fd is set to 1 (step S360), the engine control routine is terminated, and When the command flag Fr is 0, the intake air amount control and the fuel injection control of the engine 22 are performed using the target opening TH * and the target fuel injection amount Qf * so that the engine 22 is operated by the idle cylinder operation. (Step S370), the operation state flag Fd is set to 0 (step S380), and the engine control routine is terminated. The intake air amount control is performed by driving the throttle motor 136 so that the throttle opening TH of the throttle valve 124 becomes the target throttle opening TH *, and the fuel injection control is performed by the target fuel injection amount Qf *. This is done by driving the fuel injection valve 126 so that the fuel is injected.

  The engine control routine of FIG. 7 has been described above. Returning to the description of the drive control routine of FIG. When the operation state flag Fd is 0 in step S150, that is, when the operation state of the engine 22 is the idle cylinder operation, the efficiency η1 at the all cylinder operation point is compared with the efficiency η2 at the idle cylinder operation point (step S190). ) When the efficiency η1 at the all-cylinder operation point is equal to or less than the efficiency η2 at the idle cylinder operation point, it is determined that the idle cylinder operation is continued, and a value 0 is set in the operation command flag Fr to instruct the engine ECU 24 to perform the idle cylinder operation. (Step S200), the engine speed Ne2 and the torque Te2 at the idle cylinder operation point are respectively set to the target engine speed Ne * and the target torque Te * of the engine 22 (step S210), and the opening correction value ΔTH and the torque are set. A value 0 is set for both of the correction values ΔTm2 (step S220), and steps S230 to S230 are performed. Executing the processing of 250 terminates the drive control routine.

  When the operation state flag Fd is 1 in step S150 and the efficiency η1 at the all cylinder operation point is less than the efficiency η2 at the cylinder operation point in step S160, the operation state of the engine 22 is switched from the all cylinder operation to the cylinder operation. Is determined, and a value 1 is set to the cylinder resting side switching flag Fch1 (step S260), a cylinder resting side switching control exemplified in FIG. 8 described later is executed (step S270), and the drive control routine is terminated. Then, when this routine is executed after the next time, it is determined that the control is to be ended by the control at the time of cylinder resting side switching in FIG. 8, and the value 0 is set to the cylinder resting side switching flag Fch1 (step S140). Then, the control at the time of cylinder resting side switching is executed (step S270), the drive control routine is terminated, and when the value 0 is set to the cylinder resting side switching flag Fch1 (step S140), the processing after step S150 is executed. .

  When the operating state flag Fd is 0 in step S150 and the efficiency η1 at the all cylinder operating point is higher than the efficiency η2 at the idle cylinder operating point in step S190, the operating state of the engine 22 is changed from the idle cylinder operation to the all cylinder operation. Is determined, the value 1 is set in the all cylinder side switching flag Fch2 (step S280), the all cylinder side switching control exemplified in FIG. 9 described later is executed (step S290), and the drive control routine is terminated. To do. When this routine is executed after the next time, it is determined that the control is to be ended by the all-cylinder-side switching control in FIG. 9 and the value 0 is set to the all-cylinder-side switching flag Fch2 (step S140). Then, the all cylinder side switching control is executed (step S290), the drive control routine is finished, and when the value 0 is set in the all cylinder side switching flag Fch1 (step S140), the processes after step S150 are executed. . Hereinafter, the rest side switching control exemplified in FIG. 8 and the rest side drive control exemplified in FIG. 9 will be described in order.

  In the cylinder rest side switching control exemplified in FIG. 8, the cylinder rest side control time ta1 as the time for starting timing from the value 0 is input at the start of this control (step S400), and the input cylinder rest side control is performed. The opening correction value ΔTH is set based on the time ta1, the previous target rotational speed of the engine 22 (previous Ne *), and the rotational speed Ne2 at the idle cylinder operation point (step S410). Now, it is considered that the operation point of the engine 22 is switched to the cylinder-cylinder operation point (rotation speed Ne2, torque Te2), and the opening correction value ΔTH is shown in the opening correction value setting map of FIG. 10 in the embodiment. As illustrated, when the cylinder deactivation side control is started (at the start of counting the cylinder deactivation side control time ta1), the positive predetermined value is maintained by gradually increasing from the value 0 to the previous target rotation of the engine 22. The number (previous Ne *) gradually decreases toward the value 0 from time t11 slightly before the vicinity of the rotational speed Ne2, and the previous target rotational speed (previous Ne *) of the engine 22 reaches the rotational speed Ne2 vicinity. The value t12 is set to be 0. As the positive predetermined value, for example, a value determined based on the rotational speed Ne of the engine 22, the intake air amount Qa, or the like can be used, or a fixed value can be used.

  Subsequently, the value of the operation state flag Fd is checked (step S420). When the operation state flag Fd is a value 1, that is, when the operation state of the engine 22 is all cylinder operation, the cylinder deactivation side control time ta1 is set to a predetermined time. Compare with tref1 (step S430). Here, the predetermined time tref1 is determined as a timing for instructing the deactivation of some cylinders of the engine 22 (hereinafter referred to as a deactivation instruction timing). For example, the intake air amount Qa is increased by the opening correction value ΔTH (target opening). As the timing after starting to increase with the increase in the degree TH *, it can be determined and used in advance by experiment or analysis based on the characteristics (eg, responsiveness) of the engine 22. In the embodiment, the predetermined time tref1 is set so that the follow-up of the change in the intake air amount Qa with respect to the change in the throttle opening TH increases as the engine speed Ne increases. The value determined to tend to be shorter as the value increases is used.

  When the non-cylinder side control time ta1 is less than the predetermined time tref1, a value 1 is set in the operation command flag Fr (step S440), and the rotation speed Ne1 and the torque Te1 at all cylinder operation points are set to the target rotation speed Ne * of the engine 22. And the target torque Te * (step S450), the torque correction value ΔTm2 is set to 0 (step S460), and the motors MG1 and MG2 are set in the same manner as the processing of steps S230 to S250 of the drive control routine of FIG. Processing for setting torque commands Tm1 *, Tm2 *, operation command flag Fr, target rotational speed Ne * of engine 22, target torque Te *, opening correction value ΔTH, torque commands Tm1 *, Tm2 * of motors MG1, MG2 Processing to be transmitted to each ECU (steps S560 to S580), and when the cylinder is switched to the idle side End control.

  When the non-cylinder side control time ta1 reaches the predetermined time tref1, it is determined that the pause instruction timing has been reached, and the time after the pause instruction ta2 that is the time from the pause instruction timing is started from the value 0 (step S470). A value 0 is set in the operation command flag Fr in order to instruct the engine ECU 24 to perform the cylinder deactivation operation (step S480), and the previous target of the engine 22 is set in order to shift the operation point of the engine 22 to the cylinder deactivation operation point. Using the rotational speed (previous Ne *) and the rotational speed Ne2 at the idle cylinder operation point and the smoothing constant s, the target rotational speed Ne * of the engine 22 is set by the following equation (7) and the required power Pe * is set to the target rotational speed. The target torque Te * is set by dividing by the number Ne * (step S490), and the torque correction value ΔTm2 is based on the post-pause instruction time ta2. Setting (step S500), processing for setting the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the operation command flag Fr, the target rotational speed Ne * of the engine 22, the target torque Te *, the opening correction value ΔTH, the motor A process of transmitting torque commands Tm1 * and Tm2 * of MG1 and MG2 to each ECU is performed (steps S560 to S580), and the control at the time of cylinder rest side switching is ended. The engine ECU 24 that has received the operation command Fr having the value 0 controls the operation of the engine 22 by the idle cylinder operation and sets the value 0 to the operation state flag Fd as described above. Further, the torque correction value ΔTm2 is a decrease in the torque (hereinafter referred to as direct torque) output from the engine 22 and acting on the ring gear shaft 32a as a drive shaft due to the suspension of a part of the cylinders of the engine 22 (hereinafter referred to as direct cylinder suspension). For example, a torque that is determined in advance as a cancelable torque can be used as a cancelable direct reduction amount obtained by experiment or analysis. By controlling the motor MG2 based on the torque command Tm2 * with the torque correction value ΔTm2 taken into account, a torque for suppressing a direct reduction in the cylinder reclamation is generated from the motor MG2 at the timing when some cylinders of the engine 22 are deactivated. Can be output.

  Ne * = previous Ne * (1-s) + Ne2 ・ s (7)

  Then, when the cylinder rest side switching control is executed next time, since the operation state flag Fd is 0 in step S420, the previous target rotational speed (previous Ne *) of the engine 22 is close to the rotational speed Ne2. It is determined whether or not it has reached (step S510), and when the previous target rotational speed (previous Ne *) has not reached the vicinity of the rotational speed Ne2, the processes of steps S480 to S500 and S560 to S580 are executed to switch the cylinder side When the time control is finished and the previous target rotational speed (previous Ne *) has reached the vicinity of the rotational speed Ne2, the value 0 is set in the operation command flag Fr (step S520), and the rotational speed Ne2 at the idle cylinder operation point and Torque Te2 is set to the target rotational speed Ne * and target torque Te * of the engine 22 (step S530), and the torque correction value ΔTm2 is set to 0. (Step S540), sets the value 0 to the cylinder deactivation side switching flag Fch1 (step S550), and executes the processing of step S560~S580 ends the control at cylinder deactivation side switch.

  In this way, by temporarily stopping the target opening degree TH * and then suspending some cylinders of the engine 22, the intake air amount Qa and the fuel injection amount Qf increase, and the rotational speed of the engine 22 increases. Since some cylinders are deactivated in a state in which Ne is likely to rise, it is possible to further suppress a drop in output power from the engine 22 when some cylinders are deactivated. Further, when some cylinders are deactivated, the output torque from the engine 22 decreases and the direct torque decreases. However, by suppressing the decrease in the direct torque by the torque from the motor MG2, as a drive shaft Fluctuation of torque acting on the ring gear shaft 32a (torque shock in the ring gear shaft 32a) can be suppressed. The reason why some cylinders are deactivated after the temporary increase of the target opening TH * is started is that the intake air amount Qa increases after the increase of the throttle opening TH of the throttle valve 124. This is because the fuel injection amount Qf increases in accordance with the increased intake air amount Qa.

  FIG. 11 shows a cylinder resting side switching flag Fch1, an engine 22 rotational speed Ne, an output torque Te from the engine 22, an output power Pe from the engine 22, and an output from the motor MG2 when the resting side switching control is performed. It is explanatory drawing which shows an example of the mode of the time change of torque Tm2. In the figure, the solid line shows the state of an embodiment in which some cylinders of the engine 22 are deactivated after the temporary increase in the throttle opening TH is started, and the engine speed Ne, the output torque Te, and the output power. An alternate long and short dash line with respect to Pe indicates a comparative example in which some cylinders of the engine 22 are deactivated without a temporary increase in the throttle opening TH. In the embodiment, by temporarily stopping some cylinders of the engine 22 after the temporary increase in the throttle opening TH is started, the torque due to the explosion combustion in the combustion cylinder is increased and the engine is increased as compared with the comparative example. Since the rotation speed Ne of the engine 22 is likely to increase, it is possible to further suppress a drop in the output power Pe from the engine 22 due to a stoppage of some cylinders of the engine 22. Further, a decrease in output torque Te from engine 22 (a decrease in direct torque) due to a stoppage of some cylinders of engine 22 can be covered by output torque Tm2 from motor MG2.

  Next, the all-cylinder side switching control exemplified in FIG. 9 will be described. In this all-cylinder-side switching control, all-cylinder-side control time tb1 as a time for starting timing from the value 0 is input at the start of this control (step S600), and the input all-cylinder-side control time tb1 and engine The opening correction value ΔTH is set based on the previous target rotational speed 22 (previous Ne *) and the rotational speed Ne1 at all cylinder operating points (step S610). Now, it is considered that the operation point of the engine 22 is switched to the all-cylinder operation point (rotation speed Ne1, torque Te1). In the embodiment, the opening correction value ΔTH is shown in the opening correction value setting map of FIG. As illustrated, a negative negative value is maintained by gradually decreasing from a value 0 from time t20, which is the start time of all cylinder side switching control (at the start of timing of all cylinder side control time tb1). The previous target rotational speed (previous Ne *) of the engine 22 gradually increases from time t21 slightly before reaching the rotational speed Ne1 toward the value 0, and the previous target rotational speed (previous Ne *) of the engine 22 is the rotational speed. It is assumed that the value is set to 0 at time t22 reaching the vicinity of Ne1. As the negative predetermined value, for example, a value determined based on the rotational speed Ne of the engine 22, the intake air amount Qa, or the like can be used, or a fixed value can be used.

  Subsequently, the value of the operation state flag Fd is checked (step S620). When the operation state flag Fd is 0, that is, when the operation state of the engine 22 is the cylinder rest operation, the all cylinder side control time tb1 is set to a predetermined time. Compare with tref2 (step S630). Here, the predetermined time tref2 is determined as a timing (hereinafter referred to as an all-cylinder instruction timing) instructing the start of explosion combustion in a cylinder (hereinafter referred to as a deactivated cylinder) out of the 6 cylinders of the engine 22. As a timing after the intake air amount Qa starts to decrease with a decrease in the opening correction value ΔTH (a decrease in the target opening TH *), an experiment or the like is performed in advance based on the characteristics of the engine 22 (for example, responsiveness). It can be determined and used by analysis. As the predetermined time tref2, a value determined to tend to be shorter as the rotational speed Ne is higher, as in the above-described predetermined time tref1.

  When the all-cylinder side control time tb1 is less than the predetermined time tref2, the operation command flag Fr is set to 0 (step S640), and the engine speed Ne2 and the torque Te2 at the idle cylinder operation point are set to the target engine speed Ne *. And the target torque Te * (step S650), the torque correction value ΔTm2 is set to 0 (step S660), the processing of steps S230 to S250 of the drive control routine of FIG. Similar to the processing in steps S560 to S580 of the time control, the processing for setting the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the operation command flag Fr, the target rotational speed Ne * of the engine 22, the target torque Te *, the opening Degree correction value ΔTH and torque commands Tm1 * and Tm2 * of motors MG1 and MG2 are transmitted to each ECU. The process is performed (steps S760 to S780), and the all cylinder side switching control is terminated.

  When the all-cylinder side control time tb1 reaches the predetermined time tref2, it is determined that the all-cylinder instruction timing has been reached, and the time from the all-cylinder instruction time tb2, which is the time from the all-cylinder instruction timing, is started from the value 0 (step S670), a value 1 is set in the operation command flag Fr in order to instruct the engine ECU 24 to perform all cylinder operation (step S680), and in order to shift the operation point of the engine 22 to the all cylinder operation point, Using the previous target rotational speed (previous Ne *) and the rotational speed Ne1 at all cylinder operating points and the smoothing constant s, the target rotational speed Ne * of the engine 22 is set by the following equation (8) and the required power Pe * Is divided by the target rotational speed Ne * to set the target torque Te * (step S690), and the torque correction value ΔTm2 based on the time tb2 after all cylinders are instructed. Setting (step S700), processing for setting torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, operation command flag Fr, target rotational speed Ne * of the engine 22, target torque Te *, opening correction value ΔTH, motor A process of transmitting torque commands Tm1 * and Tm2 * of MG1 and MG2 to each ECU is performed (steps S760 to S780), and the control at the time of switching all cylinders is ended. Here, the engine ECU 24 that has received the operation command Fr having the value 1 controls the operation of the engine 22 by the all-cylinder operation and sets the value 1 to the operation state flag Fd as described above. The torque correction value ΔTm2 is determined as a torque for suppressing an increase in direct torque due to the start of explosive combustion in the idle cylinder (hereinafter referred to as direct increase in all cylinders). For example, the torque correction value ΔTm2 is obtained in advance through experimentation or analysis. A predetermined torque or the like that can cancel the direct cylinder increase amount can be used. By controlling the motor MG2 based on the torque command Tm2 * taking into account the torque correction value ΔTm2, all cylinders are started at the timing when explosion combustion is started in a part of the cylinders of the engine 22 (cylinders that have been stopped). Torque for suppressing the direct increase can be output from the motor MG2.

  Ne * = previous Ne * (1-s) + Ne1 ・ s (8)

  Then, when this all cylinder side switching control is executed next time, since the operation state flag Fd is 1 in step S620, the previous target rotational speed (previous Ne *) of the engine 22 is close to the rotational speed Ne1. It is determined whether or not it has reached (step S710), and when the previous target rotational speed (previous Ne *) has not reached the rotational speed Ne1, the processes of steps S680 to S700 and S760 to S780 are executed to switch all cylinders When the time control is finished and the previous target rotational speed (previous Ne *) has reached the vicinity of the rotational speed Ne1, a value 1 is set to the operation command flag Fr (step S720), and the rotational speed Ne1 at all cylinder operating points and Torque Te1 is set to the target rotational speed Ne * and target torque Te * of the engine 22, respectively (step S730), and the torque correction value ΔTm2 is set to 0. (Step S740), sets the value 0 to all the tube side switching flag FCH2 (step S750), and executes the processing of step S760~S780 ends the control at all tube side switch.

  Thus, by starting the temporary reduction of the target opening TH * and then starting the explosive combustion in the idle cylinder, the intake air amount Qa and the fuel injection amount Qf are reduced, and the rotational speed Ne of the engine 22 is reduced. Since the explosion combustion in the idle cylinder is started in a state in which the engine is likely to decrease, the increase in the output power from the engine 22 when the explosion combustion in the idle cylinder is started can be further suppressed. When explosion combustion is started in the idle cylinder, the output torque from the engine 22 increases and the direct torque increases. By suppressing the increase in the direct torque by the torque from the motor MG2, the ring gear is reduced. Torque shock at the shaft 32a can be suppressed. The reason why explosion combustion in the idle cylinder is started after the target opening TH * starts to temporarily decrease is that the intake air amount Qa decreases after the throttle opening TH of the throttle valve 124 decreases. Considering that the fuel injection amount Qf decreases in accordance with the reduced intake air amount Qa.

  According to the hybrid vehicle 20 of the embodiment described above, when the operation state of the engine 22 is switched from the all-cylinder operation to the non-cylinder operation, a temporary increase in the throttle opening TH of the throttle valve 124 is started. After that, a part of the cylinders of the engine 22 is stopped, and the torque based on the required torque Tr * is output to the ring gear shaft 32a as the drive shaft while the decrease in the direct torque at that time is suppressed by the torque from the motor MG2. When the engine 22 and the motors MG1 and MG2 are controlled so that the operation state of the engine 22 is switched from all cylinder operation to all cylinder operation, the throttle opening TH of the throttle valve 124 is temporarily reduced. After that, the explosion combustion in the idle cylinder is started and the increase in direct torque at that time is the motor MG2. The engine 22 and the motors MG1 and MG2 are controlled so that torque based on the required torque Tr * is output to the ring gear shaft 32a as a drive shaft while being suppressed by the torque of the engine. A sudden change in output power from the engine 22 when switching between cylinder operation can be further suppressed, and torque shock in the ring gear shaft 32a at that time can be suppressed.

  In the hybrid vehicle 20 of the embodiment, the predetermined time tref1 and the predetermined time tref2 use values determined to tend to be shorter as the rotational speed Ne is higher. However, for one or both, parameters other than the rotational speed Ne (for example, Further, a value determined based on the intake air amount Qa or the like may be used, or a fixed value may be used.

  In the hybrid vehicle 20 of the embodiment, the reduction or increase in the direct torque is suppressed by the torque from the motor MG2 at the time of the cylinder resting side switching or the all cylinder side switching, but by the torque from both the motors MG1 and MG2 It is good also as what suppresses, and it is good also as what suppresses only with the torque from motor MG1. In addition, when attempting to suppress the decrease or increase in the direct torque by the torque from the motor MG1 at the time of switching between the cylinder resting side or switching to the all cylinder side, for example, the decrease in the direct torque on the right side of the above formula (2) The correction torque ΔTm1 for suppressing the increase may be added.

  In the hybrid vehicle 20 of the embodiment, some cylinders of the engine 22 are stopped after a temporary increase in the throttle opening TH of the throttle valve 124 is started when the cylinder is switched to the closed cylinder side, and the throttle valve 124 is switched when the all cylinder side is switched. It is assumed that after starting a temporary decrease in the throttle opening TH, explosion combustion in the idle cylinder starts, but when the cylinder is switched to the idle cylinder side, a temporary increase in the throttle opening TH of the throttle valve 124 is started. Although some cylinders of the engine 22 are deactivated after that, when the entire cylinder side is switched, explosion combustion in the deactivated cylinder may be started without a temporary decrease in the throttle opening TH of the throttle valve 124. When all cylinders are switched, the throttle opening TH of the throttle valve 124 starts to temporarily decrease and then explosive combustion in the idle cylinder starts. The timing cylinder side switch may alternatively be partially suspended for the cylinders of the engine 22 without a temporary increase of the throttle opening TH of the throttle valve 124.

  In the hybrid vehicle 20 of the embodiment, when the efficiency η2 at the idle cylinder operation point becomes higher than the efficiency η1 at the all cylinder operation point while the engine 22 is being operated by the all cylinder operation, the operation state of the engine 22 is changed. Switching from all-cylinder operation to non-cylinder operation, and when the engine 22 is being operated by the non-cylinder operation, the efficiency η1 at the all-cylinder operation point becomes higher than the efficiency η2 at the idle cylinder operation point. Although the state is switched from the idle cylinder operation to the all cylinder operation, the operation state of the engine 22 may be switched between the all cylinder operation and the idle cylinder operation when other conditions are satisfied. For example, the engine 22 is operated by the idle cylinder operation until the catalyst warm-up of the purification device 134 is completed after the system is started, and the operation state of the engine 22 is changed to the idle cylinder operation when the catalyst warm-up of the purification device 134 is completed. It is good also as what switches to all cylinder operation.

  In the hybrid vehicle 20 of the embodiment, the engine 22 is assumed to be a V-type six cylinder, but any engine that can be operated with a part of the cylinders being deactivated may be used. The engine may be an 8-cylinder engine, or may be an inline or horizontally opposed engine. Also, some of the plurality of cylinders of the engine may be deactivated or the start of explosion combustion in the deactivated cylinders may be performed in stages. For example, when the engine has 8 cylinders, the number of combustion cylinders May be changed in the order of 8, 6, 4, or 4, 6, 8.

  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. 13) 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, it is not limited to what is applied to such a hybrid vehicle, It is good also as forms of vehicles other than a motor vehicle. Moreover, it is good also as a form of the control method of 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. Regarding the first hybrid vehicle of the present invention, in the embodiment, the engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the motor MG2 corresponds to a “motor”, and the battery 50 The hybrid electronic control unit 70, which corresponds to “power storage means” and executes the processing of step S110 of the drive control routine of FIG. 3 for setting the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, is “required torque”. When the operating state of the engine 22 is switched from the all-cylinder operation to the non-cylinder operation, some cylinders of the engine 22 start after a temporary increase in the throttle opening TH of the throttle valve 124 is started. The torque based on the required torque Tr * is driven while the torque is stopped and the decrease in the direct torque at that time is suppressed by the torque from the motor MG2. The operation command flag Fr, the target engine speed Ne *, the target torque Te *, the opening correction value ΔTH, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so as to be output to the ring gear shaft 32a. 8 using the hybrid electronic control unit 70 for executing the control at the time of cylinder resting switching shown in FIG. 8 and the received operation command flag Fr, the target rotational speed Ne * of the engine 22, the target torque Te *, and the opening correction value ΔTH. An engine ECU 24 that performs intake air amount control, fuel injection control, ignition control, etc. of the engine 22 so that the engine 22 is operated by all cylinder operation or non-cylinder operation, and motors MG1, MG2 based on torque commands Tm1 *, Tm2 *. The motor ECU 40 that controls the control corresponds to “control means”. In the second hybrid vehicle of the present invention, in the embodiment, the engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the motor MG2 corresponds to a “motor”, a battery 50 corresponds to the “power storage means”, and the hybrid electronic control unit 70 that executes the process of step S110 of the drive control routine of FIG. 3 that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V is “ It corresponds to the “request torque setting means”, and when the operating state of the engine 22 is switched from the closed cylinder operation to the all cylinder operation, after a temporary decrease in the throttle opening TH of the throttle valve 124 is started, a part of the engine 22 is Explosive combustion is started in the cylinder (cylinder that has been stopped), and the increase in direct torque at that time is not suppressed by the torque from the motor MG2. The operation command flag Fr, the target engine speed Ne *, the target torque Te *, the opening correction value ΔTH, and the motors MG1, MG2 so that the torque based on the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. 9 for setting the torque commands Tm1 * and Tm2 * of the engine, the hybrid electronic control unit 70 for executing the all-cylinder side switching control in FIG. 9, the received operation command flag Fr, the target rotational speed Ne * of the engine 22, and the target torque Te. *, An engine ECU 24 that performs intake air amount control, fuel injection control, ignition control, etc. of the engine 22 so that the engine 22 is operated by all cylinder operation or idle cylinder operation using the opening correction value ΔTH, and a torque command Tm1 * , Tm2 * and the motor ECU 40 that controls the motors MG1, MG2 correspond to “control means”.

  Here, in the first and second hybrid vehicles of the present invention, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. Any type of internal combustion engine may be used. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator as long as it can input and output power, such as an induction motor. The “planetary gear mechanism” is not limited to the power distribution and integration mechanism 30, and the output shaft and power generation of the internal combustion engine, such as those using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms, are used. As long as three rotating elements are connected to the three axes of the rotating shaft of the machine and the drive shaft connected to the axle, any configuration may be used. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . 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 or an electric motor such as a capacitor. 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 set in advance, any device may be used as long as it sets the required torque required for travel, such as setting the required torque based on the travel position on the travel route. . 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. In the first hybrid vehicle of the present invention, as the “control means”, when the operating state of the engine 22 is switched from the all-cylinder operation to the non-cylinder operation, the throttle opening TH of the throttle valve 124 is temporarily increased. After that, a part of the cylinders of the engine 22 is stopped, and the torque based on the required torque Tr * is output to the ring gear shaft 32a as the drive shaft while the decrease in the direct torque at that time is suppressed by the torque from the motor MG2. The operation command flag Fr, the target engine speed Ne *, the target torque Te *, the opening correction value ΔTH, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set, and the engine 22 and the motors MG1 and MG2 It is not limited to the one that controls the engine. Some cylinders are suspended from the all-cylinder operation control for controlling the internal combustion engine, the generator, and the electric motor so that the engine runs with the torque based on the required torque, and the remaining cylinders perform the explosive combustion. When the cylinder is switched to the cylinder-closing operation for controlling the internal combustion engine, the generator, and the motor so as to run with the torque based on the required torque set with the operation of the internal combustion engine by the cylinder operation, the throttle of the internal combustion engine is switched After a temporary increase in the opening degree is started, some cylinders are stopped, and a decrease in the engine operating torque, which is a torque that is output from the internal combustion engine and acts on the drive shaft, due to the stopping of some cylinders is suppressed. The internal combustion engine and the power generator are configured to travel with torque based on the required torque while the torque for output is output from at least one of the generator and the motor and acts on the drive shaft. Any device can be used as long as it controls the motor and the electric motor. In the second hybrid vehicle of the present invention, as the “control means”, when the operating state of the engine 22 is switched from the idle cylinder operation to the all cylinder operation, a temporary decrease in the throttle opening TH of the throttle valve 124 is started. After that, explosion combustion is started in some cylinders of the engine 22 (cylinders that have been stopped), and the increase in direct torque at that time is suppressed by the torque from the motor MG2, while the torque based on the required torque Tr * is increased. The operation command flag Fr, the target engine speed Ne *, the target torque Te *, the opening correction value ΔTH, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are output so as to be output to the ring gear shaft 32a as the drive shaft. It is not limited to setting and controlling the engine 22 and the motors MG1 and MG2, but some cylinders are deactivated. All cylinders are controlled by a cylinder-off operation control that controls the internal combustion engine, the generator, and the electric motor so as to run with a torque based on the required torque accompanied by the operation of the internal combustion engine by a cylinder idle operation in which explosion combustion is performed in the remaining cylinders. When switching all cylinders to switch to all-cylinder operation control that controls the internal combustion engine, the generator, and the motor so as to travel with the torque based on the required torque accompanying the operation of the internal combustion engine by the all-cylinder operation where explosion combustion is performed in the cylinder A part of the engine operating torque, which is a torque that is output from the internal combustion engine and acts on the drive shaft after explosion combustion is started in some cylinders after a temporary decrease in the throttle opening of the internal combustion engine is started Torque to suppress an increase due to the start of explosion combustion in the cylinder of the engine is output from at least one of the generator and the electric motor to the required torque while acting on the drive shaft As long as it controls an internal combustion engine, a generator, and an electric motor so that it may drive by the torque based on it, what kind of thing 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 Hybrid vehicle, 22 engine, 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 Rotation 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 electronic control unit for hybrid, 72 CPU, 74 ROM, 7 6 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, 122 air cleaner, 124 throttle valve, 126 fuel injection Valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purification device, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136, Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam Position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150 Variable valve Timing mechanism, MG1, MG2 motor.

Claims (7)

An internal combustion engine that can operate with some cylinders out of a plurality of cylinders, a generator that can input and output power, a drive shaft that is connected to the output shaft of the internal combustion engine, the rotating shaft of the generator, and the axle And a planetary gear mechanism in which three rotating elements are connected to three shafts; a motor capable of inputting / outputting power to / from the drive shaft; and a power storage means capable of exchanging power with the generator and the motor. A car,
Requested torque setting means for setting a requested torque required for traveling;
The internal combustion engine, the generator, and the electric motor are controlled so as to run at a torque based on the set required torque with the operation of the internal combustion engine by all cylinder operation in which explosion combustion is performed in all cylinders of the plurality of cylinders. By the torque based on the set required torque with the operation of the internal combustion engine by the idle cylinder operation in which some of the cylinders are deactivated and the remaining cylinders perform explosion combustion from the all cylinder operation control When the cylinder is switched to the cylinder-closing operation for controlling the internal combustion engine, the generator, and the electric motor so as to travel, the part of the internal combustion engine after the temporary increase in the throttle opening is started. In order to suppress a decrease in engine operating torque, which is a torque that is output from the internal combustion engine and acts on the drive shaft, due to the suspension of some of the cylinders. The internal combustion engine, the generator, and the electric motor are controlled so that the vehicle travels by torque based on the set required torque while being output from at least one of the generator and the electric motor and acting on the drive shaft. Control means to
A hybrid car with The hybrid vehicle according to claim 1,
When the cylinder is switched to the cylinder resting side, the control means starts a temporary increase in the throttle opening of the internal combustion engine, and then stops some of the cylinders at a timing according to the rotational speed of the internal combustion engine. Means for controlling the internal combustion engine,
Hybrid car. A hybrid vehicle according to claim 1 or 2,
The control means is configured to change the throttle opening of the internal combustion engine after the temporary reduction of the throttle opening is started at the time of all cylinder switching when switching from the cylinder rest operation control to the all cylinder operation control. Torque is output from at least one of the generator and the electric motor to start the explosion combustion and to suppress an increase in the engine operating torque due to the start of the explosion combustion in the partial cylinders. Means for controlling the internal combustion engine, the generator, and the electric motor so as to travel by torque based on the set required torque while acting on
A hybrid car with An internal combustion engine that can operate with some cylinders out of a plurality of cylinders, a generator that can input and output power, a drive shaft that is connected to the output shaft of the internal combustion engine, the rotating shaft of the generator, and the axle And a planetary gear mechanism in which three rotating elements are connected to three shafts; a motor capable of inputting / outputting power to / from the drive shaft; and a power storage means capable of exchanging power with the generator and the motor. A car,
Requested torque setting means for setting a requested torque required for traveling;
The internal combustion engine and the generator are driven so as to travel with a torque based on the set required torque with the operation of the internal combustion engine by a cylinder resting operation in which some of the cylinders are deactivated and explosion combustion is performed in the remaining cylinders. By the torque based on the set required torque with the operation of the internal combustion engine by the all-cylinder operation in which the explosion combustion is performed in all the cylinders of the plurality of cylinders from the control during the cylinder resting operation for controlling the motor and the motor When switching to all cylinder side switching to control during all cylinder operation to control the internal combustion engine, the generator, and the electric motor to travel, the part after the temporary reduction of the throttle opening of the internal combustion engine is started Explosive combustion in the cylinders of the engine is started and engine combustion torque, which is output from the internal combustion engine and acts on the drive shaft, starts explosion combustion in the some cylinders. The internal combustion engine and the generator are configured such that a torque for suppressing the increase is output from at least one of the generator and the electric motor and travels by the torque based on the set required torque while acting on the drive shaft. And control means for controlling the electric motor;
A hybrid car with The hybrid vehicle according to claim 4,
The control means, at the time of the all cylinder side switching, after the temporary opening of the throttle opening of the internal combustion engine is started, explosive combustion in the some cylinders at a timing according to the rotational speed of the internal combustion engine Means for controlling the internal combustion engine so that
Hybrid car. An internal combustion engine that can operate with some cylinders out of a plurality of cylinders, a generator that can input and output power, a drive shaft that is connected to the output shaft of the internal combustion engine, the rotating shaft of the generator, and the axle And a planetary gear mechanism in which three rotating elements are connected to three shafts; a motor capable of inputting / outputting power to / from the drive shaft; and a power storage means capable of exchanging power with the generator and the motor. A vehicle control method,
The internal combustion engine, the generator, and the electric motor are driven so as to run at a torque based on a required torque required for running along with the operation of the internal combustion engine by an all-cylinder operation where explosion combustion is performed in all cylinders of the plurality of cylinders. The internal combustion engine is driven to run at a torque based on the required torque with the operation of the internal combustion engine by a cylinder resting operation in which some of the cylinders are deactivated and explosion combustion is performed in the remaining cylinders from the all-cylinder operation control to be controlled. At the time of cylinder rest switching to switch to the cylinder rest operation control for controlling the engine, the generator, and the motor, some of the cylinders are stopped after a temporary increase in the throttle opening of the internal combustion engine is started. And a torque for suppressing a decrease in the engine operating torque, which is a torque output from the internal combustion engine and acting on the drive shaft, due to the suspension of some of the cylinders. Controls the said internal combustion engine to driving by the torque based on the requested torque while acting on the drive shaft is output from at least one said generator the electric motor of the generator and the motor,
A control method for a hybrid vehicle. An internal combustion engine that can operate with some cylinders out of a plurality of cylinders, a generator that can input and output power, a drive shaft that is connected to the output shaft of the internal combustion engine, the rotating shaft of the generator, and the axle And a planetary gear mechanism in which three rotating elements are connected to three shafts; a motor capable of inputting / outputting power to / from the drive shaft; and a power storage means capable of exchanging power with the generator and the motor. A vehicle control method,
The internal combustion engine and the power generator so as to run with a torque based on a required torque required for running with the operation of the internal combustion engine by the idle cylinder operation in which some of the cylinders are deactivated and explosion combustion is performed in the remaining cylinders The internal combustion engine travels with a torque based on the required torque with the operation of the internal combustion engine by the all-cylinder operation in which explosion combustion is performed in all cylinders of the plurality of cylinders from the control during the idle cylinder operation for controlling the engine and the electric motor. When switching to all-cylinder operation for switching to all-cylinder operation control for controlling the engine, the generator, and the electric motor, an explosion in the some cylinders starts after a temporary decrease in the throttle opening of the internal combustion engine is started. An increase in engine working torque, which is a torque that is output from the internal combustion engine and acts on the drive shaft as combustion starts, due to the start of explosion combustion in the some cylinders. The internal combustion engine, the generator, and the electric motor are driven so that the torque for controlling is output from at least one of the generator and the electric motor and travels by the torque based on the required torque while acting on the drive shaft. Control,
A control method for a hybrid vehicle.

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