JP2011183910A - Hybrid vehicle and method of controlling the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To stably operate an internal combustion engine outside a noise oscillation area in operating the internal combustion engine in the neighborhood of the noise oscillation area giving a feeling of displeasure to a driver or a crew due to a noise or oscillation. <P>SOLUTION: When an engine is operated on an NV line in applying a command power P* including a correction power Padj to an operation line Ld for execution, target rotational frequency Ne* is set by using a target engine power Pe* which does not include the correction power Padj, and target torque Te* is set by excluding the command power P* with the target rotational frequency Ne* (S200), and the engine and motors MG1 and MG2 are controlled so that the engine can be operated with the target rotational frequency Ne* and the target torque Te*, and that request torque Tr* can be output to driving wheels (S210 to S270). Thus, it is possible to precisely operate the engine on the operation line Ld for execution, and to suppress the engine from being operated in an area giving a feeling of displeasure or a feeling of incompatibility to a driver or a crew due to a noise or oscillation. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle and a control method thereof, and more specifically, a drive shaft connected to an axle, an output shaft of an internal combustion engine, and a rotary shaft of a generator are connected to three rotary elements of a planetary gear mechanism and the drive shaft. The present invention relates to a hybrid vehicle in which an electric motor is attached so that power can be output, and a control method for such a hybrid vehicle.

  Conventionally, in this type of hybrid vehicle, the drive shaft connected to the axle, the output shaft of the engine, and the rotary shaft of the first motor are connected to the planetary gear ring gear, carrier, sun gear, and power can be output to the drive shaft. In a hybrid vehicle equipped with a second motor, when the vehicle speed is smaller than a threshold value, the engine is operated at a target operating point set by using the noise elimination operation line, and the engine is driven so as to travel at a required torque required for traveling. The engine controls the first motor and the second motor so that when the vehicle speed is greater than the threshold value, the engine is operated at a target operating point set using the efficiency operation line and travels with the required torque required for traveling. That control the first motor and the second motor have been proposed (for example, special References 1). This vehicle is equipped with an eco switch for giving priority to fuel efficiency, and when the eco switch is turned on, the threshold for switching between the noise elimination operation line and the efficiency operation line is reduced, so that the operating area of the efficiency operation line is used. To increase energy efficiency.

JP 2008-155684 A

  A hybrid vehicle in which the drive shaft coupled to the above-described axle, the output shaft of the engine, and the rotation shaft of the first motor are connected to the ring gear, carrier, sun gear of the planetary gear, and the second motor is attached so that power can be output to the drive shaft. Then, the engine is driven at the target operating point to output the required torque and run based on fluctuations in output from the engine due to changes in atmospheric pressure and changes in loss due to aging of the first and second motors. Then, the battery may be charged / discharged by the charge / discharge power deviated from the target charge / discharge power to be charged / discharged. At this time, the correction power is set so as to cancel the difference between the target charge / discharge power and the actual charge / discharge power, and the power to be output from the engine is corrected using this correction power. When the target operation point of the engine is in the vicinity of the noise generation region in the noise elimination operation line, the operation point of the engine 22 fluctuates due to the fluctuation of the correction power, and the engine 22 is operated at the operation point in the noise generation region. May cause discomfort to the driver and passengers.

  The hybrid vehicle and the control method thereof according to the present invention stabilizes the internal combustion engine outside the noise vibration region when the internal combustion engine is operated in the vicinity of the noise vibration region that causes discomfort to the driver and passengers due to noise and vibration. The main purpose is to drive.

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

The hybrid vehicle of the present invention
An internal combustion engine, a generator capable of power input / output, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator. A hybrid vehicle comprising a gear mechanism, an electric motor capable of inputting and outputting power to the drive shaft, and a secondary battery that exchanges electric power with the generator and the electric motor,
Charge / discharge power detection means for detecting charge / discharge power of the secondary battery;
An operating region in which noise or vibration generated by the operation of the internal combustion engine makes a passenger feel uncomfortable among the regions in which the internal combustion engine can be operated due to an efficient operation constraint that is a constraint consisting of the rotational speed and torque for efficiently operating the internal combustion engine. Engine operation constraint setting means for setting engine operation constraints obtained by excluding the noise vibration region,
Traveling power setting means for setting traveling power required for traveling;
Target charge / discharge power setting means for setting target charge / discharge power to charge / discharge the secondary battery according to the state of the secondary battery;
Target engine power setting means for setting target engine power to be output from the internal combustion engine based on the set traveling power and the set target charge / discharge power;
Correction power setting means for setting correction power for canceling the difference between the detected charge / discharge power and the set target charge / discharge power;
When a command power, which is the sum of the set target engine power and the set correction power, is output from the internal combustion engine by operation based on the efficiency operation constraint, the internal combustion engine operates in the noise vibration region. To set the rotational speed obtained by applying the target engine power to the engine operation constraint as the target rotational speed at which the internal combustion engine is to be operated and to output the command power at the set target rotational speed Is set as a target torque to be output from the internal combustion engine, and when the command power is output from the internal combustion engine by an operation based on the efficiency operation constraint, the internal combustion engine is operated outside the noise vibration region. The rotation speed and torque obtained by applying the command power to the engine operation constraint are set as the target rotation speed and the target torque. Target value setting means for setting as,
The internal combustion engine and the power generation so that the internal combustion engine is operated at an operation point composed of the set target rotational speed and the set target torque, and the set traveling power is output to the drive shaft. Control means for controlling the machine and the motor;
It is a summary to provide.

  In the hybrid vehicle according to the present invention, first, noise or vibration generated by the operation of the internal combustion engine in the region where the internal combustion engine can be operated from the efficient operation restriction which is a restriction composed of the rotation speed and the torque for efficiently operating the internal combustion engine. The engine operation restrictions obtained by excluding the noise vibration region, which is an operation region that gives the passenger a sense of incongruity, are set. Subsequently, the target engine power to be output from the internal combustion engine is set based on the driving power required for traveling and the target charge / discharge power to charge / discharge the secondary battery, and charging / discharging to charge / discharge the secondary battery The correction power for canceling the difference between the power and the target charge / discharge power is set. When the command power, which is the sum of the set target engine power and the set correction power, is output from the internal combustion engine by the operation based on the efficient operation constraint, the target engine is operated in the noise vibration region. The engine speed is set as the target engine speed at which the internal combustion engine should be operated, and the torque to output the command power at the set target engine speed is output from the internal combustion engine. The internal combustion engine is operated at an operation point including the set target rotational speed and target torque, and the internal combustion engine, the generator, and the electric motor are controlled so that the traveling power is output to the drive shaft. In other words, when the command power is output from the internal combustion engine by the operation based on the efficient operation constraint, when the internal combustion engine is operated in the noise vibration region, the target engine power not including the correction power is applied to the engine operation constraint and the target rotation is performed. The torque for outputting the command power including the correction power at the target rotational speed is set as the target torque, the internal combustion engine is operated at the operating point consisting of the target rotational speed and the target torque, and the traveling power The internal combustion engine, the generator, and the electric motor are controlled so that is output to the drive shaft. Since the target engine power that does not include the correction power is used for setting the target engine speed of the internal combustion engine, even if the correction power that cancels the difference between the target charge / discharge power of the secondary battery and the actual charge / discharge power fluctuates, The target engine speed does not fluctuate. And since the command power including the correction power is used to set the target torque of the internal combustion engine, even if there is a change in the output of the internal combustion engine due to a change in atmospheric pressure or a change in loss due to the aging of the generator or motor, Torque that should be output from the internal combustion engine can be output. The torque that should be output originally is when there is no change in the output of the internal combustion engine due to a change in the atmospheric pressure, or a change in loss due to aging of the generator or motor, that is, when the correction power becomes zero. The torque obtained by applying the engine target power to the engine operation restriction. Therefore, by performing the above-described control, the internal combustion engine can be stably operated at the operation point where the engine operation restriction is imposed. As a result, even if fluctuations in the output of the internal combustion engine due to changes in atmospheric pressure or changes in loss due to aging of the generator or motor occur, the internal combustion engine can be stably operated outside the noise vibration region. In addition, since the internal combustion engine can be stably operated at the operation point where the engine operation restriction is imposed, the margin for considering the deviation of the operation point of the internal combustion engine used when setting the engine operation restriction is reduced. Thus, the engine operation restriction can be made more efficient, and the fuel efficiency of the vehicle can be improved. Further, the controllability of the internal combustion engine can be improved because the target rotational speed of the internal combustion engine does not vary even if the correction power varies.

  In such a hybrid vehicle of the present invention, the hybrid vehicle includes auxiliary machine power consumption estimating means for estimating auxiliary machine power consumption that is power consumed by an auxiliary machine mounted on the vehicle, and the target engine power setting means includes the driving power and the power It may be a means for setting the target engine power based on the sum of the power corresponding to the target charge / discharge power and the power corresponding to the auxiliary machine power consumption. In this way, the target engine speed of the internal combustion engine can be set without including the auxiliary machine power consumption consumed by the auxiliary machine in the correction power.

  Further, in the hybrid vehicle of the present invention, the engine operation restriction setting means sets the engine operation restriction on the assumption that the operation region in which noise or vibration generated by the operation of the internal combustion engine makes a passenger feel uncomfortable decreases as the vehicle speed increases. It can also be a means. The higher the vehicle speed is, the smaller the operating range in which the noise or vibration generated by the operation of the internal combustion engine can cause the passengers to feel strange is that the higher the vehicle speed, the greater the noise and vibration caused by driving. This is based on the fact that the noise and vibrations that occur are masked and the passengers are not discomforted. By setting the engine operation restriction in this manner, the engine operation restriction can be made more efficient as the vehicle speed increases, and the fuel efficiency of the vehicle can be improved.

  Furthermore, in the hybrid vehicle of the present invention, when the command power is output from the internal combustion engine by the operation based on the efficiency operation constraint, the control means is configured to operate the internal combustion engine outside the noise vibration region. The engine speed and torque obtained by applying power to the engine operation constraint are set as the target engine speed and the target torque, and the internal combustion engine is operated at an operation point consisting of the set target engine speed and the set target torque. And the means for controlling the internal combustion engine, the generator, and the electric motor so that the set traveling power is output to the drive shaft. In this way, when the command power is output from the internal combustion engine by the operation based on the efficient operation constraint, the control when the internal combustion engine is operated outside the noise vibration region is changed to the control when the operation is performed within the noise vibration region. In comparison, it can be simplified.

The hybrid vehicle control method of the present invention includes:
An internal combustion engine, a generator capable of power input / output, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator. A control method of a hybrid vehicle comprising: a gear mechanism; an electric motor capable of inputting / outputting power to / from the drive shaft; and a secondary battery that exchanges electric power with the generator and the electric motor,
(A) Noise or vibration generated by the operation of the internal combustion engine out of a region where the internal combustion engine can be operated due to an efficient operation restriction, which is a restriction composed of a rotational speed and torque for efficiently operating the internal combustion engine. Set the engine operation restrictions obtained by excluding the noise and vibration areas that are given,
(B) A target engine power to be output from the internal combustion engine is set based on a traveling power required for traveling and a target charging / discharging power to charge / discharge the secondary battery, and the secondary battery is charged / discharged. Set a correction power to cancel the difference between the target charge / discharge power and the target charge / discharge power,
(C) When a command power that is the sum of the set target engine power and the set correction power is output from the internal combustion engine by an operation based on the efficient operation constraint, the internal combustion engine is operated within the noise vibration region. When the engine speed is to be set, the rotational speed obtained by applying the target engine power to the engine operation constraint is set as the target rotational speed at which the internal combustion engine is to be operated, and the command power is output at the set target rotational speed. Torque is set as a target torque to be output from the internal combustion engine, the internal combustion engine is operated at an operating point consisting of the set target rotational speed and the set target torque, and the traveling power is Controlling the internal combustion engine, the generator, and the electric motor to be output to a drive shaft;
This is the gist.

  In the hybrid vehicle control method of the present invention, first, noise generated by the operation of the internal combustion engine in the region where the internal combustion engine can be operated due to the efficient operation restriction which is a restriction consisting of the rotational speed and the torque for efficiently operating the internal combustion engine. Alternatively, engine operation restrictions obtained by excluding a noise vibration region, which is an operation region in which vibrations cause an uncomfortable feeling to the occupant, are set. Subsequently, the target engine power to be output from the internal combustion engine is set based on the driving power required for traveling and the target charge / discharge power to charge / discharge the secondary battery, and charging / discharging to charge / discharge the secondary battery The correction power for canceling the difference between the power and the target charge / discharge power is set. When the command power, which is the sum of the set target engine power and the set correction power, is output from the internal combustion engine by the operation based on the efficient operation constraint, the target engine is operated in the noise vibration region. The engine speed is set as the target engine speed at which the internal combustion engine should be operated, and the torque to output the command power at the set target engine speed is output from the internal combustion engine. The internal combustion engine is operated at an operation point including the set target rotational speed and target torque, and the internal combustion engine, the generator, and the electric motor are controlled so that the traveling power is output to the drive shaft. In other words, when the command power is output from the internal combustion engine by the operation based on the efficient operation constraint, when the internal combustion engine is operated in the noise vibration region, the target engine power not including the correction power is applied to the engine operation constraint and the target rotation is performed. The torque for outputting the command power including the correction power at the target rotational speed is set as the target torque, the internal combustion engine is operated at the operating point consisting of the target rotational speed and the target torque, and the traveling power The internal combustion engine, the generator, and the electric motor are controlled so that is output to the drive shaft. Since the target engine power that does not include the correction power is used for setting the target engine speed of the internal combustion engine, even if the correction power that cancels the difference between the target charge / discharge power of the secondary battery and the actual charge / discharge power fluctuates, The target engine speed does not fluctuate. And since the command power including the correction power is used to set the target torque of the internal combustion engine, even if there is a change in the output of the internal combustion engine due to a change in atmospheric pressure or a change in loss due to the aging of the generator or motor, Torque that should be output from the internal combustion engine can be output. The torque that should be output originally is when there is no change in the output of the internal combustion engine due to a change in the atmospheric pressure, or a change in loss due to aging of the generator or motor, that is, when the correction power becomes zero. The torque obtained by applying the engine target power to the engine operation restriction. Therefore, by performing the above-described control, the internal combustion engine can be stably operated at the operation point where the engine operation restriction is imposed. As a result, even if fluctuations in the output of the internal combustion engine due to changes in atmospheric pressure or changes in loss due to aging of the generator or motor occur, the internal combustion engine can be stably operated outside the noise vibration region. In addition, since the internal combustion engine can be stably operated at the operation point where the engine operation restriction is imposed, the margin for considering the deviation of the operation point of the internal combustion engine used when setting the engine operation restriction is reduced. Thus, the engine operation restriction can be made more efficient, and the fuel efficiency of the vehicle can be improved. Further, the controllability of the internal combustion engine can be improved because the target rotational speed of the internal combustion engine does not vary even if the correction power varies.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the relationship between the vehicle speed V and the operation line of the engine. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the map for charging / discharging request | requirement power setting. It is explanatory drawing which shows a mode that the target rotational speed Ne * and the target torque Te * are set using the execution operation line when the command power P * is not on the NV line in the execution operation line. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; It is explanatory drawing explaining a mode that torque limitation Tm1min and Tm1max are set. It is explanatory drawing which shows a mode that the target rotational speed Ne * and the target torque Te * are set using the execution operation line when the command power P * is on the NV line in the execution operation line.

  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, A battery 50 that exchanges electric power with motors MG1 and MG2 and a hybrid electronic control unit 70 that controls the entire vehicle are provided.

  The engine 22 is, for example, an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine) that inputs signals from various sensors that detect the operating state of the engine 22. ECU 24) receives operation control such as fuel injection control, ignition control, and intake air amount adjustment control. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. 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 a signal from a crank position sensor (not shown) attached to the crankshaft 26.

  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 configured as, for example, a lithium ion secondary battery, and 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, an inter-terminal voltage Vb from the voltage sensor 51 a installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current Ib from the attached current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the charge / discharge power Wb for charging / discharging the battery 50 by multiplying the inter-terminal voltage Vb from the voltage sensor 51a and the charge / discharge current Ib from the current sensor 51b, or managing the battery 50. Based on the integrated value of the charge / discharge current Ib detected by the current sensor, the storage ratio SOC as a ratio of the total capacity in the storage amount of the battery 50 is calculated, or the battery is calculated based on the calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge 50, are calculated. 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 limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  Connected to the power line 54 connected to the battery 50 are a drive circuit 91 of an air compressor 90 in the air conditioner in the passenger compartment, a DC / DC converter 95 that transforms power and supplies it to the low voltage system battery 94, and the like. Yes. The air compressor 90, the low voltage system battery 94, or the low voltage system device that receives power supply from the low voltage system battery 94 functions as an auxiliary device when viewed from the drive system.

  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. Also, from the hybrid electronic control unit 70, an air conditioner inverter command Ia * as a drive signal to the drive circuit 91, a DC / DC converter command Ic * as a drive signal to the DC / DC converter 95, and the like are output via an output port. Is output. 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. 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 ring gear shaft 32a with the operation of the engine 22. Since there is no difference in the control, both are hereinafter referred to as the engine operation mode.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, and the vehicle speed from the vehicle speed sensor 88. Processing for inputting data necessary for control, such as V, storage ratio SOC of battery 50, charge / discharge power Wb of battery 50, input / output restrictions Win and Wout of battery 50, air conditioner inverter command Ia *, DC / DC converter command Ic * 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. The storage ratio SOC, charge / discharge power Wb, and input / output limits Win and Wout of the battery 50 are calculated by the battery ECU 52 and input from the battery ECU 52 by communication.

  When the data is input in this way, the execution operation line Ld is set based on the input vehicle speed V (step S110). Here, in the embodiment, the execution operation line Ld is set in advance in the relationship between the vehicle speed V and the operation line and stored in the ROM 74 as an execution operation line setting map. It was set by introducing a corresponding operation line. An example of the execution operation line setting map is shown in FIG. In the figure, an operation line L4 is an operation line when the vehicle speed V is 90 km / h or more and is an optimum fuel efficiency operation line that can efficiently drive the engine 22, and the lower the rotation speed and the higher the torque as the vehicle speed V decreases. The operation lines L3, L2, and L1 that are determined to shift the region to the low torque side are set as the execution operation line Ld. This low-rotation high-torque region is a region in which a so-called booming noise or vibration is generated by the operation of the engine 22 and causes the driver and passengers to feel uncomfortable or uncomfortable. The execution operation line Ld is set so that this region becomes smaller as the vehicle speed V increases, because noise and vibration due to traveling increase as the vehicle speed V increases, so that noise and vibration generated by the operation of the engine 22 are masked. It is based on not giving discomfort and discomfort to the driver and passengers. Note that portions of the operation lines L1, L2, and L3 that deviate from the fuel efficiency optimal operation line (L4) (low-rotation high-torque portions that protrude downward) are caused by noise and vibration caused by the operation of the engine 22 and are occupants and passengers. In the following description, it is a part on the “NV line (noise / vibration line)”.

  Subsequently, 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 accelerator opening Acc and the vehicle speed V is required for traveling. The travel power Pdrv * is set (step S120). 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 traveling power Pdrv * can be calculated by multiplying the set required torque Tr * by the rotational speed Nr of the ring gear shaft 32a. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Next, charge / discharge required power Pb * as power necessary for charging / discharging the battery 50 is set based on the storage ratio SOC (step S130), and the air conditioner inverter command Ia * and DC / DC converter command Ic * are set. Is used to estimate the auxiliary machine power consumption Ph (step S140). In the embodiment, the charge / discharge required power Pb * is stored in the ROM 74 as a charge / discharge required power setting map by predetermining the relationship between the power storage rate SOC and the charge / discharge required power Pb *, and given the power storage rate SOC. And the corresponding charge / discharge required power Pb * is derived from the map. An example of the charge / discharge required power setting map is shown in FIG. As shown in the figure, when the power storage rate SOC is larger than a control range centered on a predetermined target power storage rate SOC * (for example, a range of plus or minus 5% or 10% from the target power storage rate SOC *), the power storage rate SOC Accordingly, the negative power for discharging is set to the charge / discharge required power Pb *, and when the storage ratio SOC is smaller than the control range, the positive power for charging is charged / discharge required power according to the storage ratio SOC. Set to Pb *. The reason why the charge / discharge required power Pb * of 0 is set when the power storage rate SOC is within the control range centered on the target power storage rate SOC * is to suppress frequent charge / discharge of the battery 50. In the embodiment, the auxiliary machine power consumption Ph is a device connected to a low voltage system including the air compressor 90 and the low voltage battery 94 because the auxiliary machine that receives power supply from the drive system is a drive of the air compressor 90. It can be estimated from the air conditioner inverter command Ia * and the DC converter command Ic * which are commands to the circuit 91 and the DC / DC converter 95. For example, the air conditioner inverter command Ia * is multiplied by a coefficient ka for converting this into power. And the DC / DC converter command Ic * multiplied by a coefficient kc for converting it to power.

  Then, the target engine power Pe * that is the power that should be output from the engine 22 is set as the sum of the traveling power Pdrv *, the charge / discharge required power Pb *, and the auxiliary machine power consumption Ph (step S150). The correction power Padj is set so as to cancel out the difference between the required discharge power Pb * multiplied by the coefficient kw for converting this into electric power and the charge / discharge power Wb of the battery 50 (step S160), and the target engine power Pe *. And command power P * are set as the sum of the correction power Padj and the correction power Padj (step S170). Here, the correction power Padj is calculated by the following equation (1) in the embodiment. In equation (1), kp is the gain of the integral term in PID control.

  Padj = ∫kp ・ (kw ・ Pb * -Wb) dt (1)

  When the target engine power Pe * and the command power P * are thus set, it is determined whether or not the operation point of the engine 22 is on the NV line when the command power P * is applied to the execution operation line Ld (step S180). ). Considering the case where the operation point of the engine 22 is not on the NV line, a negative determination is made in this determination, and the rotation speed at the operation point obtained by applying the command power P * to the execution operation line Ld. And the torque are set as the target rotational speed Ne * and the target torque Te * at which the engine 22 should be operated (step S190). An example of how the command power P * is applied to set the target rotational speed Ne * and the target torque Te * of the engine 22 when the operation line L2 is set as an execution operation line is shown in FIG. As shown in the figure, the target rotational speed Ne * and the target torque Te * of the engine 22 can be obtained as an intersection of a curve having a constant command power P * and an execution operation line.

  When the target rotational speed Ne * and the target torque Te * of the engine 22 are set in this way, the following equation is obtained using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the gear ratio ρ of the power distribution and integration mechanism 30. The target rotational speed Nm1 * of the motor MG1 is calculated by (2), and the temporary torque to be output from the motor MG1 is calculated by the expression (3) based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1. The temporary torque Tm1tmp that is the value of is calculated (step S210). Here, Expression (2) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 is a collinear diagram showing a dynamic relationship between the rotational speed 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. Equation (2) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (3), “k1” in the second term on the right side is a gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / ρ (2)
Tm1tmp = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (3)

  Subsequently, torque limits Tm1min and Tm1max are set as upper and lower limits of the torque that may be output from the motor MG1 that satisfies both the expressions (4) and (5) (step S220), and the set temporary torque Tm1tmp is expressed by the expression ( The torque command Tm1 * of the motor MG1 is set by limiting with the torque limits Tm1min and Tm1max according to 6) (step 230). Here, Expression (4) is a relationship in which the total torque output to the ring gear shaft 32a by the motor MG1 and the motor MG2 is within a range from the value 0 to the required torque Tr *, and Expression (5) is related to the motor MG1. This is a relationship in which the sum of the electric power input and output by the motor MG2 is within the range of the input and output limits Win and Wout. An example of the torque limits Tm1min and Tm1max is shown in FIG. The torque limits Tm1min and Tm1max can be obtained as the maximum value and the minimum value of the torque command Tm1 * in the region indicated by the oblique lines in the drawing.

0 ≦ −Tm1 / ρ + Tm2, Gr ≦ Tr * (4)
Win ≦ Tm1 / Nm1 + Tm2 / Nm2 ≦ Wout (5)
Tm1 * = max (min (Tm1tmp, Tm1max), Tm1min) (6)

  Then, the torque command Tm1 * set as the required torque Tr * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further divided by the gear ratio Gr of the reduction gear 35 to obtain the torque to be output from the motor MG2. A temporary torque Tm2tmp, which is a temporary value, is calculated by the following equation (7) (step S240), and the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 are expressed by the following formula (8). And the calculated temporary torque Tm2tmp according to the equation (10) (step S250). Tm2min, and limited by Tm2max to set a torque command Tm2 * of the motor MG2 (step S260). Here, Equation (7) can be easily derived from the alignment chart of FIG.

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

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S270), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  If it is determined in step S180 that the operating point of the engine 22 is on the NV line when the command power P * is applied to the execution operation line Ld, the target engine power Pe * is applied to the execution operation line Ld. Is set as the target rotational speed Ne * at which the engine 22 is to be operated, and the target torque to be output from the engine 22 is the torque obtained by dividing the command power P * by the set target rotational speed Ne *. Set as Te * (step S200), and execute processing (steps S210 to S260) for setting torque commands Tm1 * and Tm2 * of motors MG1 and MG2 using the set target rotational speed Ne * and target torque Te *. The target rotational speed Ne * and the target torque Te * of the engine 22 are sent to the engine ECU 24 by the motor MG. , MG2 torque command Tm1 *, and transmitted respectively to the motor ECU40 for Tm2 * (step S270), and terminates the drive control routine. When the operation line L2 is set as the execution operation line Ld, the target engine power Pe * is applied to set the target rotational speed Ne * of the engine 22, and the command power P * is set at the set target rotational speed Ne *. An example of how the target torque Te * of the engine 22 is set is shown in FIG. In the figure, the dashed curve is a curve with a constant target engine power Pe *, and the two-dot chain line is a curve with a constant command power P * when the correction power Padj is set to the minus side or the plus side. As shown in the figure, the target rotational speed Ne * of the engine 22 can be obtained as the rotational speed at the intersection of a curve with a constant target engine power Pe * and the execution operation line (operation line L2). The target torque Te * of the engine 22 is such that when the correction power Padj is set to the minus side, the target engine power Pe * is a curve indicated by a one-dot chain line below the constant curve and the command power P * is a constant curve. The curve Te and the target rotational speed Ne * can be obtained as the torque Te3 at the intersection of the constant straight line. When the correction power Padj is set to the plus side, the target engine power Pe * is a one-dot chain curve above the constant curve. Since the command power P * is a constant curve, the torque Te4 at the intersection of this curve and the target rotational speed Ne * can be obtained.

  Consider a case where a negative or positive correction power Padj is set due to a change in output from the engine 22 due to a change in atmospheric pressure or a change in loss due to aging of the motors MG1 and MG2. At this time, if the target power Ne * and the target torque Te * of the engine 22 are set by applying the command power P * to the execution operation line Ld, the curve with the constant command power P * is the target engine power in FIG. Since Pe * is a one-dot chain line curve below a certain curve, the rotation speed Ne1 and the torque Te1 at the intersection of this curve and the execution operation line Ld are set as the target rotation speed Ne * and the target torque Te *. It will be. Since the correction power Padj varies depending on the fluctuation of the charge / discharge power Wb, the command power P * also varies with the variation of the correction power Padj, and the target rotational speed Ne * also varies with the target power P *. The torque Te * will also fluctuate. Therefore, the operating point of the engine 22 may be shifted upward from the execution operation line Ld in accordance with fluctuations in the target rotational speed Ne * and the target torque Te *. In this case, noise and vibration generated by the operation of the engine 22 may occur. The driver and passengers feel uncomfortable and uncomfortable.

  On the other hand, in the embodiment, since the target engine speed Ne * of the engine 22 is obtained by applying the target engine power Pe * to the execution operation line Ld, the target engine speed Ne * varies even if the correction power Padj varies. do not do. Since the torque to be output from the engine 22 is obtained by dividing the command power P * by the target rotational speed Ne *, the target rotational speed Ne * becomes a value on a certain straight line (torque Te3 and torque Te4 in FIG. 9). . At this time, the operation point of the engine 22 is shifted upward or downward from the execution operation line Ld on the straight line where the target rotational speed Ne * is on a constant straight line, but the engine 22 tries to output the target engine power Pe *. Then, due to a change in atmospheric pressure or a change in loss due to aging of the motors MG1, MG2, etc., the engine 22 outputs a power larger or smaller than the target engine power Pe *, and the difference between this and the required charge / discharge power Pb *. Since it is expressed as a difference from the charge / discharge power Wb, the command power P * corrected by the correction power Padj set so as to cancel the difference between the charge / discharge required power Pb * and the charge / discharge power Wb is output from the engine 22. For control purposes, the engine 22 outputs a torque obtained by dividing the command power Pe * by the target rotational speed Ne *. Control so, but in practice will be a torque obtained by dividing the engine 22 to the target engine power Pe * by the target rotation speed Ne * is output. That is, in terms of control, control is performed so that the engine 22 is operated at an operation point shifted from the execution operation line Ld, but in reality, the engine 22 is operated at an operation point on the execution operation line Ld. Moreover, the rotational speed Ne of the engine 22 can be controlled to the target rotational speed Ne * with high accuracy by using the rotational speed Nm1 of the motor MG1 and the rotational speed Nm2 of the motor MG2, so that the actual rotational speed Ne can be stably controlled with high accuracy. In addition, the engine 22 can be operated on the execution operation line Ld. As a result, it is possible to suppress the noise and vibration generated when the engine 22 is operated at an operation point shifted upward from the execution operation line Ld from causing discomfort and discomfort to the driver and the occupant. Since the engine 22 can be actually operated on the execution operation line Ld with high accuracy, the operation is performed by removing an area where noise and vibration generated by the operation of the engine 22 cause discomfort and discomfort to the driver and passengers. It is possible to reduce the margin for considering the deviation of the operating point of the engine 22 used when setting the line. As a result, since a more efficient operation line can be used, the fuel consumption of the vehicle can be improved.

  According to the hybrid vehicle 20 of the embodiment described above, when the command power P * is applied to the execution operation line Ld and the operation point of the engine 22 is on the NV line, the target engine power is applied to the execution operation line Ld. The rotational speed at the operating point obtained by applying Pe * is set as the target rotational speed Ne * at which the engine 22 should be operated, and the torque obtained by dividing the command power P * by the set target rotational speed Ne * 22 is set as the target torque Te * to be output from the engine 22, and the engine 22 is operated at the operation point of the target rotational speed Ne * and the target torque Te *, and the required torque Tr within the range of the input / output limits Win and Wout of the battery 50 The engine 22 and the motors MG1, MG2 are controlled so that * is output to the ring gear shaft 32a as a drive shaft. As a result, the engine 22 can be actually operated on the execution operation line Ld stably with high accuracy, and the engine 22 is operated at an operation point shifted above the execution operation line Ld. It is possible to suppress noise and vibration from causing discomfort and discomfort to the driver and passengers. In addition, since the engine 22 can be actually operated on the execution operation line Ld with high accuracy, an area in which noise and vibration generated by the operation of the engine 22 cause discomfort and discomfort to the driver and passengers is excluded. Thus, it is possible to reduce the margin for considering the deviation of the operation point of the engine 22 used when setting the operation line. As a result, a more efficient operation line can be set, and the fuel efficiency of the vehicle can be improved. Since the target engine speed Pe * is set by the target engine power Pe * that does not include the correction power Padj even if the correction power Padj varies, the engine 22 can be stably operated at the target engine speed Ne *. Controllability can be improved. Of course, since the operation lines L1 to L4 corresponding to the vehicle speed V are set and used as the execution operation line Ld, the fuel consumption of the vehicle can be improved.

  In the hybrid vehicle 20 of the embodiment, the auxiliary machine power consumption Ph is estimated based on the air conditioner inverter command Ia * and the DC / DC converter command Ic *, and the estimated auxiliary machine power consumption Ph is set as the target engine power Pe *. However, since the auxiliary machine power consumption Ph is smaller than the power due to the deviation of the operation point of the engine 22, the auxiliary machine power consumption Ph may be included in the loss Loss. That is, the target engine power Pe * is set as the sum of the traveling power Pdrv *, the charge / discharge required power Pb *, and the loss Loss in anticipation of the auxiliary machine power consumption Ph, without estimating the auxiliary machine power consumption Ph. It does n’t matter.

  In the hybrid vehicle 20 of the embodiment, when the command power P * is applied to the execution operation line Ld, the command power P * is applied to the execution operation line Ld when the operation point of the engine 22 is not on the NV line. The engine speed and torque at the operating point obtained in this way are set as the target engine speed Ne * and the target torque Te * of the engine 22, and the engine 22 is operated at the operating point of the target engine speed Ne * and the target torque Te *. The engine 22 and the motors MG1, MG2 are controlled so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win, Wout of the battery 50. When the command power P * is applied to Ld, the operating point of the engine 22 is not on the NV line. However, when the command power P * is applied to the execution operation line Ld when the command power P * is applied to the execution operation line Ld, when the operation point of the engine 22 is on the NV line, the target engine power Pe * is applied to the execution operation line Ld. Is set as the target rotational speed Ne * at which the engine 22 is to be operated, and the torque obtained by dividing the command power P * by the set target rotational speed Ne * is obtained from the engine 22. The target torque Te * to be output is set, the engine 22 is operated at the operation point of the target rotational speed Ne * and the target torque Te *, and the required torque Tr * is within the range of the input / output limits Win and Wout of the battery 50. The engine 22 and the motors MG1, MG2 are controlled so as to be output to the ring gear shaft 32a as a drive shaft. Good.

  In the hybrid vehicle 20 of the embodiment, a plurality of operation lines L1 to L4 corresponding to the vehicle speed V are taken as operation lines that exclude areas in which noise and vibration generated by the operation of the engine 22 cause discomfort and discomfort to the driver and passengers. Is set to the execution operation line Ld in accordance with the vehicle speed V, but the noise and vibration generated by the operation of the engine 22 are excluded from the region where the driver and the occupant are uncomfortable and uncomfortable. These operation lines may be used as the execution operation line Ld.

  In the hybrid vehicle 20 of the embodiment, a control range (for example, a range of plus or minus 5% or 10% from the target power storage rate SOC *) centered on a predetermined target power storage rate SOC * is set as the dead zone in the power storage rate SOC. The charging / discharging required power Pb * is set based on the above, but the charging / discharging required power Pb * may be set so as to cancel the difference between the target storage ratio SOC * and the storage ratio SOC without providing a dead zone. .

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

  In the embodiment, the present invention has been described as a form of the hybrid vehicle 20, but may be a form of a control method of the hybrid car.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the power distribution and integration mechanism 30 constituted by a planetary gear corresponds to a “planetary gear mechanism”, and the motor MG2 corresponds to “ The battery 50 constituted by a lithium ion secondary battery corresponds to the “secondary battery” and corresponds to the voltage sensor 51a, the current sensor 51b, and the voltage Vb detected by the voltage sensor 51a and the current sensor 51b. The battery ECU 52 that calculates the charge / discharge power Wb based on the product of the charged / discharge current Ib corresponds to “charge / discharge power detection means”, and the noise and vibration generated by the operation of the engine 22 are uncomfortable and uncomfortable for the driver and passengers. One of the plurality of operation lines L1 to L2 set in accordance with the vehicle speed V is set by removing the region that gives The hybrid electronic control unit 70 that executes the process of step S110 of the drive control routine of FIG. 2 is set to “engine operation constraint setting means”, and is used as a drive shaft based on the accelerator opening Acc and the vehicle speed V. In step S120 of the drive control routine of FIG. 2, the required torque Tr * to be output to the ring gear shaft 32a is set and a value obtained by multiplying the required torque Tr * by the rotation speed Nr of the ring gear shaft 32a is set as the traveling power Pdrv *. The electronic control unit for hybrid 70 that executes the process corresponds to “travel power setting means”, and charge / discharge required power based on the storage ratio SOC with a control range centered on a predetermined target storage ratio SOC * as a dead zone. A hybrid that executes the process of step S130 of the drive control routine of FIG. 2 for setting Pb *. The electronic control unit 70 corresponds to “target charge / discharge power setting means”, and sets the target engine power Pe * as the sum of the travel power Pdrv *, the charge / discharge required power Pb *, the auxiliary machine power consumption Ph, and the loss Loss. The hybrid electronic control unit 70 that executes the process of step S150 of the drive control routine of FIG. 2 to be set corresponds to “target engine power setting means”, and cancels the difference between the charge / discharge required power Pb * and the charge / discharge power Wb. The hybrid electronic control unit 70 that executes the process of step S160 of the drive control routine of FIG. 2 for setting the correction power Padj as described above corresponds to “correction power setting means”, and the target engine power Pe * is included in the execution operation line Ld. When the command power P * that is the sum of the correction power Padj and the correction power Padj is applied, the operating point of the engine 22 Is set on the NV line, the rotation speed at the operating point obtained by applying the target engine power Pe * to the execution operation line Ld is set as the target rotation speed Ne * at which the engine 22 should be operated and the set target rotation The torque obtained by dividing the command power P * by the number Ne * is set as the target torque Te * to be output from the engine 22, and the battery 50 is turned on using the set target rotational speed Ne * and the target torque Te *. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range of the output limits Win and Wout, and the target rotational speed Ne * of the engine 22 is set. And the target torque Te * to the engine ECU 24, and the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 The drive electronic control unit 70 for executing the processing of steps S200 to S270 of the drive control routine of FIG. 2 respectively transmitted to the data ECU 40, the target rotational speed Ne * and the target torque Te transmitted from the hybrid electronic control unit 70. * And the engine ECU 24 that controls the engine 22 based on the received target rotational speed Ne * and the target torque Te *, and the torque command Tm1 * of the motors MG1 and MG2 transmitted from the hybrid electronic control unit 70. , Tm2 * and the motor ECU 40 that controls the motors MG1, MG2 based on the received torque commands Tm1 *, Tm2 * correspond to “control means”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. Absent. The “planetary gear mechanism” is not limited to the power distribution and integration mechanism 30 configured as a single pinion type planetary gear, but may be any planetary gear mechanism such as a double pinion type planetary gear. 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 “secondary battery” is not limited to the battery 50 configured as a lithium ion secondary battery, and various secondary batteries such as a nickel hydride secondary battery, a nickel cadmium secondary battery, and a lead storage battery are used. Can do. The “charge / discharge power detection means” is not limited to the one that calculates the charge / discharge power Wb by the product of the voltage Vb detected by the voltage sensor 51a and the charge / discharge current Ib detected by the current sensor 51b. As long as it detects the charge / discharge power of the secondary battery, any battery may be used. As the “engine operation restriction setting means”, the vehicle speed V is determined from a plurality of operation lines L1 to L2 which are set by removing noises and vibrations generated by the operation of the engine 22 and causing discomfort and discomfort to the driver and passengers. However, it is not limited to setting one obtained in accordance with the operation line Ld for execution, but a region in which noise and vibration generated by the operation of the engine 22 may cause the driver and the occupant to feel uncomfortable or uncomfortable. The internal combustion engine is operated from an efficient operation restriction, which is a restriction composed of the number of revolutions and the torque for efficiently operating the internal combustion engine, such as the operation line Ld for execution regardless of the vehicle speed V. Set engine operating restrictions that can be obtained by excluding the noise and vibration areas where the noise or vibration generated by the operation of the internal combustion engine makes the passenger feel uncomfortable. As long as it may be used as any thing. As the “traveling power setting means”, a value obtained by multiplying the required torque Tr * set based on the accelerator opening Acc and the vehicle speed V by the rotational speed Nr of the ring gear shaft 32a is set as the traveling power Pdrv *. It is not limited, and the required torque is set based only on the accelerator opening Acc, and the traveling power is set based on the set required torque, or the traveling route is preset. In this case, the required torque is set based on the travel position on the travel route, and the travel power is set based on the set required torque, or the travel power is set directly without setting the required torque. As long as it sets the power for driving required for driving, such as, it may be anything.

  Further, the “target charge / discharge power setting means” is limited to one that sets the charge / discharge required power Pb * based on the power storage ratio SOC with a control range centered on a predetermined target power storage ratio SOC * as a dead zone. The charging / discharging required power Pb * is set so that the difference between the target storage ratio SOC * and the storage ratio SOC is canceled without providing a dead zone. Any device may be used as long as it sets a target charge / discharge power for charging / discharging the battery. The “target engine power setting means” is limited to one that sets the target engine power Pe * as the sum of the travel power Pdrv *, the charge / discharge required power Pb *, the auxiliary machine power consumption Ph, and the loss Loss. The target engine power Pe * is set as the sum of the travel power Pdrv *, the charge / discharge required power Pb *, and the loss Loss including the auxiliary machine power consumption Ph. As long as the target engine power to be output from the internal combustion engine is set on the basis of the target charge / discharge power, any value may be used. The “correction power setting means” is not limited to the one that sets the correction power Padj using an integral term so as to cancel the difference between the charge / discharge required power Pb * and the charge / discharge power Wb. Any correction power can be set for canceling the difference between the charge / discharge power and the target charge / discharge power, such as setting the correction power Padj using a proportional term so as to cancel the difference between the Pb * and the charge / discharge power Wb. It doesn't matter what. 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. As the “control means”, when the command power P * that is the sum of the target engine power Pe * and the correction power Padj is applied to the execution operation line Ld, the operation point of the engine 22 is on the NV line. When this happens, the rotational speed at the operating point obtained by applying the target engine power Pe * to the execution operation line Ld is set as the target rotational speed Ne * at which the engine 22 is to be operated, and a command is issued with the set target rotational speed Ne *. The torque obtained by dividing the power P * is set as the target torque Te * to be output from the engine 22, the engine 22 is operated at the set target rotational speed Ne * and the target torque Te *, and the input / output of the battery 50 The engine 22 is configured such that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the limits Win and Wout. The motor is not limited to controlling the motors MG1 and MG2, but if the command power, which is the sum of the target engine power and the correction power, is output from the internal combustion engine by the operation based on the efficient operation constraint, the internal combustion engine will generate noise vibration. When the engine is to be operated within the region, the rotational speed obtained by applying the target engine power to the engine operation constraint is set as the target rotational speed at which the internal combustion engine is to be operated, and the command power is output at the set target rotational speed. Torque is set as a target torque to be output from the internal combustion engine, and the internal combustion engine and the power generator are operated so that the internal combustion engine is operated at an operation point composed of the target rotational speed and the target torque and the traveling power is output to the drive shaft. Any device can be used as long as it controls the motor and the electric motor.

  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 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear 40, motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU) , 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch , 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 air compressor, 91 drive circuit, 94 low voltage battery, 95 DC / DC converter, MG1, MG2 motor.

Claims (5)

An internal combustion engine, a generator capable of power input / output, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator. A hybrid vehicle comprising a gear mechanism, an electric motor capable of inputting and outputting power to the drive shaft, and a secondary battery that exchanges electric power with the generator and the electric motor,
Charge / discharge power detection means for detecting charge / discharge power of the secondary battery;
An operating region in which noise or vibration generated by the operation of the internal combustion engine makes a passenger feel uncomfortable among the regions in which the internal combustion engine can be operated due to an efficient operation constraint that is a constraint consisting of the rotational speed and torque for efficiently operating the internal combustion engine. Engine operation constraint setting means for setting engine operation constraints obtained by excluding the noise vibration region,
Traveling power setting means for setting traveling power required for traveling;
Target charge / discharge power setting means for setting target charge / discharge power to charge / discharge the secondary battery according to the state of the secondary battery;
Target engine power setting means for setting target engine power to be output from the internal combustion engine based on the set traveling power and the set target charge / discharge power;
Correction power setting means for setting correction power for canceling the difference between the detected charge / discharge power and the set target charge / discharge power;
When a command power, which is the sum of the set target engine power and the set correction power, is output from the internal combustion engine by operation based on the efficiency operation constraint, the internal combustion engine operates in the noise vibration region. When this happens, the rotational speed obtained by applying the target engine power to the engine operation constraint is set as the target rotational speed at which the internal combustion engine is to be operated, and the command power is output at the set target rotational speed. Torque is set as a target torque to be output from the internal combustion engine, the internal combustion engine is operated at an operating point consisting of the set target rotational speed and the set target torque, and the set driving power Control means for controlling the internal combustion engine, the generator, and the electric motor so that is output to the drive shaft;
A hybrid car with The hybrid vehicle according to claim 1,
Auxiliary machine power consumption estimation means for estimating auxiliary machine power consumption, which is the power consumed by an auxiliary machine mounted on a vehicle,
The target engine power setting means is means for setting the target engine power based on the sum of the traveling power, the power corresponding to the target charge / discharge power, and the power corresponding to the auxiliary machine power consumption.
Hybrid car. A hybrid vehicle according to claim 1 or 2,
The engine operation restriction setting means is a means for setting the engine operation restriction on the assumption that the operation region in which noise or vibration generated by the operation of the internal combustion engine causes a sense of incongruity to passengers decreases as the vehicle speed increases.
Hybrid car. A hybrid vehicle according to any one of claims 1 to 3,
The control means applies the command power to the engine operation constraint when the internal combustion engine is operated outside the noise vibration region when the command power is output from the internal combustion engine by operation based on the efficiency operation constraint. The rotational speed and torque obtained in this way are set as the target rotational speed and the target torque, and the internal combustion engine is operated at the operating point consisting of the set target rotational speed and the set target torque and is set as described above. Means for controlling the internal combustion engine, the generator, and the electric motor so that the traveling power is output to the drive shaft.
Hybrid car. An internal combustion engine, a generator capable of power input / output, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator. A control method of a hybrid vehicle comprising: a gear mechanism; an electric motor capable of inputting / outputting power to / from the drive shaft; and a secondary battery that exchanges electric power with the generator and the electric motor,
(A) Noise or vibration generated by the operation of the internal combustion engine out of a region where the internal combustion engine can be operated due to an efficient operation restriction, which is a restriction composed of a rotational speed and torque for efficiently operating the internal combustion engine. Set the engine operation restrictions obtained by excluding the noise and vibration areas that are given,
(B) A target engine power to be output from the internal combustion engine is set based on a traveling power required for traveling and a target charging / discharging power to charge / discharge the secondary battery, and the secondary battery is charged / discharged. Set a correction power to cancel the difference between the target charge / discharge power and the target charge / discharge power,
(C) When a command power that is the sum of the set target engine power and the set correction power is output from the internal combustion engine by an operation based on the efficient operation constraint, the internal combustion engine is operated within the noise vibration region. When the engine speed is to be set, the rotational speed obtained by applying the target engine power to the engine operation constraint is set as the target rotational speed at which the internal combustion engine is to be operated, and the command power is output at the set target rotational speed. Torque is set as a target torque to be output from the internal combustion engine, the internal combustion engine is operated at an operating point consisting of the set target rotational speed and the set target torque, and the traveling power is Controlling the internal combustion engine, the generator, and the electric motor to be output to a drive shaft;
Control method of hybrid vehicle.

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