JP2012153250A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent generation of noise due to collision between gear teeth while an output torque TM of a second motor generator is nearly zero.SOLUTION: This vehicle control device, on which an engine, a second motor generator, a gear connecting the engine and the second motor generator, a first motor generator driven by the engine to generate electric power, and an energy storage device accumulating the electric power generated by the first motor generator are mounted, includes an ECU performing the control so that an output shaft rotation speed of the engine is increased when a remaining capacity of the energy storage device is larger than a predetermined threshold.

Description

  The present invention relates to a vehicle control device, and more particularly, to a vehicle control device equipped with an electric motor connected to an engine via a gear.

  Hybrid vehicles equipped with an engine and an electric motor as drive sources are known. In such a hybrid vehicle, it is possible to assist the engine with an electric motor or to travel using only the electric motor as a drive source. The engine and the electric motor are connected through, for example, a planetary gear set. As an example, the output shaft of the engine is connected to the planetary carrier, and the output shaft of the electric motor is connected to the ring gear. A generator is connected to the sun gear.

  When the engine and the electric motor are connected using the planetary gear set, for example, when the output torque of the electric motor is zero, a gap may be generated between the gears connecting the engine and the electric motor. If the engine output torque fluctuates with a gap between the gears, the gear teeth may collide with each other to generate sound. In order to suppress the generation of such a sound, Japanese Patent Application Laid-Open No. 2009-173125 (Patent Document 1) describes a fuel consumption priority operation line when the absolute value of the motor torque command is equal to or less than a threshold value in the paragraph 0041 and the like. It is disclosed that the target rotational speed and the target torque are set as the engine operating point based on the abnormal noise suppression operation line set so that the rotational speed becomes larger than the above.

JP 2009-173125 A

  In Japanese Patent Application Laid-Open No. 2009-173125, after the torque of the electric motor becomes close to zero, that is, after a situation where sound can be generated, the engine speed is increased to suppress the generation of sound. Therefore, sound can be generated before the engine speed increases. Considering the discomfort given to the driver, it is preferable to prevent the generation of sound.

  The present invention has been made to solve the above-described problems, and an object thereof is to prevent the generation of sound.

  A vehicle control device equipped with an engine, an electric motor, a gear that connects the engine and the electric motor, a generator that is driven by the engine to generate electric power, and a power storage device that stores electric power generated by the generator, Means for detecting the remaining capacity of the power storage device, and control means for controlling the output shaft speed of the engine to increase when the remaining capacity of the power storage device is greater than a predetermined threshold value. .

  According to this configuration, when the remaining capacity of the power storage device is larger than a predetermined threshold value, the output shaft speed of the engine is increased. In a state where the remaining capacity of the power storage device is large, the required power generation amount is small. Therefore, in order to reduce the amount of power generated by the generator, the torque used to drive the generator, that is, the output torque of the engine is reduced. As a result, for example, it is predicted that the torque that should be output by the electric motor in order to cancel the output torque of the engine will be small (approaching zero). Therefore, when the remaining capacity of the power storage device is larger than a predetermined threshold value, the engine output shaft speed is increased. As a result, the output shaft speed of the engine can be increased before the output torque of the electric motor approaches zero. Therefore, it is possible to increase the engine output shaft speed before the sound is generated from the gear. When the engine output shaft speed is large, the engine output torque varies less than when the engine output shaft speed is small. Therefore, it is suppressed that the gear teeth provided between the engine and the electric motor collide with each other. As a result, generation of sound can be prevented beforehand.

It is a schematic block diagram which shows the power train of a hybrid vehicle. It is a schematic block diagram which shows an engine. It is an alignment chart of a power split mechanism. It is an alignment chart of a transmission. It is a figure which shows the driving | running state of an engine. It is a figure which shows the fuel consumption optimal line and engine noise suppression operation line which defined the engine speed and the output torque. It is a collinear diagram of a power split mechanism when a vehicle travels using an engine while generating power with a first motor generator. It is a figure which shows the operating point of an engine when a vehicle drive | works using an engine, generating electric power with a 1st motor generator. It is a figure which shows the output power of an engine when the remaining capacity of an electrical storage apparatus increases. It is a figure which shows the operating point of an engine when the remaining capacity of an electrical storage apparatus increases. It is a functional block diagram of ECU. It is an alignment chart of a power split mechanism when the remaining capacity of the power storage device is increased. It is a flowchart which shows the process which ECU performs.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, a power train of a hybrid vehicle equipped with the control device according to the present embodiment will be described. Note that the control device according to the present embodiment is realized, for example, when ECU 1000 executes a program recorded in ROM (Read Only Memory) 1002 of ECU (Electronic Control Unit) 1000.

  As shown in FIG. 1, the power train includes an engine 100, a first motor generator (MG1) 200, a power split mechanism 300 that synthesizes or distributes torque between the engine 100 and the first motor generator 200, The second motor generator (MG2) 400 and the transmission 500 are mainly configured.

  The engine 100 is a known power unit that burns fuel and outputs motive power, and is configured to be able to electrically control operating conditions such as throttle opening (intake amount), fuel supply amount, and ignition timing. Yes. The control is performed, for example, by the ECU 1000 mainly including a microcomputer.

  Referring to FIG. 2, engine 100 draws air from air cleaner 102. The intake air amount is adjusted by the throttle valve 104. The throttle valve 104 is an electronic throttle valve that is driven by a motor.

  Air is mixed with fuel in the cylinder 106 (combustion chamber). Fuel is directly injected into the cylinder 106 from the injector 108. That is, the injection hole of the injector 108 is provided in the cylinder 106. The fuel is injected from the intake side (the side where air is introduced) of the cylinder 106.

Fuel is injected during the intake stroke. Note that the timing of fuel injection is not limited to the intake stroke. In this embodiment, the engine 100 is described as a direct injection engine in which the injection hole of the injector 108 is provided in the cylinder 106. However, in addition to the direct injection injector 108, a port injection injector is provided. May be. Further, only a port injection injector may be provided.

  The air-fuel mixture in the cylinder 106 is ignited by the spark plug 110 and burns. The air-fuel mixture after combustion, that is, the exhaust gas is purified by the three-way catalyst 112 and then discharged outside the vehicle. The piston 114 is pushed down by the combustion of the air-fuel mixture, and the crankshaft 116 rotates.

  An intake valve 118 and an exhaust valve 120 are provided at the top of the cylinder 106. The amount and timing of air introduced into the cylinder 106 is controlled by the intake valve 118. The amount and timing of the exhaust gas discharged from the cylinder 106 is controlled by the exhaust valve 120. The intake valve 118 is driven by a cam 122. The exhaust valve 120 is driven by a cam 124.

  The intake valve 118 is changed in opening / closing timing (phase) by a VVT (Variable Valve Timing) mechanism 126. The opening / closing timing of the exhaust valve 120 may be changed.

  In the present embodiment, the camshaft (not shown) provided with the cam 122 is rotated by the VVT mechanism 126, whereby the opening / closing timing of the intake valve 118 is controlled. The method for controlling the opening / closing timing is not limited to this.

  Engine 100 is controlled by ECU 1000. ECU 1000 controls the throttle opening, the ignition timing, the fuel injection timing, the fuel injection amount, and the opening / closing timing of intake valve 118 so that engine 100 is in a desired operating state. ECU 1000 receives signals from cam angle sensor 800, crank angle sensor 802, water temperature sensor 804, and air flow meter 806.

  The cam angle sensor 800 outputs a signal representing the cam position. The crank angle sensor 802 outputs a signal representing the rotational speed (engine rotational speed) NE of the crankshaft 116 and the rotational angle of the crankshaft 116. Water temperature sensor 804 outputs a signal representing the temperature of cooling water of engine 100 (hereinafter also referred to as water temperature). Air flow meter 806 outputs a signal representing the amount of air KL taken into engine 100.

  ECU 1000 controls engine 100 based on signals input from these sensors, a map stored in ROM 1002, and a program.

  Returning to FIG. 1, the first motor generator 200 is a three-phase AC rotating electric machine as an example. The first motor generator 200 is mainly used as a generator. The first motor generator 200 may be used as a motor. First motor generator 200 is connected to power storage device 700 such as a battery via inverter 210. The power storage device 700 stores the electric power generated by the first motor generator 200. By controlling the inverter 210, the output torque or regenerative torque of the first motor generator 200 is appropriately set. The control is performed by the ECU 1000. The stator (not shown) of the first motor generator 200 is fixed and does not rotate.

  As an example, the regenerative torque of first motor generator 200, that is, the generated power, is determined according to the remaining capacity (SOC: State Of Charge) of power storage device 700. For example, it is determined that the generated power decreases as the remaining capacity increases. In order to reduce the generated power, the regenerative torque of the first motor generator 200 is reduced.

  The power split mechanism 300 includes a sun gear (S) 301 that is an external gear, a ring gear (R) 302 that is an internal gear arranged concentrically with the sun gear (S) 301, and the sun gear (S). This is a known gear mechanism that generates a differential action by using a carrier (C) 303 holding a pinion gear meshing with 301 and a ring gear (R) 302 so as to rotate and revolve freely. The output shaft of the engine 100 is connected to a carrier (C) 303 as a first rotating element via a damper. In other words, the carrier (C) 303 is an input element.

  On the other hand, the rotor (not shown) of the 1st motor generator 200 is connected with the sun gear (S) 301 which is a 2nd rotation element. Therefore, the sun gear (S) 301 is a so-called reaction force element, and the ring gear (R) 302 that is the third rotation element is an output element. The ring gear (R) 302 is connected to an output shaft 600 connected to drive wheels (not shown). The rotational speed of the output shaft 600 is detected by the output shaft rotational speed sensor 602, and a signal representing the output shaft rotational speed is input to the ECU 1000.

  FIG. 3 shows an alignment chart of the power split mechanism 300. As shown in FIG. 3, when the reaction torque generated by the first motor generator 200 is input to the sun gear (S) 301 with respect to the torque output from the engine 100 input to the carrier (C) 303, these torques are added or subtracted. The torque having the magnitude appears in the ring gear (R) 302 serving as an output element. In that case, the rotor of the first motor generator 200 is rotated by the torque, and the first motor generator 200 functions as a generator. When the rotation speed (output rotation speed) of the ring gear (R) 302 is constant, the rotation speed of the engine 100 is continuously (steplessly) changed by changing the rotation speed of the first motor generator 200 to a larger or smaller value. ) Can be changed. That is, control for setting the rotation speed of engine 100 to, for example, the rotation speed with the best fuel efficiency can be performed by controlling first motor generator 200. The control is performed by the ECU 1000.

  If the engine 100 is stopped during traveling, the first motor generator 200 is rotating in the reverse direction. From this state, when the first motor generator 200 is caused to function as an electric motor and torque is output in the forward rotation direction, the carrier ( C) Torque in a direction to rotate the engine 100 connected to 303 acts on the engine 100, and the first motor generator 200 can start the engine 100 (motoring or cranking). In that case, torque in a direction to stop the rotation acts on the output shaft 600. Therefore, the driving torque for traveling can be maintained by controlling the torque output from the second motor generator 400, and at the same time, the engine 100 can be started smoothly. This type of hybrid type is called a mechanical distribution type or a split type.

  Returning to FIG. 1, the second motor generator 400 is a three-phase AC rotating electric machine as an example. The second motor generator 400 is mainly used as a motor. The second motor generator 400 may be used as a generator. Second motor generator 400 is connected to power storage device 700 such as a battery via inverter 310. The power storage device 700 stores the power generated by the second motor generator 400 during regenerative braking or the like. By controlling the inverter 310, the power running and regeneration and the torque in each case are controlled. The stator (not shown) of second motor generator 400 is fixed and does not rotate.

  The transmission 500 is configured by a set of Ravigneaux planetary gear mechanisms. A first sun gear (S1) 510 and a second sun gear (S2) 520, which are external gears, are provided. The first sun gear (S1) 510 meshes with the first pinion gear 531 and the first sun gear (S1) 510 is engaged with the first sun gear (S1) 510. The pinion gear 531 meshes with the second pinion gear 532, and the second pinion gear 532 meshes with the ring gear (R) 540 arranged concentrically with the sun gears 510 and 520.

  The pinion gears 531 and 532 are held by a carrier (C) 550 so as to rotate and revolve freely. Further, the second sun gear (S 2) 520 is engaged with the second pinion gear 532. Therefore, the first sun gear (S1) 510 and the ring gear (R) 540 constitute a mechanism corresponding to a double pinion type planetary gear mechanism together with the pinion gears 531 and 532, and the second sun gear (S2) 520 and the ring gear (R). 540 and the second pinion gear 532 constitute a mechanism corresponding to a single pinion type planetary gear mechanism.

  Further, the transmission 500 is provided with a B1 brake 561 that selectively fixes the first sun gear (S1) 510 and a B2 brake 562 that selectively fixes the ring gear (R) 540. These brakes 561 and 562 are so-called friction engagement elements that generate an engagement force by a friction force, and a multi-plate type engagement device or a band type engagement device can be adopted. And these brakes 561 and 562 are comprised so that the torque capacity may change continuously according to the engaging force by oil_pressure | hydraulic. Further, the second motor generator 400 described above is connected to the second sun gear (S2) 520. Carrier (C) 550 is connected to output shaft 600.

  Therefore, in the above-described transmission 500, the second sun gear (S2) 520 is a so-called input element, and the carrier (C) 550 is an output element. By engaging the B1 brake 561, the transmission ratio is “ A high speed stage greater than 1 ″ is set. By engaging the B2 brake 562 instead of the B1 brake 561, a low speed stage having a higher gear ratio than the high speed stage is set.

  The speed change between the respective speeds is executed based on a traveling state such as a vehicle speed and a required driving force (or accelerator opening). More specifically, the shift speed region is determined in advance as a map (shift diagram), and control is performed so as to set one of the shift speeds according to the detected driving state.

  FIG. 4 shows an alignment chart of the transmission 500. As shown in FIG. 4, if ring gear (R) 540 is fixed by B2 brake 562, low speed stage L is set, and torque output from second motor generator 400 is amplified in accordance with the gear ratio and applied to output shaft 600. Added. On the other hand, if the first sun gear (S1) 510 is fixed by the B1 brake 561, the high speed stage H having a smaller gear ratio than the low speed stage L is set. Since the gear ratio at the high speed stage H is also larger than “1”, the torque output from the second motor generator 400 is increased according to the gear ratio and added to the output shaft 600.

  It should be noted that, in a state where the respective gear stages L and H are constantly set, the torque applied to the output shaft 600 is a torque obtained by increasing the output torque of the second motor generator 400 according to the gear ratio. In the shift transition state, the torque is affected by the torque capacity at each brake 561 and 562, the inertia torque accompanying the change in the rotational speed, and the like. The torque applied to the output shaft 600 is positive torque when the second motor generator 400 is driven, and is negative torque when the second motor generator 400 is driven.

  As shown in FIG. 5, when the traveling power of the hybrid vehicle is smaller than the engine start threshold, the hybrid vehicle travels using only the driving force of second motor generator 400.

  On the other hand, when the traveling power of the hybrid vehicle exceeds the engine start threshold value, engine 100 is driven. Thus, the hybrid vehicle travels using the driving force of engine 100 in addition to or instead of the driving force of second motor generator 400. Further, the electric power generated by first motor generator 200 using the driving force of engine 100 is directly supplied to second motor generator 400.

  The traveling power is calculated by ECU 1000 according to a map having parameters such as the accelerator pedal opening (accelerator opening) and the vehicle speed operated by the driver, for example. That is, in the present embodiment, the traveling power of the hybrid vehicle represents the power required by the driver. Note that the method of calculating the traveling power is not limited to this. In the present embodiment, the unit of power is kW (kilowatt).

  The hybrid vehicle is controlled so that traveling power is shared by engine 100 and second motor generator 400. For example, if the first motor generator 200 does not generate power, the sum of the output power of the engine 100 and the output power of the second motor generator 400 is controlled to be substantially the same as the traveling power. Therefore, when the output power of engine 100 is zero, the output power of second motor generator 400 is controlled to be substantially the same as the traveling power. When the output power of second motor generator 400 is zero, control is performed so that the output power of engine 100 is substantially the same as the traveling power.

  When driving engine 100, for example, the higher the vehicle speed, the lower the output torque of second motor generator 400, and the ratio of the output power of engine 100 to the traveling power is increased.

  As an example, when the vehicle speed is high, the hybrid vehicle may travel while the engine 100 is operating and the output torque TM of the second motor generator 400 is reduced to zero or less. That is, the second motor generator 400 outputs torque in the negative rotation direction so that a part of the torque transmitted from the engine 100 to the output shaft 600 is canceled so that a desired torque is transmitted to the output shaft 600. It is possible to travel.

  When the first motor generator 200 generates power, the engine 100 outputs a power obtained by adding the power corresponding to the power generated by the first motor generator 200 to the power that the engine 100 should share with the traveling power. Be controlled.

  In addition, when the remaining capacity of power storage device 700 falls below a predetermined lower limit, engine 100 is operated to drive first motor generator 200 to generate power and charge power storage device 700.

  When the output power of engine 100 is used only for driving first motor generator 200, the power corresponding to the generated power is substantially the same as the output power of engine 100. The output power control mode is not limited to these.

  The output shaft rotational speed (engine rotational speed) NE and output torque of engine 100 are determined according to the fuel efficiency optimal line or the abnormal noise suppression operation line indicated by the broken line in FIG. The fuel efficiency optimal line and the noise suppression operation line indicate the relationship between the engine speed NE and the output torque. In other words, the fuel efficiency optimal line and the noise suppression operation line determine the operating point of engine 100. The fuel efficiency optimal line and the noise suppression operation line are predetermined by the developer based on results of experiments and simulations. The noise suppression operation line has a higher engine speed NE when realizing the same output torque than the fuel efficiency optimal line.

  The engine speed NE and the output torque TE of the engine 100 are determined as an intersection of the fuel efficiency optimal line or the noise suppression operation line and an equal power line indicating the output power of the engine 100 determined according to the driver's operation. . That is, the engine speed NE of the engine 100 is a speed that realizes the output power of the engine 100 determined according to the operation of the driver on the fuel efficiency optimal line or the noise suppression operation line.

  The fuel efficiency optimal line is predetermined by the developer based on experiments and simulations so that the fuel efficiency is optimal. The abnormal noise suppression operation line, for example, generates sound due to the collision of gear teeth of the power split mechanism 300 or the transmission 500 when the output torque TM of the second motor generator 400 is near zero. This is used to suppress the fluctuation of the output torque TE of the motor by reducing it.

  That is, when engine 100 is driven at engine speed NE and output torque TE determined by the noise suppression operation line, fluctuations in output torque TE of engine 100 are reduced. Therefore, the sound generated when the gear teeth collide is reduced. The abnormal noise suppression operation line is determined so as to realize such a function. The abnormal noise suppression operation line is predetermined by the developer based on experiments and simulations.

  In the present embodiment, as an example, in the state where the output torque TM of the second motor generator 400 is in the range from “−γ” to “γ” (“γ” is a predetermined positive value), the abnormal noise Engine 100 is driven at engine speed NE and output torque TE determined according to the suppression operation line. In other words, in a state where output torque TM of second motor generator 400 is within a predetermined range including zero, engine 100 is driven at engine speed NE and output torque TE determined according to the noise suppression operation line.

  Hereinafter, as shown in FIG. 7, a state is assumed in which a vehicle travels at a substantially constant vehicle speed using engine 100 while generating electric power with first motor generator 200. Furthermore, in such a state, it is assumed that the output torque TM of the second motor generator 400 is controlled to be smaller than “−γ” in order to transmit a desired torque to the output shaft 600. That is, second motor generator 400 is controlled to output a torque having an absolute value larger than “γ” in the negative rotation direction indicated by the arrow in FIG. In the state shown in FIG. 7, the gear stage of the transmission 500 is assumed to be the high speed stage H, but may be the low speed stage L.

  FIG. 8 shows operating points on the fuel efficiency optimum line of the engine 100 in the driving state shown in FIG. “TE1” in FIG. 8 indicates the output torque TE of the engine 100 when the output torque of the second motor generator 400 matches “−γ”. That is, when the output torque TE of the engine 100 decreases to “TE1”, the absolute value of the output torque TM of the second motor generator 400 is decreased to “γ” in order to maintain the torque transmitted to the output shaft 600 ( The output torque TM is increased to “−γ”).

  “TE2” in FIG. 8 indicates the output torque TE of the engine 100 when the output torque TM of the second motor generator 400 matches “γ”. That is, when the output torque TE of the engine 100 decreases to “TE2”, the output torque TM of the second motor generator 400 is increased in the forward rotation direction in order to compensate for the shortage of torque and transmit the desired torque to the output shaft 600. Increased to “γ”.

  If the remaining capacity of power storage device 700 increases while engine 100 is operating at the operating point shown in FIG. 8, the power that first motor generator 200 should generate to charge power storage device 700 decreases. If the torque of the first motor generator 200 (torque in the negative rotation direction) is reduced in order to reduce the electric power generated by the first motor generator 200, the load on the engine 100 is reduced. As a result, the power that the engine 100 should output is reduced as shown in FIG.

  If the output torque TE of the engine 100 becomes smaller than “TE1” in order to realize the reduced power, the output torque of the second motor generator 400 may approach zero than “−γ”. In this case, it is necessary to move the operating point of engine 100 from the fuel efficiency optimal line to the noise suppression operating line in order to suppress the generation of sound due to the collision of the gear teeth of power split mechanism 300 or transmission 500.

  As shown in FIG. 10, in the present embodiment, before output torque TE of engine 100 decreases to “TE1”, that is, before the output torque of second motor generator 400 becomes larger than “−γ”, The operating point of the engine 100 is moved from the fuel efficiency optimal line to the noise suppression operating line. After the operating point of the engine 100 moves from the fuel efficiency optimal line to the abnormal noise suppression operation line, the operating point of the engine 100 is changed along the abnormal noise suppression operation line so that the output power of the engine 100 decreases.

  Hereinafter, a configuration of ECU 1000 for realizing such a function will be described. The function of ECU 1000 may be realized by hardware, may be realized by software, or may be realized by cooperation of hardware and software.

  Referring to FIG. 11, ECU 1000 includes a detection unit 1004, a first control unit 1006, and a second control unit 1008. Detection unit 1004 detects the remaining capacity of power storage device 700. The remaining capacity of power storage device 700 is calculated based on the voltage and current of power storage device 700, for example. Since a known general technique may be used for the method of calculating the remaining capacity, detailed description thereof will not be repeated here.

  The first control unit 1006 controls the second motor generator 400 to output torque outside a predetermined range including zero (range from “−γ” to “γ”).

  Second control unit 1008 performs control so that engine speed NE increases when the remaining capacity of power storage device 700 is greater than a predetermined threshold value. More specifically, when the second motor generator 400 is controlled to output torque outside the above predetermined range, and the remaining capacity of the power storage device 700 is larger than the threshold value, the engine speed NE increases. Controlled. For example, as shown in FIG. 12, the engine speed NE is controlled to increase by increasing the output shaft speed of the first motor generator 200 while maintaining the speed (that is, the vehicle speed) of the output shaft 600. Is done.

  The threshold of the remaining capacity is set in advance by the developer based on results of experiments and simulations. For example, the threshold value is set so that output torque TE determined by the output power of engine 100 when the remaining capacity of power storage device 700 increases to the threshold value and the fuel efficiency optimum line is larger than the above-described “TE1”. Is determined. The mode for determining the threshold value is not limited to this.

  Further, second control unit 1008 performs control so that torque TE of engine 100 decreases after engine speed NE increases.

Processing executed by ECU 1000 will be described with reference to FIG.
In step (hereinafter, step is abbreviated as S) 100, it is determined whether or not second motor generator 400 is controlled to output torque outside the range from “−γ” to “γ”.

  If second motor generator 400 is controlled to output torque outside the range from “−γ” to “γ” (YES in S100), the remaining capacity of power storage device 700 is the threshold in S102. It is determined whether or not the value is larger. If the remaining capacity of power storage device 700 is greater than the threshold value (YES in S102), engine speed NE is increased by increasing the output shaft speed of first motor generator 200 in S104. The engine speed NE is increased until the operating point of the engine 100 is positioned on the noise suppression operation line.

  Thereafter, in S106, output torque TE of engine 100 is reduced such that the operating point of engine 100 moves along the noise suppression operation line. Output torque TE is reduced such that the output power of engine 100 is reduced to the output power determined based on the remaining capacity of power storage device 700 increased to the threshold value.

  As described above, according to the present embodiment, engine speed NE is increased when the remaining capacity of power storage device 700 is greater than a predetermined threshold value. As a result, the engine speed NE can be increased before the output torque TM of the second motor generator 400 approaches zero than “−γ”. Therefore, the engine speed NE can be increased in order to reduce the fluctuation of the output torque TE of the engine 100 before the sound generated by the collision between the gear teeth of the power split mechanism 300 or the transmission 500 is generated. . As a result, generation of sound can be prevented beforehand.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  100 engine, 200 first motor generator, 300 power split mechanism, 301 sun gear, 302 ring gear, 303 carrier, 400 second motor generator, 500 transmission, 510,520 sun gear, 531,532 pinion gear, 540 ring gear, 600 output shaft, 700 power storage device, 1000 ECU, 1004 detection unit, 1006 first control unit, 1008 second control unit.

Claims (4)

An engine, an electric motor, a gear that connects the engine and the electric motor, a generator that is driven by the engine to generate electric power, and a power storage device that stores electric power generated by the generator are mounted on a vehicle. A control device,
Means for detecting a remaining capacity of the power storage device;
A control device for a vehicle, comprising: control means for controlling the output shaft speed of the engine to increase when the remaining capacity of the power storage device is greater than a predetermined threshold value. Means for controlling the electric motor to output a torque outside a predetermined range including zero,
The control means is controlled so that the electric motor outputs torque outside the predetermined range, and when the remaining capacity of the power storage device is larger than the threshold value, the output shaft rotational speed of the engine increases. The vehicle control device according to claim 1, wherein the control device controls the vehicle.   3. The vehicle control device according to claim 1, wherein the control unit controls the output shaft speed of the engine to increase by increasing the output shaft speed of the generator. 4.   The vehicle control device according to any one of claims 1 to 3, wherein the control means controls the torque of the engine to decrease after the output shaft rotational speed of the engine increases.

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